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q i j { ‘ (5 The Marine Record. BY J. W. HALL. Written for the Marine Record. CHAPTER LIX. In 1861 there were in commission on the northern lakes one hundred and forty-seven sidewheel steamers, aggregating 64,669 tone | valuation $2,668,900; two hundred and three | propellers, 690,51 tons, valuation $2,804,900; sixty-two barques, 25,118 tons, valuation $626,800; thirty six brigs, 24,871 tons, valu- ation $501,100; nine hundred and eighty-nine schooners, 204,900 tons, valuation $5,248,900 ; sloops 15 tonnage, 2,800 tons, valuation $11,- 850. Total number of all classes, 1,502; total tonnage, 883,309 tons; total valuation, $11,862,450. Navigation between Detroit and Port Huron commenced March 11. The steamer Ruby, Captain C. F. Moore, reached the latter port on that date. Propeller Cleve- land arrived at Port Colborne April 10, and from Buffalo April 13, propeller Queen of the Lakes sailed for Luke Superior. The Sault canal was clear May 3, steamer Michi- gan, Captain A!bert Stewart, first boat through. Straits of Mackinaw open April 25, propeller Prairie State, the first boat through, bound eastward. The appointments on the Lake Superior route were as follows: Steamer Planet, Captain Joseph Nichol- son; agents, 8. P. Brady & Co. Steamer City of Cleveland, Captain G. H. Ryder; agents, S. P. Brady & Co. Steamer Cleveland, Captain F. 8, Miller; agents, J. Hutchings & Co, Steamer Illinois, Captain J. Halloran; agents, Williams & Co. Steamer North Star, Captain B, G. Sweet; agents, S. P. Brady & Co. Propeller Iren City, Captain J. E. Turner; agents, 8. P. Brady & Co. Propeller Northern Light, Captain J. Spaulding; agents, S, P. Brady & Co. Steamer May Queen, E. R. Viger, between Detroit and Cleveland. Steamer Ocean, Captain R. G. Evans, be- tween Detroit and Cleveland. Steamer T. Whitney, Captain §. F. At wood, Detroit and Sandusky, Steamer Olive Branch, Captain F. Gore, Detroit and Gibraltar. Steamer Forester, Captain J. 'P. Ward, Detroit and Port Huren. Steamer Canadian, Captain Waddell, De- troitand Chatham. Propeller Stovkman, Captain James, De- troit and Port Huron. Propeller Bay State, Captain J. Brown, to Lake Ontario, ee 2, Propeller Rescue, Captain R. Bouter, to Owen Sound. Propeller Ontario, Captain Williams, to Ogdensburg. : The propellers Comet, Marquette and Cuyahoga formed the Bufialo & Green Bay line, in connection with the N. Y. & C. Railroad. ig Sar The schooner Fashion, which during the Jatter part ot 1860, made’a voyage to the seaboard, returned to the lakes in June, 1861, and entered into the grain trade be- tween Lake Michigan and lower ports, commanded by Captain James Draper, who made the veyage to Boston in her. The lake freights on wheat and.corn, be- tween Chicago and Buffalo during each month, were as follows: Wheat, May, 7c, June 6@8e, July 5@7e, August 10c, Septem- ber 14c, October 18c, November 16c. Corn, May 6e, June 6e, July 5c, August 8c, Sep- tember 12@9c, October 17¢, November 14e, The highest rate on wheat for the season of 1861 was 26c; average on wheat for season, lic. The quantity of flour received at Chi- cago in 1861 was 1,479,284 barrels, wheat 17,385,002 bushels, corn 26,369,989 bushels, oats 2,067,018 bushels, rye 490,989 bushels, barley 457,589 bushels. The improvement in the lake trade re- duced the number of vessels going to EKu- rope, and only five vessels went to sea, one of which did not reach ber destination, With one exception these vessels took out cargoes of wheat. A Boston party came to Cleveland and ordered the construction of a vessel of 215 tons burden, for the coasting trade, which was built by Ira Lafrinier, the owners being G. P. Bearse & Co., of Boston, Mass. She left during the latter part of the season, with a cargo of lumber for that city. Five of the six revenue cutters, all schoon- ers of about sixty tons burden, were sent to New York city. These were the Jacob Thompson, Captain T. S Thompson; A.V. Brown, Captain D. Oitinger; Isaac Toucey, Captain Brown; J. S. Black, Captain Lana- gan, and the Howell Cobb, Captain Wil- liams. hey were all built at Milan, cost- ing a good round sum, and were valueless for the purposes intended owing to the want of size and mode of propulsion, The following vessels came out in 1861, the details showing by whom built, tounage and where they were owned: Propeller Lady Franklin, 359 tons, built by J. Simpson at Chicago, aud owned by J. Edwards. x ebe Propeller Union, 484 tons, built by W. W. Propeller Detroit. 397 tons, built by Peck & Masters, at Cleveland, owned by J.T. Whiting. Propeller Empire,393 tone, built by Quayle & Martin, Cleveland, owned by N. T. Co. Bark Golden West, 616 tons, built by B. B. Jornes,at Milwaukee,owned by Chapin & Co. | Steamer Philo Parsons, 221 tons, built by C. Hinman at Algonac, owned by M. B. Keun. Bark Levi Rawsen, 473 tons, built by Wm. Jones, Bark Mary E. Perew, 496 tons, built by Quayle & Martin at Cleveland, owned by F. Perew. Bark Constitution, 562 tons, built by B. B. Jones at Milwaukee, owned by Norris & Page. Schooner Hyphon, 294 tons, built by Wm. Sharpe at Milan, owned by V. Fries. Schooner Hastings, 229 tons, built by D. Tate at Belleville, awned by D, D. Bogart. Schooner Milan, 274 tons, built by H. Kelley at Milan, owned by Lockwood & Co, Schooner A. G. Morey, 408 tons, built by Miller & Hood at Chicago, owned by A. G. Morey. Schooner Narragansett, 398 tons, built by Quayle & Martin at Cleveland, owned by Herman & Quayle. Schooner J. B. Penfield, 388 tons, built by Asa Wilcox at Three Mile Bay, owned by D. McCollum, Schooner Queeu of the West, 347 tons, built by John Potter on take Ontario, owned by Smith & Wyatt. Schooner Saranac, 398 tons, built by Quayle & Martin at Cleveland, owned by R. H. Harman. Schooner Frank Crawford, 310 tons, built by R. Calkins at Pigeon River, owned by Crawford & Co. Schooner L. H. Cotton, 395 tons, built by Quayle & Martin at Cleveland, owned by Quayle & Martin. Schooner Dashing Wave, 372 tons, built by John Oades at Clayton, owned by Chap- man & Co. Schooner E. P. Dorr, 293 tens, built by J. W. Banta, at Chicago, owned by Jas. Kehoe. Schooner W. 5S. Preston, 389 tons, built by G. Goble at Oswego, owned by Carrington & Co. Schooner Superior, 384 tons, built by Campbell & Owen at Detroit, owned by Campbell & Owen. Schooner Ataunto, 459 tons, built by F. N. Jones at Buffolo, owned by H. A. Frink. Schooner Flying Mist, 393 tons, built by I. Lafrinier at Cleveland, owned by H. J. Winslow. Schooner Jessie Anderson, 252 tons, built by G. Fordham at Sandusky, owned by Whitney & Lawler. Schooner Major Anderson, 568 tons, built by I. Latrinier at Cleveland,owned by Wins- lows, Schooner Major Anderson, 143 tous, built by P. Lamora at Oswego, owned by P. }Lamora. . Schooner Major Anderson, 246 tons, built by Litchfield at B. Landing, owned by Litchfield & Co. Schooner City of Chicago, 432 tons, built by Peck & Masters at Cleveland, owned by O. EL Nims. ° : City: of Milwaukee, 437 tons, built by Peck & Masters at Cleveland, owned by O; L. Nims. ‘ Schooner City of Buffalo, 455 tons, built by Peck & Masters at Cleveland, owned by O. L. Nims. : ; Schooner Colenel Ellsworth, 405 tone, built by Wm. Treat at Euclid, owned by Chas. Hickox. Schooner Marion Egan, 345 tons, built, by John Squires at Huron, owned by W. M. Egan. Schooner Colorado, 503 tons, built by Peck & Masters at Cleveland, owned by S. V. KR. Watson. Schooner Canada, 477 tons, built by L. Shickluna, at St. Catharines, owned by Norris & Neelon. Schooner Boston, 236 tons, built by G.Thay- er at Ashtabula, owned by Hubbard & Co. Schooner Ellen Baxter, 283 tons, built by J. Simpson at W. Square, owned by Baxter & Uo. Schooner Mary Brown, 291 tons, built by W. Crossthwaite at Buffalo, owned by J. Kilderhouse. Schooner Black Hawk, 171 tons, built by T. A. Estes at Enst Saginaw, owned by Pickett & Co, Number of vessels, 40; valuation, $692,- 000; total tonnage, 14,916 tons, The tollowing master mariners passed to their last rest in 1861; : Captain Richard Barrows, at Cleveland, late of schooner Union. Captain Robert Hart, an old pioneer at Black Rock, N. Y., aged 61 years, Captain Jobn McFadden, drowned from a boat in Green Bay. Captain Malcomb McBride, vessel master at Cleveland. Captain J, W. Travers, lost with steamer Keystone State in Lake Huron. Captain Thomas Dyer, drowned in the cabin of schooner Sunshine at Sandusky. Captain Wm. Dougall, lost with steamer in Lake Superior, Captain Wm. Reese, lost frem schooner Fairfield in Lake Erie. Captain Jas. Norton, several. years a steamboat mun at Cleveland. Captain John Ernst, of schooner B. Par- sone, died at Amherst, O. Captain Ed Newkirk fell overboard from propeller Wisconsin in Lake Erie, Captain John Parkhill, of brig Venice, died at Buffalo, Captain T., F. Kenway, drowned from schooner Chisholm in Lake Erie. Capiain M. Jackson, ef schooner Bay State, died at Buffalo. Captain D. Millen, drowned from schooner Ketchum in Lake Michigan. | Jones at Black River, O., owned by G. W. ; ence in 1861: Steamer St. Peters, burned on the ways | at Sorel, $24,000. Steamer Saugenay, burned in Lachine eanal, $15,000. Steamer Comet, sunk by schooner Ex- change in Lake Ontario and three lives lost, $20,000. Steawer Minnesota, wrecked on Summer Island, Lake Michigan, $30,000. Steamer Keystone State, foundered in Lake Huron, and thirty-three lives were | lost, $15,C00. Propeller Cataract, burned on Lake Erie, with loss of four lives, $50,000. Propeller IL. L. Britton, wrecked near | Calumet, Lake Michigan, $8,000. Propeller Banshee, wrecked on Lake On- | tario, and one life lost, $18,000. Propeller Oshaw, wrecked at South Bay, Lake Ontario, $25.000, Tug Geerge Notter, burned on Lake Michigan, $7,000. Barque Northerner, wrecked on Long Point, Luke Erie, $8,000. Schooner Freeman, wrecked near Buffalo and five lives lost, $10,000. Schooner A. Handy, wrecked on Spectacle reef, Lake Huron, $30,000. Schooner Andover, wrecked on Point au Barque, $5,000. Schooner E. C. Williams, wrecked near Erie, Pa., $4,000, Schooner Storm King, sunk by propeller Michigan in Lake Michigan, $30,000. Schooner Margarette, wrecked near Sodus, Lake Ontario, $3,000. Schooner E. Henderson, lost at Wauke- gan, Lake Michigan, $3,000, Schooner J. M. Jones, loston Lake Michi- gan, $4,000. ; Scow Plough Boy, wrecked ut Black River, Lake Erie, $2,000. Schooner Sorel, wrecked twelve miles from Oswego, $5,000. Schooner Beaver, wrecked on Nine Mile Point, Lake Ontario, $4,000. Schooner C. L. Abell, wrecked on Point Wauboschance, $5,000, Schooner Calcutta, lost at Kalamazoo, Lake Michigan, $2,000. Schooner Echo, wrecked on Gull Bar, Lake Ontario, $5,000. ‘Schooner Metcalf, lost near the Ducke, Lake Ontario, $4,000. Schooner L. M. Mason, wrecked at Pres- que Isle, Lake Ontario, $80,000. Schooner W. S. Nelson, lost in same locality, $25,000. Schooner Dardanelles,lost in same locality, $12,000. Scow Enterprise, lost at Bark Shanty, Lake Huron, $2,000. Total loss by steam and sail, $867,347; loss of life, 116, TARIFF LEGISLATION FOR FORTY YEARS. ITS COURSE AND EFFECTS, NO. I. Younestown, O,, February 17. It has been claimed that the depression of 1857 was due to the reduction of the tariff This is a mistake. The failure of a Trust Company gave a tem- porary shock to financial matters, but it did not amounttoa crisis, The great industries of the country were not seriously affected. The advance of 1862 was opposed by one of the ablest protectionists in the Senate. He was and is an honest man, and has since shown his courage in the financial policy he forced against great opposition from his In the debate on the bill of 1862 he stated that the “manufacturers had repeatedly asked to be let alone, as they dreaded instability.’?> A member from the manufacturing state of Massachusetts said: “Our manufacturers want no further pro- tection; they dread irresponsible home com- petition more than they do toreign competi- to 19 per cent. own party. tion.’’ These extracts are cited as showing that | gentlemen who had favored moderate pro- tection, fully realized its dangerous tenden- cies. Itis probable that they had discovered that it would always call for more, unless Could it have been held where it was, the country would havo Even the protected would have been the better off, in the long run, as 19 per cent. duties will as readily They would have been protected against home competition which future advances devel- checked where it was. been the better tor it, keep out imports as 40 per cent. oped against them, But they had set in motion forces which were, by this time, getting beyond control. They had excited the cupidity of the un- scrupulous, who had become so powerful that resistance on the part of the conserva- tive was powerless, The sum of all blunders§ and the height of usurpation was reached by the tariff act of 1864, as before alluded to, from which time until the passage of the commission tariff bill of 1888, hardly a session of con- gress has been held during which it has not been urged to grant further privilege to the few, and thus lessen the opportunities of the many. Notwithstanding the great development and the apparent but deceptive prosperity from the close of the war (1865), if our foreign trade continues to decline, and our home industries do not improve, the ana- — —- iytic historian of the future will date the com- mencement of our decline from that period, Our agriculturists in the northern states, | who have had such large opportunities for | employment, and as a result have furnished | our carriers by rail and water millions of | tons of freight, and have also given so much | employment to manufacturers,and so largely | patronized merchants, bankers, and the nu- merous professions] classes, having, as a | basis for doing this, the European market, now feel this solid basis settling from under them. They can no longer compete in English market at least, unless they do so atthe wages at which the Indian ryot works, and this means a reduction in the wages of the other classes whom they—the farmers, have patronized. It matters not if only the smaller portion went abroad it fixed the price for the home market. ‘This'has been strenuously denied,. but presenf conditions proveit. Our south- ern cotton growers must inevitably meet the fate of the northern grain grower. I¢ must not be forgotten that India exported one million bales of cotton in 1884, valued at $70,000,€00, and presumably all to an English market. Nor should it be forgotten that the United Kingdom imports one million tons of meat per annum, which may be, will be, is al- ready, to some extent, being furnished by Australia. England has been our best ecus- tomer, butshe will not, can notsend us coin when she can buy from her own colonies and dependencies in exchange for merchan- dise. The American stock grower has felt se- cure on his free or cheap land where nature furnished prepared food at all seasons for his herds, but he, too, must feel the blow that strikes grain and cotton. Our net import of coin, less re-export wae : E880 o oe hd Jw oon eta nce one SO OC OOOe PSST ioe sc oelseur nc del Come seats + 105,000,000 US82. 0 5OI. SSL ESE eG ec oes BOS 3 36. 55. cctclawmabseh eg daauhies sue Oeaats LOSA SS ute vag ues pee 20,000,000: These are significant figures, Our seventeen millions, engaged in use- ful callings, exert a large earning power, in supplying the wants of our fifty millions, but it is small compared with what it would be if all of the fifty million who can earn, were working to supply their own wants, and those of the hundreds of millions im - other portions of the wor'!d. 2 Nothing is clearer than the fact that pro- tectionists have supposed that they could ignore all the natural and just laws of trade and reeiprocity, that have enriched all who have been wholly, or to any reasonable ex- tent, governed thereby. By their action they have assumed that they could violate them all with impunity and uever be called to an account for such violation. If all the elements in the case are duly considered, such as what can the other party do, what will he be likely to do under certain con- tingenciss which may occur, protectionists would not feel as secure in their position as __ they do, : : They simply cast aside all precedents; they ignore all the facts of commercial his- tory. ‘There is no need of extensive re- search to prove the mistakes that have beem made in conducting our commerce. Any person may take Spofford’s American al- manac and Whitaker’s English almanac, which give the tables of imports and ex- ports of the two countries and prove in an hour that we are, and have been wrong in our tariff policy since 1861-2, — If the tariff were reduced at once it will not give any very great immediate relief, It may stop the damage we have done our- selves, but it will take years, under the best conditions, to regain what we have lost. -Wasasa. Captain A. B. Davis, who for many years has been in command of the revenue cutter Andy Johnson, and is well and favorably known throughout the lake region, is now at San Francisco, ordered to report at New York city, where he was placed in command of the steamer Bear, one of the vessels which under com- wand of Commander Schley, went to the Arctic regions to discover the survivors of the Greeley expedition. Capiain Davis’ in- structions were to take the vessel to San Francisco, which he did after 2 voyage of one hundred and ninety-three days, accords ing to a telegram received by Mrs, Davis. He willreturn to Chicago by rail. - ‘The Bear’ has been rebuilt and prepared for service on the coast of Alaska, The Dutch about New York, built the first- ship in this country, and she was Si led “The Unrest,” otherwise the ‘*Restless” an was a yacht of sixteen tons, and. forty-four and a half feet long. Her builder was Cap- tain Adriaen Block for whom Block Island in the Atlantic ocean isnamed. ‘This vessel, with a Dutch captain on board, discovered the Schuylkill river in 1616, and explored our whole coast from Nova Scotia to Vir- ginia and returned to Holland with an excellent map of the country.— Gath, — a es Some time ago he was ‘ee