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The Marine Record, Published every Thursday, at 144 Superior Street (Leader Building,) CLEVELAND, O. IRVING B. SMITH. CAPT. JOHN SWAINSON. } Gia erie BRANCH orrice. OnrcaGo Iu., - - = $5 Franklin St. ‘THOMAS WILLIAMS, Associate Editor. Proprietors. SUBSCRIPTION. ‘One copy, one year, postage paid, - : ‘One copy, one year, to foreign countries, - ri Invariably in advance. ADVERTISING. Rates given on application. CLEVELAND, O., SEPTEMBER 22, 1892. In view of the cholera scare, lake ports have taken energetic and well advised action in the matter of en- forcing quarantine regulations. The yellow flag, symbol of the letter Qin the code of signals, is now becoming more generally known. Vessels are not waited for or asked to : fly the signal intimating to the port officer that there is | sickness aboard, but they are required to slow down and stop when the medical officer gets alongside in a tug fly- ing the ensign aft and the letter Q or quarantine flag forward. Alllake portsshould embody quarantine regula- = - tions in their city ordinances and not wait for special ac- tion to be taken in each case of impending danger. — oOo: aa SEVERAL interviews have recently been held with prominent iron and steel shipbuilders regarding the rating of lake-built steamers on the classification books of any universally known society, and all are in favor of such a course being adopted in the future. Mr. John F Pankhurst, vice-president and general manager of the. Globe Iron Works Co., is heartily in favor of such a pro- cedure, and recently stated to Tum REcorpd man as fol- lows: “I am pleased to go on record as advocating a system of classification and inspection for iron and steel lake built ships, such as is customary in ali other portions of the world. Our lake tonnage has now arrived at such a stage of importance where an original class and periodi- cal inspection surveys are a necessity to keep up the ef- ficiency of the high classed tonnage.” In this connection it is well to remember that the builders construct, the owners sail, and the underwriters insure, each at their own discretion. ee ANOTHER canal project is now taking a fresh grip, al- though it has been suggested before. The most recent proposal is to construct a ship canal from Lake St. Clair to Lake Erie, a distance of 11 miles. Such a canal would save a distance of about 80 miles, and would en- able vessels to avoid not only the intricate navigation of the Detroit River, but also all the shoal ground to the westward of Pt. Pelee on Lake Erie. The route would be through Canadian territory, starting from the mouth of the Thames River in the southeast portion of Lake St. Clair and running through to Dealtown on Lake Erie. It is not probable, however, that the Dominion Govern- ment would entertain the project at this time, as with the improvements of the St. Lawrence River Canals and the construction of the new locks at Sault Ste. Marie, the Canadians have all that they can well attend to in the matter of canals. A glance at the chart, however, re- veals even a more advantageous route over these eleven miles than the route suggested from Georgian Bay through Lake Simcoe to Lake Ontario. ae Tue United States government, through its several de partments of naval,revenue marine, lighthouse, life-say- ing and weather bureau service ably subserves the com- merce of the lakes, and their log books teem with the daily records of acts of heroism, forewarnings and yolun- tary services opportunely rendered. With such an array of safeguards already provided by a munificent govern- ment, there should be no Jack of energy or skill on the part of the men who are most interested in seeing that every precaution and provision is made for their own safety, in the event of circumstances over which they have no control, placing them in a position where, as the maxim states, ‘‘God helps those who help themselves.” It is the duty of the men who gain their livelihood by sailing to always have an alternative, or resource, in an extremity, and this feature of the profession can best be attended to previous to the hour of need. The sailing community, for whom these remarks are intended, will aptly realize the trend of the~safeguards suggested and should have handy and ready for instant service a full and complete equipment of well-tested stand-by resources. — =e oY CLASSIFICATION AND. INSURANCE OF LAKE VESSELS. The brief editorial contained in our issue of the lth instant, under a caption of “'the Classification of Lake Steamers,” has awakened the interests of classification societies, owners, builders and insurance companies to a better understanding of the necessity of doing business in a more orthodox manner than has hitherto obtained on the Great Lakes. We do not assume that the article printed in our last issue has had the immediate influence of bringing about such a righteous innovation, but we do assert that a knowl- edge of the signs of the times, and the requirements of the service, constrained us to herald in advance that, which sooner or later, will become the universally acknowledged basis under which the important tonnage of the lakes will carry on the commerce of the northwest. In furtherance of these views, it is now learned, that officers of the United States Standard Steamship Owners’, Builders’ andUnderwriters’ Association, Ld., having their head offices in New York, are out with invitations to the insurance companies engaged in lake business, to form a coalition or convention to be held in Detroit on the 28th instant, for the definite purpose of discussing the merits and introduction of the above named association’s sys- tem of inspection and classification for lake vessels, at which time it is expected that all possible information relating to the rates and usages of this and other associa- tions will be furnished those interested. Judging from the foregoing, it is apparent that the enormous lake interests are commanding the attention of at,least one bureau of inspection and classification, and when it is remembered that in a previous issue of THE MARINE RECORD, We exclusively announced the fact that the Bureau Veritas, an institution known all over the world, had established a lake department under the charge of a thoroughly competent official with head-quar- ters at Chicago, and that agents would in the near future be appointed at all of the principal lake ports, there is ample reason to believe that still other classification soci- eties, and especially the well-known ‘‘ Record of Ameri- can and Foreign Shipping” of New York, will also come to the front by holding out commercial inducements for the marine interests to make use of their universally recog- nized rules. In so far as the action of the past few years would in- dicate, it is now apparent that the change from wood to iron and steel ships has brought about an entire revulsion as it were in the old time methods of transacting busi- ness, as well in commercial as on transportation lines of procedure, There can be no doubt but that Inland Lioyd’s was sufficient for the needs of the lake marine in its infancy; but the present demands some more inclu- sive, technical and comprehensive system of meeting the needs of modern business transactions, in short, the sys- tem of classification and insurance now in vogue, may easily be conceded as being distinctly behind the times, and that it must in the near future give way to one of a wider adaptability. ‘The best evidence of the foregoing fact, is contained in the feature of foreign insurance, which has crept into the lake business during the past few years. It is well known that more or less dissatisfaction has been expressed by owners, and even underwriters, on ac- count of the present’ system, and it seemed touch and go last spring, whether the Inland Lloyds would issue their classification or not for this year. In the event of a similar wavering in the spring of 93 neither hull nor cargo insurances could be placed on even the present terms for certain classed tonnage. It is too early, how- ever, to attempt to define the future system of classifica- tion for lake tonnage. Every maritime nation has its own special rules for inspection and classification, but there are three bureaus recognized in the commercial marts of the world as infallible guides of a ship’s worthi- ness, These are: the system in use in England (London Lloyds), the one in use in France (Bureau Veritas), and the “Record of American and Foreign Shipping,” issued by the American Shipmasters’ Association, of New York. Certain classes of trade demand a rating in either one or the other of these three bureaus, and it is by no means uncommon to find vessels classed in each of the three books. In so far as Inland Lloyds is concerned with modern lake tonnage, it has perhaps been looked upon as simply a foundation on which the annual lake insurance tariff could be based, but the rapid adyance made by the lake marine has placed underwriting on a far different foot- ing, and it is more than probable that another year will see, not what is called a Uniform Lake Tariff; but that the lake underwriting will be conducted similar to coast and ocean practice, viz., treating each risk by itself. True, it might be said that business is done so hurriedly at the beginning of the season that it would be impracti- cable to consider each risk as it is presented. ‘This reas- oning might have had weight years ago, but not at the present time, as negotiations for the underwriting of all risks can be carried on during the cessation of lake nay- igation, and there can be no doubt but that such is thi proper way to conduct the business of marine un writing; at least we find no opponents among those whom the subject has been canvassed. Again, many owners of vessels have felt that they suffering a hardship in paying a rate arbitrarily placet upon them ; and this is, no doubt, to. some extent true, and could best be remedied by treating each risk indi- vidually. = It is, however, needless to enlarge on this particular — point, but still it will be brougut forcibly to the minds of = many owners forced to pay an arbitrary rate, feeling, and rightfully, too, that the rate of insurance on their vessels has been too high, as their ships were, and are, wellman- ned, wellfound and kept up,so that in theeventof a casualty, expenses would be kept at a minimum for re- pairs. In such cases the risks are no doubt eagerly sought after by the underwriters, who look upon the pre- . miums from such a source as practically clear profit. Owners, then, are not to be blamed for feeling that they are obliged to pay an extra premium, so that insurance companies may get out even, as it were,on risks not quite so desirable; and yet there are many instances where stich cases exist, and they are perhaps known to the underwriters in their vernacular as “a good class of people to do business with.” To come back to the classification feature of lake ton- nage, we desire to say that there is one point which the representatives of marine insurance companies should thoroughly consider at this meeting, and that is that no system, unless it is universally adopted, is feasi- ble. The rock of limited tonnage, exclusive special class, . ‘ :; J Ie or other systems, worked in as a side issue, has already ~ split several excellent combinations, and in view of our knowledge of these former experiences, we await the re- sult of the Detroit meeting, the first of its kind to be held on the lakes, with some degree of attention. It is also ~ probable that this is but the first of similar overtures that- will be made by other classification bureaus, and even‘in” the event of no particular plan. or system. being adopted at this convention, it is certain that some ideas may be evolved that will resuJt in the improvement of the pres- ent order of rules, which owners and insurance com- ~~ panies alike feel has now become useless for thé pur-~ poses for which they were organized. : ae) Eee FOR A LIGHT ON SQUAW. ISLAND. To aid in the navigation of the north end of Lake Mich- igan a lighthouse has been erected on Squaw Island, and it is now ready forlighting. This aid is directly in the path, or course, of all vessels trading to Escanaba, Mich., is surrounded to the northward,and on the line of course, © with very suspicious ground, a dangerous shoal or small reef having been located there recently. The attention of vessel masters is consequently more than ever exercised regarding tbe foul bottom in that vicinity, and a well masked light, showing over the different northern sec- tors, would be of great advantage during the fall nayi- gation. It is learned, however, from an authoritative ‘ source, that the Lighthouse Board decline to exhibit a light of any description from Squaw Island this year, on account of a lack of funds in the department, and so, after the strenuous exertions put forth by vessel owners, the present season will probably have to elapse before this long looked for and comparatively important aid can be brought into service. THE ReEcorpD is proud to re-asseverate in the most em- phatic terms, its firm belief in the decisions and disere- tion of the United States Lighthouse Board, well know- ing that there is no department of the federal service more ably presided over and whose subordinates are so thoroughly efficient as the small army of technical pro- fessionals and skilled employes held closely under its jurisdiction. Fully admitting, then, the enviable regime of the department, there is but little to advance in the way of argument in favor of this important aid being placed in service during the remainder of the season of navigation for'92. Yet, we are not without a satisfac- tory feeling that upon a re-consideration of ways and means, some method may be found whereby the depart- ment may encompass the financial difficulties at present in sight, and by so doing, light up an area over which no guide now warns the seaman of impending danger. SEE dee GREATER care is already being evidenced in the hand- . ing of large light steamers, and it is safe to say that ‘ rather than keep 3,000 ton boats, flying light, slamming ; into a head sea for hours, the most disereet and expe rienced masters will seek shelter, and spend the time lost in. planing down, pile-driving, or bucking into a nasty ~ head sea by taking it out quietly at the ring of an anchor. | Little can be lost by using advisedly the excellent ground — tackle supplied to all lake steamers, as there can be no difficulty in letting go and getting an anchor ag: promptly, under any circumstances, with the fine mode) steam equipment fitted on all recent built steam tonn