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ESTABLISHED 1878. VOL. XXIV, No. 43. CLEVELAND --OCTOBER 24, 1901 == CHICAGO. $2.00 Per Year. toc. Single Copy LAKE. 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 ihterests 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. KEITH, Chicago. SECRETARY. CHARLES H. KEEP, Buffalo. : TREASURER. GEORGE P. McKay, Cleveland. : COUNSEL. HARVEY D, GOULDER, Cleveland. EXECUTIVE AND FINANCE COMMITTEE. JAMES CoRRIGAN, Chairman, Cleveland. COMMITTEE ON LEGISLATION. Gipson L, Douctas, Chairman, Buffalo. COMMITTEE ON AIDS TO NAVIGATION. GEorGE P. McKay, Chairman, Cleveland, THE ANTHONY POLLOK PRIZE. The subjoined remarks in relation to the Authony Pollok Memorial Prize are taken from the London Shipping World of September 25th. It is greatly to be regretted that the de- vices for increasing safety at sea exhibited in this second in- ternational competition were not of a character to entitle any of them to an award. “‘As we pointed out in our last issue, the result of the re- cent competition for the Anthony Pollok Memorial Prize, which opened at Havre on the 9th inst., was such that the jury could not see their way to allot the prize to any of the exhibitors. é ‘For this exhibition it has been decided to limit the de- vices, to be eligible for a prize at the competition, to those fulfilling at least one of the following three conditions, viz.: 1. To prevent collisions at sea. 2. To save the ship in case of collision. 3. In case the ship is abandoned, to save the passengers and crew collectively. The programme for this year’s competition informed competitors that experience had already condemned devices and apparatus which could not be relied upon in case of accident, owing to the limited number of the crew on merchant vessels, and also that the proposed apparatus and devices should not so encumber the decks as to seriously interfere with the vessel’s character as a freight-earning implement. It was therefore decided to exclude from the second competition all inventions which . were simply improvements or modifications of appliances already recognized as being insufficient for the purpose of saving the passengers and crew collectively; also rafts which had to be mounted or inflated at the time of accident, as well as hatch covers, deck houses, etc., supposed to float au- tomatically on the sinking of the ship. “The second international competition was attended by inventors from all parts of the world, even India and China being represented amongst the exhibits. The demonstra- tion was held in one of the large custom house sheds on Quay de Marseille, in Havre, which was richly decorated with flags and emblems, and otherwise well adapted for its purpose. ihe list of competitors comprised 120 French, 71 Germans, 28 Englishmen, (including inventors from the British colonies and India), 16 American, and 93 inventors from other countries, making a total of no fewer than 328 exhibitors. ’ pices of the Chamber of Commerce of Havre, with the able assistance of Captain S. Dechaille, head of the signal salvage station. “After a most careful examination of the exhibited plans The exposition was exhibited under the aus-) and designs, a practical demonstration of the capabilities of the various life-boats and rafts in the port of Havre, the com- mittee unanimously declared that they could not see their way to allot the prize for any of the exhibited devices, al- though they admitted that several serious efforts had been made by some of the exhibitors to increase the safety of life at sea,’’ 5 me REVENUE CUTTER SERVICE. In regard to the Revenue Cutter Service Senator Frye has to say: ‘ ‘‘A bill was reported at the last session from my commit. tee in regard to that service, but there was not time to con- sider it. The main feature of that bill was the provision for the retirement of officers on a level nearly with the Navy. Now there is no such thing as retirement for revenue cutter officers, and therefore the head of that service gets all closed up. Several years ago I succeeded in getting an amend- ment in an appropriation bill retiring about thirty officers of the Revenue Cutter Service. Some of them were 80 or 90 years old, and many of them were broken down from wounds received in the civil war, and there they were. No Secretary of the Treasury would put them out, and they stocd in the way of active men. I got them all retired, but the serviceis getting into the same condition again, and there should be a permanent system for their retirement. This is one of the best services in the entire country. These officers are the hardest worked, most exposed and do the least loafing. They are at it all the time. . Whenever there is a war, they areona par with the Navy.’’ Atleast Senator Frye thus thinks, —— — MEDALS FOR HEROISM. Milwaukee branch of the Licensed Tugmen’s Protective Association, ordered four medals for the crew of the Colum- bia, which rescued Thomas Murphy and George McGinnis, the second engineer and’ fireman, respectively, of the lost steamer Baltimore, from a piece of wreckage in Lake Huron in the midst of a heavy gale. The men who received the medals were Capt. Joseph Marks, Herbert H. Eckmott, William Cook and Lester Leonde. The medals are of gold and will be sent with a letter to Detroit and there presented. The rescue of Murphy and McGinnis was one of the most courageous deeds ever noted on the lakes and the Milwau- kee lodge of tugmen sent the initiative in recogonizing acts of bravery among their fellows on the lakes. The United States Life-Saving Service, or some local humane society might sometimes recognize bravery but it appears they don’t and so it is left for one citizen to reward another in the expression of his sentiments. —_———— woos A GoLD medal has been awarded the Continental Iron Works of New York, Borough of Brooklyn, for the Morison suspension boiler furnaces exhibited at the Pan-American Exposition. These furnaces are in great favor for land and marine boilers. Their form of construction offers the great- est possible resistance to distortion or collapse and a free- dom from leakage not to be obtained in furnaces which con- sist of sectional flanged and riveted cylinders, with reinforc- ing ringsinterposed between the flanges, or any other meth- od. The Continental Iron Works are the sole manufactur- ers in this country of the Morison suspension furnaces. OO Ol Se THE fact that Senator Frye, of Maine, has had a confer- ence with President Roosevelt at the latter’s invitation, to talk over prospective legislation, may be accepted as a fav- orable straw to show how the wind is blowing for American shipping. PACIFIC COAST. ENTERPRISES. Our Canadian friends talk this way: ‘‘It isnatural for us, more especially in the eastern and maritime provinces, to devote the major part of our interest and attention towards securing our rightful share of the traffic across the Atlantic with Europe, but we must not forget that Canada is washed by two oceans and that there is an important trade awaiting us in the west, if we do not suffer others to step in before us. Some little time ago we called attention to the aspira- tions of our American friends with regard to the control of the Pacific commerce, and the contempt with which they regarded our prospects in that direction, and more recently we referred to these as an additional reason for our hestir- ring ourselves to obtain a rapid service across the Atlantic by making terms with the Canadian Pacific Railway, which has already a line of steamers running to the far east, and would thus have an almost continuous line of water and rail around the globe, and be better able to compete with the powerful combinations which are springing into existence to the south of us. We have, indeed, some good idea of the keen competition which is going on in Atlantic commerce, but few of us have any idea of the extent to which: this is being prepared for usin the Pacific Ocean, and we, there- fore, reproduce a very able and clearly written article pub- lished some time ago in the Toronto World on this subject. Our confrere says: } ‘These are the developments that are under way from the American side of the Pacific: There will be other exten- sions to the Pacific coast of British lines now terminating at Asiatic ports. It is stated that the China Mutual Steam Navigation Co. an English corporation, has decided to ex- tend its Liverpool-Yokohama line to Seattle. A monthly sailing will be established each way between Liverpool and Seattle, calling at Mediterranean and Asiatic ports, In time it is quite possible that the C. P. R.’s steamers may cover the same route. All that will then be necessary to give the big Canadian corporation a continuous service around the world will be the establishment of a steamship line across the Atlantic. It looks asif the C. P. R. will be the first company to belt the globe witha combined tail and steam- ship service.” Joun W. Mackay’s proposition to lay a cable across the Pacific Ocean, submitted in behalf of the Postal Telegraph and Commercial Cable companies, indicates a great change in sentiment. At the last session of the United States Con- gress two companies were competing for this privilege, but each wanted government subsidies. A bill was finally drawn in which the government agreed to pay not to exceed $300,000 a year for twenty years for its business, or a total of $6,000,000, half of the estimated cost of construction. But nothing came of this. Now Mr. Mackay simply asks that authority be given his company to land cables on the shores of the United States, Hawaii and possessions in the East. No, concessions, subsidies or indemnities are asked. The companies agree to begin at once the work of construc- tion, and will give a guarantee to have the cable in working order between San Francisco and Honolulu within nine months from the time work is begun. The entire cable is to be maintained without cost to the United States, the com- pany agreeing that the business of the government shall have at all times the right of way, and in case of war or other public necessity the line may be taken over by the government. It is also agreed that the present rates shall be reduced from forty to sixty per cent. It is claimed that it is competent for the executive department to grant the privilege sought of landing cables without the intervention of Congress. The matter has been laid before the State Department, and if it be found that the authority sought can be granted, it probably will be.