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“\avina B, Smit. ESTABLISHED 1878. Published every Thursday, at 144 Superior Street, (Leader Building.) CLEVELAND, O. - Proprietors. Capt. JOHN SWAINSON, BRANCH OFFICE, Cricaao, Tn14., - : - 252South Water St THOMAS WILLIAMS, Associate Editor. SUBSCRI Radney Oue copy, one year, postaze paid, - - One copy, one year to foreign countries, Invariably in advance. ADVERTISING. Rates given on application. SSS THE MARINE RECORD can be found for sale by the following agents and news dealers: AMHERSTBURG, ONT.—George Taylor. ASHTABULA HARBOR, 0.—0, C. Large, 0. M. Kohne. ASHLAND, WIS.—Post Office News Stand. BUFFALO, N. Y.—Miss McCabe, Hlk st-; W- H. Boyd, 60 Main st. CHICAGO, ‘Thomas Williams, 252 South Water street. L. P. Ballin, 33 West Randolph street. CLEVELAND, 0.—Cleveland News Co , 118 Wood street; G. F. Bow- man, corner Pearl and Detroit street; R. A. Castner, 254 Detroit street E. J. Ray, 452 Detroit street; Larwood & Day, 259 Superior street; N. Hexter, 303 Superior street; Taylor. Austin & Co.,116 Publie Square, DETROIT, MICH.—George Abrams, River Reporter. DULUTH, MINN.—Albertson & Chamberlain, 323 West Superior st., Zenith News Stand. DUNNVILLE, ONT.—J. H. Smith. ERIE, PA.—Reed Caughey, W. J. Sell, Moses Dryfoos. ESCANABA, MICH.—John Finnegan, Sourwine & Hartnett. HURON, 0.—John Squires. HOUGHTON, MICH.—F. W. Kroll, KINGSTON, ONT.—John Henderson & Co. LORAIN, 0.—C. C. Knapp, J. B. Tunte. LUDINGTON, MICH.—Fisk & Co. MANISTIQUE, MICH.—W. S. Gilbert, Post Office Block. MARQUETTE, MICH.—Vannier & Bigelow. MILWAUKEE, WIS —T. 8. Gray Co., 126 Wisconsin street. OWEN SOUND, ONT.—I. P. Adair & Co., J. Sharpe, Jr. PORT HURON, MICH.—D. E. Lynn, Marine Reporter. SARNIA, ONT.—J.G. McCrae, D. McMaster. SAULT STE. MARIE, MICH.—J. P. Haller, Water street. 48 Subscribers and others are respeetfully invited touse the columns of THE MARINE KECURD for the disen:sion of pertinent topics and all matters relating to the welfarevf the Lake Marine, N,B.—We do not hold ourselves responsible in any way for the views expressed by our correspondents. Contributions must in-every esc be accompanied by the full name and address of the writer, and be at this offico not later than Wednesday morning. Entered at the Post Office at Cleveland as second class mail matter. ALL MAIL MATTER Pertaining to the Editorial and Business Departments of Tur Marine Recorp should be addressed, “SMITH & SWAINSON, 148 SUPERIOR ST., CLEVELAND, OHIO.” CLEVELAND, O., DECEMBER 31, 1891. WHATEVER action may be taken by the presente Con- gress regarding a waterway from the coast to the lakes, no time or financial considerations should stand in the way of deepening and improving the lake channels to a depth of twenty or twenty-one feet. The volume of commerce of the northwest demand that every facility be offered for its further advancement, and the economy of national transportation insists upon shipping and re- ceiving products of all kinds at the lowest possible tax, hence, the responsibility of the Federal Government to subserve the best interests of the citizens at large. ll OED OO ee In view of the limited amount of Canadian tonnage now afloat on the Great Lakes the somewhat exten- sive views which the Dominion Government entertain regarding the traflic which will frequent the Sault Ste. Marie Canal now under construction is to say the least remarkable, though none the less commendable. Reci- procal privileges are herein portrayed in a liberal and far seeing manner, for in the event of an accident to the United States canal the traflic of the northwest could turn at once to the Dominion canal and thus avoid delay. Nine hundred feet by sixty with a depth of twenty-one feet will form one Of the finest artificial basins in the world, and these are the revised dimensions of the new lock at the “Soo”’ It would seem from the discreet en- terprise thus exhibited that our friends across the border intend to develop the north shore ports of Lake Super- ior, as their present commerce is little more than nomi- nal,fand, unless the building up of their mercantile marine is to be carried on at a break neck pace it will be many years before the returns in increased national com- merce will repay the liberal expenditure voted for the construction of the canal. Tue recent frauds, accusations and delinqaencies in connection with dock and harbor improvements in the | the lake the widespread demoralization that so often creeps business when their knowledge Of the fi Dominion, but shows more clearly the many advantages | leading to the unnecessary insecurity is so limited. of the United States system where all such work is con- ducted by a thoroughly qualitied corps of engineers, Government contracts usually admit of wide contortions, for the simple reason that there is an elastic and some— times unlimited credit to draw on, bribery and corrup- tion are the ordinary concomitants, while the opposite extremes rule under the ably disciplined and professional corps of United States engineers in charge of all river and harbor works, keen competition among contractors, complete returns for monies expended and an intelligent supervision of all portions of the works are secured un- der the present system, thus, while sympathizing with our neighbor in its earnest endeavor to right the wrong, we cannot but think that there is something radically dis- jointed with the system which can admit of such irre- gularities being perpetrated on its citizens. Rae Seated se ee aiee From a detailed report with which we have been fa- yored, it is a pleasure to note that the Insurance Com- pany of North America by its fair dealings with the as- sured, in every case, has now firmly established itself on the Great Lakes. The business done by this company during the past season has been very large and the com- pany closes the season with a handsome balance to the credit of its Lake Department. The company has shown itself fully awake to the necessities of the times and its policies backed by its $9,000,000 of assets combined with its liberal and modern style of transacting marine insurance business proves it to be one of the mainstays of the lake marine, much of this success we think may be traced to the energetic and business like manager of its Lake Marine Department, Mr. George L. McCurdy, | who we find is already in the field for 1892, and prepared to make contracts covering next season’s work. We further desire to say that those doing business with the Insurance Company of North America are in thoroughly | reliable and responsible hands. re THE Washington specials and dispatches to the daily | press still keep the people guessing on the Chilian ques- tion. The utmost activity in putting into commission, fitting out, chartering yachts, tugs and other fleet ton- nage besides hurrying up the work on vessels under con- struction are duly heralded in one set of dispatches oaly to be contradicted or made light of in later reports, which in turn are discredited and activity run riot is again chronicled. States ancicipating getting at close quarters with Chili, the heads of departments would not make their pur- pose known until war had been declared, nor would it be reasonable to expect that they should do so, at the same time it behooves them to be prepared when action is de- termined upon, and in view of the trend of diplomatic affairs, this probably is what they are now doing. There seems to be a consensus of opinion that not a gun need be fired in defense of the position which the United States has assumed, the ordinary diplomatic arrange- ment of views and special negotiations will likely end in appointing a court of arbitration which may vote an apology, award, or monetary indemnification to close the points now open, but, that actual hostilities will be authorized, or that the one battle at sea and one on land principle will be followed, is not seriously entertained. Se MARINE INSURANCE ON THE LAKES. Commissioner of Navigation, Wm. W. Bates, in his annual report, grasps the subject of marine insurance in a bighly intelligent and pertinent manner when he states that it is for the interests of the assured to stand by the American companies doing business as underwriters. In the event of international complications arising, the assured might whistle for returns and that is about all they could do. When allis plain sailing no protective measures are necessary and shippers and owners*are cleverly pleased with apparently liberal foreign policies, although judging from the score of members retiring from London Lloyds the pioneer work in endeavoring to capture lake business has resulted somewhat disastrously, other losses lending their aid to bring about the looked for result. However, the present trend of lake insurance business should be viewed with feelings of alarm by those most nearly interested, as the volume is certainly drifting to English companies or syndicates and the assured accepts innumerable chances of being re-im- bursed for his losses in the event of a dispute leading to litigation. In this point the erudition of the keen busi- ess man seems to be sadly discounted, as a State charter is looked for in ordinary investments to prove financial solidity, yet, his valuable floating property and the com- mercial products of shippers and merchants is hawked around among foreigners for backing as assurers. The entire trouble with the marine insurance business on the Great Lakes, lies in the fact that so much is done by general agents without the knowledge of their princi- pals, and the Home offices need scarcely be surprised at Even in the event of the United | A risk honestly accepted in London or on the Con tinent of Europe may be easily and with more safety to the assurer be placed with Home companies, or can the drift of the present insurance business be regarded in any other light than that of an insecure foundation fo: future prosperity in the commerce of the lakes, nor from a commerce should be paralyzed in the event of a financial revulsion in foreign countries. It is a foregone con- clusion, however, that the classification society now known as Inland Lloyds stands ready for re organization in its rules, surveyors and class, the last decade has flooded the lakes with modern high classed tonnage, and a wide re- vision has become. an essential if lake insurance is to keep pace with the progress of shipbuilding and com- merce, Many eastern offices have been froze out in fayor of foreigners and it behooves western capitalists to guard and conserve their own business interests by a speedy adoption of modern methods and requirements in their special class of trade. : $e + a + THE MARINE RECORD FOR ONE YEAP. ——AND— Beeson’s Inland Marine Guide... Ghkie . $2.50 Law of Bills of Lading TS . 650 Patterson’s Nautical Dictionary .... .......-.--....... 5.00 Drawing and Rough Sketching for Ss is James Donaldson..... - Scott’s Coast Pilot (new edition Simple Elements of Navigation. . “Wrinkles” in Practical Navigation. Practical Seamanship..... .-.. .--. 22... --, A United States and Canadian charts and any publication | on Navigation, Shipbuilding, Engineering, ete., etc., will be supplied with THe Marine ReEcorp at proportion- ately low rates. Address THE MARINE REcorpD, Smith & Swainson, Publishers, 148 Superior St., Cleveland, Ohio $< > ¢ g——— PERTINENT TRUTHS. THE MARINE RECORD, published at Cleveland, O., is the newest marine paper published. It is devoted mostly to the commerce of the Great Lakes, and has correspon- dents from all the principal marine shipping centers, in- cluding Butfalo, Escanaba, Chicago, ete—Grand Haven Tribune. THe MARINE RECORD, enclosed find two dollars to pay for my annual subscription to October 1892. During the winter I anxiously await each issue, THE RECORD is the best marine paper published. J. & T, HuRLEY, Oswego, N. Y. eS Here is December 31. Navigation strictly closed and clear water reported over the entire area of the chain of lakes. There is not ice enough to prevent the safe and easy handling of the more powerful tonnage. A num- ber of vessels are holding grain for winter storage in Chi- cago, which could be carried to its destination if desir- able. As we have noted during the past three seasons, insurance companies are a greater factor than the weath- erin bringing navigation to a close. Many later trips would have been made if hull, cargo and freight could have been covered, and owners, knowing the ground well would have been found to take their own risk if the car- go might have been covered by ordinarily enterprising un- derwriters. a + ee AMERICAN MAILS UNDER THE AMERICAN FLAG OE the bids under the Postal Aid act, the Postmaster-Gen-. eral says:—‘‘The general consensus of opinion among all class= that in view of the additional cost of construction of ships in America, the higher wages of American seamen, the increased outlay for running expenses to maintain the speed required for mail steamers over and above the average speed of freight and traflic steamers, the mileage compensation under the law investment. ‘There were also others who held the belief that by reason of losses incurred in past years by owners of Ameri: can steamships, equity demanded that the appropriation the last Congress should be divided among the lines, and that the Department was not justified in miking specifica that would require even improyed service in the future. view was not concurred in by the Department, and after ing conferences with representatives. of the shipping in of ull the important ports, the Department, on the 151 last July, advertised for fifty-three lines of service. If eo: tracts are completed with all companies whose bids seem t ir proper form, the service will probably begin from the March, 1892. Tt is estimated that under this act there | ships of a total tonnage vf 109,000 tons carrying the A) flag, in addition to the tonnage under the flag | ‘not the act. Some of the old ships will give way to the ne: additional ships will be necessary for the Bint quired, The companies will be oblige ‘to build fi immediately, patriotic and business standpoint do we believe that lake — es of business men familiar with shipping, was found to be ; was considered inadequate and not attractive to-eapital seeking