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4044 ye. ““ujulis WL) ti Zieh te 7S == ESTABLISHED 1878. VOL. XXIV, No. 24 CLEVELAND -- JUNE 13, 1901 -- CHICAGO. $2.00 Per Year. 5c. Single Copy Linke CARRIERS’ ASSOCIATION. To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interests of Lake Car- riers, and toimprove the character of the service rendered to the public. PRESIDENT. A. B. WOLVIN, Duluth. 1ST VICE-PRESIDENT. Capt. J. G. Ke1THx, Chicago. SECRETARY. CHARLES H. KEEP, ‘Buffalo, \ TREASURER. GrorGE P. McKay, 4 Cleveland. COUNSEL. HARVEY D. GOULDER, Cleveland, EXECUTIVE AND FINANCE COMMITTEE. JAMES CORRIGAN, Chairman, Cleveland. COMMITTEE ON LEGISLATION. Grsson L. DoucLas, Chairman, Buffalo. COMMITTEE ON AIDS TO NAVIGATION. GEORGE P. McKay, Chairman, Cleveland. LOAD LINE AND MANNING SCALE. In issuing certificates of inspection, the U. S. local in- spectors of steamboats, at Buffalo, have filled in the blanks for load line and in one case stated that a Cleveland owned steamer should not load deeper than 17 feet, although the boat can safely load to 18 feet. The owner’s attorney wrote to the inspectors asking their authority to designate the number of crew, and also their authority to fill in the load line blank. He was referred to section 8 of rule 9 of the rules and regulations of the Board of Supervising Inspectors by the Buffalo inspectors, who also stated that certificate of inspection adopted by the Supervising Inspectors February 25th, 1901, requires load line draft. H. D. Goulder, Esq., counsel for the Lake Carriers’ Asso- ciation says he knows no authority for this except in the act of February 21, 1891, amending s2ction 4178 of the Revised Statutes, which provides as follows: “The owner, agent or master of every inspected sea-going steam vessel shall indicate the draft of water at which he shall deem his vessel safe to be loaded for the trade she is engaged in, which limits, as indicated, shall be stated in the vessel’s certificate of inspection, and it shall be unlawful for such vessel to be loaded deeper than stated in said certifi- cate.” Capt. James Stone, supervising inspector for the entire district, including Buffalo and Cleveland, holds that the rule only covers sea-going vessels and does not apply to the lakes. Mr. Goulder has taken the matter up with Secretary Keep of the Lake Carriers’ Association. Ina letter to the secre- tary Mr. Goulder said: ‘‘If it be the policy intended to fill in this load line draft, and the requisition for crew, arbitrary by the inspectors, itseems to meof vast importance and that we ought to have a meeting to take the thing up generally. “The difficulty would be this, that in any case where the question of overloading might be raised, a load line fixed by the government inspectors might cut a conspicuous figure. They are as apt to be wrong as to be right, and it might make no end of trouble. The same thing is due in a lesser degree of their arbitrarily fixing the number of the crew.’’ It is now understood through further correspondence that Supervising Inspector-General James A. Dumont will send out circulars from Washington revoking the action of the local inspectors at Buffalo and decreeing that the rule is not to be applied on the lakes. eee AN Anstralian Inquest.—Verdict of the jury: ‘‘Died by the visitation of God accelerated by intemperate habits.’’ MERCHANT MARINE OF RUSSIA. The Russian merchant marine has developed rapidly of late. A few years ago, the merchant fleet consisted of a very few steamers and about 200 Finnish sailing ships, employed almost exclsively in the Baltic wood trade; to-day, more than 3,050 steamships (including river steamers) are flying the Russian flag on their after-deck staff. The Government is keenly ative to the value of a merchant marine, and only recently enacted a law limiting its coast trade to its own bottoms. This ukase covers the trade between European Russia and Asiatic Russia, but, owing to the heavy war de- mand in Asiatic Russia, that part of the territory is tempo- rarily exempt from this decree; but just as soon as this de- mand ceases, it is certain that the exemption will be with- drawn and the coast-trade law strictly enforced. Shortly before this decree went into effect, the Union Steamship Co., of Copenhagen, put seven steamers, aggregating 18,000 tons, under the Russian flag, these being employed in the Baltic and Black Sea trade. Government aid is not confined to suchlaws. For several years Russia paid all the Suez canal dues on her bottoms bound from European Russia to ports in Asiatic Russia, and on steamers bound to an Asiatic foreign port the Govern- ment pays two-thirds of the canal dues. For a period of ten years, commencing July 1, 1808, an- chors, chains, wire cable, and sailing-ship tackle are admit- ed duty free into Russia. From January 1, 1899, foreign-built iron vessels, imported in the whole and intended for external navigation, are duty free; likewise, all vessels in service on the Dinube under the Russian flag. Foreign-built iron ships, reported in the whole, put under the Russian flag and intended for service on the lakes, riy- ers, Caspian Sea, and ports on the Russian Pacific coast, pay the following duty per ton, based on the ship’s carrying ca- pacity: Rubles, @nathe AcstyrOo TONS sa ets siete a2 ce chs sls da ects seas 57=$29.35 FOR TOO MOT FeO LONG Mintircc wu. o. Sci cece inie s elerea te 30= 15 45 MDOVe LT, SOOMONS ON Mets Ea ele see ae Th 7/93 In addition to the above fees, a duty of 4.50 rubles ($2.32) per square foot on the boiler-heating service is assessed. the value of such government aid is very apparent. U.S. Consul Kehl, states that many new steamship compat ies are springing into existence; for instance, the Russian Ori- ent-Asiatic Company and the Russian Steamship Company, which is the most important, having a fleet of 65 steamers. The Volunteer Fleet is also an important company, having 6 large express passenger steamers and ro freighters, aggre- gating 96,000 tons, and having added thereto within the last year a 14,000-ton freight steamer called Moscow. oo ol oo _ A MINING MANAGER. T. F. Cole, the practical manager of the minesof the United States Steel Corporation, with headquarters at Du- luth, is a man of wide experience and practical training. He has the advantage of having been born in the mining district of Keweenaw county, Mich., where is situated the Cliffs mine. He was put to work in this early because his father had just died, and. his family was poor. From there he went to work for the Hecla & Torch Railway, and from there to the Calumet and Hecla mines, which were then owned by Mr. Schlesinger. Later he was made the super- intendent of these mines. Afterwards he was made the gen- eral manager of the minesin the Marquette, Menominee, Gogebic, and Mesabi ranges, which are owned by Corrigan & McKinney. From that place he went with the Oliver Mining Co., of which he was afterwards president. He is now the practiacl man for all of the mining interests of the steel trust. CANALIZING. This is the day of gigantic projects and Francis Wayland Glen, New York, is evidently not going to be left behind in the matter of projecting. He has a scheme for canal build- ing upon which he wants the national government to em- bark which laps over into Canada. Mr. Glen has invited the co-operation of Andrew H. Green in promoting this stupendous canalizing project. It includes: First. A ship canal from the Hudson river through the channel of the Mohawk river, Oneida lake, and Oswego river to Lake Ontario, with 25 feet of water over the mitre sills, with locks in proportion, and also a canal from Olcott, on Lake Ontario, to Tonawanda, upon the Niagara river, of the same dimensions. Second. A ship canal from Albany to the St. Lawrence river through Lake Champlain, of the same depth of water and locks of the same size. Third. A ship canal from Chicago to deep water upon the Illinois river of the same dimensions. Fourth. Theimprovements of the channels of the Hudson, Mississippi, Missouri and Ohio rivers so that the largest sized vessels which can pass through the canals proposed can pass up and down these rivers with perfect freedom. Fifth. The enlargement of the St. Lawrence and Welland canals to the same dimensions as those above proposed. Sixth. The construction of the French river, Ottawa, and Montreal canal with the same sized locks and depths of water, thereby connecting Georgian Bay with tide water at Montreal. Seventh. The enlargement of the Trent Valley canal from Midland, on Georgian Bay, to Murray Bay, on Lake Ontario, to the same dimensions. In support of this scheme Mr. Glen argues that besides furnishing transportation these canals will give a grand total of 10,000,000 horse-power, which is equal in operation for ten hours a day to 140,000,000 man power. If one man, he says, can support in comfort a wife and three children, then 10,000,000 horse-power, operated 24 hours a day is equal to the maintenance of 1,680,000,000 persons, or more than twenty times the population of this republic at the present time. These canals, dams, and water power channels can be constructed, he declares, for $1,000,000,000, and the annuay cost of maintenance will not exceed $20,000,000. By con- verting the water power into electrical power, and selling it at $12 a horse-power per annum for ten hours a day, the 10,000,000 horse-power will yield a revenue of $120,000,000, enough to redeem the bonds given for their construction within ten years after the canals are open and the water powers occupied. a DuRING the absence of General Greely, Chief Signal Offi- cer of the Army, in the Philippines, the department will be in charge of Col. H. H.C. Dunwoody. Colonel Dunwoody has recently returned from Havana, wkere he was Chief Signal Officer of the Island of Cuba. Inrelieving him from such duty in order that he might return to the War Depart- ment and assume the more important duties which will de- volve upon him as Acting Chief Signal Officer of the Army, General Wood said: ‘‘The Military Governor thanks him for the unremitting zeal and efficiency with which, having found the telegraph affairs of the Island of Cuba in a state of complete chaos, he has reorganized, extended and main- tained them in a serviceable condition, giving prompt tele- graphy service toall parts of the island.’? One Havana paper, referring to Colonel Dunwoody’s service, says he has not only won the respect of all his subordinates while he has been on the island, but their hearty esteem as well.’’ —Army and Navy Journal.