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HE MARINE RECORD. The Marine Record. Published every Thursday, at 144 Superior Street, (Leader Building,) CLEVELAND, O. Irving B, Smith. ' 5 “ Proprietors. Capt. JoHN SWAINSON, BRANCH OFFICE, Crrcaao, I113., - - - 252 South Water St. THOMAS WILLIAMS, Associate Editor. SUBSCRIPTION. One copy, one year, postage paid, : ae One copy, one year. to foreign countries, Invariably in advance. ADVERTISING. Rates given on-application. Of, iliac Ee SES THE MARINE RECORD can be found for sale by the following agents and news dealers: AMHERSTBURG, ONT.—George Taylor. ASHTABULA HARBOR, 0.—O, C. Large, 0. M. Kohne. ASHLAND, WIS.—Post Office News Stand. BUFFALO, N. Y.—Miss McCabe, Elk st-; W- H. Boyd, 60 Main st. CHICAGO, ILLS.—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 B.J. Ray, 452 Detroit street; Larwood & Day, 259 Superior street; N- Hexter, 303 Superior street; Taylor. Austin & Co.,116 Public 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.—H. 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. 4#%- Subscribers and others are respectfully invited touse the columns of THE MARINE RECORD for the discussion of pertinent topics and all matters relating to the welfare of the Lake Marine. N.B.—We do not hold ourselyes responsible in any way for the views expressed by our correspondents. Contributions must in every case be accompanied by the full name and address of the writer, and be at this office 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 THE MARINE Record should be addressed, “SMITH & SWAINSON, 148 SUPERIOR ST., CLEVELAND, OHIO” CLEVELAND, O., FEBRUARY 4, 1892. LAKE SHIP-BUILDERS. At last the Executive departments of the Government are awakening to the fact that not only is the lake ton- nage the backbone of the United States merchant ma- rine, but also that lake shipbuilders are fully competent to construct naval as well as merchant vessels. In this connection, the Solicitor of the Treasury holds that the treaty of 1817 was formally abrogated by an Act of Con- gress, under date of February 9, 1865, and that the private arrangements afterwards entered into by the Secretary of State and the British Representative was not ratified by Congress and is therefore null and void in so far as the National policy is concerned in the construction of war vessels, revenue cutters and such other tonnage as they have formerly been debarred from offering bids for. It is but begging the question to show the capabilities of lake shipyards, as officers from each department of the Government have time and again inspected the existing p'ants, and they haveall expressed their gratification and surprise at the facilities, location and unparalleled skill which has combined to make the principal lake ship- building yards a national industry of large proportions. The lakes present a list of ports where ship-building and marine engineering is carried on to a greater. extent than in any. other portion of the United States, and we haye only to travel westward, beginning at Buffalo, to. mention the most important plants many of which have built the finest modern tonnage and machinery in use in the merchant marine and the United States lighthouse ~ department. These ports are but a few hours sail from each other so that we can take in the Lake Erie list, Buf- falo, Erie, Cleveland and ‘Toledo, and for the Rivers con- necting Lakes Erie with Huron there are the extensive plant or plants of the Detroit Dry Dock Co. at ‘Wyan- dotte and their two shipyards, dry docks, and engineer- ing works at Detroit, besides the several yards at Gib- raltar, Trenton, Marine City and Mt. Clemens. Opening on Lake Huron the industry at Port Huron is prominent and extensive as a drydock showing the largest di- mension of any on the lakes is now in operation there. Proceeding along the United States shores of the lake there are the F. W. Wheeler & Co. iron and wooden ship- building plant at Bay City and it is worthy of note that the two steel steamers Mackinaw and Keweenaw built at their yard for ocean service are now doing excellent work and are the peers of any ocean freight steamers afloat; also the James Davidson's extensive shipyard; Wicks Bros. Boiler Works, at Saginaw, large machine shops for the construction of deck hoisting engines and other marine mechanism and appliances... On Lake Michigan, Chicago, Milwaukee, Manitowoc and Grand Haven, have each turned out, their quota of modern steam tonnage while a.number of smaller ports lay due claim to the industry of wooden shipbuilding ona more limited scale. Lake Superior is the birthplace of the wondrous whaleback construction and eight keels for these economical freight carriers are now laid at the yards of the American Steel Barge Co. thus holding the prestige of iron or steel ship- building on the “Great Lake” well to the front. ‘To re- iterate the facts so widely known that the lakes built 40 per cent more steam tonnage in 1890 than was built on the entire Atlantic and Pacific seaboards, but heralds the lack of appreciation which the industry has undergone at the hands of our legislators, and as we have said, they are only now becoming convinced of the national im- portance of lake shipbuilding and its concomitants. The 1817 treaty, the clauses of which readers of THE MARINE RECORD are conversant with, has hitherto ruled out lake competition, it is now gratifying to learn that ac- cording to the ruling of the Solicitor of the Treasury no further bar need exist, and whether the St. Lawrence sys- tem of canals are overcome by sending a vessel down in two or more sections, it is simply a question of finances as opposed to an international law preventing construc- tion under_any .and all terms. What is now wanted is a concensus of opinion from lake ship builders and the energy to bring to an issue any debateable points which may arise. That theremay be some grounds for the action which barred out F. W. Wheeler & Co. from competing for the building of the practice vessel last year we are willing to admit, even in the face of the Congressional Record, wherein it is clearly stated that the President, of the United States gave the notice required for the termination of the treaty by a commun- ication which took effect on the 28rd November, 1864,— The Senate and House of Representatives adopted and ratified the action under the title of “A joint resolution to terminate the treaty of 1817 regulating the naval force on the lakes.” Hence, if lake shipbuilders desire to compete for Government werk at any time we can see no reason why the abrogated clause of the 1817 treaty should longer stand in the way. rr SEVERAL technical communications are held over for our next issue on account of limited space. -_—_—_—_———— + Our Kingston correspondent in current issue seems to have succeeded in showing the confusion and mis- applicability of the lights for vessels under way. Steps ought to be taken by the United States Board of Super- vising Inspectors of steam vessels now in session at Washington to make their Rules clear so that they may be duly enforced. We have long known that a revision of these revised rules would tend to enlighten the lake marine on a strict rendering of the “Rules of the Road,’ 6 te THERE seems to be a disposition at Washington to give lake interests a due share of attention and the aids to navigation petitioned for by the Cleveland Vessel Own- ers’ Association will probably be endorsed with only one or two exceptions. ‘This is in line with the spirit of pro- gression which pervades the States bordering on the Great Lakes, nor has anything like the just requirements of our northwestern commerce ever yet been asked for, only a moiety of recognition as compared with our commercial and maritime importance is required, $e 9 + PERSONALS. Mr. M. A. Bradley, visited Chicago on Wednesday in connection with his vessel business. Major William Ludlow, Corps of Engineers, U.S.A. Engineer of the 9th and 11th Lighthouse Districts arrived in Cleveland on Wednesday, Commander George W. Coflin, Naval Secretary of the Lighthouse Board, Washington, D. C.; Walfrid Sylven, Chief of the Engineering Department of the Board; Commander Frank Wilde, of the First Lighthouse Dis- trict; Commander Nicoll Ludlow, of the Ninth, and Com- mander Woodward, of the ‘Tenth Districts, visited Cleve- land on Tuesday. Captain $. B. Grummond, of Detroit, owner of the change of. policy which a new “man at the wheel” may ing vessel men. We are pleased to note that the is still the same hearty energetic mariner and owner as of yore. It would seem that the common e “grip” can find no lodgment in his robust constitt and he is still to the fore on every occasion. Mr. George Herbert Little, who has been for the past three years editor of the Liverpool Jowrnal of Commerce has resigned his position oa that estimable marine paper and opened an office as Consulting Naval Architect an Marine Expert, at Talbot Chambers, Fenwick street, Liverpool. The manner in which the editorial work of the Journal of Commerce has been conducted during th past three years has been par ewcellence, and a somewhat interested curiosity will no doubt be evinced in the — inaugurate... We wish Capt. Little abundant success in his new departure and his standing as a certified master mariner, marine surveyor and electrical engineer will no doubt bear out, our wishes. i OD 1 OO WuirtEemMore & Maxon, Bay City, Mich., have in- creased their capacity for building the Maxon patent steam steerers and a large number of those compact and powerful machines will soon be placed on the market. pteU sinuses Sere LITERARY NOTICES. John Wiley & Sons, scientific publishers, 53 East 10th street, New York, have just issued Ihlseng’s ‘‘Mauual of Mining,” 450 pages; price $4.50, Pre Our thanks are due to Thomas Marks & Co., merchants, forwarders and shipowners, Port Arthur, Ont., fora very handsomely illustrated calender for 1892. 2 “Lake Transportation’’ showing the proceedings of the Deep Waterways Convention, held at Detroit Mich., December 17 and 18, 1891, published by order of the convention, is a mass ~ of statistics, in which every industry in the United States, is” more or less interested. We shall take pleasure in furnishing our readers with extracts from the valuable data given at the ~ proceedings, and we feel safe in stating that those wishing to procure a copy of this booklet, will receive one by addressing W. Livingston Jr., Detroit, Mich. i The Gas Eugine & Power Co., Morris Heights N. Y., have just issued a new catalogue of their naptha launch construction, and specialties, which, for artistic and typographical work, is superior to any trade catalogue which has been brought to our attention. Every size, model ard rig applicable ‘to yachting purposes is illustrated. Many of the cuts are perfect” works of art in themselves, showing the subject in as realistic a light as an actual view of the true object. The Gas Engine and Power Co. manufacture the only Naptha launch, and eyi- dently control an enormous patronage in their handsome, speedy and clean kept Naptha launches. 4 “ The American Injector Co., of Detroit Mich., sole owners and manufacturers ot the American automatic and World ia- jectors, also makers of injectors, jet pumps, drive well jet pumps, exhaust injectors- fire plugs, and all kinds of jet pumps, ~ exhaust injectors, fire plugs, and all kinds of jet work for y steam, water, oils, ecids or chemicals are now sending to their patrons and friends a tastefully printed catalogue and price list of their various manufactures. It isa very handy little book, printed in clear type, and in the compass of its sixty-four pages contains an abundance of very useful infor- ~ mation not generally found in publications of this charact Directions for the proper operation of the company’s injectors, — ete., are given, also considerable data and memoranda of special value to steam users. Some practical questions usually asked of engineers when applying for license, with appropriate © answers, will be found not the least interesting portion of this work, which will oftentimes be found as available for miscellaneous steam lore as for the special purpose which i was intended to serve. oe ‘The advance sheets of a ‘“‘History of Steam Navigation, compiled by Henry Whitmore, comes to hand »from, Th Original and Progressive Publishing Co., 39-43 Gold St., Ni York. Judging from the copy now before us, the should occupy a place in the library of all those intereste the marilime interests of the country. In addition to cription of the origin and progress of steam nayiga’ America the work contains a historical sketch of the shi ing operations of Isaac & William H, Webb, together wi description of Webb’s Academy and Home for Shipbuild an outline history of the early experiments of such*inyento Fitch, Rumsey, Stevens, Fulton, Henry Eckford and othe ‘There is shown the progress of steam navigation in the U1 States during the past three quarters of a century, from t time of the “Chancellor Livingston,’’ 495 tons barden, speed of eight miles an hour built in 1816,:uprto: the standing of steam navigation; or more properly’ c building when the steamers ‘Bristol’? and “P @ of ist pie