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AUGUST 22, IgoOI. THE officers of the British mercantile marine are treated individually and as a body, worse, or rather meaner, than any other similar class of men holding semi-national and responsible certificated positions in the service of their country. Their wages are low, positions insecure, and con- ditions of employment irritating from a legal and professional bearing, as well as their employers’ shackling claims over them after signing articles of service. It is,a great wonder why perfect physical and spirited, intelligent young men will bow their necks to the yoke. Even after running through the whole gamut of promotions and its consequent bafflings, accompanied by governmental red, tapeism.until they hardly know who owns them, they, are confronted at the top of the ladder with the energy, skill and talent of any or every other nation under the sun in: seeking for a posi- tion wherein to apply their experience, and their owners say that this must remain so. In the case of American tonnage all the officers of vessels of the United States, including pilots, engineers and their assistants, must be citizens or suffer a penal tax for the employment of alien officers, be he never so qualified a seaman. Furthermore, no master, mate, pilot or engineer is liable to draft in time of war, ex- cept for the performance of such duties.as he is certificated for and only then at the highest rate of wages paid for such services, and after being granted all the privileges known to the pension laws of the Army and Navy. We have, of course, no concern with the manner in which John Bull treats his mercantile marine officers, but it is naturally hate- ful to see good men imposed upon, not only. by his country, but by the dollar-grabbing propensities of his.superiors in wealth and those who are loaded with chicanery. or THE War Department very quietly disposes of “one of its recently acquired transports for a sum little over half what it cost to put a refrigerating plant in her. 'Any number of likely purchasers awaited the announcement of appraisal and disposal of this and similar craft, but not a whisper was heard until the Terry was sold for less than $20,000 at a so- called public auction: Her new owners, desiring to carry some insurance while the vessel was changing ports, found that underwriters placed the risk for this purpose at $r0o,- ooo but after considerable persuasion modified the appraised value of the temporary risk at $75,000 and required a 2/ per cent. premium paid on that figure. P’raps there is some explanation due the marine interests from the transport ser~ vice of the War Department for the cause or causes which led up to and brought about such a handsome donation to the tonnage and passenger service of the lakes. Oo oo SoMH years ago vessel owners made a graduated scale of wages for engineers in lake service, The president of the engineers’ association has now introduced this system on steamers sailing out of New York. All steamers on a route exceeding 24 hours steaming are eompelled to carry three assistant engineers, for less than that time, two assistant en- gineers. The scale of wages varies according to the class of vessel and trade and from $150 per month for chief engineer in the 1st class down to $60 per month for 3rd assistant en” gineer in the 2nd class. Wits the tie-up of trade and cessation of commerce at so important a center on the Pacific slope as San Francisco is, the lesson is pointed out that the factor of labor will need to be more closely reckoned with in the future than ever it has been in the past. This is also true regarding other centers of industry, not omitting the distinctively marine element which is now having so marked an effect in the ’Frisco struggle between labor and capital. i oe oe WE note that the Ohio Fish ard Game Commission, Col- umbus, O., express a desire to give a due share of protection to the fishing industry and now ask for bids for the. con- struction and equipment ofa patrol boat for use in Ohio waters. This is a very commendable departure and an inno- vation which all States bordering on the lakes would do well to copy from and adopt. ror oo or EVEN if our ‘Uncle Samuel’s” cabinet guaranteed under writing risks gratis, the Northwestern Steamship Co. could not manage a paying line of cargo steamers between Chicago and European ports. The recent abortive attempt to do so has resulted in more harm than good, inasmuch as it has brought a competent limited waterway into disrepute. . Cushway, Morris, 117 THE MARINE RECORD. HYDROGRAPHIC OFFICE NOTES. Leke Superior—Portage Lake Ship Canal—Life-saving Station Moved—The life-saving station near the Lake Su- perior entrance to Portage Lake ship canal has been shifted to temporary buildings near the lake front with the design of erecting permanent buildings in the near future near the present location. The temporary structures are situated 200 feet from the lake shore and 600 feet eastward from the east canal pier. They are plainly visible to véssels entering or leaving the canal, i ' Lake Superior—South Shore—Westerly Current between \Kagle Harbor and Apostle Islands.—Information has been received from the Branch Hydrographic Office at Duluth that the body of aseaman, recognized as belonging to the tug Fern, which sunk on Eagle river reef June 28, I901, was picked up by the steamer Spokane, at noon, July 8, 1% “miles from Outer Island light-house. The body was upheld by a life preserver and floated head out of water. Note.—The body apparently had drifted westward about 90 (103) miles in about ten days, showing a westerly current of about 9 (10) miles in 24 hours. I LAKE FREIGHTS. Iron ore rates remain at former figures, viz. 60, 70 and 80 cents from Escanaba, Marquette and the head of the lakes respectively. The delays due to shortage of cars and dock space leaves the result certain that less ore will be handled this month than in the preceding one. Vessels also expe: rience detention with the result of lesser earnings, though ‘Escanaba shipments are’ brisker. The coal freight situation is of the most interest just now, as, while Buffalo paid 50 cents to Milwaukee and’ Chicago, 60 cents to north branch or South Chicago, only.4o cents could be got from Ohio ports, but the indication now is that 50 cents will be the going Ohio rate by the end of the week and that Buffalo will then advance her rate to secure ton- nage. Freights to the head of the lakes still hold at 35 cents; Portage, Marquette, 40 cents; Green Bay, 50 cents; Waukegan, Racine, Sturgeon Bay, 6ocents. Buffalo shipped 60,0co tons last week, Chicago, Duluth-Superior and Mil- waukee taking the bulk, with season shipments 200,coo tons behind last year’s showing. Grain rates out of Chicago are at 114 cents on corn to Lake Erie, an advance of % cent. Fort William to Buffalo October 15 to November 20, 3% cents and 1,000,000 bushels placed. This rate is equal to $1.21 on ore. Duluth has about 8,000,0co bushels chartered ahead for September and October loading at 3 cents and early November at 3% cents. Lumber is moving freely at former rates, $2.50 from Lake Superior to Ohio ports. At the last meeting of the board of directors of the Lumber Carriers’ Association it was decided to hold the rate from Lake Superior ports at $2.50 and to ad- vance it to $3 Sept. I. : ’ Oe oo LETTERS AT DETROIT MARINE POST. OFFICE AUGUST 21, I90I. To get any of these letters, addressees or their authorized agents will apply at the general delivery window or write to the postmaster at Detroit, calling for ‘‘advertised’’ matter, giving the date of this list and paying one cent. Advertised matter is previously held one week awaiting delivery. It is held two weeks before it goes to the Dead Letter Office at Washington, D. C. Brown Robt., Falcon King Jos., Rockefeller Blackwell Wm., 126 Murray Thos., Denver Benedict Jack, Bulgaria Moran Ed., Raleigh Burnholder Chris., Mauch Mooney Vic, Macy Bradley Ossm [Chunk Moor Henry R. Blautern Bert'2, Whitney © MacDonald Jno., J. M. Hutch- Cape R , J: M. Hutchinson .O’Mara ‘Mike, Hurlbut [inson Olsen Magnnos, Castalia O'Neil Martin, Portage Prout Wm., Morley Paulsen Gus, Morley Pennoyer C. L. Rabshaw J. W., D. P. Rhodes Rowley Thos. F., Waverly Rapkin Edith, Algeria Reynolds H. H., Omaha Rae Chas. Simmors Lee, Gladstone Smith Tom, Iron Age Smith Walter, Eagle Shaw J. W., Crosthwaite Santey John Turner Arch, Capt. Wilson Thompson Jno., Rochester Vine H. Webb Mrs. J. E., Swain Welch Jno., Tampa Connell Jas., Tower Ennis Jno., Princeton Fiebach Phil. 2, Bunson Finkle Jerrry 2, Hoyt Franks Otto, Colgate Fosdick Henry, Waverly Foster Geo. H., Jr. Grere W. S.. Stafford Gordon A., Princeton Goodwin Andrew Geissendczler Geo. 2, Viking Grey John C., Gogebic Henderson James 2 Hamilton John, Uranus Holbrock Abel, Carnegie Johnson Tom 2, Wilkesbarre Johnson Martin, Merrimac Johnson Frank, Uranus Jewitt R. A., Cap Wilson CALUMET RIVER—SOUTH CHICAGO. BALTIMORE & OHIO RAILROAD BRIDGE, —S : # A firmly grounded complaint having arisen among the masters of vessels in the South Chicago trade relative to an, unwarranted obstruétion placed“in the Calumet river, the attention of ‘‘the powers that be’’ was called to the matter in our issue of July 25, as follows: _ : : ~“The attention of the,officer of the ‘Corps of Engineers, U. S. A., in charge of the conservancy and improvements of rivers aitd ‘harbors within the Chicago district; is called to the very inconvenient and dangerous location of the protecting pier of the Baltimore & Ohio railroad bridge ir the Calumet river. wus SB. “This artificial obstruction isthe cause of much annoy- ance and anxiety to captains frequenting the ‘port, and not a little damage to vessel property. To get through the draw, vessels are compelled to make a reverse curve, with . the attendant danger of colliding with or striking Sead moored at the Iroquois Iron Co. dock, north of the bridge, and especially so when there is a fresh breeze or the steamer is without a tug. tionally damaged other boats lying at this dock, and sub- jected themselves to more or less extensive damage claims for so doing, although the avoidance thereof was impos- sible under the conditions. “Those regularly trading to South Chicago observe great caution and advise others so to do when passing this draw, and the statement is made that it would appear as if the railroad company’s wishes in the matter were solely consid- ered when the construction was authorized by the govern- ment, and this, too, to the detriment of the interests of navigation, as a bascule bridge would have been better for all concerned. Sats _ The present. inconvenience and danger is so marked that a joint protest from masters compelled to use this draw is now being considered for presentation through the proper channels to those having authority in this matter.” We are now in receipt of the following protest signed by 29 masters of vessels having an aggregate tonnage of 77,662 gross, and, as showing in a measure the size and importance of the command, each signer thus represents a craft having a gross register, in the mean of 2,678 tons. We also note the additional signature of Capt. C. H. Sin- clair, a well known marine surveyor in the employ of lake underwriters and insurance agents. ; SouTH CHICAGO, ILL., August 21, 1901, To the Editor of the Marine Record : We, the undersigned masters of steamers trading in and out of South Chicago, wish to enter, through your valuable paper, our protest against the Baltimore & Ohio railroad bridge over the Calumet river as we think it is an obstruc- tion and menace to navigation, for with the lightest breeze of wind it is almost impossible for light boats to get through without doing damage. ia STEAMERS, NAMES. Captichy Wiestones ace jon sca se cen Douglas Houghton Capt.) Jas: Weisk. sven se. ae Superior City Capt, Hred Hoffman... 20... «cus Malietoa Capt. He Ms Boyeesiscces, oor e.4 Marion Capt Alex Beg gi seo aussi easa ets John Mitchell Capt. A. Cr Callam ea cei. cts. ss E. M. Peck Capte Ty Di'Gibson.) i sices cai ve. cs Alex. Nimick Capt, ee Nranckery tance swe ce sas Geo. Stone ™ Capt. Wi GiStewart .. 20s icine. Mars Capt, Rad Jinmbler se sce Genie Empire City Capt Jy Wi lebistetcs cca. cette Samoa Capt. Hor Lortug eto cactccnics H. E. Pocker Capty Ae GP Neale. 054 casei eons Fred Mercur Capt [eax viii ois een; Maryland Cant eA McArthina. if. eels cue ten Madeira Capt. iia). Crowley... 3352 es. ee Sir Wm. Fairbairn © Capt he G. ROOM gees. ere Mataafa : Capte Tim: Kelleyicm csi nes aiunaien Manchester Captibs MeNeilinnanccin ieonne Thos. Cranage Captio die Sin Clalit pit seiseputisesas Black Rock Capt..€. Ze Montague. pos os S. S. Cornell CaptJames jackson cies. ae eee Le Capti'P. An Peterson se. rs ct Jos. L. Colby Capt, Whitney Carts jock... 3e 5 sees Omaha Capt 2Dawidu Wilsons. . ac cacins: dome Topeka Capt. Alva Be Bellet. 2. cccccc sas. Hiawatha Capt: HS. Ballentine. | .i.ce. se City of Paris Capti: Mu:Bitzgeraldye. teehee ca G. G. Hadley Capt..Ger. H. Banker.................: Joliet Coe Sinclair co. cneetery aioe tiecna Insurance Surveyor ———— a or A Bath concern has closed a contract to supply windlasses for the two mammoth Great Northern steamships building, at the works of the Eastern Ship Building Co., New London, Conn. . These windlasses are of a new type, being an improved British liner vertical windlass with horizontal wildcats above deck and warping capstans operated by the windlass engine. These windlasses will be the largest ever made, the weight of each machine approaching 8otons, The indicated horse power of the double engines will be 500,— New York, American Shipbuilder. Three vessels have thus far-uninten- ~:~