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product. ‘Treaties nay stand inthe way, till 7a. m., when the weather becoming . ° BA arine Becora. but diplomatic relations had better be sha rather th ck she slowed down for about an tered rather. than allow the vuation’s lite|bour, starting ahead again as soon as the iH. M, Harna, ———————————— ro ———oo—— Published Every Thursday at 144 Superior | blood to renain s aznated, and our maritime Street, (Leader Building) Cleveland, 0. A. A.POMEROY, EDITOR AND PUB BRANCH OFFICE: 252 South Water Street, Chicago, Illinois, THOMAS WILLIAMS, Associnte Editor. TERMS OF SUBSCRIPTION: One yeas, postage paid...... GE ei coe sseoeeeee 2,00 Sie. months, postage Paid...... sseseseressreerere 1,00 _tnverisbly_madvance, 0000 supremacy retarded for another century. In 1870 statixtics show that we carried 91 per cent of our freight, while today some- thing less than fifteen per cent is being transported in American bot oms, while at the sume time we have the greutest possi- bilities of any nation in the world, with the certainty that in the near future the Unirel | States must naturally inheric the distinction {of being the most prominent, and the longer THE MARINE RECORD can be found for | inaction ¢ »ntinues, the more radical will be sale by the following news dealers : | the ultima e mea-ure required. While we CLEVELAND, O.—G. F. Bowman, corner 0 | may live to sve the day when Amer Can ex~ Pear] and Detroit Streets, Evans & Van Epps, Superior street, Cleveland, R. A. Castner, 254 Detroit street, Cleveland, ASHTABULA HARBOR, O.—C. Large. CHICAGO, ILL,—Joseph Gray, 9: West Ran- port:,and imports will be carried only iu | American bottoms, sailing undsr the stars and siripes, and the encourage vent given to Shipbuilding and shipowuing help to enrich the sixty diff+rent classes of skilled mechan- weather cleared, arriving at the mouth of Detroit River at noon. ‘I'he Canadians must have been much astonished to sve the British ensign courteously hoisted on her starboard side, and they greeted her arrival with cheer: and by the waving of flags and handkerchiefs. On the port side the American ensign was floating gaily to the breeze, a d she received an ovation all the way up the river, reaching her dock, just below the foot of Third str et, at 2:20 p. m., all well, the trip occupying about eleven hours. After she was moored to her dock a large number of Detroiters vis- ited the vessel and each one seemed eaver to assure himself that she had sust»ined no damage in coming thr ugh the ice, w!ich was | : . } 80 light, however, that it may be said of her like her sister ice crusher, the st. Iguace, the opportunity is stiil wanting to prove the dolph Street. ica reduired in the cunstruction and equip-| capabili ie: of this fine, valuab e bcat in de- CHICAGO, ILL,—H. B. Hansen, 33 West ment of a large ve-sel, yet to obtaiu this end,| mo ishing heavy ic*, The cost of the Trans- andolph Street, protection alone wonld have been all suffi | fer is $325,000. She will carry twenty-one BUFFALO, N. Y.—Miss McCabe, Elk Street, near Ohio. DETROIT, MIC H.—Connors’ Marine News oe ILWAUKEE, WIS.—T. S. GRAY, CO, 126 Wisconsin St. SAULT STE MARIE—J. P. Haller. ASHTABULA HARBOR—O. M. Kahne. ERIE, PA,—Reed Caughen, 816 State St. DULUTH, MINN.—C. F. Tohnson, 323 West Superior Street, MARQUETTE, MICH.—J. A. Vannier. ESCANABA, MICH.—Wm. Godley. ESCANABA, MICH.—George Preston, SARNIA, ONT.—D. McMasters, OWEN SOUND, ONT.—J. Sharpe, Jr. KINGSTON, ONT.—F, Nisbet, corner Brcok and Wellington Streets. i and others are respectfully invited sel antne talernns of the MARINE RECORD for the discussion of pertinent topics. Entered at the Post Utice at Cleveland as second- okass mail matter. CLEVELAND. 0O., JANUARY 17. OE ooo CLEVELAND VESSEL OWNERS’ ASSN ORGANIZED IN 1880. {Membership, 1887! Bixty-five steamers aggregaiiny -------..-- 67,865 ons Kinety-five sail and consort, aggregating .60,089 ons, Maintains shipping offices at Cleveland and Ashta- Bula Harbor, Regulates wages, protects crews, and es cognixauce of all matters in the interest of its mbers and of the Lake Commerce generally. OFFICERS. ’ President HP. Imumnmer, - - - ~ Vice President B L. Pennineron, - Gecretary and Treasurer. HD.Gourper - - - - - = Counsel ‘Hanna, H. P, Lillibridge, M, A. Bradley, Geo. »Kay, Thomas Wilson; R. K. Winslow, W. D |. Palmer. J. W. Moore, W. C. Richardson, SHIPPING MASTERS. ‘ ey, 98 dock, Cleveland; Fred Bennet. land; Wm, Reunick, Ashta- 1ZE OUR SHIPS. “It is almost impossible to realize the re- luctance with which congress deals in mat- ters relating to or connected with our merchant marine, and especially towards legislation favoring subsidies to be allowed in special cases. The fact that cargo has to be carried to England so as to reach tiie South American ports, ought to put our legislators to the blush. Eminent men, in- cluding politicians, economists, and patriots have pointed out time and again the suicidal policy of allowing other maritime powers to ride rough shod, as it were, over our Na- tional importance and geographical prive- liges. The brain, pen, and voice have been brought into action to awaken the country to the country’s good. And yet inaction seems the order of the day. Over torty years ago the United Srates ought to have interposed in behalf of her merchant marine, instead of which every maritime na- tion has been permitted 1o a pre-eminence on the ccean, and we remaina rank outsider as regards the oversea commerce. As we have stated before, France, Germany, Eng- land, Austria, Italy, Norway and Russia have adopted the subsidy policy, so as to have a commensurate influence In the com- merce and carrying trade of the world; hence, the United States can no longer re- main indifferent to the fate of its mercantile marine but should liberally endow her ship. ping with a subsidy, either under the name of a tonnage bill, conpensation for the car- riage of mails, premium, bounty, or any other term if the direct word subsidy is re- pugnant to the minds of our legislators. The pioneer British transatlantic line was subsidized to the extent of $1,551,600 repre- sented as compeneation for the carriage ot ocean mails, while the American line man- aged by Mr. Collins, was obliged to go under, much to the delight of their oppo- nents individual and national, and the chip- ping industry has waned ever since, through the inability of our citizens to grasp the situation. At least suchis the most charitable construction to place on the facts tbat are daily presented before us. We have at length arrived at the stage where heroic measures are necessary to regain access to the markets which offer the best returns for our mechanical, natural, and agricultural cient three decades ago, and moderate eubsi- dies would have assisted two decades ago, but now a measure of prohibition with a liberal aid from protection, and subsidies are absolutely necessary to regain the lost prestige of the United S ates on the ovean, and bills encouraging the promotion of a mercantile marine must be piloted by ekill- ful, and patriotic hands through the tortuous channels of congressional legislation to a final and succesful result,and not allowed to be buried in the hands of an agricultural committee, or squelched by a member who is ignorant of the vast importance centered in the measures selected for his considera- tion. At the present day, it must be clearly remembered that we are at the merey of foreign nations in the event of a speedy war, and a nonentity where ocean trans- portation is concerned. FOR PROTECTION OF NAVIGATORS. Mr. Farquhar of New York introduced a bill to-day providing that no raft or logs or timber shall be taken out of any harbor of the United States, on the coasts of the At- lantic, Pacific, gulf or great lakes, nor be brought into any of the great lakes from any river, stream or port in Canada or other foreign country, nor be towed, navigated or in any {manner propelled upon any of the great lakes or navigable streams connecting them within the jurisdiction of the United States. The penalty prescribed for violation of the proposed law is the forfeiture of the raft. Much has been said, and written concern- ing the advisability of allowing artificial ob- structions to impede the progress of vessels navigating narrow waters, and we have shown in the columns of this paper the tre- quent losses, and casualties arising from the towing of large unwiledly rafis. ‘The subject has also occupied the attention of the Luke Carrier’s and Vessel owner’s associ tions. While a vast amount of correspondence nas been carried on with Wasington, yet we were hardly prepared for so coa:plete and inclu-ive a bill as Mr. Farquhar of New York has introduced. Evidently the mem- ber trom New York is determined to have something done, and we belive him thor- oughly qualified to carry out successfully whatever he underiakes in the interests of the lake marine. But we question the clauses of the bill relating to the Atlantic and Pacific coasts as being of too sweeping a nature to be upheld by a majority of the house, Even after the experience gained by the disas'er which betell the Joggins raft, the logs of which are now st:ewed half sub- merged in the North Atlantic, or was until recently, placing lile and property in immi- nent danger day and nigh, and leaving the problem of respon-ibility of ownership still unsolved, The Leary raft, however, which arrived at New York from Nova Scotia without mis- hap may be considered a successfut prece- dent although we understand that Mr. Leary claims it was a financial failure. In any case the success or failure of that raft forms no criterion to judge oy, when the iron bound fact stands in the way that no vessel ef any sort, size, or description should be al- lowed to depart froma civilized port without she is capable of being handled, controlled and taken care ot by competent people. The joss of life and property embarked on legiti- mate enterprises is quite large enough at the present time without the list being swelled by avaricious, and grasping money- getters, who by an unequal division of the possible losses, stand ready to commit them- selves to a fool-hardy, and what ought to be, an illegal method of obtaining the almignty dollar, MIDWINTER NAVIGATION. The Michigan Central ferry steamer Trans- fer left the east pier, Cleveland, at 3 o’clock last Sunday morning for Detroit, under the able command of Captain I. R. Innes, super- intendent of the Michigan Central ferries, assisted by Captain McLachlan, of the Detroit & Clevelund Steam Navigation Company’s steamer City of Cleveland, and a crew which had been detailed from the ferry service, ‘From the time of leaving Cleveland she steamed along at about eleven miles per hour, freight cars, and isthe largest transpor: in the service of the Mich’gan Central Railroad. and the most expen ive vessel ever built in Cleveland. Much credit is due to John A, Westaway, supervising engine: r of the f rry se:vice, for the successful results « btained from her ma- chinery, his strict and dill gent attenti nto the placing of her machinery connections, etc., were amply proven during the trip, all ot her engines having worked perfectly -atis~ fac’ory. ‘The upper worksof the vessel were placed under the superintendence of Mr. Griffin, the master carpenter of the ferry service and are, according to the requirements of the special trade in which the vessel is to be em- ployed. The dimen-ions of the Transfer are 280 feet in length, 75 feet beam over guards, depth 17 feet 3 inches, bui't entirely «f steel. There are thirteen engines, consisting of seven driving engines and th ee double pumping engines, jour of the largest boilers in use on the chain of lakes, being 11 feet 6 inches by 16 feet in length, and to secure the greatest power possible the boat is provided with side wheels and a propeller wheel. A distinguished party of gentlemen ac- companied the boat on her trip, among whom were H. D. ‘Coffinberry, president of the Cleveland Shipbuilding Company; Homer Steele, superintendent of the mach ne shops; Thomas Bristow, snperintendent of construc tion, formerly of the Wyando’te shipyard; James Wallace, chicf draughtsman; Robert Miller, assistant, general superintendent of the Michigan Cen’ral Railroad; Captain I. R. Innis, superintendent of railroad feriies; J. A, Westaway, chief engineer of ferries; Mr. Griffin, master carpenter; Commodore George Gardner, Captain McLachlan, Captain George Horn, W. Scott R binson, Cleve'and; A. A. Pomeroy, of this paper, and others. All of the ubove named gentle- men were highly pleised with their mid win- ter voyage, and the representa ives of her builders, the Cleveland Shipbuilding Com- pany, were proud to . make over and veliver to her owners this admirable masterpiece of mirine and mechanical architecture, The officers of the ferry steamer Transfer in the engine room were: chief engineer, J, A. Westaway, assisted by O. M. Beach, Charles Davis, Martin Derosean, O. N. Steele, Mr. Parsons, Mr. William Callen, and Mr. A. O. Berton. We express our grati- tude to Mr. Peter Sacket for the sumptuous collation served during the trip. AVERAGE MILD WEATHER, PROVIDENCE, R. I., January 12,—According tothe fol’owing extract froma semi-private letter received here to-day the weather depart- ment does not believe that the present mild weather indicates a late winter and cold spring. SIGNAL OFFICE, WASHINGTON, January 10, } The significance of the unusual weather con- ditions for the past seven months can be ex- plained only with reference to the abnormal distribution of atmospheric pres-ure over the northern hemispheres. Under the doctrine of averages we could reasonably look for an open mild winter since tae late spring and summer was cooler than usual, and to counterbalance the deficiency of temperature in the spring and summer there should be an excess in the winter just now occurring. This, however, cannot be regarded as responsible for future prophecies since the scientific ose of average can only refer to very long periods and cannot be safely referred to in special short periods such as six months or ayearin case of temperature and rainfall, My personal opinion is that no one has rea- sonabie ground for predicting a late spring on the simple basis of the present winter being so fair, mild and open, A, W. GREELY, Chief Signal Officer. In a former edition of the Martins RecorD we spoke of the present mild state of the weather, and stated that Captain Scott, now in the marine insurance bu-iness here, had suggested that we would probably have a lower average temperature during the sum- mer months to compensate for the mild, open weather we are now having, On considering Captain Scott’s suggestion it dawned upon us that the average low temperature experienced during last summer would more naturally | account for the absence of snow, etc., at the Ihe Mayiue Recunil. i pres«nt ite bed if ‘ our signal wirvine de- LAKE CARRIERS’ ASSOCIATION partment might has been in a position to give an approximate state of the winter tem-—| ro cowsioen AND TAKE ACTION UPON ALL GENERAL QUESTIONS RE oe perature. The opinion elicited from the chief signal offic-r confirms our views, yet we believe that th se events ought to have been foreshadowed at an earlier date. THE REVENUE CUTTER COMMO- DOKE PERRY. The United States revenue cutter Commo- anchor during the hari gale last week. The heavy sea carried her ashore, leaving her hard aground in rathera precarious position. If the gale had not abated the vy sel would probably have strained and crippl:d herself beyond repairing. However, the department at «nce ordered a dredge to make a channel so that the cutter mig: t be floated again as spee lily as po sible with ut regard to the ex~ pense incurred inthe work of releasing the vessel fr m her dangerous position. We are incline! to think that there must have been something decidedly wrong in the manner of mooring the Comm dore Perry or she would not have been blown high and dry on the arrival of the first blow of the season, and even when she commenced t» dreg it seems most singular that nothing was done to pre~ vent her from going ashore. If Erie cannot afford safe anchorsge to ves els during the LATING TO THE NAVIGATION AND CARRYING GUSINESS OF THE GREAT LAKES AND THE WATERS TRIBUTARY 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. Tuomas Ma James ASH.. W. P. Henry P. P. Miter... Frayx J. Firta, M. A. Brapvey . H. M. Hanwa.... ose Tuomas Wrison, Vice President...... Cl A. W. Courox James W. Min Exsen Warp... AMES Davipson Jos, AUSTRIAN W.M, Ee@an... ‘Ira H. Owen, R. P. Frrzqrratp. Davin VAnce.... ALEx McDou@a.u .. Duluth, M Harry Murpny, Secretary. ~ Buffalo, N. Y. Jas. Carnzy Evans, Treasurer.......... Buffalo, N, ¥. MARINE RECORD—OFFICAL PAPER. THE MARINE ENGINEERS. The meeting of delegates to the third annual convention of the Grand Brotherhood of Lake Marine Engineers, after an important session of three days, was closed wiih an eloquent and in- structive address by the retiring grand chief en- gineer, Christopher Castles of Cleveland, Ohio. winter months, why not try some other p ‘rt?! The convention was attended by delegates from Cieveland, Chicago, Milwaukee and Detroit, ‘ Captain David Latave, of the steamer Hi-| aii reports show the affairs of the brotherhood ram Calvin, say? that the statement that the] to be ina highly prosperous condition. Hiram Culvin made an unsuccessiul attempt| ‘The following officers were elected for the to reach Kingston on Thursday morning is ensuing year: Grand chief engineer, Matthew incorrect. ‘She is vot built that way,” he Thomas, Cleveland; first G. E., A. Howe, says. She worked all forenoon pulling off | «:Jeyeland; second G. E., William McKittrick, the steamer John A. Macdonald, which was } Detroit; second G. A. E., George Mathews, blown on the rocks at what is called the Cleveland; third G. A. E., Robert Bruce, Mil- Cabstan shoal south of Garden Island. | waukee; grand guide, John Reif, Chicago; grand 3 After pulling offtne John A., the Hiram | chaplain, Richard Langford, Detroit, ' a4 went to King-ton and remained therecver| ‘The following resolution was passed : ; an hour and then returned. The captain WuHereas, During the coming season there Vg says there never was a gale since the Hiram | wij] be naviga ing the lakes, steamers carrying : was built, strong enough to prevent her | from 1,000 to 2,500 tons ef freight, and worth, from going to Kingston, if necessity de | exclusive of cargo, from $75,000 to $250,000. manded it. They will be equipped with powerful and com— licated machinery, run at a high rate of piston Many people have wondered what is the maar carrying ie pounds of steam, and He aces signiticance of the long pennant carried at dition, many of them will have to tow and care the main truck of all vessels of war in com- for a consort. The masters and owners of such mission, When the Dutch Admiral Van’ vessels have usually refused to furnish the chief Tromp hoisted a broom at the top of the mast engineer with more crew than a second SERRE, of his vessel to indicate his intention to} 14 two firemen. This help is barely | ‘. sweep the English from the sea, the Eng- | 4, properly care for the vessel’s machinery under lish admiral hoisted a horse whip, indicat-| the most tavorable circumstances. ing his attention to chastise the Dutchman.} Wyereas, It is a well known fact that Hence the coach whip pennant was adopted | of ys have suffered great hardships by b as the distinctive insignia of a war vessel in | continuous duty for from eighteen to commission for service, : hours in, togs and gales,of wind, and aia =o ee Pe by The annual report of the life saving ser- mL & ashame acs vice, for the year ending July 1, shows 222 nessa the came. tines: in view cae ee saving ary in operation—170 on the facts be Figs Se ae es tlactic coast, on the lakes,7 on the cee t ie Pacific, aad 1 at the Obio Falls, Louisville, | ves7v2@d that such of us who may Ky. Disasters during the year, 411; on beck 2 Sauer om Gesu beard these vessels were 3,653 persons, of class during the coming season which only 12 were lost; 743 persons re- ceived succor; saved from wreck, $7,776,- 405; number of vessels totally lost, 71. Cost of the service, $928,000. A ferry boat is building for the river Clyde at Glasgow. Instead of requiring movable | * landing stages or bridges to meet the rise} * and fall of the tide, the deck of the boat it-|' self wil) be movable, carried on six bydrau- | lic elevators, by which itcan be raised |* ~~" or lowered. The boat will be a double | °°" : ender, 150 feet long, of 55 feet beam, and 12 | Maser amount o feet 6 inchesdraught. ayes 2 chinery The weather of Canada has not altered in | ready been 200 years, The observations taken by the’ ea Jesuit fathers at Quebec, and set down in the invaluable relations day by day, show | that the winters were long and the months of January and Febuary as cold then as they | are now, and that there has been no change | whatever ia the sense of the mitigation. oa Here ig something everyone should know. | If ever you are lo:tin a thick fog or snow storm, all you kaye to do is to place the point of a knite or sharp lead pencil on your | thumb nail, and a shadow will be cast di-| the rectly from the sun, however dense the fog or snow. So says an exchange, ee at As the result of the report of Captain Ris-_ ley, chairman of the Board of Steamboat Tospectors, who held an inquiry at Brock- ville some time back into a complaint against Captain Dick, that he condemned a| the seaworthy boat as unfit for service, Capta’ : Thomas Donnelly will be appointed his successor, - : ———_—__— f In regaid to Germany’s pretensions in Samoa, the San Francisco papers contend that the United States Government should| The value enforce respect for its flag, defend the in-| Opto dependence of the island, and protect Amer- ican interests. ay eae ee a a Owing to navigation being still practica- ble in the Gulf of St. Lawrence, the De) orders, ‘The first schooner arrived in Toronto bay on the 5th April, 1888, and ice the iG tas