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Placime Record. a Published Every Thursday at 144 Superior Street, |Leader Building) Cleveland, 0. A.A. POMEROY, EDITOR AND PROP BRANCH OFFICE: 262 South Water Street, Chicago, IlHinois, THOMAS WILLIAMS, Associate Editor. TERMS OF SUBSCRIPTION: Une year, postage Paid....s..+sseccseee soreevers Stoonths, postage Paid...... .eererseeseree Inwariably in advance. “asa the sie x elthapatheir lin eee aE Na A ene DOD THE MARINE RECORD can be found for sale by the following news dealers : CLEVELAND, O.—G. F. Bowman, corner of Pearl and Detroit Streets. Evans & Van Epps, Superior street, Cleveland, R. A. Castner, 254 Detroit street, Cleveland, ASHTABULA HARBOR, O,—C. Large. GHICAGO, ILL.—Joseph Gray, 9 West Ran- dolph Street. GHICAGO, ILL.—H. B. Hansen, 33 West Randolph Street. BUFFALO, N. Y.—Miss McCabe, Elk Street, near Ohio, DULUTH, MINN.—C. F, Johnson, 323 West Superior Street. MARQUETTE, MICH.—J. A. Vannier. ESCANABA, MICH.—Wm, Godley. ESC.ANABA, MICH.—George Preston, SARNIA, ONT.—D. McMasters, OWEN SOUND, ONT.—J. Sharpe, Jr. KINGSTON, ONT.—F, Nisbet, corner Brook and Wellington Streets. 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 secend- elasemail matter. CLEVELAND, O., THURSDAY, APRIL 12. CLEVELAND VESSEL OWNERS’ ASSN’. ORGANIZED IN 1880. [Membership, 1887] Sixty-five steamers agg’ega ing..-----..-- 67,865 tons. Ninety-five sail and consort, aggregating. 60,089 tons, Maintains shipping offices at Cleveland and Ashta- bula Harbor. Regulates wages, protects crews, and takes cognizauce of all matters in the interest of its members and of the Lake Commerce generally. OFFICERS. President, . Vice President . Hanna, H. P, Lillibridge, M.A. Bradley, Geo om Ys Thomas Wilson, R. K, Winslow, W. D. HL. Palmer. J. W. Moore, W. O. Richardson. _ SHIPPING MASTERS. ; ‘Rumsey, 98 dock, Cleveland; Fred Bennet. ock, land; Wm, Reunick, Ashta- ee sy resolution of Cleveland Vessel Owners’ Association, February 2, 1888, the assess- ment on the tonnage for 1888, custom house register. was levied the same as for 1887, viz: 8c per ton on steam and 4c on sail and consort. with former stipulation limiting the secretary as to the time up to which tonnage may be admitted. It is quite important that the tonnage for 1887 the membership of which will expire April 1, should notify the secretary as to renewal before that time; also, that all veseel owners who have not been members, but who desire to place their tonnage in the association for 1888, should early notify the secretary, personally or by letter, giving names of vessels and their respective tonnage. Address, B. L, Pennineron, Sec’y and Treas., 110 and 112 Water St., Cleveland, O. OPENING PROSPECTS. As the time approaches for the opening of navigation, it is evident that the stiffness exhibited by merchants and shippers will have to bend more in accordance with the moderate desires of the carrying trade and vessel interests, and the firm stand taken by the iron ore and coal shippers at Cleveland and elsewhere will assuredly vanish just as goon as the lake carriers, as represented by our first-class bottoms, can float around. The idea of a syndicate being formed, or that any number of merchants could or would combine together to control a freight market for this or any other season is the greatest fallacy, and kill-joy that could be conjured up, aired, and ventilated to the detriment and peace of mind of vessel own- ers, and other persons interested in the prospects of the lake marine, and those who are in a position to know and have carefully watched. the various fluctuations of our he, Marine Recond. will be forthcoming at an early date. In any case nothing but good can result from the present stand taken by the vessel own. ers at this port. At the same time it would be only honest and candid to admit that lake transportation can und will be “arried on at a less cost in the future than it has in the past, and still leave an adequate remunera- tion on the capital invested, for notwith- standing the fact that to build a first-class boat now means an immense sum over what it did to build one a few years ago, yet when the large tonnage is taken into con- sideration, and the saving of time due chiefly to the excellence of the improved and mod- ern machinery, coupled with the easier handling of the large class of vessels in the principal ports, and the facilities adopted for discharging and loading, all tend to lessen the daily expenditure, and to minimize the actual cost of transpoit tion on the chain of lakes. On the other band, due allowance must be made for depreciation of property, and a proper return for the large sums spent in the fitting out and equipment, and the various heavy expenses connected with murine risks which only those who have had an experience in the business are able to appreciate, hence the wisdom of endeavor- ing to see clearly how these returns and expenses are to be made good before accept- ing charters. NEW ERA IN LAKE SHIP BUILDING The new proposed iron ship building yard and engine works, at Sandusky, have excited some comment; so much so that we have taken pains to inform ourselves of the truth in reyard to the same. The establishment of these works is the outgrowth of an investigation which was made last summer, to ascertain what were the tacilities of the lake ports to receive and distribute iron ore. At the same time it was deemed advisable toascertain what the facil- ities were for building, repairing, and dock- ing lake craft. Supplementing this was the solving of the problem, how to establish a rate of freight on the lakes that would have some degree of uniformity, and would be at such arate that consumers, as wellas miners of ore, would have some reliatle sources upon which to base large contracte. The important work of devising some plan to accomplish these results was intrusted to a practical man thoroughly versed in the e moving ot freights, and all that pertains toa || railroad or vesstls; and from his report on this subject the following points were taken into consideration. 1. The capacity and ability of lake ship yards to construct vessels. ; 2. The capacity of the different receiving wharves at Lake Erie ports to handle iron ore economically, and to ship the same to the interior: : From Buffalo to Detroit each port was visited at different times, and by expert engineers, and when their reports were handed in, it was decided that there wasa large field for the establishment of a trans- portation or shipping company on sucha basis that would insure a uniform rate of freight, and be prepared to undertake large contracts. To accomplish this, it was not only found necessary to build boats for the trade, but to establish a yard for their con- struction. Sandusky was selected, after the most searching, investigation, and ranking second to this port Lorain was taken into favorable consideration. The advantages of Sandusky, and the facilities offered by the new San- dusky, Ashland & Coshocton railroad a north and south line, decided the selection of that place. The new boat yard will comprise an area ot over eighty acres, located on the eastern edge of the bay, and protected by Cedar Point, a level plateau, with ample water front, twenty-five hundred feet in length by 1500 feet in depth. As before stated, the ground is as level asa floor, and is underlaid by a stiff clay, whilst the shore breaks off, with slight dredging, to fourteen feet of water. A general plan of the improvements consists of a main building parallel with the shore line, 850 feet in length, the ground floor containing all the machivery necessary, the most of which will be of Scotch manu- facture, and adapted for the building of large vessels. The other appointments are the usual betterments of a first class plant, comprising mould loft, store house, paint shop, carpenter shop, with offices, stable, sheers, cranes, etc. 'wo drydocks are em- braced in the enterprise, one of 400 feet, and the other 830 feetin length with fully 14 feet on the miter sills. At the present itis not designed to con- freight business at the opening and during | struct boiler or engines, but these two ad- the past season ridicule the idea of the bot-|juncts will be added in due course. The tom dropping out of the freight market this|Ship Buildiag, engine & drydock Co., the spring any more than it has done in the past, Great Northern Lakes Steam Shipping Co., and consider that a paying rate of freight and the Sandusky, Ashland & Coshocton railway Co., are closely connected together in this undertaking. As has been stuted, ir is the intention to construct the ve-sel< at this yard, and the gencral design, and pl#ns of machinery will materially differ from the present style of vessels, No startling or im- practicable type of engine or vessel will be attempted, and neither will the innovations be experiments. A thorough and experi- enced naval engineer has the matter in hand, and powerful influences are at work to make ita success. The company decline to give any details as to their financial backers, at! present time, as that isa matter they claim that concerns only themselves, who are practical men, and not theorists. In due time we promise a more detuiled description of the mode of construction, and a further enlightenment of the ecnstruction and interest involved. Ogdensburg, N. Y. on Wednesday to fitout What thus far has been done is character- ized by rare skill, foresight, and judgment, with a full comprehension of the diffienttics and prejudices to be encountered. We under- stand that some of our large commission houses controlling heavy shipments of dre, have been consulted and their opinion is favorable to the enterprise. The present plans (subject to modification) are to lay down ten vessels at one time. All parts of the machinery will be ‘nterchangeable. The vessels loading at Escanaba will be ofa larger class than those loading at Lake Su- perior ports. From what we can learn of the arrangements for discharging tne ves sels, and the terminal facilities for handling grain, ore, lumber, and coal, will be unsur- passed by any one of the lake maritime ports. W. D. Crane. oe EP ee THE PASCAL P. PRATT. Another event of interest in Cleveland will be the launching of the new steamer Pascal P. Pratt on Tuesday, April 17, at the yard of Messrs. Quayle’s Sons, the well known ship builders of this city. The Pratt is one of two vessels, building by this firm for Hon. Jan:es Ash, of Buffalo, designed for the ore and graintrade. They are both splendid wooden boats, snd further demonstrate that Messrs, Quayle’s Sons are shipbuilders who know their business, The Pascal P. Pratt is 275 teet keel, 292 feet over all, 40 feet beam, 22 feet depth of hold, and will carry 2300 tons of ore, on 16 feet draft of water. She is built throughout of the best material that conld be precured, and no pains have been spared in fitting her out with the most im- proved modern machinery for handling her, and facilitating ‘the taking on and discharg- ing of cargo. She is diagonally strapped with eighty pieces on each side, 5 inches by 4 inch thick, has four steel arches, two on exch side; one Inside 15 by 5gths, and out- side 12 by 34ths, with four spurs running down the bilge to the keelson; heavy plates on the outside of her frames on the floors, extending out to the bilge, 12 by 3{ths. Her planking is 5 inches in thickness excepting five strakes on her bilge which are 6 inches, and many other things have been done dur- ing the course of her construction to add to her strength without interfering with any other good qualities she possesses. Among the many improvements are a Providence steam windlass and steam capstan, manu- factured by the celebrated American Ship Windlass Co., Providence, R. I. Steam steering gear from Messrs. Williamson Bros,, Philadelphia, Pa., and a steam hoisting ap- paratus, manufactured by the Globe Iron Works Oo., of this city, and a new patent steel rudder sleeve. On every third trame on dead flat there is a belt of iron, full size of frames, 12 inches wide, clear across from each frame to the bilge, equal in strength to anextraframe. Her machinery will bea fore and aft compound engine, 28 inches, high pressure, 50 inches low pres ure, and 48 inch etroke; two Scotch type boilers, each 1144 feet diameter by 124 feetin length, allowed 150 pounds pressure to square itch. Her wheel is 12 teet 3 inches diameter and 144 feet lead. All this machihery is manu factured by H.G. Trout. the well known proprietor ot the King Iron Works, Buffalo. Her after cabins are large and commodious to accommodate passengers, and are hand- somely finished in mahogany. The forward cabins are also roomy and are finished in antique oak and moorish fretwork. She has an extra cabin on the upper deck for the accommodation of the firemen, and an oil- room. ‘This splendid boat will be com- manded by Captain F. D. Welcome, Ed Riley chief engineer, and Wm. H. McNelley chief mate. Captain Welcome feels justly proud of his new boat, and expects to be loaded and away by May lst. May good luck snd fair winds attend him. THREE grammes daily of. antipyrin for three days before embarking and the same dose for three days following, is said by a French scien- tist to be a sure preventive of seasickness.—New York Tribune, THE LACKAWANA. On Saturday last at 3 o'clock p. m. the new steel steamship Lackawanna was successfully launched at the yard of the Cleveland Ship Building Co. She is the first boat built by the Company, and the event was one which had 7 to that time been a source of considerable speculation and discussion among those interested in such things. The huge steel ship lying on her stocks soon destined to solve the question which agitated the minds of those interested certainly looked as if the fear entertained were fully unwarranted, and in order to be certain no accident would occur no one was allowed on board. It was thought by many that the mighty craft would cause some disastrous accident on the other side of the river, which is occupied by lumber yards and a grain elevator. There was a fall of near- ly 18 inches from the weights to the river, and it was believed the weight of the vessel as she plunged into the river would drive the water to the other side with such force asto do considerable dam- age. From 12 to 2:30 crowds who had heard of the event came flocking along both sides of the docks, and bofore the time came to let her go every available foot of space was filled up by a man, woman, or child. The lumber piles re- sembled a sugar barrel in fly time and it was surprising how people stuck to the top, sides and ends of the piles of lumber just opposite the boat. About 3 o'clock the word was given and the Lackawanna signified her good intentions by starting. She slid easily and gracefully along, the bow gaining peroeptibly, but before the forward end had advanced sufficiently to make any. difference, off she went into the river like a thing of life, making as pretty and successful a launch as the peeple of Clevelend ever witnessed, fully demonstrating the fact that as shipbuild- ers the Cleveland Ship- Building Com- pany stand against the world. The edi- tor of this paper, who in some manner “crowded under the canvass,’ saw the “show” from a central point, having procured a reserved seat by crawling up one of the hawse pipes while the Ship Building Co. were busy smoking a “Ma- rine Record” cigars. The only spectator who was aboard her was the captain. THE GERMANIA. The new steambarge Germania built on Captain Davidson‘s own account, Length over all, 240 feet; breadth of beam, 36 feet 2 inches; depth of hold 20 feet'in the shoalest place, a double decker. The frames are moulded on the keel 16 inches, on the bilge 14 inches, and at the tops 7 inches. She hasall extra timber running from bilge to bilge, making almost an entirely solid bottom. She has main keel- son 14 inches square, and 2 assistant keel- sons 14x15; and 2 rider keelsons 12 inches square; she has strakes of bilge keelsons, 7 and 8 inches thick, all se- curely edge-bolted; and 4 through bolts in each frame to compose square fastenings. She has four strakes of clamps 7 inches. thick, all notched into frames 2 inches; she has 2 streaks of stringers notched entire length of the vessel. Her plank- ing outside is 44 inches thick; and she is completely diagonally strapped, and an arch cord let in flush with the frames; and fore and aft chord at the head of the frame, running from stem to stern. She is fitted with the best and most modern vonveniences for the crew, and the offi- cers’ quarters are simply elegant. ' This vessel has the latest improved Providence windlass from the American ship windlass company and steam cap- stan, Williamson Bros’ steam steerer, and patent anchors, steel wire rigging and iron blocks complete. Her machinery is fore-and-aft com- poune. built by the King iron works, of uffalo, the dimensions of which are as follows: High pressure cylinder 22 inches bore by 40 stroke; the low pressure cyl- inder is 40-inch bore by 40 stroke. She has steam reversed gear to main engine and all the latest improvements composing a complete engine. One boiler is a large marine fire-box boiler, built by M Riter, of Buffalo, 94 foot shell and, 19 foot long, to carry a pressure of 130 pounds to the square inch and is made of 7 by 19 steel, She has-iron boiler houses, all complete. This boat will steam from Chicago to Buffalo and return on 120 tons of coal, and she will carry draft of 15 feet of water. 3 Last fall Reid & Go., of St. Ignace, paid $6,- | 000 for the burnt steamer Arizona and wrecked 65,000 bushel of corn on al LAKE CARRIERS’ ASSOCIATION, — TO CONSIDER AND TAKE ACTION UPON ALL GENERAL QUESTIONS AE LATING T2 THE NAVIGATION AND CARRYING BUSINESS OF THE GREAT LAKES AND THE WATERS TRIGUTARY THERETO, WITH THE INTENT TO IMPROVE THE CHARACTER OF THE SERVICE RENDERED TO THE PUBLIC, TO PRO} TECT THE COMMON INTEREST OF LAKE CARRIERS, AND PROMOTE THEIR: GENERAL WELFARE: BOARD OF MANAGERS, 1888, THoMas MARTIN, - - = = Oswego, N. ¥. James ASH,- - - = = Buffalo, N.Y. W. BULLARD,- - = + = Buffalo, N. ¥. 8. D. CALDWELL, President, - = Buffalo, N. Y. FE. T. Evans, nak a ht Buffalo, N. Y, W. P. Henry, - - « « Buffalo, N.Y. P.P. Minter, - - - = = Buffalo, N. ¥, Frank J. Firti, Vice President, = Erie, Pa, M.A. BRADLEY, = = = «= Cleveland, 0. H.M. Hanna, - - - = «© Cleveland, 0. Tuomas Witson, Vite President, ~ Cleveland, 0, A. W,Cottoy,- = + = = Toledo, 0. James W. MILLEN, Vice President, -Detroit, Mich — nae ah EMRE ea re Mich. AMES DAVIDSON, = += = = Jos AUSTRIAN,- - = - «© Bhs ‘nL W.M.Ee@an, - = = © = Chicago, Ill. Ina H. Owen, Vice President,- += Chicago, R. P. FivzGERALD,- - = + Milwaukee, Wis. Davip VANCE, =~ - + = = Milwaukee, Wis. P a McDoueaLL, - «= «= oe Minn. be ARRY MURPHY, Secrelary, - «= Buffaio, N. = Jas. CAREY EVANS, Treasurer, « N.Y. MARINE RECORD—OFFICIAL PAPER. LAKE CARRIERS’ ASSOCIATION, ACTION ON HOUSE BILLS—NIGHT OFFICERS ON CLEVELAND DOCK—CLASSIFICATION OF VES+ 8ELS—WINTER BRIDGE AT DETROIT. Bourrato, April 11. A meeting of the bo»rd of managers of the Lake Curriers’ Association was beld at Buffalo on the 4th inst., but owing to the_ absence from the city of several of the managers, the discussion of some important matters was deferred until a fuller attend- ance could be had. Among the subjects, the discussion of which was postponed, was house bill 7760, described as a bill to regulate lake shipping. , The opinior was freely expressed that such <2 & measure was wholly unnecessary, and that eee it could not possibly be passed by either house. A letter was read from the secretary of the Cleveland Vessel Owners’ Association Ke to the effect that, on account of lack of funds to defray the necessary expense, the collector would be unable to place a night officer on the dock at that city during the coming season. The secretary was instructed to reply to the letter stating that the Lake Carriers’ Association would be willing to join the Clevefand Vessel Owners’ Associa-_ tion in any action which that body might see fit to take toward baving the appropriation — for such purposes enlarged. The repoit of the committee which was appointed at Detroit on the 3d to con, fer with the Inland Lloyds in ( the classification of vessels, was accepted. On motion, a committee of t consisting o! James W. Millen, B. L. Pe nington, and James Carey Evans, w: named to report to the board a plan in det for carrying out the recommendations con tained in the report of the first committee. copy of which is printed below. With reference to house bills 5191 and 5192, it was understood that a committee was ap- pointed at Detroit to draw up resolutions in co-operation with the Cleveland associatic ; protesting against the bridges proposed to — be built at Duluth, and as no report had yet — been received from that committee, the sec. retary was directed to ascertain what action if any, had been taken inthe matter, __ Attention was called to the proposal to build a railroad winter bridge across the Detroit river. The feeling of the meeting was that vessel owners ought to oppose any attempt to bridge the Detroit river, but fur- ther action in relation to the matter was de- ferred. : is COMMITTEE REPGRT. _ _ March 17, S. D, Caldwell, Esq., President, Lake ( riers’ Association, Buffalo, N. Yu: Dear Sir: Y-ur committee, appoin the annual meeting in De'roit, met tion of the meeting was effected. — a very general conversation various vessel interests opposing | classification and present rules for ing vessels ‘on the one sid Bates, who is manager of the In: on the other. It seemed to be the dixcussion, that in survey’ Classification in the piste gentlemen specintae by the some barge Plymouth at Marquette, The Arizona is | * i to be converted into a double-decker at Port Huron. No difficulty will be experienced in * leasing the Plymouth. he beak