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of the city of Cleveland, issued by will soon be ready for distribution. he statement that Cleveland capital cent of the vessel property employed in ing trade. What has been done in cheap- nsportation costs on ore is made plain by the it that in 1867 the average freight per ton of Escanaba to Cleveland was $4.75; in 1870, in 1891, 84 cents; and charters were made in the yn as low as 55cents. On July 1, 1892, there were d in Cleveland forty steel vessels with a registered age of 69,317, and an aggregate insurance val- ion of $7,119,000. The actual value of the 289 vessels, regating 223,849 gross tons capacity, owned in eland July 1, was $17,000,000. There is sixteen miles of river frontage here, five miles of which is built up in docks. On river and har- or improvements the government has spent in all 1,563,999.86, of which amount $1,167,118.25 went for the truction of and repairs on the breakwater. i ‘The capacity of Cleveland’s blast furnaces and iron and steel works makes possible the production each year of 275,000 net tons of pig iron, 545,000 tons of Bes- semer and open hearth steel blooms, billets and slabs, 288,000 tons of wire rods, 108,500 tons of merchant bars and shapes, and 210,000 tons of plates, axles, and iron and steel forgings. The one hundred and twenty-five é establishments in Cleveland working in iron and steel turned out in 1890 products valued at $47,304,766, and employed 17,465 hands. Cleyeland’s jobbing business is put at $48,000,000 a year, dry goods leading with $9,000,000 ; groceries, $8,000,000; produce, $4,750,000; hardware, $4,000,000 : - merchant iron and steel ont of store, $3,250,000. In its bank showing the report gives emphasis to Cleveland’s financial strength. Fifty banks have a combined capi- tal of $15,382,102, with a surplus of $5,760,283, and deposits, on April 1, of $63,381,381. From 261,353, according to the census of 1890, Cleve- land’s population has swelled to 309,243 in 1892, accord- ing to an estimate, the number of names in the directory being multiplied by three. a AN APPEAL FOR AID. An appeal from the Surgeon General of the United States marine hospitals has been received by the Wo- man’s National Relief Association for clothing for sailors discharged from the hospitals cured, but still too feeble to work. Sailors on the inland seas usually enter the hos- pitals with their clothing in such a dilapidated condi- tion that it has to be burned. They cannot be repaired. At the best, they are insufficiently clothed for cold weather, and seldom, or never, fit to leave the hospitals in the early stages of convalescence, although the ma- jority think of nothing else but getting out at the earli- est time permissible. ; They enter the hospitals disabled by wounds of all kinds, broken bones, bruises, and frost bites. The pre- valent diseases are pneumonia and pleurisy. For these diseases warm clothing is essentially necessary. Especially is this the case with patients at Solomon’s Island, in the Chesapeake Bay, where nearly all those received aré oyster men. To those who read newspa- + pers it is unnecessary to tellof the suffering to which these men are exposed. ‘They are of all nationalities, many of them unable to speak English, therefore more easily imposed upon. They are poorly paid, often cheated of their entire wages, and the suffering on these oyster dredging boats cannot be told in words. In view of all this suffering the Woman’s National Relief Association make an appeal to the charitable and kind-hearted people of the United States for assistance. ‘They ask for money to buy heavy underclothing and stockings. All donations and gifts may be sent to Mrs. Amelia C. Waite, acting president of the association, at 1616 Rhode Island avenue, Washington, D. C. rr . THE IMPORTANCE OF DULUTH-SUPERIOR FLOATING COMMERCE. _ The harbor-master of Duluth, Minn., is an epitome of facts and figures relating to the floating commerce and transportation of Lake Superior, especially that portion which reaches the head of navigation. Touching upon the harbor, Capt. Miller stated that there is more business done through the canal that is eut through Minnesota Point than through the Suez Canal, through which the commerce of millions of people passes. On a conservative estimate of 2,000 tons for each vessel that has passed in and out of the local ship canal, it has already taken vessel tonnage amount- ing to nearly 8,000,000 tons to handle the business at the head of Lake Superior this year. The season of navi- gation for 1891 closed December 5, and remained closed Le ee ee for only 138 days, opening again April 22, 1892. The Duluth canal passages this year will exceed those of last year by over 1,000 vessels. Last year’s passages num- bered 2,895. In 1890 they were 2,534, and in 1885 but 906 vessels passed through the canal. Some idea of the growing importance of the commerce of Duluth and Su- perior is gained by a glance at these figures. This year there has been 3,900 passages, representing 8,000,000 tons, and the tonnage of the Soo canal for the year is estimated at about 11,000,000 tons. ‘The total tonnage of Chicago last year was 10,150,052 tons. The two ports of Duluth and Superior will be right on the heels of that record this year, and it need be no surprise if the tonnage of these two ports in 1893 equals or exceeds that of Chicago, for the opening of the Mesaba range and the shipment of ore from the Allouez docks will increase the tonnage very much. ‘Two vessels only have taken cargoes from these new docks this fall, but they add 4,500 to the actual freight shipped out. DO eo VESSELS CLASSED. The Record of American and Foreign Shipping, issued by the American Shipmasters’ Association, New York, have classed the following vessels since our last issue : American three-masted schooners John C. Smith, Ber- tram N. White and William C. Wickham ; screw steamer “Wilson and Russian bark Aimo. $a oe MARINE PATENTS. ‘The following is a list of marine patents recently en- tered at Washington, and prepared for THE Marini RECORD, by F. B. Keefer: Boiler, R. Davies, Birkenhead, England. Boiler furnace, C. Schroll, Chicago, Ills. Flash light apparatus, J. B. Lawson, Philadelphia, Pa. Pneumatic boat, W. H. Miamisburg, Ohio. Boat propelling apparatus, W. S. Salisbury, Chicago, Tils. Beam compass, J. E. Betts, Wilmington Ohio. Feathered paddle wheel, J. Polkowski, New York, N. Y. a TO CROSS THE ATLANTIC IN FIVE DAYS. ‘The plans for a new steamship have been accepted by the Hamburg-American Packet Co. The new steam- ship will probably be one of the largest and fastest ocean liners afloat. The builders guarantee that she will maintain an average speed of twenty-two knots per hour-throughout an ocean voyage from port to port. In this event she will make the transatlantic trip in five days. She is now building in the Vulcan shipbuilding yard, Stettin, Germany. She will be 600 feet long, and provided with the latest improved triple expansion engines and twin screws. It will betwo years before she will be launched. $$ + 2 A PIONEER LAKE SEAMAN LAID TO REST. Captain A. W. Rossman, who had sailed on lake steamers for more than half a century, died at his home in Chicago last week, at the age of seventy-five. In the days of the old Northern Transportation Co., Capt. Rossman was its fleet commodore and sailed on boats of that line for thirty years. When the company went out of business he took a place with the Goodrich line out of Chicago. Captain Rossman gave up active service only five weeks ago. He leaves a widow and one child. ‘The funeral services were held at his late residence, No. 869 Sawyer avenue, on Monday afternoon. A large number of beautiful floral offerings had been sent by the dead man’s former business associates, and many old lake sailors were present to honor his memory. Dr. W. H. Thomas delivered an eloquent funeral oration, in which he touchingly referred to Capt. Rossman’s quiet, useful life. The hymn ‘Lead, Kindly Light,” was sung, and the quartette rendered ‘‘Rocked in the Cradle of the Deep,”’ after which a prayer was offered by Dr, Thomas, and the remains were conveyed to Rose Hill cemetery, where they were interred in the family lot with appropriate ceremonies. ‘The pall bearers were: W.S. Canright, John Singleton, Andrew Pearson, S. N. Randolph, Cuthbert McArthur and Dr. George R. Barrett. Gamble and D. H. Allen, et ee THE LIFE SAVING SERVICE. General Superintendent S. I. Kimball of the life say- ing service has issued a circular to officers and employes establishing regulations under the act of Congress pro- viding for an increase in the compensation of keepers and surfmen. The circular directs each keeper to furnish, sixty days prior to the opening of each season, a list of the persons he intends to engage as members of his crew. The district superintendent is to examine the lists and if satisfied that the selections haye been made with sole regard to fitness for the service, return them to the x keeper approved. If it is found that a su’ time subsequent to enlistment fails aft trial the fact is to be reported to the district s dent. Evasion or violation of these regulatic be considered sufficient cause for removal are charged with reporting violations that may under their observation. ra Under the act the compensatian of keepers is LX $900 per year, except that of keepers of refuge stati which is’$600 a year, and that of surfmen at $ month. ra LAUNCH OF THE DOMINION GOVERNMEDN FISHERY PROTECTION STEAMER PETREL- — The third government steamer built by the Pol Iré works, at Owen Sound, Ont., was successf launched on Saturday last, in the presence of a lar; number of spectators. The vessel is built on the s lines as the crttisers Constance and Curlew, but the bot-— tom has not been sheathed with heavy planking like he: sister ships. The Petrel will protect the Georgian bay fisheries. Her dimensions are 125 feet long, 22 feet beam and 10 feet 3 inches depth of hold. It,is estimated that she will draw 8 feet of water aft when fully equipped. The Petrel is schooner rigged and carries twoiib — headed trysails. Her engines are fore and a compound with cylinders 18 and 38 by 22 inch stroke; one Scotch type boiler 10 feet 9 inches in diameter and 10, feet 6 inches long, for 120 pounds steam; the propeller wheel is 7 feet 6 inches diameter with 12 feet pitch. The ram stem of the Petrel, like the other two fishery cruisers, is built — of extra heavy sheathing, and their armament has been fitted according to the special work required of the yes- sels as fishery protection cruisers, though they are | not naval vessels by any means. On the turtle back forward is placed the steam capstan for working an- chors, etc. Her engine is on the main deck. © ‘The deck- house is built of steel and contains wheel-house, cap- tain’s room, galley, etc. The officers’ quarters are aft of the machinery and the crew space is forward. The hull is constructed entirely of a high grade of steel, and the entire vessel built to the highest requirements in every particular. Her builders, the Polson Iron Works Co., Ld., are to be credited with turning out a handsome staunch vessel, as also are her two sister ships, the : Constance and Curlew. J > TED OO oa DRAINING A LAKE. The vast pumping plant in use for six months past at: Lake Angeline has at last succeeded in draining the lake, althongh it was forty-five feet deep, three-quarters of a mile in length and one-third of a mile wide. The — expense of this stupendous undertaking was borne jointly by the Cleveland Cliffs Iron Co., the Pittsburg — & Lake Angeline Iron Co., and the Lake Superior Iron Co., who own the adjacent lands. Prospectors an- nounce an almost inexhaustible supply of rich ore — under the bed of the lake, and a shaft will be sunk at once, at the center of what was a splendid miniature lake, but is now only a big hole in the ground, under which is millions of tons of high-grade iron ore. $$ UNIVERSAL STEAM PACKING. pakaan ce The attention of manufacturers, engineers and all builders and users of drying machines is called to the merits of the Buxton Universal ring packing. It is as nearly anti-friction as possible, and in this respect can- not be too highly estimated. ‘The manufacturer, George B. Buxton, Somerville, Mass., claims that it does not wear the machinery, and this fact is proven by the high ie polish imparted to portions in contact, as it gives a sut- face like glass. Being waterproof, this packing re-— quires but little setting up on glands—in fact, the thumb and forefinger will answer in place of a wrench, which has a tendency to increase friction by setting 1 too hard. The materials of which this packing is com- posed are entirely free from grit, and are lubricants in themselves. The anti-friction qualities are due print pally to the mineral ingredients with which they are charged, which, added to the excellent quality of — the stock and the thorough manner in which they are ~ made, being subjected to a chemical process of 370 unit of heat, make it the most desirable packing ever use and it is unequaled in durability by any in the marke The following are some of the advantages possessed this packing: 1st, anti-frictional qualities; 2d, savin; the wear of parts in contact; 3d, great durability; a saving of time; Sth, freedom from corrosion whe: ! machinery is not in use; 6th, does not deteriorate keeping any length of time, but remains soft and fle ible; 7th, will withstand a great amount of hea‘ 1 lubricating material with which it is charged destroyed by heat intense enough to melt iron; maker challenges the market to find a packing the place on steam-drying machines, it bein M1 some of the largest cotton manufactories in| mee