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ares the petty patriotism sand wretched | rules of the present time, with the glorious ls to meet | ove of country and sound. statesmanship of : our early duys. ae | -s CURVES ON BASE LINE No.2. c | Curves one and two show the per centage the ten | of American transportation in our foreign obstruction and | trade, according to the values of imports : '{ and exports, separately. Beginning under | protection we soon attained the carriage of | ninety per cent and upwards of our foreign commerce. Under free trade and British contederate cruising, in the course of sixty | yea's that great share of traffic has almost all been lost, What was ‘our’? commerce has become their commerce, as to ships, merchants, underwriters and all, About half ot this lose was due to the war. CURVES HN BASE LINE NO. I. Curve one shows the vaiue of impoits, and ce to the companies, | two of exports, by sea, annually. On an ing time and place for cor- | average, the imports have much exceeded -so much to the ves ed | the exports of merchandize and epecie, The obstructed use of thi | adverse balances of trade have been settled : from the earning of our ships. When we coe to have no'ships at all, udvezse baian- ces will have to be paid ia specie. Curve threeshows the population, and growth of the United State:, and affords a standard of cowparison tor the commerce and navigation of our country, as these 7 notes of occurren- eidents in history, exsen- igent study of the shipping any years, with the ad- h, practical knowledge navigatiou, and of al ith vessels, and now ud Lloyd’s register chould be published hington, where vs the amount of ade, euch year, e government, iu oted the events and eir- nilar notations accompany to see all that happened in . ‘The curves can all be com- another, and what has been d curve is that of tunnage in the g or domestic trade, which ‘includes 7 vers. This curve is of a bnsiness, as the first is of an un- ed trade since 1828. The one has our railroad cumpetition, the other the more deadly antagonism of foreign shipping, much of it sustained by subsidies and bounties, and adverse and unfair un- derwriting. Naturally, the unprotected trade is uying out, while the protected - grows, and sometimes flourishes. he third curve shows the number of vessels built for toreign trade. Once these were hundreds annually. Now the industry is dead, because shipowning is ona tree trade basis. Curve tour shows the amount of tonnage annually sold abroad, also the movement during the war and of Jate years to eel| freely and get out of shipowning for the want of protection. ‘his want has given us the cheapest suiling ships in the world. Be- fore long they will ali be closed out—reason why? governmental indifference. CURVES ON BASE LINE NO. 3, * The first shows the American pei centage of the tonnage entering our ports from abroad. It is easily noted how quickly for- eign shipping was run out of our trade, and how small a share of it was held by foreign nations during the period of full, and even partial protection, down to 1880; and how ~ controjling has been the downward tenden- cy of the curve ever sitce that year. The second curve shows the American tonnage yearly from abroad. The third line is one of the most instruct- ive on the chart, showing as it does, the per eapita tonnage in the foreign trade since we have been a nation Our ocean trans- portation grew up like a giant, because it was protected. It has fallen away, aad be- come dwarfed, because its protection was stripped off. Our naval repute went up like a rocket, but has come down like a stick, because our government has refused to barn powder to sustain its flight. In 1789, the portion of tonnage per capita in the foreign _ trade was 8.64 cubic feet; (a ton is 100 cu- bic feet), in 1810 it was 18,43. in 1887 it is 1.63. Different periods average as follows; For 26 years of protection........10.98 ft. For 13 years,stripping off protection, 6.41 ft. For 33 years of free trade before the WBNS o a tend pecs ese cece secs senc Osen ft. For 27 years of free trade since the WER sccccheceisteis anon veveosess cose ~ane GeOk fhe So history contradicts theory, and proves that progress and free trade do not agree in the shipping business. Thus, also, it com- g $33,33. inelusive, $30,65. great interests should b+ developed. Curve four of this base line shows the values of imports and exports taken togeth- er, in other woid:, our per capita commerce and navigation abroad. This curve discloses very instructive facts, wuich, with other in- formation on the chart, should modify the aecepted theory that a high tariff unduly re- stricts trade ab-oad. The two highest averages for four consecutive years, each, per capita, were as follows: Under Jetterson, 1804 to 1807 inclusivo Under Hayes Gai field, 1880 to 1883 In the first case the tariff was low, and in the Jatter high. The average of 23 yeare, of**war tariff” is $2721. The average of five years of very low tariff just before the war was $22.62. During the term of Presi- dent Polk it was $13.82. And for the term of John Quincy Adame, $13.08. The lesson | from this chart is, that fullemployment and good wages—well rewarded industry and prosperity—increase foreign commerce im- menéely more than all other influences. Curve five projected above and below this base shows the excess, or balance of specie movement. For the want of sufficient sbip- ping of our own in the foreign trade, our commerce is not only falling off in the last few years, but specie exports are becoming too large for continued good times. Over $6,000,000 ex orted last week. QURVES ON BASE LINE No, 0. The last curves on the chart are those of the custom-tariff percentages, Durirg the last year the rate is lower than for the year 1887, by one per cent onthe total importa- tlons aud nearly two perceut on dutiable list, ° and of home suppply. IN CONCLUSION. At the foot of the chart an illu-tration is given by stripes in colors of the past course of the American ship, and toreign mariners, with respect to protection, recip- rocity and free trade. On a broad belt from left to right, the part in blue at the left shows the period when our marine was built up by protection. Next to this the green color covers the time when the protective policy was undergoinga change to reciprocity and free trade. Following this the yellow color shows the beginning and duration of decline and decay in conse- quence of our folly. Small stripes of blue intruding upon jhe space of the yellow, be- fore and after the war for the union, indi- cates the feeble effurts made to help our owners to run ocean mail steamers in com- petition with the subsidized lines of foreign nations, by trials of the British subsidizing system. Below the American belt on the right, are stripes of different colors for various na- tions, illustrating how all buc our own have practically abandoned free trade principles in the running of their steam shipping, and resorted. to protective devices of all sorts, all of them supporting, at least their mail lines, by the expenditure of national treasure. At the left is drawn a hond, with its fore finger pointing to these nationality stripes, and behind the hand are these words: ‘*EVASIONS AND INFRACTIONS OF RECIP- ROCITY PRINCIPLES IN ACTS AND TREATIES INTENDED TO SECURE EQUALITY AND FREE- | pom FOR IETERNATIONAL COMMERCE AND NAVIGATION, AND PRACTICAL RETURN TO GOVERNMENTAL PROTECTION OF THE CHIEF EUROPEAN NATIONS, LEAVING THR UNITED STATESTHE ILL STARRED VICTIM OF MISTAKEN LIBERALITY AND FAIRNESS.’’ ee ———— THE New York Belting & Packing Co., the oldest and largest manufacturers of rubber belt- ing, packing and hose in the country, coatinu- ally findan increasing business and have re- cently opened a branch house in San Francisco, Cal., which will be uoder thegcontrol of Messrs. Arnett & Rivers and located at 17 and 19 Main street, that city. WE notice with much satistaction the _ ile Marine Revordl SAND BEACH HA RBOR OF REFUGE. CLASSIFIED TABLE OF BOATS ENTERING THE HARBOR OF REFUGE OF SAND BEACH ON +e LAKE HURON DURING THE SEASON OF 1888, TONNAGR, NoumBrr. MontHs. Toran { ; TONNAGE. Sail. Tow Steam. | Sail. | Tow, | Total 63. 3308.18 ‘7494.85 12 1 ll 24 1678.89 8457.21 25200.61 56 32 26 114 2494.98 9231.54 22865 .33 33 43 29 1 8288.41 5965 ,62 20181.38 40 54 18 112 7392.15 24864 33 66269 .38 19 92 75 7666.64 29707 .65 78808 .51 122 66 86 274 1102659 6745891 157617 .98 173 69 170 412 6823.74 52882.15 143781,41 152 42 130 824 836.00 815.15 1694.32 4 7 2 13 27191699 8975604 20219074 518868.77 671 406 547 1624 Tonnage of single steamers, 100,880.83; Steamers with 1 in tow, 86, 41,593.66; Steamers with 2 in tow, 66, 52,174.74; Steamers with 8 in tow, 56, 58,779.15; Steamers with 4 in tow, 88, 40,003.70: Steamers with 5 in tow, 5, 8,009.18 ; Steamers with 6 in tow, 1, 1,630.36, Five Dredges, 11 Dump Scows, 1 Lighter, 4 Pontoons and 7 Rafts, in addition to the documented craft have sheltered here, COMPARATIVE STATEMENT, ABOU ve vieuiCeuueess whet cere evade juve DOSY Wiithyts ences eclapbauewaunveWavedy 1440 The above statement would seem to refute an article in the MARINE RecorD of November 29 to the effect that sea. faring men would run to the river rather than enter Sand Beach harbor, unless absolutely compelled to, The entrance to tke harbor is690 feet or neariy one eighth of a mile wide, and ample depth of water for any fresh water cratt, and it would seem yhat the seafaring man even if he were blind of an eye, yet he could not fail to enter therein, Steam boat and vessel captains who have been in this harbor once know that thé custodian is an able, efficient, practical navigator who knows his business and attends to it, and also makes others attend to theirs tothe extent of making them move up and make room for others who may want to avail themselves of a harbor, The : FORE AND AFL. The Dominion of Canada in 1876 employed 20,120,000 tons of shipping andin 1887, there were employed 31,200,000 tons. The steambarge Helena is reported to have beaten the fast steamer Jewette, on her last round trip between Buffalo and Chicago, passing her in a Lake Erie storm. The extent of the Alaska fishing banks for cod is estimated as four times tae area of those of Newfoundland, The salmoo and herring fish- ¢ries of Alaska are also of great magnitude. The transhipment of grain fiom western ports for Montreal has ceased with the closing of the Welland canal. The cu-toms anthorities an- nounce that 3,610,621 bushels of grain were han- dled during the past season. This is the small- est shipment for years. 4 Sharks are reported to have become uncom- monly numerous on the shores of the Medicer- ranean, to the great anuoyauce of the dwellers by the sea, A few years since the shark was comparatively unknown there, but they have discovered that the Suez canal isan easy route from their Iudian ocean home t>the pleasant | waters of the Mediterramgan. ‘They pass through the canal in great numbers.—Cincinnati Con- mercial Gazette. There is much talk and some boasting about the tive masted center board schooner, Governor Ames, just launched at Waldeboro, Me., but the claim that she is the largest schooner in the dirow would not hold on actual measurement ag.sur’ *' lake schooner Gulden Age. The Ames is 260 icec over all, 50 teet beam,and 21 feet hold, and measures 1,689 net tons; while the Age is 278 feet over all, 38 feet & inches, beam and 20 feet hold and measures 1,762 tons net. The immense beam and greater depth of the ocean vessel show| that she does not expect to squeeze through bridges or navigate shallow waters. Apropos of the marine insurance discussion a story is told of the late Jay Pettibone, who was considerably interested in the canal trade. He had loaded some boats with grain and one of them had sunk on the passage down. Instead of turning the cargo over to the insurance people he raised the boat himself and took care of the dawaged grain. Later on he applied to his in- surance ageut for paymentof damages, and of course he was told that he violated his contract and there were no damages. After that I al- ways read the fine print in my policies, he used to say, in referring to the matter, which, by the way issomething that very few policy-holders ever do, ‘«What is the most money ever made by a tug in one trip?’ was asked of an old tug man in South street. The very largest money ever obtained was when two tugs picked up a derelict off Sandy Hook. She was in good conditicn, but had been abandoned by her crew, who were panic striken, She was drifting ashore, and the courts allowed a salvage of $28,000 for the two or $14,000 for a day’s work each. But that wasn’tatowing job. The biggest price ever paid by a ship for towing at this port, so far as I know, was when wship captain had beat his way up to the lightship after a long winter voy- age from Manila Reaching this. point, with the harbor before him, the northwest wind be- camea gale he could not face, and he saw Staten Island fade, and began to think he had Bermuda hard aboard. He couldn’t stand that prospect, and was compelled to pay $1,500 by a heartless tug captain of about my size and dis- position, Thatisasober fact. You will hear tug men tell stories of larger sums, but then those men were intended by nature for fisher- men.—-New York Sun. dna See se WE find shipping men along our river fronts, who are using hoisting engines on wharves in loading and unloading their vessels particularly those freighted with coal, iroa and other heavy material, speak very highly of the single and donble drum hoisting engines, with boiler at- launching ofa new ship from Hall’s ship-) tached, manufactured by the Linger wood Manu- building yard on Puget Sound. facturing Co., N. Y. 1888 .. propeller Lowell had an experience last October that perhaps will not be repeated by any boat under the same circumstances, viz., a sudden shift of wind amounting toa hurricane, at the moment of entering the harbor, yet, had the Lowell been obliged to run to the river, witu six barges the chances are that the loss of Jife and property would have been much greater, The propeller Escanaba came into the harbor in November, 1883, badly iced up and her cargo of corn shifted, and it is the universal verdict of all who saw her, and those who were on board that she would not have reached the river. That is only one case, but others might be quoted in support of Sand Beach harbor asa port of safety, T. LAKE CARRIERS’ ASSOCIATION ¥O CONEIDERn AND TAKE ACTION UPON ALL GENERAL QUESTIONS RE LATING TO THE NAVIGATION AND. CARRYING BUSINESS OF THE GREAT LAKES ANDO THE WATERS TRIBUTARY THERBTO, WITH THE INTENT TO MMPROVE THE CHARACTER OF THE SERVIOE RENDERED TO THE PUBLIC, FO PHO- TECT PHE COMMON INTEREST OF LAKE CARFIERS, AND PROMOTE THEIR GENERAL WELFARE- BOARD OF MANAGHRS, 1888, TnomasMartin, - - «. - Oswego, N. Y. JaMES ASH, -' = = (2.15 Buffilo,’ N. Y. W. BULLARD,- - = - Buffalo, N.Y: 8.D. CarpwELL, President - ~- Buffalo, g &. T. EVANs, ne Buffalo, N. Y. W. P. HENRY, - - . Buffalo, N. ¥. P.P.MILLER, + - «= «= "= Buffalo. N. ¥. Frank J. FirtH, Vice President, - Erie, Pa, M.A.BRapLEY, - - - ’- jeveland, 0. H.M. Hanna, - THOMAS WILSON, clan Oe oe tity oe ler Vice President, - Cleveland, O. A.W. Cotton, - = + =. ‘oledo, OU. JAMES W. MILLEN, Vice ident, -Detroit, Mich, Esper Warp => - - ~- = Detroit, Mich. JamesDavipson, = - - - Bay Mich- Jos. AUSTRIAN,- = - -~- « Chicago, Ti. «MEGAN, © = se ce le Ina H. OWEN, Vice President,- - Gnena It R.P.FITZGERALD,- - - = Milwaukea, W Davip VANCE, - <9). 55004 Milwaukee, W Auex McDoueatr, - = = Duluth, M&in. HARRY MURPHY, Secretary, - = Buffaio, N. ¥. Jas.Carky Evans, Treasurer, - Buffalo, yj. Y, MARINE RECORD—OFFICIAL PAPER. LONG SPAN BRIDGE, A meeting of the board of managers of the Lake Carrier’s association was held in the committee rooms of the Merchants? ex- change, Buffalo, on Saturday, December 16*h, President Caldwell in the chair. The new scheme for bridging the Detroit river with a high railroad bridge was first discussed, but action upon it was deferred until fuller intormation could be had as to the exact location of the proposed bridge. Following is the full text of the biJl intro- duced in the house of representatives on M: eday last by Mr. Chipman, to autnorize the construction of the bridge. Be it enacted by the senate and house of rep- resentatives of the United States of America, in congress assembled, that it shall be lawful for the Long Span Bridge company, a corporation existing under the laws of the state of Michigan | its successors and assigns, whenever such au- thority as may be necessary(shall have been ob- tained from the Dominiou of Canada for the like purpose, to locate. build, maintain and use a high level bridge, to be in the clear above the highest masts, across the Detroit river, at or near the city of Detroit, in the state of Michi gaa for the use and connection of railroads on either side of said river, and for other purposes. Provided, that said bridge shall be built with only two piersin theriver, the location of wnich, as well as the height of the superstructure above the water, shall be determined as hereinafter provided. And provided further, that no ob- struction to navigation in the form of false work of staging shall’be placed between said river piers during and for the erection of the bridge superstructure, Section 2. That before the construction of said bridge shall be begun, the said company, its successors or assigns, shall submit to the secre- tary of war for his examination, a design and drawings of the proposed bridge and piers, and a map of its location showing the shore lines for the space of ai least one-half mile aboye and one half mile below the proposed location, and also any existing piers, docks or basins. This map shall be accompanied by a profile representing.the bottom of the river on the cen- ter line of said bridge, and by any such other information as the secretary »f war may reason: ably require fora full and satisfactory under- standing of the subject. Said map aod drawings shall be referred by him to a board of United States engineers for | examination and report, which board shall per- sonally examine the site of the proposed bridge, and shall hold a public session in Detroit, Mich- igan, to hearall objections thereto; of which session ten days’ previous notice by publication in two newspapers of Detroit shall be given for the benefit of all interested parties. The secretary of war is hereby authorized, on the recommendation of said board, to order such "| second tug to replace t changes in the bridve or its piers as way be nec- — essary and reasonable for the security of naviga- tion. is The construction of said bridge shall be com- x menced within one year, and shall be completed es within six yeers after said approval by the sec. BY) retary of war, and it shall be deemed a lawful oe structure, : ae Section 3. That all railroad companies desire ing to use the said bridge shall have and be en- titied to equal rights and privileges in the pas- Sage over the same upon reasonable terms and compensation, to be paid to the owners of said bridge. ' Section 4. That any bridge construeted un- der this act shall be recognized and known asa Post road for the transportation of the mails of the United States, for which no higher rate shall be made than the rate per mile paid for the transportation of the United States maila over the railroads leading to said bridge. Section 5, That the owners of such bridge shall maintaio thereon, at their own expense, from sunset to sunrise, such lights or signals as the United States lighthouse board shall pre scribe, Section 6. That the right to alter or amend this act is hereby expressly reserved, ’ The next question that came up was that: : of selecting and recommending to the pres- ident of the United states a proper party to represent ths lake district at the interna: tional marine conference, to be held at Washington in April, 1889, The board of. Managers were ot the opinion that §. D. Caldwell would be the most competent man to represent the lake marine, and urged that gentleman to consent to the use of his name for the position. He, however, | positively declined to consider the matter, for the reason that his bueiness engage- ments would not permit ot his attendance atthe conference. The name of Robert Rue of Chicago was then presented, and his en- dorsement for the position was unanimously agreed to. The proposed lighting of the St, Mary’s tiver so that it could be ran hy night, as well as by day, was then taken up. A sketch of the river was Produced, upon which were marked the lights that it would be neceasary to establish io order to carry | out the proposition. Much valuable time has been lost in past seasons by vessels being compelled to remain oyer night either | at Sault ste. Murie or Detour, and the board, believing that the project waa prac’ cable, decided to endeavor to hay: i made during the present session Captain Thomas Maytham has con with O’Grady & Maber to build scene @ tug Moore, sold to parties in Cleveland. She will bea duplicate of the one bargained for to replace the foundered tug Dorr. ‘The machinery will be built by Sutton, and the boiler by Riter. Both tugs are to be out for the open- _ ing of navigation. ue Business is not entirely suspended in port yet. Maytham’s tug line has engaged to tow the propeller Isaac May and her two con- sort Muskoka and Waubaushene, to Port Colborne. They are laid up at Tonawanda, and will have to be taken over one at a time as the weather favors. The lake carriers association have en- dorsed the resolution recommending Mr. Robert Rae, admiralty lawyer, of Chicago, a3 a representative to the international ma- rine conference to be held in Washington next April, DETROIT, MICH. The Detroit Yacht Club held a special meeting, and elected eleven new members. The club has taken permanent quarters at 184 Randolph street, and will fit up elegant and commodious club rooms, The formal »pening will occur Friday evening. This fiourishing club is preparing for a lively campaign next summer, and will set a fast pace. Members of the clnp will build yachts in all the classes, from second to sixth, and the racing next summer will be unprecedented. Among the new craft will * be two second clas3 yachts, and the rivalry in that class will be intense. A SHIPBUILDING feat never before ap- proached was lately performed by the Fair- field company on the Clyde. A 5,000 ton steamer for the German line to New York was launched which had been built in less than four months, RUGS FOR SALE. ATHFINDER: Length 78 feet, beam 16 feet, deptir 84 feet, drawsg feet, Rebuilt from the keel u; in 1884. Is an extra fine looking boat and an excel- lent sea boat. Boiler 7 feet by 18 feet, built of 14 inch steel in 1887, and allowed 197 pounds steam. En~- ine is an extra smart 20 by 20, in perfect condition. fas copper steam andfexhaust pipes. Engine wasover- hauled and lined up last winter. She is an extra good towing boat, a fast runner and is very economi- cal, in fact she is a compyete tug boat. W. H. DOANE, Length 650 feet, beam 12 feet, draws 7feet 8 inchea Builtin 1881, Boiler and hull re- “ 4 built last winter. Boiler 444 by 9 feet, allowed 110 ‘3 pounds steam’ Engine 14 by 14, eived new ; crank shaft and wheel and was over-hauled and lined up in October. Is a very handy little boat. Beet Both boats are bargains. Reason forselling; we want <a to get out of the tug business aud buy an interest in a steambarge. For prices and further informa- di tion, address, ARDY BROS. Toledo, Ohio. ~ KOR SALE. F{ABBOB TUG for sale,cheap. This tug is in good repair and will be sold cheap, for cash, that is, $4,600. Engine 18x20, boiler 6 feet 6 inches by 11 . feet, and allowed 100 pounds of steam. For further grag My articulars inquire at 113 Franklyn avenue, Cleve- a fand wee i CART, EL DAHLKE.