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THE MARINE RECORD. d States shall be citizens of the United States. ae There is not even the two thirds limit of citizens forming the crew which it is sometimes said the Ameri- vessel must have before she may be cleared at the Custom House. “es further elucidate the question we quote the exact words of the ruling of the Acting Secretary of the Treas- j as follows: ‘Obviously the employment of foreign- ersa sailors on board American vessels sailing between ports of the United States and Canada is not in violation law, provided they already have domiciled with- in the United States at the time when such employment begins, and haye not been brought into the - eountry under contract to perform service.” We construe the foregoing as follows: Shipping in an American port is prima facie evidence of a domicile therein, nor is it necessary for the master or owner to examine and ques- tion aseaman regarding his nationality. The fact of nationality does not affect the shipping one iota, and the aw simply remains where it has been, although, it has perhaps been brought more prominently forward, that a contract or agreement may not be entered into with alien seamen in a foreign country to perform labor as seamen on American vessels sailing from & home port. Masters and officers must be American citizens, and being so, their residence cuts no figure, seamen are not usually contracted for abroad, and their presence at the port of shipment is sufficient to entitle them toseek work, and this covers the entire ground. Of course we do not trench upon the merits or justice of the shipping law, as at present enforced, but the foreign seaman has now to all intents and purposes the same rights and privileges of shipping as a citizen. as in the case of a foreigner and a native applying for work at a manufactory, all things being equal the American would in many cases be given the preference, yet there is nothing contained in the alien labor laws to prohibit the employment of a foreign- er on his application for same, either afloat or ashore. $$$ sc LET THE LAKE SHIP BUILDERS COMPETE. The lake shipbuilders, at a recent convention held in Cleveland, drew up a petition, which Senator McMillan, of Michigan, presented to the Seaate on Tuesday, pray- ing for the complete and early abrogation of the treaty of 1817 with Great Britain, which limits the number of war ships to be constructed or maintained on the lakes, and. also urging legislation. to construct a 20 foot chan- nel from the lakes to the Atlantic ocean. Tha memorial sets forth all the facts in relation to the treaty of 1817 and its subsequent abrogation, and claims that its re- habilitation by an agreement throagh Secretary Seward and the British Minister was illegal; and inasmuch as the iron and steel shipbuilding plants of the lakes exceed in combined facilities and capital all other shipbuilding plants in the country, that there is every reasou why there should be no possible chance for the naval authori- ties to prevent the construction of warships on the lakes. Senator McMillan probably will follow it up with a resolution directing the President of the United States to notify Great Britain that it is the desire of this coun- try that the treaty should be abrogated. The petition above noted also urges the repeal of the section of the Revised Statutes which allows the Secretary of the Treas- ury to grant American registry to foreign built ships wrecked in Americar waters. oO ee SCHEDULE OF WAGES FRAMED BY THE CLEVE- LAND VESSEL OWNERS’ ASSOCIATION, Ata well attended meeting of the Cleveland Vessel ‘Owners’ Association held on Tuesday afternoon the fol- lowing schedule of wages was‘ordered for the season: On STEAMERS—First mates, $60 to $80; second mates, $45 to $60; cooks, $45 to $55; helpers, $15 to $20; firemen, $30 to $37.50; wheelsmen, $30 to $87.50; lookouts, $30 to $37.50; deck-hands, $15 to $20; oilers (when carried), $30 to $37.50; firemen, fitting out and laying up, $1.50 per day - and board themselves. ON ConsorTs AND SAIL—First mates, $45 to $60; sec- mates, $37.50 to $45; cooks, $30 to $37.50; seamen, $30 $37.50; boys, $15 to $20. The above figures show an increase of $5 in several grades, due to the fairly promising outlook of freight. According to the scale of engineers wages made ear- in the season, First engineers on metal steamers hav- water bottoms and triple expansion engines will be $115 to $125 a month, and Seconds $75 to $80. First gineers on metal steamers not in the first class and n steamers with triple expansion or compound en- receive $100 to $115 a month, and Seconds $70 ‘month. First engineers on smalier boats will $80 to $100, and Seconds $60 to $70. a BAROMETER RULES. ing furnished us by Black & Co., the opticians of be of interest to vesselmen and captains: 2 FOREPTELLING tHE WEATHER WirH AN ANER- -A rapid rise indicates unsettled weather; SY = ee : : | a gradual rise indicates settled weather; a rise with dry air and cold increasing in summer indicates wind from north- ward, and if rain has fallen better weather may be expected. A Rising Baromerrr—A rapid rise indicates unsettled weather; a geadual rise indicates settled weather; a rise with dry air and cold increasing in summer indicates wind from northward, and if rain has fallen better weather may be ex- pected. A Strapy BARoMETER—With dry air and seasonable tem- perature indicates a continuance of very fine weather. A Fatiinc Baromerer—A rapid fall indicates stormy weather;a rapid fall with westerly wind indicates stormy weather from northward; a fall with a northerly wind indi- cates storm, with rain in summer and snow in winter; a fail with increased moisture in the air and the heat increas- ing indicates wind and rain from southward; a fall with dry air and cold increasing (in winter) indicates snow; a fall after calm and warm weather indicates rain, with squally weather. The barometer rises for northerly wind, (including from northwest by north to the eastward) for dry, or less wet weather for less wind, or for more than one of these changes, except on a few occasions, when rain, hail, or snow comes from the northward with strong wind. The barometer falls for southerly wind (including from southeast by the south to the westward) for wet weather, for stronger wind, or for more than one of these changes, except on a few occasions, when moderate wind, with rain or snow, comes from the northward. rs eo OBITUARY NOTICE, JOHN OWEN. John Owen, the well known yessel-owner, of Detroit, passed away at his home on Thursday, Mareh 3ist., surrounded by those who were nearest and dearest. He had beenone of the largest vessel-owners on the Great Lakes, and was celebrated in that capacity throughout marine circles. Mr. Owen was born near Toronto in 1809, and went to Detroit with his wid- owed mother when a boy. He founded the Detroit Dry Dock Co., and was its president many years. During the Civil War lie was State Treasurer, an office which he held for three terms. He was also at one time on the board of the Detroit Water Commissioners. At another time he was regent of the Mich- igan University. In business circles he was even more prom- inent, being president in succession of the old Michigan In- surance Bank, and the National Insurance Bank, and the First National Bank He leaves a large estate invested in banking and vessel interests. The esteem in which he was held by those intimately associ- ated with him in marine matters is a true indication of his sterling character, and the censensus of opinion among vessel- owners is that Detroit has lost an excellent citizen and a model business man. David Carter, general manager of the Detroit & Cleveland Steam Navigation Co., of which Mr. Owen was president, and stockholder for a long time, interviewed by the Detroit Hy- ening I’ews, says: ‘‘I was connected with Mr. Owen from 1852 till he retired as president In 1889, and always found him a man of upright character and sound judgment. He was pre- eminently an old school gentlemnn, and of strong convictions. This company, like many others, has been in tight places, and John Owen’s strong will and deep pocket book has probably more than once averted a crisis.’’ W. O. Ashley, of Ashley & Dustin, has this to say of Mr. Owens’ sterling qualities: ‘‘He was admired and respected by all steamboat men. In fact, he has been held up as a model of business integrity and honor among vesselmen for 50 years. I have been in the steamboat business for 30 years, and I have never heard a word, not even an intimation against him from sailors or anyone in his employ, Everyone had a good word for him. What more can be said? Underlying all his grand and noble qualities was a quiet spirit of game.’’ continued Mr. Ashley. a Bay City. Capt, John Edwards, her master, went to Mr. Owen and informed him that the owner of the steamer Canadian was ready to bet acertain amount of money that the Canadian could beat the Bay City in a race from Amherstburg to Port Huron. Mr. Owen, in order to test the young captain’s con- fidence in his boat, said: ‘Do you wish to take the chances or the money?’ ‘Yessir,’ said the captain. ‘All right,”’ said Mr, Owen. ‘Get your boat into the best possible condition, take off everything you ean to light her up, and we will see about it.’ The race came off, and it is reported that in a quiet corner of the steamer Ocean’s pilot house was Mr. Owen, watch- ing the boats as they passed Detroit. The Canadian was a long ways ahead when they passed. The Bay City, however, overhauled her before reaching Port Huron and won the race, and probably no one in # quiet way enjoyed it more than Mr. Owen did,” Mr. Owens’ friends estimate his wealth at $1,500,000 to $2,- 000.00, But the greatest loss to the community is in the ab- sence of so pure minded, high souled citizen from the ranks of the yessel owning fraternity. Capt. James Byers, one of the oldest tug captains on the lakes, died at his home on Fargo avenue, Buffalo, April 5. ‘About 30 years ago he was owner of the steamer | Capt. Byers began his career on the lakes as captain of the tug Engle, at the time of the building of the Erie Basin. Shortly before the civil war, he was sent south by ex-Mayor Barton of this cily, with whom he was associated in the contracting business, and at the time of the bombardment of Fort Sumter, was at Norfolk, Va., being master of the tug White, which was being used in connection with a.contract Mr. Barton had there, His Union tendencies were not suspected, and when the Union fieet appeared at the Fortress Monroe, he, with an- other Union man, started to.make a tow, but instead took the tug to Fortress Monroe that night, and the next day piloted the Union fleet to Norfolk, when the town surrendered, Capt. Byers received commendatory letters from President Lincoln for his conduct in this affair, and was in the naval service un- til the close of the war when he came back to Buffalo, and in 1866 associated himself in business with James Ash in vessel interests, in which business he continued until after he was physically incapacitated by paralysis, several years ago. Per- sonally, and in his business, Capt. Byers had the respect and regard of all with whom he cam? in contact, and Mr, Ash, who for thirty-six years has been with him in business, pays very high tribute to him, Capt. Byers was about 55 or 56 years old and leaves a widow but no children, ee te a ANCHOR LINE APPOINTMENTS. Manager Evans, of the Anchor Line, has announced his ap- pointments for the season of 1892 as follows: Steam- ers, India, Capt. F. D. Osborne, formerly mate of the Winslow; China, Capt. C. Mason, formerly master of the Winslow; Japan, Capt. Robert Smith; Gor- don Campbell, Capt, George Graser; Susquehanna, Capt. M. Riley; Clarion, Capt, Joseph Corcoran; Lehigh, Capt. H. A. Sisson; Philadelphia, Capt, A. E. Huff; Lycoming, Capt. L. Wright, formerly mate of the Japan; Alaska, Capt. M. Rowan, formerly mate of the Susquehanna, Conemaugh, Capt. H. O, Miller; Conestoga, Capt. F. Bloom, formerly mate of the Philadelphia; Delaware, Capt.P. O’Neil; Juniata, Capt. Daly Ryder; Wissahickon, Capt. H. Durker; Codorus, (now build- ing), Capt. John McCarthy, from the Lycoming; Schuylkill, (now building), Capt. John Doherty, from the Alaska; Ma- honing, (now building), Capt. C. Christy, from the China, + VESSEL TRANSFERS. Among the recent transfers of ownership in vessel property are Candler Bros, to Capt. Alvin Neal, steambarge Mineral Rock; Candler Bros. to Capt. Thomas Pink and George E. Abram, barge Sweepstakes, J. P. Sullivan to Capt. Alex Me- Dougull, barge Monitor; W.J. Otter to W. H. Hargrave, schooner Typo, $6,000; Hugh Coyne to B, F. Comfort, schoon- er Mont Blanc, $4,500; James Law to Louis Talbot, schooner M, P. Barkalow, $3,000; D. B. Milton and others to Wolver— ine Barge Co. of Delray, steamer Nashua, $15,000; G. W. Balch to Charles and W. H. Whitaker, 1-16 of steamer Byron Whitaker, private terms. Jounson Broruers, of the Ferrysburg Steam Boiler Works, have been kept very busy since the close of naviga- tion, Asan indication of the amount of work carried on at that point, we print the following resuare : Winter of 1891-92, fire box, marine boiler, 5 ft.3 in. by 10 ft. for the tug Meistee, of Grand Haven, Mich. Fire box, marine boiler, 8 in. diameter and 14 ft. long for the tug Char- neley, of Green Bay, Wis. Fire box, marine boiler 8 ft. diameter and 12 ft. long, for the steamer A. R. Colbourne, of Michigan City, ind. Fire box, marine boiler, 5 ft. 3 in. diameter and 10 ft. long, for a new tug built by Riebolt & Wolter, Sheboygan, Wis. Fire box, marine boiler, 8 ft. 6 in. diameter and 12 ft. long, for steamer T. S. Faxton, Mackinac Island. Fle box, marine boiler, 7 ft. 6 in. by 14 ft., fora new steamer being built at| Robinson’s shipyard, Grand Ha- ven, for Captain Webb, of Traverse City. Fire box, marine boiler, 6 ft. 6 in. diameter and 12 ft, long, for a new steamer being built by Captain Kirby, of Grand Hayen, Mich. Fire box, marine boiler, 6 ft. diameter and 12 ft. long, for a new steamer now being built at Robinson’s shipyard for Charle- voix, Mich.; 5 ft. by 8 ft., Scotch type, marine boiler, for steamer being built in Chicago for Peter Peterson, of Racine, Wis. They have also contracted with Captain T. W. Kirby for one of their patent yacht boilers for the steamer yacht Sprite; also, new tire boxes, ete., in each of the boilers in the steamers City of Grand Rapids and Jolin Otis, wintering at their dock, together with the sieamer T. S, Faxton, which got her new boiler in this week. In addition to the above they have made repairs on the steamer City of Milwaukee and other steamers along the lake, besides a large amount of stationary work taken through their Chicago agency at No.2 South Canal street. Also, six upright marine boilers for steam yachts. a $$$ ASHLAND, WIS. Special Correspondence to The Marine Record. Ore is already coming in from the Gogebic range and the chutes will soon be again ready for work at loading. The Norrie will probably ship over a million tous of ore this sea- son and has now over a quarter of a million in its stock pile, with an increasing output daily. This will no doubt be Ash— land’s banner year as an ore shipping port, and all hands are preparing for it. 8. M. co ‘A new firm in the vessel brokerage business has established itself at Duluth with a view to taking part in the in~ creased development of trade, which is showing itself on all sides in this rising city. I refer to Messrs. King & Co., whose principal, Mr. W. F. King, is one of the most experi- enced vessel agents on the lakes, and who was for some years — working in connection with the Lackawanna line of steamers at Chicago, I wish the new firmevery success, and have no fear that their friends will forget them, 3 OOD oe ‘Tux display of wind signals on Lakes Erie and St. Clair was resumed on April 5th, instead of on the 15th as previ 0 ly anuounced. ‘They will now be kept regularly flying ports in the above sections, LG ee