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THE MARINE RECORD. 8 _ LAKE CARRIERS’ ASSOCIATION. To consider and take action upon all general questions relating to the Navigation and carrying business of the Great'Lakes and the waters tributary thereto, with, the intent to improve the character of the servieo rondered to the public, to protect the common interests of Lake Carriers and promote their general welfare. OFFICERS FOR. 1891. 8. D. Caldwell, President. Buffalo, N. Y. Frank J. Firth, Vice Presiden Erie, Pa. Thomas Wilson, Vice Presiden’ Cleveland, Os P. P. Miller, Vive Presiden Buffalo, N. Y- Ira H, Owen, Vice President. Charles H. Keep, Secretary. James Carey Evans, Treasuro BOARD OF MANAGERS, Chicago, Ills. . Buffalo, N.Y. Chicago, Ills. James Ash... nro Buffalo, N- Y. W. Bullard, Gen. Mng’r. Union Steam Buffalo, N. Y. 8. D, Caldwell, Gen. Mng’r. Western Transit Oo. Buffalo, I. Y. &, T. Evans, Gen. Mng’r. Lake Superior Transit Co. John Gordon, Gen. Mng’r. Northern §, 8. Co... W. P. Henry, Gen. Mng’r. Lehigh Valley Trans. Co P.P. Mitler.. Buffalo, N. Y; Buffalo, N, Y. Buffalo, N. Y. . Buffalo, N.Y, Erie, Pa, Cleveland, 0. Cleveland, 0. Cleveland, 0. . Cleveland, 0. Toledo, 0. - Detroit, Mich. . Bay City, Mich. Chicugo, Ills. . Milwaukee, Wis. Milwaukee, Wis- Alex. McDougall. Duluth, Minn. ¥. W. Baldwin Ogdensburg, N. Y. THE MARINE RECORD.—OFFiciAL PAPER. W. Livingstone, Jr, Mng’r. Michigan Nav. O James Davidson W.M, Egan... R, P. Fitzgerald . David Vance. KINGSTON, ONT. Special to The Marine Record. Captain Milo Estes of Charlotte, N. Y., is in town this week on a visit to friends. Our river is as clear of ice as in July and the ferry boats are still making regular trips to the Islands and Cape Vincent. Mr. Robert Marshall, the engineet of the ‘‘Tug Walker’’ has been appointed engineer of the New Dry Dock, and THE Marre Recorp offers its congratulations. Apart from being a good ‘‘Tory’’ Bob is an efficient engineer and the position could not have been better filled. The many friends of Captain A. Booth Jr., will regret to hear that he has been deeply afilicted by the death of his youngest child on Christmas day, a victim to diptheria. Cap- tain Booth and his wife had just recovered from an attack of the same disease, when little “Norma” ‘took it and in spite” of every effort passe! away. Captain T. Donnelly, Steamboat Inspecter, has received from James A. Durmont Esq:, Supervising Inspector general of the United States service, a handsome Christmas souvenir in the shape of the journal of proceedings of the International Marine Congress, held at Washington in 1889. The volumes are handsomely bound, and Captain Donneily prizes them very highly. The steamer ‘‘St. Lawrence’’ was to-day placed on the new Government Drydock, and the Dock pumped out in the pres- ence of Sir John Thompson, Minister of Justice; Hon. G. A. Kirkpatrick, and four hundred of our citizens who had come to see the dock used for the first time. Everything worked very satisfactory and the dock was emptied of water in one hour and fifteen minutes. It is worthy of note that the firs vessel to occupy the dock is an American steamer. Z At the last meeting of the Wharves and Harbor Committee of the City Council, the Engineer was instructed to get the harbor master to find out from the vessel captains frequenting the harbor, ifthe following aids are necessary for-the safe navigation of the harbor: (1) Range Lights, (2) a chart of the harbor, (8) new buoys. Now, as your correspondent has repeatedly pointed out, the first thing necessary for the safe navigation of Kingston Harbor is a chart made from a proper survey of the harbor and its approaches This chart should include the waters from Knapps Point to Nine Mile Point, or Simcoe Island Light, and with such a chart on board, there would be no danger of vessels grounding in our harbor as was the case last season. Surely when the United States Govern- ment supply such fine charts to lake navigators, the Canadian Government could afford to issue a reliable chart of the prin- cipal harbor on the St. Lawrence route, and until such a chart is issued, the range lights cannot be of much assistance, for no master of a yessel would care to take his deep Jaden vessel down into our harbor at night without such a guide to teach him where the shallow water is to be found. Mariners fail to see why they should be asked at this late hour if buoys are necessary? when the buoys are made and only waiting open- ing next year to be put in place. The harbor wants buoys and range lights, but until a proper survey is made not one can properly place the range lights. Maaeyer. _ TP Oe ee _ Seventy round trips betwoen Detroit and the Straits of Mack- _ inac is the record of a D & C line steamer for the past season, While from Cleveland to St. Ignace, the Atlantic and Flora of it. S.B. Grammond’s line, made sixty round trips. 2 a ee er : es = .Theschooner Mystic Star, owned by J. &T. Hurley, is REMINISCENCES OF THE RECENT BUFFALO GRAIN BLOCKADE BY A PROMINENT VESSEL OWNER. To the Editor of The Marine Record. The recent grain blockade was unprecedented in the annals of lake navigation and unworthy of Buffalo, the local marine men of that port as well as all other leading vessel owners of the lakes, were outspoken against the railroads whose western terminals were at Buffalo and who had “bit off more than they could chew’’ in an endeayor to gobble all the grain and to cheat the canal out cf its equitable share, Had the canal been given its proportion the railroads would have been relieved from stress and the vessels from demurrage and loss.» The railroads in the emergency did all they could but that did not excuse them or lessen their liability for de- murrage and expense to the vessels, for the railroads had really created that condition of things which brought about such protracted delays and losses to the shipping. Then to be told that they would not pay acent, that ‘they were doing all they could,’’ was too much. It was not ercouraging to arrive at Buffalo with a cargo of grain and find 32 vessels ahead of you waiting to unload at the same elevator; especially while intending to make another tri p with your vessel. Such outrageous predicaments led to the use of much money to get unloaded out of turn aad some of the elevators, [am sorry to say were “‘in it,’’ so to speak. The situation as it was experienced can best be explained by taking a representative case, that of a prominent ves- sel owner who went to Buffalo, as so many others did, to assist his captain and hustle the unloading of his vessel. His vessel was to make another trip, her freight was engaged and he went down expecting to ‘‘move heaven and earth’? to get her unloaded, but heaven and earth would not move to any great extent. Mr, Hustler, as we shall call him, arrived in Buffalo in advance of the arrival of nis boat, to ‘‘get things ready.’’ He approached his consignee and asked where she would be assigned, ‘‘1 must get her off at once’’ said he ‘as she has another trip to make.’”’ ‘‘When did your boat get in said the consignee? ‘‘Oh she has not ar- rived yet, she will be here to-morrow.’’ “Jerusalem! do you expect your boat to be unloaded before she arrives, when we have 200 vessels in port waiting for ele- vators?”” “I know it is impossible to unload my boat before she ar- rives but I wanted to tell the tugs where to tow her to save an extra tow bill.’”” “You will do well if you get inside the harbor with her,” said the consignee, ‘‘stop her anywhere, don’t stop on tow bills, you will get cured of that before you are here a week. When your boat arrives I feel quite sure I can assign her to an ele- vator inside of two or three days to await her turn for my lot of wheat, which I believe is the largest consignment your boat hag aboard.” Mr. Hustler’s spirit sank ‘‘full fathom five into despond’’ and he walked out. In due course of time the boat arrived. Mr. Hustler re- ported her arrival to his consignees, for there were three. He had willingly agreed to three consignments at Duluth with the agreement that the boat should not be loaded at more than four houses. The largest consignment was assigned to the great Bison Ele- yvator, where Mr, Hustler found only 31 vessels ahead of bim with an uncertain numer of that house’s own boats to unload as they arrived, without awaiting their turns. The next largest lot was assigned to the Gould Elevator, where were already 15 vessels in waiting. There was a measley lot of 87 bushels consigned to Mr. Small Potatoes. Mr. Hustler thought he would like to get this vut first. Mr Smail Potatoes received him pleasantly. He is nothing if not pleasant. ‘‘It is a kind of way he has,” as Ar- temus Ward used to say. He said he was anxious to get this grain unloaded before the harbor froze up, as it might have to be held over and feared the banks would not carry it for him. He at once assigned the boat to.a small one leg house, and said-she would be unloaded at once. On the way there the boat got stuck in a blockade of vessels, She afterwards got aground, and three tugs failed to pull her off until the wind changed and raised the water in the harbor. She was three days getting rid of Mr. Smalil Potatoes’ wheat. ‘The lake freight on it was $4.35, The towing to the elevator was $85. Mr. Hustler now carefully went through the list of vessels ahead at the Gould house. He found among them a large vessel whose owner was not ambitious to send his boat out again. $500 was paid him for an exchange of places in the process- le ion, by which Mr, Hustler got rid of another lot inside of two days, and congratulated himself that he was about as smart as they make them, The boss of the ‘Great Bison” was next interviewed, There are twenty six vessels still ahead of you, and 1 see no chance for immediate discharge,’’ said he. ‘‘But I must get her out in some way,” said Mr, Hustler. ‘‘You will have to take your turn at the elevator,’’ said the boss, ‘‘No boats get special ad- vantages here except our own.”’ (This last was said in a low ess “You must not be ina hurry, Why some boats have been here a week now and will have to wait a week longer.’’ The captains say, as you do, that their expenses are enormous and that they are losing the chance of making ovher trips, but it is not our fault we are doiug all wecan.” ‘But I have already chartered my boat for another trip and am obliged to make it.’”’ said Mr. Hustler. “If you can get any other house to take it,’ said the boss, “you can do 80, providing you pay switching charges to get the cars back on our own tracks. This charge is $1.10 per car.’ Mr. Hustler’s spirits rose. He readily agreed to this, and left at once to find, if possible, an elevator that would receive it. He sovun discovered a large imposing elevator which had room, and would receive it if he could furnish insurance on thegrain, Several hours’ lively hustling and telegraphing failed to find any companies who would take any further in- surance in that house. ce Mr. Hustler found two elevators that were empty; his risen hopes were soon blasted, however. These elevators were ‘‘laid up” last spring by the Elevator Association, as there were too muny to be run profitably. A simple resolution could have put these in operation and much relieved the vessels in the harbor, but that would accommodate somebody. Anelevator wast length found that had some room, belongiag to acon- signee who had boats to arrive. ‘But this room,” the boss said, ‘could not be given to any other boats.’” Mr. Hustler had been delayed uotil he was wild. “Do you not know,” said he, “that my boat is the great steamship Blo- hardic? You have probably heard of her.” “Yes £ think I tayeseen her name in the papers”’ “Oh yes,’”’ said Me Hustler, “we have frequently had complimentary notes of her. Whenshe makes a quick trip, or carries an unusaal large load, somehow or other it gets into the papers: and then she is,owned by the great house of A. Moneymaker & Co., and must not be detained.’’ ‘I don’t earea dam what boat she is, or who owns her. If I unload her she will have to take her turn. A poor man’s vessel has an equil chance here,’’ Mr. Hastler was not daunted, but tried a new tack, ‘I would be willing to pay very liberafly to haye my boat unload- ed at once, and as the weather is bad and against the down fleet you can make more room before those boats arrive.’ For the first time the hard heart of the boss softened and became more interested. ‘* What would you be willing to pay” said he, ‘‘if [ put a leg into you inthe morning? It will be worth $500 to me, and [ will count it out at once if you will agree to do it.’”’ The boss was quite satisfied, and the money was paid, after which Mr, Hustler returned to his hotel quite satisfied with himself and his day’s business. The following morning he went up to the elevator expecting fo find his boat nearly discharged. What was his consternation when he saw another boat univading? It was the steamer Louse- aba, ‘I see it all,’’ aaid Mr. Hustler, “ that danged Mr. Sly- cuss who manages her has ove:bid me. He has seen me and gone one or two better, and that low-lived elevator boss has my $500. I wish I had taken him to the theatre last night, and even gone home and slept with him,so that foxy slycuss could not have seen him ” i An investigation proved the truth of his surmises. No way remained but 1or the Blohardie¢ to come in after her, which she did, and was unloaded the following day. Mr Hustler on request, deposited $200 to cover switching charges, The boat’s tow bills in port were § 60. Smaller sums paid to messengers, including cigars, beer and hotel bill $126.54, Before leaving Buffalo, Mr. Hustler, drank the health of the Buffalo elevator bosses and the railroad agents—and said, may they live long enough for me to get even with them. A Victrm, > + = + a A MARITIME LAW-CASE. Aa case of unusual interest to yachtsmen has just been tried at Toronto wherein the jury disagreed. When giving the case to the jury the Judge submitted the following questions, to which the appended answers were given. 1y Did the collision occur inside of the channel or out of it? The jury could not agree. 2. If in the channel, at what point? No decision. 3. At what speed was the steamer guing at the time of the collision? Answer—One and a half miles. 4. Were warning whistles sounded by the steamer; and, if so, where2?—Answer. Yes, but we cannot say where. 5. Did the captain slow up; ifso, where? Answer—Yes, but we can’t say where. 6. Did the captain take measures to stop his steamer and re- verse his engines; and, if so, where? Answer—Yes, but we cannot say where. 7. How far off was the Widgeon when the warning whistle was given? No decision. 8. How far off was the Widgeon when the captain of the steamboat stopped and reversed, if he did so? Answer—The engines were stopped 30 feet from the boat, but were not re- versed till after the collision. 9. Didordid not the captain of the steamb oat, ifhe stopped and reversed, do so as soon as he should when he saw the yacht holding her course across his bow? Answer—No, 10, Could the captain of the steamer, under the circumstances of the case as you find them by the evidence, with safety to his vessel and other craft in the vicinity, have stopped or gone to the port earlier than he did? Answer—To port, no; earlier, yes. 11. If he could have and had so stopped, would the collis- ion have occurred? Answer—No. 12. Was, under the circumstances of the case, a sufficient lookout maintained on the yacht to warn of probable danger? Answer—No. 13. Could the yacht, at the time it became apparent that there was danger,have avoided it by changing itscourse? Aus- wer—Yes. 14, What damage has the plaintiff sustained by reason of the collision in reduced value of the yacht, including costs of repairs? Answer—$75, 15, At what additional damages in loss of profits is a boat competing for prizes in races? No decision, The jury were out from noon till 6 o’clock, and Judge Mor- gan, in discharging, them, said that he was plensed to beable to discharge them, although he was surry that they had not been able to come to some more definite decision, He said that he recognized the complications in the case, and appreciated the difficulty of coming to a just decision. They were then dis- charged, A Commodore Wolf of Milwaukee is reported as having al- ready made appointments of captains for the Wolf & David- son Steamship Company’s fleet for 1892. He has done so thus early, it is said, in order to be spared the annoyance of a flood of applications during the winter months, when he desires to enjoy a season of rest, The appointments are as follows: Steamer Fred Pabst, Lewis Young; steamer Willlam H, Wolf, steamer George H. Dyer, William Jamieson. Capt. takes the place of Capt. Elmer H. Craine, who, a i lake men, has sold himself yery cheaply. ‘‘Deacon’’ . son was mate on the Topeka last season, and his many will be pleased to hear of his promotion. nl William Lund; steamer Thomas Davidson, Jere Coleman; — a Lund to eer, .