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VOL. XXV, No. 7. ESTABLISHED 1878. CLEVELAND -- FEBRUARY 13, 1902 -- CHICAGO. $2.00 Per Year. toc. Single Copy LakeE 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 to improve the character of the service rendered to the public. PRESIDENT. Wo. LIVINGSTONE, Detroit. IST VICE-PRESIDENT. J. C. GitcuRist, Cleveland. SECRETARY. HARVEY L. Brown, Buffalo. TREASURER. GEORGE P. McKay, Cleveland. COUNSEL. HARVEY D. GouLDER, Cleveland. EXECUTIVE AND FINANCE COMMITTEE. JAMES CORRIGAN, Chairman, Cleveland. COMMITTEE ON LEGISLATION. Gipson L. DoucLas, Chairman, Buffalo. COMMITTEE ON AIDS TO NAVIGATION. GEORGE P. McKay, Chairman, Cleveland. ENGINEERS’ WAGES LIST. While no radical changes were made, as compared with last season’s figures, in the classification of boats, crew list and schedule of wages adopted for the coming season by the Marine Engineers’ Beneficial Association at its re- cent annual convention in Washington, there are some points of difference between the old and new schedules which the engineers believe will have a tendency to make the new schedule more satisfactory both to the vessel own- ers and the engineers. The schedule worked out at the recent engineers’ con- ference in Detroit was approved and adopted by the con- vention in its entirety. The new schedule embodies a separate classification, crew list and wage scale for wooden steamers, of which four classes are designated. Steel steamers are grouped in three classes, the basis of tonnage upon which the classification is made being somewhat higher than last season. No change is made in the crew list, and the wage schedule is virtually the same, except that a yearly schedule not included last season has been added, as has also a new scale to the schedule for wooden steamers. In the following schedules, classifications are based on gross tonnage: Steel steamers, first-class—All steel freight boats 2,100 gross tons or over; all steel package freight boats over 1,800 tons; all steel passenger steamers over 1,200 gross tons. Second class—AIl steel freight steamers not included in first class; all steel passenger steamers under 1,200 tons and Over 300 tons. Third class—All steel steamers not included in first and second classes, and all passenger steamers under 300 ton. Crew list—All first class steamers having water tube boilers or more than three boilers of any kind, three en- gineers and two oilers and water tenders when required; all other first class steamers not included in above, two en- gineers and two oilers; all second class passenger steamers, one oiler. All second class. steel\steamers from 1,000 to 2,100 tons, having water bottoms and auxiliary machinery such as electric light engines, steering capstan engines, windlasses, blowing engines, hoisting éngines, running shaft line, etc. two engineers, and two oilers; all second class steel steamers from 1,000 to 2,100 tons having water bottoms, steering engines and windlass engines only, two engineers and one oiler. Wage scale—First class, chief engineer, $150 per month, or $1,500 per annum; first assistant $100 per month, or $960 per annum; second assistant, $75 per month. Second class—Chief engineer, $125 per month, or $1,350 per annum; first assistant, $900 per month, or $840 per annum Third class—Chief engineer, $105 per month or $1,100 per annum; first assisant, $75 per month, or $720 per annum. : Wooden steamers, first class—All steamers over 1,200 gross tons; all package freight boats over 750 tons. Second class—AlIl steamers under 1,200 tons and over 600. tons. Third class—All steamers under 600 tons and over 200 tons. Fourth class—All steamers not included in above classes. Crew list—All first class boats over 1,500 tons, not less than one oiler; all first class package freight boats, two engineers and two oilers; all first class boats under 1,500 tons, two engineers and one oiler. Wage scale, first class—Chief engineer, $125 per month, or $1,350 per annum; first assistant, $90 per month or $840 per annum, . Second class—Chief engineer, $114 per month or $1,100 annum; first assistant, $84 per month, or $800 per annum. annum, ‘ Third class—Chief engineer, $105 per month, or $1,000 per annum ; first assistant, $75 per. month, or $700 per annum. Thid class—Chief engineer, $105 per month or $1,000 per month or $1,00 per annum; first assistant, $75 per month or $700 per annum. Fourth class—Chief engineer, $95 per month or $900 per annum); first assistant, $65 per month or $600 per annum. The classification of steamers for the season of 1901 was: First class—All steamers of more than 1,800 tons and all passenger steamers of more than 750 tons. Second class—All steel steamers of less than 1,800 tons and more than 500 tons, and all wooden steamers of more than 500 tons and all passenger steamers of more than 300 tons and less than 750 tons. Third class—All steamers not included in the first and second classes, including tugs and canal boats. ee AIDS TO NAVIGATION. Congress authorized, by act approved on February 15, 1863, the establishment of a number of light stations at an aggregate cost of nearly half a million dollars, but made no appropriation at that time for their construction. Since-then from time to time appropriation has been made for the erection of many of them. The following is a list of the light stations relating to the lakes now re- maining for which no appropriation has been made, with the maximum amount which each may cost: airport tlarbor fog Signal’ Ohio. ....5:..0. 0.2.0. $ 4,300 Lorain Harbor Black river fog signal, Ohio ...... 4,300 Sand Hills: lighthouse, Michigan lke 20,000 Bayfield light and fog signal, Wisconsin ........... 5,000 Pats (or Hat) Point light and fog signal, Minne- sota FI paa a Ta Nae Maan tc areata rie anata capem nt enerants ohh 15,000 Little Gull Island light and fog signal, Michigan... 20,000 Peshtigo Shoal, Green Bay, Wisconsin ............ 10,000 Wilson Harbor light, New York’ ..........6. 00.4, 2,500 a REVENUE CUTTER BILL. Mr. Frye presented a resolution of the National Marine Engineers’ Beneficial Association, requesting the passage of Louse bill 5796, to promote the efficiency of the Revenue- Cutter Service; which was ordered to lie on the table, and to be printed in the Record as follows: Wasuineron, D. C., January 23, 1902. Hon. WititAm P. Frys, Chairman Committee on Commerce, United States Sen- ate: Whereas there is now pending before your committee, House bill 5796, for the promotion of the efficiency of the Revenue-Cutter Service; and Whereas, that service is universally recognized as a most important auxiliary in aid of commerce, in the enforcement of the navigation laws, and all laws appertaining to mari- time affairs; and Whereas we deem it of the utmost importance that said service shall be maintained in the highest-state of efficiency ; Therefore, be it Resolved by the Marine Engineers’ Beneficial Association of the United States in annual meeting assembled, That the Senate and House of Representatives be earnestly request- ed to enact said bill into law. [SEAL.] Grorck UHLER, National President. Grorcr A. Gruss, National Secretary. ANNUAL MEETINGS. The Detroit transportation companies held their annual meetings Tuesday, and elected officers as. follows: White Star Line—President, A. A. Parker; vice-presi- dent, L. C. Waldo; treasurer, John Pridgeon, jr.; secre- tary and traffic manager, Charles F. Bielman; general manager, B. W. Parker. Directors, A. A. Parker, B. W. Parker, John Pridgeon, jr., T. H. Newberry, C. F. Bielman, L. C. Waldo, James H. Muir, Robert T. Gray and A. W. Colton. Roby Transportation Co.—John B. Roby, president; John W. Donaldson, vice-president; L,. C. Waldo, secre- tary and treasurer. Northwestern Transportation Co.—Harvey H. Brown, president; Stephen E. Hartnell, vice-president; L. C. Waldo, secretary and treasurer; directors, L. C. Waldo, C. T. Pratt, Robert P. Hartnell, Stephen FE. Hartnell and H. H. Brown. $ Michigan Steamship Co.—Directors, Frank J. Hecker, Watson M. Freer, James McMillan, Frank E. Kirby and Alex. A. McVittie. , : Yosemite Steamship Co.—Truman H. Newberry, Cyrus E. Lothrop, Philip H. McMillan, Henry B. Joy, M. E. Farr, directors. Wolverine Steamship Co.—John B. Roby Watson M Freer, Frank J. Hecker, James McMillan and A: A. McVit- tie, directors. , American Steamship Co.—James McMillan, M. W. Ald- rich, W. C. McMillan, Hugh McMillan and M. B. McMil- lan, directors. ' Pridgeon Transit Co.—President, John Pridgeon, jr., vice-president, John S. Quinn; treasurer, B. W. Parker; secretary and treasurer, A. A. Parker; directors, John Pridgeon, jr., A. A. Parker, B. W. Parker, Jonh S. Quinn, A. R. Munger. Peninsular Transit Co.—President and general manager, A. A. Parker; vice-president, W. H. Oades; treasurer, Harry S. Hodge; secretary, B. W. Parker; directors, A. A, Parker, Walter H. Oades, B. W. Parker, H. S. Hodge and A. R. Munger. State Transit Co.—President, John Pridgeon,jr.; vice- president, Joseph King; treasurer, B. W. Parker; secre- tary and::general manager, A. A. Parker; directors, John Pridgeon, jr., A. A. Parker, B. W Parker and Joseph King. Buffalo & Duluth Transportation Co.—President, W. C. McMillan; vice-president, W. K. Anderson: treasurer and manager, A. A. Parker; secretary, B. W. Parker, Tru- man H. Newberry, W. C. McMillan, W.K. Anderson. Swain Wrecking Co.—President, L. C. Waldo; vice- president, John S. Quinn; treasurer, B. W. Parker; secre- tary and manager, A. A. Parker; directors, L. C. Waldo, a A. Parker, B. W. Parker, John S. Quinn and Martin Swain. : Stewart Transportation Co.—President, George Peck; vice-president and manager, A. E. Stewart; secretary and treasurer, Charles F. Bielman; directors, J. J. Barlum, C. F. Bielman, George Peck, George Lesher and A. E. Stewart. ES yee R UR SES ERS TE —— INvESTIGATION of the merits. of Texas oil as a fuel for the American Navy has been ordered by the department. An appropriation of $20,000 is asked for the purpose of making these experiments. Admiral Melville, chief of the bureau of steam engineering, is strongly supporting the proposal. The French naval authorities are taking steps in the same direction in the shape of petroleum briquettes. This concrete form of fuel is said to be ideal, being clean- ly and requiring relatively small space. Owners of Ameri- can oil properties have not yet given the petroleum bri- quette sufficient attention. It is said to be possible that when they do so, enormous orders will be placed in the United States. It is evident that petroleum oil in one form or another has a great future in sight. ED re In Europe the shipbuilders are awaking to a realization of the fact that American builders are paying higher wages, given on good authority as from 40 to 50 per cent. higher than the British scale, and roo per cent higher than the Euronean scale, yet by the employment of a variety of labor saving devices are able to build as cheaply as Great Britain or the continent.