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BMlavine Record. A. A. POMEROY, EDITOR AND. PUB BRANCH OFFICE; 252 South Water Street, Chicago, Nlinois, THOMAS WILLIAMS, Associate Editor, TERMS OF SUBSCRIPTION: Due yeas, postage paid ......... sersceey eeareesee $2.00 St. months, postage paid........ hives Invariably n 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, Cleveland, R. A. Castner, 254 Detroit street, Cleveland, ASHTABULA HARBOR, O.—C, Large. CHICAGO, ILL,—Joseph Gray, 9 West Ran- delph Street, CHICAGO, ILL.—H. B. Hansen, 33 West andolph Street. BUFFALO, N. Y.—Miss McCabe, Elk Street, near Ohio. DETROIT, MIC H.—Connors’ Marine News CCSILWAUKEE, WIS.—T. S. GRAY, CO. 126 Wisconsin St. SAULT STE MARIE—1. P. Haller. ASHTABULA HARBOR—O. M. Kahne ERIE, PA.—Reed Caughen, 816 State St. DULUTH, MINN.—C. F. Johnson, 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 itivited Vs torthe colanns of the MARINE RECORD for the discussion of pertinent topics. Entered at the Post Utice at Cleveland as second- olass mail matter. CLEVELAND.O., JANUARY 31. CLEVELAND VESSEL OWNERS’ ASSN ORGANIZED IN 1880. f[Membership, 1888! Fighty-three steamers agg’egaling..........93.186 tons Ninety-five sail and consort, aggregating-54,664 ons, Maintains shipping offices at Cleveland and Ashta- buda Harbor. Regulates wages, protects crews, and es cognizauce of all matters in the interest of its mbers and of the Lake Commerce generally. WE NNeg 8 OB OFFICERS, HL M. Hanna, - - =, + » President P,Linumemer, - - - - Vice President fllibridge, M, A. Bradley, Geo. R. K, Winslow, W. D Richardson, 98 dock, C Cleveland; Wm, Reunick, Ashta- RAFT TOWING. e subject of raft towing has occupied the attention of the lake marine for a considera- ble length of time, and as the lumber men have from year to year increased the size of their log rafts it has been deemed advisable atter a thorough investigation into the rights of commerce to petition congress to prohibit the towing of rafts of logs or timber in the navigable waterways of the United States. In connection with raft towing, however, there are several important questions to be considered, and as the international lines are being drawn closer than ever before, the ques- tion of jurisdiction must be a prominent one in the eyes of a judiciary committee at Wash- ington. Ithas been said that if by act of congress the practice of raft towing was en- tirely abolisned, lumber men would use ves- sels to convey their lumber from point to point with only the slight additional expense as represented by the loading and discharging accounts; yet, with this law in force the com- merce of the lakes might still be hampered and annoyed by large, unwieldly rafts drag- ging along the narrow waters under the favor and protection of the Canadian laws to the nearest and most convenient point of ship- ment to an American port or otherwise, thus profiting foreign capitalists, to. the detriment of our own industries, and calling aloud for an internatioual agreement to adjust the un— even balance of trade in this important pro- duct, which at the present time is almost ex- clusiyely in the hands of Americans. Hence it may be argued that any measures tending to relieve the inland marine of the constant menace to life and property involved in the meeting and passing of rafts must be abso- lutely international. While fully alive to the importance of abolishing all artificial obstructions to the com- merce and navigation of the great lakes, we ean not endorse Mr. Farquhar’s bill in its en- tirety, and it is scarcely probable that the bill will pass in its present shape, however righ- teous it may be,for if we admit the fact that water in time of peace is as free as air, then by the passage of this bill the liberty of the subject would be restricted in the present generation with no good result to the commerce of the future, and to carry the proposition a little ' farther we may say that each and every ob- ject afloat ought then to be strictly inspected, and in the event of their not being found fully qualified to meet the exigencies of the voyage, or transportation they should be to- tally condemned, and the rule would apply, in a measure, with equal justice to the persons having the object, whether raft or vessel, in charge for the specified transportation. Hence, if this course was strictly pursued, great ex- pense and inconvenience would occur through the uncalled for interference of the law, while prosecuting an honest venture made il- legal only by the sweeping terms of an inju- dicious law. The commerce which allows a firm to raft 75,000,000 feet of logs to the ports of Cleveland, Detroit, Toledo, and other points, and some 30,000,000 to Port Huron, over 200,000,000 feet from Lake Superior, and one firm alone transporting from Lake Huron to Lake Erie ports the enormous quantity of 90,000,000 feet, and this for several seasons past showing only a portion of the business done, argues sufficiently that the volume of trade now requires special legislation to con- fine itto the proper bounds. Entertaining these views the power of assisting commerce into its proper channels would seem to be more in consonance with the judgment of a wise and equitable class of men, and allow the method to be regulated under the jurisdiction of the maritime law. A safe and desirable means of transporting the timber would be ultimately obtained to the benefit and safety of all concerned. At the present time there is no direct power to place restrictions on the traflic, consequently the entire lake commerce might possibly be placed at the mercy or good will of a syndi- cate of avaricious capitalists or lumber kings, who, wishing to transport their timber could in a measure legally obstruct other more yalu- able and important enterprises in the narrow waters of the rivers; hence, the necessity of the treasury department to at once take steps toward regulating this mammoth and increas- ing monopoly. Vessels have to be registered, | inspected, manned, and conducted according to well known laws, and there is neither equity or common sense in allowing a large parcel of freight to be literally turned adrift on the highways of commerce without even the responsibility of ownership in a question of damages arising being attached to it. And a vessel prosecuting her voyage according to the whole requirements of the law has in many cases either to go ashore or take the cer- tain ehances of receiving more or less dam- age by running into it,as the many cases which haye recently occurred amply testify. The one point needful for the proper ful- | fillment of the laws of commerce and equity |'is to have the present objects of artificial ob- ‘struction to navigation brought under the law, |and by so doing regulate the size, and con- | ‘struction, and the time of towing strictly to clear daylight, for the reason that unlike the -| hull of a vessel the different parts of the rafts | could not be seen on a hazy, dark night, or in | fog, mist, or falling snow; also, all rafts to. carry aids to navigation in the shape of anch- ors, special fog and night signals, and in the case of mooring, or anchoring in the vicinity of a fairway, or channel, or in the direct course of traffic during the hours of darkness, exhibit lights designating the size and formof the raft, proper lookout to be stationed to give warning of the approach of vessels, and other necessary appliances as advised by the best authorities. Also to observe the rules of the road as other moving bodies are obliged to do under these conditions, a secure and compact raft of timber may be transported without en- dangering the lives and property of others who are navigating the same waters. THIRDING KEPAIRS. The question is so often asked by vessel owners why in an ayerage adjustment one third is deducted on account of new for old, that we may enter with advantage into a con- sideration of the subject. It certainly appears just and right that some reduction should be made when new material is substi- tuted for old, and yet many*of- our owners try to persuade themselves that they are ill used if they are not allowed to make an old vessel into a new one at the expense of the underwriters. How far are they right? In the first place they willingly forget that insurance is simply a contract of indemnity. It was never intended that the owner should make a profit out of the accident. He makes an arrangement with his insurer that in a cer- tain event the insurer shall pay his repairs after deducting the one third in question. The insurer keeps his part of the bargain, he has only a preminm sufficient to indemnify him for running the risk of two thirds of the repairs, and surely no reflecting mind would for an instant hold that the underwriter was unjust in refusing to pay the whole when he had only agreed to pay two thirds. Our dissatisfied friends next take up the position that the underwriters ought to word their contract so that the insured shall be able to claim his repairs in full. Perhaps so, but the underwriter has not yet been found who would, except in the case of any but new ships or their iron or steel equivalants, agree to enter into such a contract. If he did he would soon be unable to pay even one third of the repairs, and the owner would be left to re- alize the truth of the old proverb, slightly altered, that “two thirds of a loaf isbetter | than no bread’. We have two thirds enough data to warrant us in warning our. readers against having anything to do with under- writers who may tell them that their repairs will be paid in full; they will find they have got a wolf where they thought to find a sheep. Again, letus consider how the owner would Mhe Marine Reconil. citizns seeing the work done was for naught, and despairing of help from the de- partment, raised an appropriation, and con- tioued the work at their own expense, in piling, ete. Duringa gale one night in 1872 the writer with two men were drifting betore it, hav- OBITUARY. t Captain William Smith, who was well and fayorably known in marine circles for the past forty years, has passed away after a lin- gering illness at the home of his son-in-law, D. A. Ballkins, Muskegon, Mich. Captain Smith was born in Unisland, Holland, in 1822, come out supposing that a first class under—| ing left Horn’s pier at dusk, in a large open | and commenced sailing on fresh water in 1845, writer would isstie a policy excluding the application of the “one-third” rule. He would have to pay such a premium as would decked boat, radder gone, and an oar used for steering boat, half fall of water, only furesail hoisted, freezing. One man had suc- {continuing to follow his profession up to the |time he was called away. As a record of his steady and practical service we find that-he stagger him, and he would, if he cared to bear| cun.bed, aud the other two most perished, ; sailed in the employ of Martin Royerson for the burden for a year or two,find that the rem-| were most happy mortals, to sight and make | eighteen years as a trusted and valued master, edy was worse than the disease. Another aspect in which ship owners often look at this matter, is taken from the fire in- surance standpoint and they wish to conyince the world that they are in the same position as a storekeeper whose stock has been de- stroyed by fire. They say “he is paid in full and so ought we to be.’ But they willingly overlook that the facte are altogether different. | The amount of wear aud tear ina vessel is great-and it 1s continuous, to complain theres fore because a plank which is more than half worn, and its fastenings perhaps all gone, is not replaced with a new cne of harder wood; and with extra fastenings, iy a grievance we cannot say we sympathize with to any great extent. The plausible nature of this plea is more apparent if it be taken into account that itis possible to expend twice the value of a vessel over her in repairs, and even then she is not by any means a new ship. We do not recollect anything in fire insurance like this but we have had some unsatisfactory instances in floating property. On the whole, therefore, we are persuaded that our owners haye not much to complain of. They go into this business on well under- stood, and at the same time reasonable, condi- tions, not creations of yesterday, but which have been in operation from time immemorial, and any attempt to supersede them would only lead to an unsatisfactory resul¢ which the present complainants would be the first to denounce. FAIR PLAY WANTED. FRan«Krort, Micu. January 26. Special to the Marine Record. _ Abnapce harbor, Wisconsin, seemed to be singled out by the New Jersey congressmun, McAdoo, on January 22nd, when he moved to strike out the appropriation for the im— provement, of said harbor. Just why the members from the east should oppose the improvements on the lakes, is a conundrum, and can be attributed only to their ignorance of the magnitude of the lakes andthe craft that ply upon them. These congressmen, while they parsimoniously dole out small amounts for lake harbors,.seem to try to out. do each other to see how large they can. make the amount for such ports as New York, ete. a Se y There men seem to think that the lake marine consists of a “mosquito fleet’? sloops, and small punt coasting vessels; and that the largest of our vessels would only make a comfortable yawl for some of their oceen monsters. They are not aware (but as in- telligent men they should be) that our steam craft compare favorably with those of the ocean. Ours are from 1,000 to 3,500 tons, and carry trom 100,000 to 170,000 bu-hels of grain; also, our sail vessels, among them the largest sail craft in the world’ “the Gol- den Age’’, and the five masted ship, David Dows, all engaged in carrying the grain of the west to Buffalo, and it is this thats adds much to the prosperity of New York, where most of it isshipped to foreign ports. Why, the arrivals and departures of the port or Chicago alone, exceed that, not only of New York, but all the sea ports combined; and further, this is no assertion, buta fact, | asthe records of the custom house will show. Why then MéAdoo, so much fuss about it, and show such foolish hostilty toward us, are we not One country, and these improvements to benefit all? Were it not for the traffic the great lakes furnish the east, some of those who now wax and grow fat, a3 a result thereot, would be forced to come west and see for themselves what a big country they live in, Abnapee harbor is on the west shore of Like Michigan, about 200 miles north of Chicago, and is the shipping point of a large wheat growing district, and quite a fleet, sail in summer, and steam craft in winter, are engaged in transporting grain to the elevators of Milwaukee and Chicago, giving employment to} a large number of sailors. Beside this, cordwoud, railroad ties, cedar timber, etc., are shipped there, All vessels engaged in the north Wiscon- sin and Green Bay trade, pass close by Ah- napee,and if the harbor improvements are kept up, the channel dredged, giving deep water, it will bea valuable harbor to seek shelter in during gales, All along the rocky shore north of there, lie the remains of many fine vessels, lost for the want of a harbor to | run into during the time of distress. ‘The barges that foundered near there two years ago, with loss of their crews, would have been saved, and their crews alive to day, had congress furnished the means to make ita safe place to seek. The writer has driven across the mouth of the harbor on dry sand with a team in_ 1871; since then it has been improved, but so slow that the this same Ahnapee harbor, even though the channel was not deep enough to allow the cra(t to enter, but dashe! her up on a sand bar and were saved. We tock our suila> made a tent and camped for the night on the bur, between the government harbor piers, which now is in ibe very track of ma- rine commerce, With a s irplus in the treasury, one of the best expehditores that could be made would be to finish up the improvements began on the lakes, wnd all our vessel men will feel thankful, and our congres-men eould be tuken by the hand and told, “well done you good and faithful servants” and the entire western shipping interest would shout ino unison, “amen’’, We have a prosperous lake marine, ex- ceeding in value that of the ocean, and all we ask is fair play. We do not ask for sub- sidy or help, all we want is our harbors finished, our waterwry deepened, and we, of the former wild and woody west, have enough‘‘get up and get’’ to take eare of the rest. As far as Ahnapec is concerned, we say, give Anna, a show, she’s all right. ‘ CHARLES BURMEISTER. “FIGURES don’t tell the truth all the time. Take a single link ot aship’s chain cable: It is oval, only there is a short bar,a ‘‘stud” sailors call it, joining the sides together. Now, the result of careful experiment shows that the addition of the ‘‘stud’’ adds one-quarter to the strength of the link. See “Luce’s Seamanship,” page 282. An‘ther rule, the result of equally care- ful and thorough experiment, shows that to tuke out the stud decreases the strength of the link only one-fifth. See Luce, page 283. Now, if putting the “stud” in increases the strength of the link five-twentieths, and taking the ‘‘stud” ont decreases the strength only four-twenteths, the difference is evi- dently a gain in streugth, and yet the link is exactly as it was in the beginning. If now, it increases the strength of the link by one- twentieth to put ina stud and straightway take it out, why can we not go on increas-| Jing the strength of the link indefinitel putting the stud in and taking it out, and |repeating the operation? Luce’s rules are ‘acceptéd as infallible, and yet the conclu- sion arrived at does not look like common sense.” ; 3 THE annual report ot Secretary Whitney | ¢ says that when all ships now being con-|) structed are completed the United States | navy will rank second among the navies of | the world in the possession of unarmored vessels of the United States amounted to 2,642,628 tons. From 1861 up to the pr and was respected by all who were brought into contact with him. He sailed along on his path of life with an upright, fearless, and conscientious knowledge of his duty to God and man, so guiding his footsteps in an earn- est endeavor to meet witha fair wind and smooth waters when ordered to cross the river ,on his homeward bound cruise. His log is now closed and the voyage is o’er, and while he has left a large family to await the reun- ion on the other shore, we note that they are left in good hands in the meantime. We gladly pay our mi’e of tribute to the unswery- ing character and sterling attributes of our late friend and subscriber, truly condoning with the members of his bereaved faiaily. LIFE RAFTS. Thomas Drein & Son, Wilmington, Del., have been making life rafts, of which the following is a list: For two Red D. Line steamships of New York—eight 24.feet Me- tallic life boats; four 22 feet life boats; four 24 feet wooden life boats; eight large sea life rafts. Merchant & Minners’ line steam foot square stern metallic life boat; one 20 and corkdip preservers; one netailic life boat for New Boston fire boat; two metallic life boats for Thames Tow Boat Co., New London, Canada; 28 feet metallia life boats tor large schconer; 16 feet metallic yawl boat for large schooner. Several lo cork tip preservers; several orders in from the lakes for boats. y) ——_r or o____—__ Tue attention of all persons interest the carrying trade of the great lakes, especially the large s'eamship lines the American flag, should be directed scheming of the Canadian railroad in secureng franchise outlet on our eastern seaboard, fot creasing volume cftrade, Ou exports, so far as regards” the chain of lakes, must be ent time, the tonnage has decreased 1 492,926 the ists tons, from wl h we Since March, 1885, con obliged to construct ships that have 10 { horse power to every ton of machinery, an /nothing under the standard has been al- lowed. ternational marine conference, which was to have been held at Washington: in April next, had collapsed through the inattention of the British government to appoint dele- gates. We are pleased to note, however.| — that such is not the cuse for the secretary of | state has received from Mr, Phelps, minister of the United States to Great Britain, a tel- egram stating that the British government has notified him of its acceptance of the in- witation to the international maritime con. | ference.to be heldin Washington this aus tumn, subject to certain reservations as to the nature of the particular questions to be submitted, and to the necessity of ratifica- tion by the powers represented, before the decisions of the conterence become binding, ‘Tue activity in the iron ore trade gives promise of a prosperous season for the lake poms every indication now points to an earlier, and former freight, than was taken up last spring, and charterers will no doubt be eager to secure tonnage, notwithstand- ing the large number of pew boats put afloat. We beiieve that the increased out- put from the mines will keep pace with the addition, and while no charters are yet placed, we have heard of inquiries being made in this direction. bes A hearing was given by the house com- mittee to persons interested in the proposi-| tion to build a bridge across the Detroit river } at Detroit. The committee decided to report aresolution directing that a board of army engineers be appointed to consider and report upon the matter. Iv was been generally stated that the in-| and a vessel tol cost of $450,000. and Strauler, of City. The vessel beam, has a triple gine and steam steeri completed will cos’ in the ore trade to ship—three 22 feet metallic life boats; one 24 foot wooden tip boat and sen lite rafts. Ocean steamships building in Bath, Maine, —four 22 feet metallic life boats, life rafts,