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

1 ‘ ; ¢ Biavine Becord. ————— Emm Published Every Thursday at 181 Detroi Street, Clevland, Ohio. t pee pc erect Oereen iy Oe Pe Rises a A. A.POMEROY, EDITOR AND PUB » BRANCH OFFICE: 252 South Water Street, Chicago, Nlinois, THOMAS WILLIAMS. Associate Editor, TERMS OF SUBSCRIPTLON: One year, postage PAI cesses crssecers sees eee $200 Six months, postage paid......seeeeeee sereeeere 1400 Invariably n advance. “THE MARINE RECORD can ve found for| erty during the course of the season of navi- | Let him persist in going fast when he ought | tions. | | gation, and possibly the charge: made by | to gosiow, and what would be the result? If} sale by the following news dealers : _ CLEVELAND, O. Pear] and Detroit Streets. eee & Van Epps, Superior street, Cleveland. R. A. Castner, 254 Detroit street, Cleveland. ASHTABULA HARBOR, O.—C. Large. CHICAGO, ILL,—Joseph Gray, 9 West Ran- dolph Street. e's led ILL,—H. B. Hansen, 33 West andolph Street. Goreato, N, Y.—Miss McCabe, Elk Street, near Ohio. MILWAUKEE, WIS.—T. S. GRAY, CO. 126 Wisconsin St. SAULT STE MARIE—J. P. Haller. ASHTABULA HARBOR—O. M. Kahne, ERIE, PA.—Reed Caughey, 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. Subscribers and others are respectfully invited to use the columns of the MARINE RECORD for the discussion of pertinent topics. Entered at the Post Uiice at Cleveland as second- class mail matter. CLEVELAND, 0., MAY 30. , CLEVELAND VESSEL OWNERS ASSN ORGANIZED IN 1880. (Membership, 1888.] Bighty-three steamers, aggregating......... 93, 186 tons Righty-cight sail and consort, aggregating 54,664 tons Maintain shipping offices at Cleveland and Ashta- bula Harbor. Regulates wages, protects crews, and gnizance of all matters in the interests of the s and of the lake commerce generally, OFFICERS, # President Vice! President VESSEL PROPERTY. “An uneasy feeling among owners of vessel property has been manifested during the past few weeks on account of the low rate of coal freights from Lake Erie ports. And this feeling has been intensified by the average low rates on other products, and by the low water which is now found at Grosse Point, Saalt ste. Marie, and St, Clair Flats canal, all points over which the majority of the lake - tonnage must passin the ordinary course of navigation. The experience of the past few weeks demonstrates to the, owners of large tonnage, the hard fact that if their vessels are given all they can carry, detention, and the consequent expenses attending, will be the certain result; hence it may be clearly seen that these vessels entering a loading port may not get what they go there for, viz., a full cargo, and as the vessel’s earnings are based on her carrying capacity, any diminution of the quantity isa direct loss to the vessel. Another point which has entailed loss, and great expense to the vessel owner, has been the detention in ports. port being ports at which considerable time has been lost by vessels thisseason. Although we do not wish to specify one port more, than another, individual experience allowsus to quote the two mentioned above, and some owvers have gone so far as to state that they will not send their vessels to the latter port again under any circumstances, as the small margin now on freights demands quick dis patch. Next to the total carrying capacity comes dispatch, and the fact can not be questioned that a large cargo, having quick dispatch can do the freighting business at a minimum cost to the shipper, and still have a moderate per- centage on the capital invested by the vessel— owner. When, however, the majority of the tonnage can not receive a full cargo at their loading port, and detention is liable to be met with at the port of discharge, the basis of calculation on vessel’s earnings and expenses, are entirely destroyed, and in many cases where a freight has been figured to leave a small margin in favor of the ship, the above causes have tended towards the vessel bareiy meeting her liabilities or what is still worse, the contract. O.—G. F, Bowm:, corner of | owners of wharves for winter moorings, from The Marine Record. landing her in debt after the performance of | short time saved. We think there is little | given the preference and it may be. here stated | doubt as to which man the prudent owner | that an officer who had sailed exclusively in Having these facts in view after repeated | | would choose, American vessels might qualify and take com- experiences, the Buffalo vessel owners have| The question next arises whether the caj—| mand of any vessel under the English flag undertaken to bring about a grand organiza- | taint are altogether to blame for accidents | (even providing, as we have said before, that tion cf the leading owners at all the lake | arising through too fast driving; we do not) he had never set his foot on one during his ports, ona similar line o the Lake carriers’ as—| think they always are. The owners often | whole eareer.) sociation, only more local in, its rules and | expect too much of them, andin old times| While pointing out these few remarks to general aims. The direct object of the asso- | cases have not been unknown where the cap—| the attention of our readers, we still maintain ciation would be to regulate in a meaeure, the |tain has been indirectly stimulated to fool- | j that the law prohibiting aliens from being rules of freights, tonnage rates, and the costs | hardy actions, and if he failed the party who / employ ed as officers in American vessels of loading, trimming and discharging cargoes | and exercising a supervision over the regular | The inland greyhound commander has es—/ ence or qualifications count for nothing where and individual charges made on vessel prop | pecially every inducement to be extra careful. | competent citizens can be had to fill the posi- | we may judge from the experience of former, eminence which it is bound to attain in the | years it will be this; that so long as all goes) | future probably the law of supply and demand well he will get empty praise, and when he | may step in to rectify any existing discrepan- | contributes to the list of casualties, he risks; cies in the service and ifit is found advisable | the close, till the opening of navi- gation, would form a pertinent subject for the consideration of this body. Although we have not yet been sup-plied with an authorized copy of the association finding all his former credit vanished, being called reckless and incompetent. His as officers, then no doubt the present clause owners may be compelled to sacrifice him, | bearing on the subject will be repealed and a | led him astray was the first to condemn him. : ! should be strictly complied with and experi- | 3 . When the ‘merchant marine reaches yids and , at that time to allow the employment of aliens 3 Milwaukee and Fair— rules and regulations, etc, yet we have no doubt that a mutual beneticial organization would be found to work advantageously for all concerned, and remedy long standing abuses which have been allowed to creep into busi— ness connected with vessel property, to the detriment of the owners. It has been thought that shippers were two much interested in the Cleveland tonnage to warrant any attempts at regulating the freight | rates, yet itis hardly possible that shippers, even if direct owners, would allow their floating property to work at a sacrifice of money and tim”, anless a corresponding bene- fit accrued therefrom Or in other words, if vessel men can not sail their vessels to ad- vantage, neither can shippers exercise the control detrimental to the interests of others owning similar property. From the forma— tion of this society we can see a change in the reading matter, and towns specified on a bill of Jading, and probably a stricter collection monly mct with. FAST STEAMING. It would seem as if the time had arrived for us to address a word or two of advice, if not of warning to those of our seamen who appear disposed to allow their zeal to outrun their discretion. We have abtained a more than local reputation fur the jealousy with which we have maintained the high character of our inland navigators, therefore we have the fullest confidence that our remarks will be taken in good part by those for whom they are more especiaily intended, The subject to which we allude is that of rapid passages, and the means by which they are too often obtaiued. Breaking the record | is, if all other things are equal, a matter of satisfaction to the owners, builder and master the successful vessel, and udg' them their cause of rejoicing, ey un- | tained in the end, and it is not always the vessel which has made the fastest trips’ of the season that can show the best balance sheet. Our navigators must not seek to imitate too closely the grey- hounds of the Atlantic; they have plenty of sea room and plenty of water undertheirkeels, while our vessels are not always so favorably circumstanced, and if their commanders try to navigate them under conditions obtainable only on the ocean, they will sooner or later come to grief, and the evil results of trying always to run on time, will be found to wipe out any trifling benefits which they may haye been able to realize. Wedo not desire to be misunderstood; we have no wish to oheck the laudable ambition of our gullant seamen, but we specially, (for we know our ground), caution them against preferring recklessness to pru- dence. It is only recently that a correspond- ent of the MArtne Recorp, in whom we can. place every confidence, was an eye witness of a featon the partof one of our fast boats which caused him to remark that “that pitcher would go to the well once too often.”” In the | | i of demurage in ports where detention is com- | methods so long in use at United States ports. one should | ployment, and sail under the stars and ed pe, where ae activity and skill are a onpereintey their’ ‘search for la combined, the best results are invariably ob- | breakers. While there may attimes be sufficient lates the terms and circumstances under which underwriters may refuse to allow him to com- manda yesselin which they are interested, and altogether his position will be far from enviable. The old axiom in mechanics is to-day as true as ever it was, and our friends! ought not to forget it. “What is gained in speed is lost in power,’ and we are under the impression that this truism might sometimes be applied with great advantage to the science of navigation, and we hope to find that our views in this respect will be shared in by the whole maritime community of onr inland waters. ALIEN OFFICERS. The recent action of the local inspectors at this port in holding the master and owners of an American vessel liable to the extent of upwards of $300 for carrying and employing an alien as an officer on board of the vessel is a justifiable departure from the easy-going Were it not for an example of this sort oc- casionally, the law might possibly drop into disuse and aliens fill the positions which none other than American citizens are empowered to hold. We have frequently received comiaunica— tions from our readers on this subject and it would seem as if the general public are not aware of the fact that by reportirig to the local office of the inspectors of the port, any cases of thiskind which may come under their notice the charges would be strictly ‘inquired into and the vessel mulcted accordingly. While the clause in question remains a law, it should be strictly enforced and some pains taken to see that it isnot infringed upon by aliens who, de- sirous of availing themselves of the superior class of vessels, wages, and general treatment, are only too eager to enter the ranks for em- While we are not in a position to reason for allowing an alien to act as an officer of an American vessel the law expressly stipu- a departure from’ the strict letter of the law be- comes admissible, and under no other circum- stances should an alien be employed or have the control of floating property under the United Statesflag. Such being the law all right minded citizens would certainly desire to see and to know that it was thoroughly enfSreed. » Yet, on the other hand, it has frequently occurred to us that according to all laws of equity and justice the United States is quite strong enough to be graciously righteous and reciprocate the privileges enjoyed by her citizens under other flags. For instance, we noticed a correspondent toa New York marine paper writing strongly on the desirability, in fact the imperative necessity, of forbidding foreigners the right to sail in American ves- sels, while he admitted the fact that he was himself then sailing and drawing’ pay in the employ of an English vessel. American masters and officers eordianid and sail on vessels under the English flag ‘While >| post a tariff on’ manu ‘more liberal one substituted in its place. LAKE AND RAIL RATES. There seems to be no. question about the northwestern roads beiug guilty of discrim- ination in applying two scales of rates be- tween Chicago and St. Paul on traffic origin- ating at eastern points; but itis claimed that if they did otherwise a valuable portion of their legitimate business would have to be abandoned ora rate war begun. ‘They, there- fore, justify their action on the principle that they have a right to protect their own inter- ests. ‘The rates these roads apply from Chi- cago and Milwaukee to St. Paul and Minne- apolis on traffic received from the lake lines is on the basis of 38 cents, first class, while upon similar traffic received from the all-rail lines the 50-cent scale is enforced. If they should insist on the 50-cent proportion from the lake lines they would get no business from that source, as all the Jake and rail traftic from trunk-line territory destined to St. Paul or Minneapolis would go yia Duluth. Fur- therniore, any attempt to reduce the through rate via the all-rail routes would not be tol- erated a minute by the northern lines and would cause serious trouble. It is undoubtedly a fact that, practically, the control of the boat lines is very largely, if not wholly, vested in the trunk lines. Hence, itis not strange that the responsibility for this complicated state of afiairs is laid upon them. The committee appointed by Chairmen Blanchard to investigate this matter says in the course of its report: “Tt is hardly necessary to call your attention to the additional discrinioation that may be readily implied by the more favorable facilities extending to the western roads in the way of handling. ull all. traftie as acomeey with traffic | their refusin a f upon vena them by see { association, We desire to impress upon them the fact that ae do not designate as | the lake teaftio way — and pointed by ee praiee and they Be to confer with the trunk lines, tRere 1s some | hope of the difficulty bein: atibated to the | satisfaction of all co that the Duluth line ferential.— Bufulo Cou LAKE CARRIERS’ ASSOCIATION TO CONSIDER AND TAKE ACTION UPON ALL GENERAL QUESTIONS RE LATING TD THE NAVIGATION AND CARRYING GUSINESS OF THE GREAT LAKES ANG 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: GENCRAL WELFARE- BOARD OF MANAGERS, 1889, THomas Manrix JaMkS ASH... wW ~ BULLARD. D. Catt wett, President... E. T. Evans. Baffalo, N. ¥. W. P. Hexry Buffalo, N. Y, P.P. Mincer. Vieo Pres Baffalo, N. Y. Frank J. Eietite View eseviert crie, Pa. M.A. BRapLry « Cleveland, 0. 1.3 ..- Cleveland, O, leveland, 0. Jos. AUSTRIAN. W.oM, EGan... 1s Hi. Owes, Vie . P. FitzGrRaLp JAVID VANCR. ALEX McDoue Freperick ALMy. Jas. Cargy Evans, Treasurer MARINE RECORD—OFFICAL PAPER. LLLP LLL LLL LLL LLL LLL LLL THE LAKE CARRIERS’ MEETING. The managers of the Lake Carriers’ Asso— ciation held a meeting last Wednesday, with President Caldwell in the chair. It was de-~ cided to instruct »V. Livingston, manager at Detroit, to see General Poe, requesting the digging out of the shoals in the Detroit and St. Clair rivers. Captain Henry, Peter Mii- ler, and W. Bullard were instrneted to find out what steps were necessary to get an entire new survey of the lakes and rivers, complaint having been made that buoys have been dis- placed by rafts and ice. Mr. Bullard said that he would take itupon himself to make a record of the missing and misplaced buoys. Secretary Almy was instructed to write to the secretary of war and the secretary of tha nayy concerning the wreck of the schooner Clayton Bell, sunk some yearsago just above Port Huron, in the course of vessels, to see whose business it is to get her out of the way of navigators. : . Chicago, Ti. ” Milwaukee, Wis. Milwaukee. Wis. Duluth, Minn, CANADIAN CLEARANCE FEES, The Canadian government announces that an order in council has been passed reduci the clearance fees charged on American sels entering and leaying Canadian ports the great lakes to 50 cents for vessel: tonnage. This is practically a gr : 1861 the Canadian governt on all American vessels enter: Canadian ports above Lawrence river and for the iron > haanagnb ai freight rates | to. meet competition aro’ but as Hr eland ha Na v fit from the oeitone The 1 fuctured ‘and pig iron from points: in the M 1d Shenango valley which w be a tle be m nu .cturers, ‘or m tion of 20 acne sine ern : meanwhile the owner and shippers are quite Canada allows the same: privileges American delighted with the rapid runs of the vessel, in | citizens are elegible to command the fleet of happy ignorance of how those desirable re- | fine trans-atlantic steamers, and fill all of the sults are obtained. The occurrence in quese| official positions aboard of them, and no tion took place in narrow waters and involved | disqualification exists on account of their | the risk of almost certain collision. ‘Co get | nationality, competency being the only sub ahead on any terms was the idea. While we | ject under consideration, are always glad to chronicle quick runs we| ‘Too much, of course, might be said in favor} take it for granted that due regard has been | of American seamen for American ships, and given to caution, If that has not been done the nation has never yet existed where tota | we have no sympathy with the delight ex—|exclusiveness was found to conduce to the pressed by those interested. prosperity of the country adopting it. If the There 1s without doubt, much difference | law read that no American citizen should seek ‘ between a steady, cautious, energetic com- | employment as an officer under a foreign flag, mander, and one who possesing all the | then we should expect to have considerable 0 requisite qualifications to attain the highest | a protests from the number of men who are¢ point in his profession, allows himself to | already holding positions afloat. It might be carried away by over zeal, and will make | be said that the British in par icular haye his passage, cost what it may. Across the | not noticed the fact that they are excluded ocean the former class of men are preferred,| from serving the merchant marine of the for there one frequently hears that Captain | United States, and that we are playing a smart So and so, almost always makes a shorter | game by taking advantage of their ignorance passage than the others but that it generally | yet this is notso, for the citizen of any country costs more to put his vessel to rights at the | is considered eligible if qualified, and in many end of the yoyage than she has gained by the | ases American citizens are quite naturally. is working ona plan to consolida dian boats running: to Chivago it trade under one head and. agency,