The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

SSF ARBAB ARES yi J Ihe Marine Record. Marine Becora. Published Every Thursday at 144 Superior Street, (Leader BulAding) Cleveland, O. A. A. POMEROY, EDITOR AND PROP’R TPRMS OF SUBSCRIPTION: Six months, postage paid..........06.00 cesseneee 1.00 Invariably in advance, THE MARINE RECORD can be found for sale by the following news dealers ; CLEVELAND, O.—G. F. Bowman, corner of Pear] and Detroit Streets. Evans & Van Epps. Superior street, Cleve'and, R, A. Castner, 254 Detroit s reet. Cleveland, ASHTABULA HARBOR, O.—C, Large. CHICAGO, ILL.—Joseph Gray, 9 West Ran- doiph Street, CHICAGO, ILL.—August Semper. 345 Noble Street. ; BUFFALO, N, Y.—A. C. Brideson, Michigan Swing Bridge. Also, Miss McCabe, Elk Street, near Ohio. DULUTH, MINN.—C. F. Johnson, 117 West Superior Street. MARQUETTE, MICH,—J. A. Vannier. ESCANABA, MICH,—Wm. Godley, PORT HURON, MICH.—G., H. Mann. WASHBURN, WJS,.—John A, Jacobs SARNIA, ONT --D. McMasters. Subscribers and others are respectfully invited to use the columns of the MARINE RECORD for the discussion of pertinent topics. Entered at the Post Office at Cleveland as second- class mail matter. cost of the four steamers. Six years later, when two new steamers were added to the | Steamship Company was also inaugurated at the beginning of the decade, and govern- ment uid extended of over £200,000 for a ‘| monthly service to India, China and Japan. One year, postage paid ..............csce seceseeee $2.00 | This latter subsidy was increased to £400,- 000 when the service was run fortnightly, and many other lines were established by the same aid. ‘This liberal policy, on the part of the English government was the turning point in her maritime history, and CLEVELAND, OHIO, THURSDAY, JUNE 10. GOVERNMENTAL AID TO SHIPPING. While the free ship bil! has been under discussion in congress much has been said about governmental aid to shipping, and in a recent number of the MARINE RECORD we ventured to assert that the shipping of the United States was left unprotected as com- pared with the policy of European countries, and that the English government subsidized, protected and fostered its shipbuilding in- dustry. It is true that the present laws ot navigation of this country prohibit the im- portation of foreign-built ships, nevertheless, our shipbuilding interests are not protected for the reason that our ships come in com- petition with those built in foreign countries without the governmental aid that those shipsenjoy. The New York Maritime Asso- ciation, in a meworial, says: ‘‘France pays a liberal bounty, Germany and Italy also contemplate doing so, and England’s policy e _ of protecting this industry brings her 52 per cent of the carrying trade of the world, occupying all the best routes, while the United States totally neglects her shipping, notwithstanding she protects almost every other industry.’? That is, England, by her system of subsidizing her mail carrying steamships, and by wise and liberal meas- ures before parliament, encouraging build- ers, she has succeeded in acquiring over half of the ocean carrying trade, ‘‘Thesystem of taxing ship property in England,’’ says the commissioner of navigation, “is protective in character compared with that of most of the states. In that country vessels are taxed upon their net earnings at the rate of about 246 per cent,” while in most of the states they are taxed as personal property at value, the rate being 2@3 per cent. To illustrate, the protection granted to the British ship by its immunity from heavy tax, especially on the lakes, as against the American ship, is of great benefit. Let us suppose two ves- sels, one American and one Canadian, in coropetition in the grain trade. The Ameri- can vessel of say, 1200 tons burden, must pay $180 local tax per month, or nearly 5 cents per ton, while she is at work, whereas, the Canadian vessel enjoys total immunity from taxation. Although this rule does not apply in the same degree to vessels in the Atlantic trade the relief from local taxa- tion, enjoyed by the English shipowner, has given him a cousiderable advantage, and has been no small factor in giving an impe- tus to the building of expensive iron vessels in Great Britain. During the years prior to 1854 the United States and England enjoyed much the same governmental aid and encouragement, and this country showed its ability to cope with the mother country for prominence in the carrying trade of the world. The English suffered much anxiety on account of the re- sult of the competition. During the decade embraced from the year 1840 to 1850 Eng- land subsidized a line of four steamships, built by Samuel Cunard, to run to this at once established her supremacy on the ocean, although, up to 1860, the shipping of the United States was almost equal in num- ber of vessels and efficiency. It is true that tn 1854 Englaad repealed her navigation laws, and permitted all for- eign vessels to participate in her trade, but this was not until the discovery and applica- tion of iron to shipbuilding paved the way for the revolution, Prior to this time this country could build wooden ships cheaper than they could be built in England, but with the introduction of iron and steel in shipbuilding England could afford to abro- gate her laws and defy competition. Notwithstandirg all that has been said to the contrary, England continues her liberal policy of subsidizing, aiding and encourag- ing shipbuilding. Commissioner Pattensays, in his report for 1885, that, “Ihe price of this article (iron) in England, together with the experience that English builders were gaining in the manufacture of ships and steamers, gave them an advantage over this country which has continued to this day; for although the cost of iron has been gradu- ally approaching a level, the cost of labor is still against the American shipbuilder. Be- side he has had to compete with a subsidized commerce, for no country has been more lavish of public funds than Great Britain in building up a mercantile marine and thereby increasing her foreign trade. As scon as there seems to be an opening for a line ot mail steamers to any remote point, it has been the practice of the British government to proffer aid for mail service sufficient to enable the enterprise to live.’? This, it will be seen, is her true policy, and isin great contrast to that of the United. States. / It has been shown that as England sub sidized and protected her maritime interests she rose to prominence; her merchant ma- rine, protected by aidand by immunity from taxation, forms the ‘Most essential element of her greatness, and the early history of this country shows that the men of congress vied with each other in forwarding meas- ures for the aid and relief of the American mercantile navy. Let the congressmen of the present day exhibit the same spirit, aid cur merchant fleets to compete with those of other countries, relieve them of local tax- ation, encourage builders in the construc- tion of ships, and defeat the free ship bill, for in ease it should become a law our ships would come in competition with English vessels, built both in England and America. Not only this, but our builders would also find the same competition, And, as the chairman of the London chamber of shipping. recently said, there was one mil- lion too much tonnage in England, the pos- sibility of a slightly cheaper shin by this competition would be increased by the trans- fer of this superabundant tonnage into the American coasting trade, CUSTOMS DISTRICTS. It becomes more apparent every day that the Duluth district needs a live representa- tive in congress, one who will guard the prestige of Duluth and assist her in gaining the prominence she deserves as a commer- cial port. A vigorous district with a weak representative will never succeed to her true position before the country. No con- gressional district in the land needs an able, well posted representative in congress so much as does that in which Duluth is situ- ated. Being a young city, and the district comparatively but recently populated, it is necessary that the merits of Duluth as an important shipping point should be placed in a proper light before the officials of the general government, especially those of the treasury department, and where can this work be done more appropriately than in the congress of the United States, before the representatives of every district. It appears from,recent action of Acting Secretary Fair- child that Representative Nelson is over- shadowed by the influence and ability of] with accident, and have to be replaced with members from neighboring Lake Superior districts. He either does not care to sug- gest legislation for his constituents or he is not well up in statistics that show Duluth to country under a government contract of | be an important port of entry, £80,000, and the subsidy was afterward A telegram trom Washington to the St. raised to £110,000, 50 per cent of the entire! Paul Globe says: ‘*l'wo plans have been | discussed with regard to the Duluth custom house, which Secretary Fairchild has decided line, the subsidy was again increased to| must be abolished. | £140,000, and was continued for fifteen | over from Marquette and attach Duluth and years. ‘The tamous Peninsula and Oriental | Superior to the Marquette district, Marquette being the older office. The other isto attach | One is to send a deputy Duluth and Superior tothe St. Panl district. One of the reasons which led to the decision to abolish the Duluth office as the principal office is that during the ten months ending April 30,the imports at that port fell off from $118,888 to $16,674, while the exports during the same time fell fron $1,578,766 to $1,032,- 513. At the same time the imports for the St. Paul district fell off $250,000, but the ex- ports increased from $795,210 to $1,528,053.”’ This is not a fair showing for Duluth, and steps should be taken to correct the impres- sion in the mind of the secretary. The Lake Superior News says: ‘While deliberately selecting, as it seems, the most unfavorable months for Duluth, made so in part by the orders of the treasury depart- ment, the secretary takes for comparison the very best months for St. Paul; the months when wheat was being received from Mani- toba and when, the lakes being closed, the goods were shipped direct to St. Paul. Be- side much of the work in relation to the St. Paul business is done at Duluth, the inspect ing, gauging, etc., St. Paul collecting the revenues and gaining thecredit. ‘The wheat shipped from Duluth during May, 1886, amounted to 2,903,679 bushels, against 1,562,- 000 in May, 1885, and the flour shipments have in like manner not only doubled but more than trebled. The flour and wheat is largely exported’ but like the iron and silver ore shipped from this port, is taken up in the account of the seaboard port.” At the election soon to take place Duluth voters should see to it that Representative K. Nelson is not returned to congress. Ir is evident that a crisis is at hand in the history of the Erie canal, The Legislature passed a bill appropriating $1,200,000 to double the length of five locks on the Erie and three on the Oswego canal to hasten the trips of east bound boats. At the hearing before the Governor all the speakers but one favored the bill, but the Governor was ap- parently against it, as he is from the southern tier of counties. The inhabitants ot those counties think that the canal has served its purpose, and as they hold that they do not realize any benefits from it they do not desire to be taxed for the improve- ments. THE Maritime Register says that our ‘navigation laws exclude British ships from competition with American ships.” This is contrary to fact, as every vessel owner knows. British built ships have always been and probably always will be in competition with those of thiscountry. On the lakes Canadian vessels have always enjoyed all the privileges of the-American coasting trade until the end of last season, when the privi- lege was revoked by Secretary Manning’s famous cireular. THe Penfield Block Company, Lockport, N. Y., are running over time on a contract to furnish the Erie Express a quantity of four-wheeled platform wagons, and two- wheeled, sloping back barrows. They also report an increased trade on patent phos- phor bronze bushed, self-lubricating sheaves, AMONG the changes in the U.S. engineer corps we note that Captain F. Palfrey re- lieves Captain Edward Maguire at Oswego, N.Y. Captain Maguire is ordered to duty at Willet’s Point. ADJUST THE BOAT TO THE COMPASS SAULT ste, Marre, MicH., June 1. To the Editor of the Marine Record. Ihave seen Robert Merrill’s patent spirit compass, now being introduced on the lakes, and can see a source of great danger in it to inexperienced persons. The compass has adjustable magnets in the box, and is ad- justed for the boat in place of the boat being adjusted for the compass. Now, if a com- pass, adjusted for one particular boat, should be taken on another, it would not be true, nor would it be true tor any purpose or place except the boat it was adjusted for and the place on the boat where it was ad- justed. Suppose the boat for which the compass was adjusted had an error of 244 points aud the compass was taken on an other boat that had no error, it would lead her 24¢ points astray, or fifty miles on one hundred run. Or should the compass meet another, the boat would still be out 21¢ points. The old way of adjusting the boat to the compass must plainly be seen to be the best. If the boat is adjusted to the compass she is corrected for any compass sitting in the same place, and no chance left for error if Pa taken out and used om another boat. It often happens that a compass meets with accident and has to be left on shore for re- pairs and another taken in its place. In this case you can see the danger; or if the compass adjusted should be borrowed and taken on board another, which is frequently done, it would lead her astray the amount |of the error corrected for on the first boat. Your truly, OLD SKIPPER. ST. CLAIR FLATS RANGE LIGHTS. Sr. Crain Friats, May 27. To the Editor of the Marine Record: McNiff & Son’s range lights are lighted to-night for the first time at the Southeast Bend, and we hope they will prove as bene- ficial to the big heads us to those who admit the necessity of them. We do not allude to any particular persons, but mean what we say, and the lights are our proof. We would like up bound boats to notity us of any jams or obstructions that might be in the cut or canal, so that we can inform all down bound steamers and vessels in time to save trouble and expense to owners, insurance com panies, masters, and pilots. Our private signal call is two long and two short blasts of whistle or fog horn. Weare located above Bedore’s Landing, where we can be found night or day. Our address is Bedore’s Lund- ing, St. Clair Flats, Mich. All business transactions pertaining to steamers and sail craft, entrusted to us, will receive prompt attention. : The ranges are red, over white lights, the red stake being about six feet the highest and inner one. ‘The upper range is located just below the Canada club house dock, which you ean run from the lower trees on Herson’s island until within about fifty rods of said dock, when you will commence to port your helm, and -vhen abreast of this range you will pick up another on your star- board bow located just above the Little Bas- sett, on the Canada side, which you will run- until you pick up another range on your star- board bow, located about 100 rods below Bedore’s dock on the American side, which you will run until abreast of Joe Bedore’s dock, then starboard until you head for Peninsular club house, then for Star island, etc. Then you have canal reds to guide you. It would be better for down bound steam- ers and vessels to take the Canada side with first two ranges and the American side with the third one. That will give the down boats the full benefit of ranges which, of course, they need. The outer or bright light, at the Canada club is about forty feet from channel bank inside, the bright one at Little Bassett, about 150 feet from channel bank, and the one below Bedore’s about 250 feet. The white lights are located about 250 feet apart from the red. If there should be any improvements to offer from masters or pilots, signal us and make them know. Should anything happen that our lights are not lit, please give us two long and two short whistles, and we will be on deck. Re- member, don’t run down too close to the Ca- nada club house dock; port in time, and don’t run more than a length or two below Bedore’s dovk ; starboard in time. [All papers that insert marine matter, please copy. ] Rost. McNirr & Son. sO OO THE LAKE CARRIERS’ ASSOCIATION. The Lake Carriers’ Association, at their meeting Friday, considered the proposition to build a bridge from the Michigan shore to Belle Isle, near Detroit. There has been some fear that if a bridge were thrown across this channel the next step would be to extend it to the Canada shore. A letter from Captain Millen, of Detroit, states that he does not think a railroad bridge would be located there in ‘any case, and that the pro- posed bridge would not be strong enongh for trains, He adds that Detroit is quite anxious to secure a bridge to the city park on Belle Isle, and that the channel it weuld span is very little used. The Lake Car- riers’ Association took the following action: Wuereas, This channel, ordinarily called the American channel, is not the one most comnmonly used Ex ake vessels; and Wuerwas, The bridge called for by this bill, if provided, as advised by General O. M. Poe, Lieutenant Qolonel of Engineers, Detroit, with a draw situated in mid-chan- nel, having a clear opening of one hundred and twenty-five feet on each side of the pivot, would not prove go serious an obstruec- tion to navigation.as to be W prince tk Resolved, That the board of managers of the Lake Carriers’ Association does not feel called upon to oppose the bill if amended in accordance with General Poe’s suggestions, Resolved, That nothing in the foregoing — preamble or resolution is to be construed as implying any approval by this association of any possible future proposition to bridge the south or main channel, from Belle Isle to the Canadian shore; but, on the contrary, this association desires to now place on record its opposition to any such possible measure, believing that it would prove al- most fatal to the important commercial in- terests of the lakes, : :