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

Cleveland Matters. George Quayle, of Thomas Quayle’s Sons, has accepted the position of superintendent of the Ship Owners’ dry dock. Captain Joe Tod succeeded in raising the Tempest, from where she sank after being brought into the river. He was assisted by Metcalf, the diver. From a hull built by Bell, of Buffalo, some time ago, the Cleveland Ship Building Company will soon complete a steam yacht for Isaac Bearinger, a Saginaw lumber dealer. The hull is 84 feet long, 8 feet deep and 14 feet beam. ‘The boat will be built for pleasure and not speed. Chief Engineer Elliott, of the Goodrich T'ransportation Company, is in the city looking after matters connected with the building of the two big passener boats for that line. The Atlanta, the wooden boat; will in probability be launched Satur- day, April 25. Capt. Rossman will command the Atlanta and _G. P. Roth will be chief engineer. The steamer Virginia will be commanded by Capt. Sweeney with Robert Walker as chief engineer, — Work of the Ship Yards. The propeller Monohansett and consort Massassoit have both received general repairs at Toledo. David Bell has completed the steel tug Keystone at Buffalo and she is ready for launching. Her dimensions are go feet long, 19 feet beam and 11 feet hold She has fore and aft compound engines 18 and 34 by 26 inch stroke. The steamer building at Jenks & Co.’s yard, Port Huron, is well advanced and will be completed about May 15. Her dimen- sions are 127 feet keel, 138 feet over all, 30 feet beam, 9% feet hold. She will have a steeple compound engine 14 and 28 by 24, and marine boiler 12 feet long and 7 feet diameter. The new passenger steamer City of Toledo, built for service between Toledo, Put-in Bay and Detroit, will be ready to begin work about June 1. This is the boat built by the Craig Ship Building Company, of Toledo, and for which the Cleveland Ship Building Company constructed horizontal triple expansion en- gines. It is expected that she will be a fast boat. Her machin- ery has been placed in position at Toledo and the workmen are now busy on the superstructure. The Phoenix Iron Works at Port Huron is building a steeple compound engine 16 and 32 by 36, and a marine boiler 8 by 12 to be allowed 125 pounds pressure, for a steamer building at South Haven by Capt. J. C. Pereue, also a steeple compound engine 14 and 28 by 24, and boiler 7 by 12, to be allowed 125 pounds pres- sure, for a steamer building by the Jenks Ship Building Com- pany, Port Huron. They are also compounding the high pres- sure engines of the Duncan City and steamer Nelson Mills. Capt. P. F. Thrall’s new steamer at Fort Howard will be launched early in May, and ready for business about the rst of June. Her length over all is 160 feet, beam 35 feet, and depth 20 feet 4 inches. Her engine and boiler are being built at Port Huron. ‘The former is a steeple compound, with cylinders 16 and 32 inches in diameter and 36 inches stroke; the latter 7% feet in diameter and 14 feet long. She will have two spars, and is expected to carry 500,000 feet of lumber. Her cost complete is estimated at $32,000. Excelsior Marine Benevolent Association. At the last meeting of the Chicago lodge Edward Stine, of the Puritan, and J. I. St. Clair, superintendent of the Dunham Tug Line were initiated. Cleveland leads all lake cities in the amount of tonnage owned and now she has another honor, that of having the largest association of lake captains. The E. M. B. A. lodge here, now numbers 160,three more than Buffalo logde. Members have been working to this end for some time. The Detroit branch promises to be one of the most successful in the order, as it is hoped that almost 100 members will be enrolled before meetings are abandoned for the summer. The lodge has not secured permanent quarters as yet but its treasury funds have been enlarged by liberal subscriptions from Detroit owners and rooms will be fitted out for the first meetings next fall. MARINE REVIEW. 9 7 Important Decision in a Lake Admiralty Case, A statement made in an address at a recent meeting of the Cleveland organization of lake captains was to the effect that a vessel is not bound by an agreement on the part of the captain to give extra wages to a crew in a case where stress of weathér or an accident of any kind demands extra labor. This is proven by a decision rendered a few days ago by Judge Jenkins in the © United States district court at Milwaukee. It was in the case of John McKenna and others against the schooner Shawnee. The libelants shipped at Detroit, Nov. 13, 1890, on the schooner Shawnee, on a voyage to Huron for a cargo, thence to Milwau- kee, and they were to receive $2.50 per day and fare home. The schooner sailed in tow of the steamer Spinner, with the schooner Godfrey in tow behind the Shawnee, and arrived at Mackinac on Nov. 22. On account of high wind the tow came tq arichor, and the.Shawnee took in her tow line from the Spinner.’ |The Godfrey held on to the Shawnee, but the strain on the line was so heavy that it carried away the Shawnee’s windlass, and the Godfrey had to anchor. The next morning the captain of the Shawnee went ashore, notified the owners of the accident, and received orders to proceed. When he returned to the boat, the men refused to turn to. The vessel was not fit to go on, they said. They would not risk their lives for $2.50 a day, and they would not proceed unless the captain agreed to pay them’ $50 each extra. If he would not pay them that amount they wanted the boat put into Cheboygan, sixteen miles distant. The cap- tain had to accede to their demands, and the tow proceeded, ar- riving at Milwaukee on the 25th. The libellants were offered the wages agreed upon but were refused the $50 each and two — of the sailors commenced suit. The owners paid the amount of | wages into court with the amount of fare to Detroit. es The court said that while seamen were absolved from obli- gations if a vessel proved unseaworthy at the commencement of — a voyage, they could not enter upon a new contract after under- taking service, except in extreme cases. The condition of — unseaworthiness, the court held, did not exist, but that the men took advantage of the circumstances and the lateness of the sea- son to coerce the master into an agreement. The judge com- mented on the case as follows: ‘‘To sanction such a demand would be a subversive of all discipline aboard ship and allow the crew to sit in judgment on commands of the officer. - The duty of the sailor is implicit obedience to every lawful command, It is to the honor of the American seaman that no case like this can be found. The extorted agreement is illegal and can notbe enforced. I cannot rest this decision here. Here was high and aggravated insubordination, a conspiracy for extortion and mutinous conduct. Such conduct entails the forfeiture of wages, and I can find no reason for mitigating the forfeiture. Such for- feiture, however inadequate as punishment for one of the high- est offense known to maritime law, will be declared here as fit- ting warning to others who may be disposed to like insubdrdi- nation.”’ The libel was dismissed with costs and the amount deposit- ed by claimants in the registry of the court refunded to them, To Compete With Ocean Greyhounds. Capt. Alex. McDougall was in Cleveland during the week. He is of the opinion that he can outstrip the ocean greyhounds with a whale-shaped passenger boat, but all thought of her ¢on+ struction is a matter of the future, and the work, if begun at.all, will not go on until it has been thoroughly considered by. the New York officers of the company. He proposes to build a boat after the barge model, 450 feet long and 50 feet beam, giving her triple propellers with separate engines foreach. The plans call for cabins full length capable of accommodating a very large number of passengers. McDougall thinks the boat could \bée made to run twenty-four or twenty-five miles an hour. POR The Engineers and Owners. The marine engineers are still holding out against the re-’ duction in wages proposed by the Cleveland Vessel Owners’ As- sociation, and there is little change in the situation. Snch big © lines as the Wilson, Menominee and Mutual have manned their boats with chief engineers, some of whom have been brought from other places, but the engineers are still earnestly at work with men who come from other places, and claim to be losing no ground.” On the other hand, the owners . seem to be making’ no special effort, and claim there isno need of it. President Galweéy is in Cleveland, and the engineers have established new head- quarters at No. 92 Superior street,