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THE MARINE RECORD. The Marine Record. Published every Thursday, at 144 Superior Street, (Leader Building) CLEVELAND, O. levina B Smitn. Carr. JOHN Swainson. Proprietors, BRANCH OFFICE, Curcaco, In1., - - - 35 Franklin St. THOMAS WILLIAMS, Associate Editor SUPSCRIPTION, One copy, one year, postag > paid, - - . oI iF $2.00 One copy, orfe year, to foreign countries, - - - $3 00 Invariably in advance, ADVERTISING. Rates given on application. CLEVELAND, 0., MAY 19, 1892. No sooner has the bill admitting to American registry the two foreign built ships of the Inman Line been passed upon, than another application is in the Senate asking for the free entry of the old Clyde built steamer China, for- merly in the trans-Atlantic service of the Cunard steam- ship Company, and later transferred to the Pacific Mail Line to ply between San Francisco and China. The precedent having been established it is difficult to con- ceive where the line can be drawn in this pernicious legislation, nor is there much weight in reiterating the fact that Americans can construct and equip their own tonnage. The Boards of Trade in every port that builds tonnage ought to register a remonstrance against this free ship evil before the shipbuilding industry suffers from worn out foreign importations. TuarT the whaleback steamer C. W. Wetmore has met with a casualty on the Pacific coast argues nothing re- garding the merits or demerits of the special construc- tion, and this reasoning may be driven home by the fact that all classes of tonnage are meeting with mishaps every day in every part of the globe. A premature ver- dict is set forth by those persons who say that the whale backs are excellent for the lakes, but not adapted for the ocean trade. The Wetmore made her Atlantic voyage all well, and excited the naval architects on the other side to a revision of the rules of model and construction, inasmuch as a slight departure from the whaleback type is now building there. Adverse criticism of the type on account of one casualty is most unjust, nor can any com- petent judgment be rendered until a more extended ocean experience has been given this special type, as for in- stance, a fleet of twenty whalebacks could have been in the vicinity of the storm that damaged the Wetmore, and yet not have been subjected to the construction accident which caused the damage to that vessel. All interests are at one on the lakes regarding the sea-worthy qualities of the whalebacks, as they take the most that Lake Supe- rior has to offer in the kindest possible way, and this too, whether light or loaded, those who have never traveled over this great lake may be assured that it is no “slouch” of a sea that gets up after a few hours’ blow and sea-go- ing qualities are called for regularly in the construction and handling of tonnage. OOP oa OFFICERS’ LICENCES. With the 20-foot channel an assured measure, and the improvements being made in the St. Lawrence system of canals, to say nothing of the deep water canal through United States territory to the coast, which is now being strenuously advocated, the day is not far distant when lake men will be called upon to hold coast and ocean licenses. With this outlook in view the younger mem- bers of the fraternity could not do better than qualify themselves as candidates for coast papers, in so far as the differences exist in either trade, and it is possible that the servitude qualification now nevessary, may then be rescinded by the powers that be. There is every yreason why lake papers should not be issued to officers from the coast, at least to deck officers, but there can be little or no cause for withholding ocean papers from eke officers when they are competent to pass the ordi- nary examination. The men handling a boat and her engines on the lakes are the peers of their ocean brethren, if not vastly supe- rior in point of handling in close quarters, and quite enough bad weather is experienced during the season of navigation to require the best knowledge of seamanship and engineering; indeed, in the latter class the genera! body are far in advance of their direct calling, as they are skilled machinists, as well as engineers. Such being the status of qualifications among lake officers, it is ridiculous to hedge round the granting of licenses with the servitude clause, and we hope soon to see the regu- { ations so amended that any competent person may be eligible as a candidate for a license without being com- pelled to satisfy local inspectors of their time service in special trades or routes. Hitherto there has, perhaps, been too much stress laid on the service part of the regulations, and competent men have been obliged to sacrifice valuable time to meet this requirement. Rather, would we wish to see the com- petency of the applicant properly tested, regardless of his time service, for the result, if honestly arrived at, would be the same. Time spent at any vocation is no fair criterion of a person’s competency. Other tests of acquired skill should also be properly applied. oe or Tur question of bridging the entrance toSt. Louis Bay, Duluth Minn,, is again coming to the front. The rec- ent adverse report of the committee of the Corps of En- gineers on the bridge question raised ihe issue of tunneling to Minnesota Point. The Duluth City Council has now decided to widen the approach at Rice’s Point, and the railroad company will ask per mission from the council to build a drawbridge across the entrance. The fact that so permanent an obstruction cannot be built with- out the sanction of the Secretary of War, through the adyice of the Chief of Engineers, U.S. A.,is the only safeguard which the nayig ational and commercial rights can depend upon. The general commerce is entitled to every facility at this terminal point, and while the wid- eniag of the entrance, with the addition of well zonstructed concrete piers would enhance the yalue and safety of the port, no turnstile drawbridge scheme ought to ob- tain to hamper the future commerce of this entrepot of the western hemisphere. SS ee MARINE UNDERWRITERS’ ADJUSTING COM- MITTEE. An important meeting of adjusters on marine losses, was held in Detroit on Tuesday, and rules were adopted bearing on the methods of adjusting claims, which will be printed and distributed. All prominent adjusters were present asifollows: Messrs. Lovering, Hitchcock, Sandrock, Orr and Robinson, from Buttalo; Messrs. Manning, Scott, Bartlett, and Foote, from Cleveland; Messrs. Kellogg, Burton and Macdonald from Chicago; Messrs. White and McDonnell, of Detroit; Mr. Tuttle, of Milwaukee, and Mr. Jackson, of Toledo. Capt. A. R. Manning, of Cleveland, was made perma- nent chairman, and A. H. McDonnell, of Detroit, was made permanent secretary. The executive committee is composed of Robinson, of Buffalo, White of Detroit, and Tuttle, of Milwaukee. The arbitration committee is composed of Kellogg, of Chicago, Tuttle, of Milwaukee, and Lovering, of Buf- falc. The charter members of the Association is com- posed of those adjustors who have been practicing five years or more. All others make application for member- ship and are accepted and rejected by the arbitration committee. A twenty-five dollar fee for initiation was charged. Also, annual dues of $15. The first annual meeting is stated for the first’ Wednesday in June, 1893, although the association can be convened at any time it may be deemed necessary. A common seal was adopted: and alladjustments must bear this seal, which will only be in the hands of members in good standing. In the event of an adjustment being made up by a member of the adjustment committee, he will not act with the committee, but the remaining two members will elect a third member of the association to take his place pend- ing the consideration of the particular disputed adjust- ment. The lake adjusters certainly are to be congratu- lated on their combining, and the association will attain a dignity and prominence which it essentially merits, er THE FREIGHT SITUATION, The p.st week has seen but little change in the freight market. The eoal rate to the head of Lake Superior has risen t) 45 oents, boats being chartered freely at that figure. ¥The wheat rate at Duluth is now 3} cents, but elevators are loth to ship at the price. There is still a fairly firm feeling at Chicago. The ore freights have not changed. Considerable lumber is being shipped down the lakes at good rates, The following is a synopsis of going rates from Cleveland: BEsca- naba to Ohio ports, 75ce; coal, Erie to Chicago, 50c; Toledo to Milwaukee, 50c; Ashtabula to Lake Linden, 50c; Toledo to Duluth, 45e; Huron to Washburne, 45c; Huron to Duluth 45c; Lorain to Duluth, 45¢; Cleveland to Duluth, 45e. Buffalo to Chicago 50c; Marquette, 45e; Toledo 25e. Canal freights are dull but firmer; wheat is 2}¢ to New York. Lum- ber—Oscoda to Chicago, $2; Oscoda to Cleveland, $1.50- head of Lake Superior to Toledo $2.50, Block stone--Kell- ey 8 Island to Sault, $1.50, ee NOTICE TO MARINERS, The steam fog signal at South Manitou, Lake Michi has been repaired aad will be used in thick or foggy ee By order of the Light House Board, Nicoll Ludi - mander, U. 8. N., Inspector 9th Light-House Distrioe fe Mr. P. M. Church, of Sault Ste. Marie, Mich, and favorably known to all vessel men in the trade, writing to THe Marte Recorp, has thi say regarding the fluctuation of levels at that poin “T notice much comment on the low stage of the Sault river. I would like to state that my on the Sault River, near Lake George, in about at that time, according to his tel', the water was much than itis now. Last summer I visited the place of dence and found two feet of water on the bank or skoal he had frequently pointed ont to me as being his landing when he first settled on Sugar Island, and which was then land. Tradition among the Indians living on the Sault is that the Flatson Lake George were at one time low, lands, scarcely covered with water at all. This theo: what carried out by the finding of stumps and dead certain portions of the Flats, these apparently in the positio, in which they grew. Of course the low stage of water ferred to was long before any Government improvements deepened the channel. It seems hardly necessary to rep the fact, which has been published so often, that the ment Engineers in improving the channels are very careful to enlarge the cross section, always closing as much nm channel by filling r moved from the artificial cut, as the exc vation enlarges that part of the old channel. There can be doubt that the water in the Sault River rises and falls from time to time, going down for a number of years, and they changing and rising for a number of years, probably caused by light or heayy rainfalls during a series of years. Judging from past experience on this river, and from the recollection of old citizens, which go back of any recorded observati it is fair to presume that the water will become from 1} to? feet lower before a change occurs, and it again begins to rise,” _———— RECENT CHANGES IN AIDS TO NAVIGATION, The monthly bulletin issued by the U. S. Light-House Board supplements the regular ‘*Notices to Mariners’” and contains changes at the following places this spring, detailed particulars of which have been,given in former issues of the Recorp: Green Bay, Wis.; Grosse Pointe Fog Signal, ‘Til; White Shoal, Whisky Island Shoal and Squaw Island Shoal, North End Lake Michigan; Point Betsey Light, Mich; Si, Clair River, off the mouth of Black River; St. Mary’s River, Detour Ref; Seul Choix Point Light, Sheboygan; Pierhead Range Light and Two Harbors Light and Fog Signal. rr THE ST. MARY’S RIVER PATROL. The buoys in St. Mary’s River, about which never-ending complaints were heard previous to the adoption of the patrol system, has this spring been thoroughly attended to, and have yet to hear the first casualty through a displacement of these marks. Previous to the opening of navigation Tur Marine Recorp correspondent at Sault Ste. Marie notified our readers that the patrol boat wou!d place the buoys as soda as the ice permitied, although the contract with the Govern ment and pay for same did not begin until the first of Maj The work was begun on the 18th of April, and was contiou until all the old buoys which had been down during the win ter and displaced by the ice, were in their proper position | although no attempt was made to repaint them until | Q This was done without extra cost to the Government, as it was very important that the buoys be in proper position on th opening of navigation, and if the contractor had waited until | the contract time, it would have been nearly two weeks after | the first boats passed through the River before the buoys were _ properly placed. For this work no compensation will bere ceived from the Government. From the above showing patrol ought to be continued; yet no appropriation has b made t» maintain the work after the first of July next. P. Church, the present contractor, has had a life-long experient on the St. Mary’s River, and his honest effort to attend to th work properly has resulted in the proper care of the buoys Heretofore when change has been made, and complaints hav been made against the buoys, it has always been when tht contract has been taken by parties at prices less than the wo whole was by neglecting the duty. This, of course, incalculable loss to the commerce of the northwest gene ee —— a, is directed to each emblem on the ensign. If the dis of bunting exercises the beneficial influences © widely admitted, would it not be well for all port to hoist their ensigns also, if not at any during the week, at least on Sundays. Itis | wear out than grow mouldy, with bunting ensign would amount to nothing when com) the spirit of patriotism engendered thereby mixed population. ing masters on the lakes for important n vations taken doring the month of April. Capt. John Leonard, steamer Mecosta; C steamer Italia; Capt. John M. Gee, steamer Capt. A. B, Drake, steamer Brazil; Capt. barge B, L. Pennington; Capt. John Pe