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—* > i aia y | — Ghe Marine Record. A Journal devoted to Commerce Navigation and Science, Published Weekly by HOUGHTON & HAYWVRD at CLEVELAND, OHIO Office Nos- 171 Superior and 136 Bank Streets, Room 7. TERMS: $2.00 per Annum. INVARIBLY IN ADVANCE, AGENTS ARE WANTED IN EVERY PORT ADVERTISING RATES. Ten cents per line solid Nonpariel measurement. Twelve lines of Nonpariel set solid make one inch. Twenty cents per line for reading notices, solid minion measurement, Articles, letters und queries on all subjects fare soli- cited. 8@-The Editor assumes no responsibility for the opinions of correspondents. To insure notice, contributors must give name and address, and write on one side of the paper only. THE MARINE RECORD has an Agent in every port on the Lakes and Rivers, and will consequently circu- late more or less in all of them. Asa medium for advertising it has no superior, as it circulates among a class of people that can be reached in no other way.. NO TRANSFER WANTED. We have several times called the reader’s attention to the proposed transfer of the revenue marine service to the Navy Depart- ment. We have from the very outset strongly opposed the change and have given good reasons for the opposition on our part, to the transfer. ‘To go back to the original proposal made by the Secretary of the Navy in his annual report submitted at the beginning of the present Congress, we find the principal rea- sons he yave for the transfer “ere as follows: 1, That it would afford a useful field for the employment of a portion of the large number of young naval officers who are now borne upon the rolls of the Navy, but for whose employment no occupition is offered in the legittmate duties of their corps. 2. That the service of young naval officers up- on the revenue-cutters would-be of dtrect benefit in their profession, and to the country in case of war, giving them a familiarity with the coast and a knowledge or local pilotage that would not otherwise be obtained: 3- That the change would be in the interests of economy, in view of the fact that the Govern- ment is keeping up a “Revenue Navy,’’ consisting of the present Revenue Marine. . Some subsidiary reasons for the proposed transfer are also given iu the report of the honorable Secretary, as— (1.) That the service of the cruising-cutters is Strictly naval, and the duties not distinguishable in kind from those of naval] officers; that the dis- cipline is naval, ‘tas far as naval discipline can be carried on outside of the Navy Department.’’ (2.) That the cruising cutters are armed with great guns and small arms, and that in time of war these vessels “have always been pressed into the naval] service.’’ (3.) That twenty-three of the cutters, ‘“‘which may be classed as yunboats, are good vessels for their class and must always be regarded as a part of the available naval furce.” (4.) Further, that “revenue marine officers would be benefitted by the change, as they would receive, in addition to such advantages as they enjoy under their present status, the benefits of permanent naval commission.”’ 5 ‘The reasons named are not without weight, and if sustained by the facts. and sufficient considerations do not exist why the funda- mental practice of the Government and legal status of nearly a hundred years should re- main undisturbed, would deserve the serious consideration of Congress. ‘ The transfer would necessitate a much ore laborious task on the part of the Navy Department than the honorable Secretary thinks for. A service of so long standing as the revenue-cutter service, is not so easily overthrown and again taken up. For almost a hundred years has the service been estab- lished and to make so serious a change at this late day would certainly prove disas- trous. ‘The plan ot the Service as originally de- vised has never been materially changed, but the service has been augmented from time to time with the growth of the country in territory and population, and its duties have been increased in scope and number gf sly)... wel en 7 ak with the natural development with the com- mercial and maritime interests, whose pro- tection was the object of its origin. It has been made by law a part of the available naval force of the Government in time of war, (act of March 2, 1799,) and sev- eral acts have been passed to add to its efti- ciency. ‘The discipline and management of the service have also been much improved in recent years, Under the existing organization, the col- lectors of customs, who are charged with the immediate work of collecting the reve- nue, have general charge of the cutters, and direct them in the performance of any duty involving the protection of the revenue. ‘This service embraces not only the protec- tion of the revenue derived from imposts on imported goods, but that derivable from all other sources upon the waters, It has also been extended to include the protection of national timber reserves against depreda- tions, and our mercantile shipping against the perils of the sea, While the collectors of customs have su- pervision of the individual cutters, as de- scribed, the Secretary of the Treasury is charged with the immediate control and management of the service as well as the stationing of the vessels and officers. The present arrangement exists without confu- sion or discord and with great public advan- tage, the cutters fulfilling with entire satis- faction the object of their creation. No complaints of their lack of usefullness or aduptability to their duties are received; no allegations of incompetency or general un- fitness. On the contrary the testimony to their efficiency and value is almost univer- sal, both from customs officers and the own- ers and masters of vessels engaged incon- ducting the floating commerce of the coun- try. At onefperiod only of the history of the service have unharmonious relations arisen between the customs officers and those in charge of revenue vessels. ‘his was during the period when officers of the Navy were detailed to command revenue cutters, begin- ning about the year 1821 and ending in 1832, and it wag on account of the complications springing out of this relation that the prac- tice was abandoned in the year last named. It thus appears that the Revenue Marine Service is now, and has been for almosta century, an important and essential part of the customs service; that, as at present or- ganized and conducted, it is harmonious in its relations to the customs service and other interests committed to its care; that it is efficient in the performance of its work and has attained the maximum ot nseful- ness; that it is economical in the cost ot maintenance; thatits vessels are well adapt- ed to the needs of, the service, and in good condition and properly equipped; that its officers are properly qualified for their duties, and perform them satisfactorily. “Congress ought not, under these condi- tions to change the status of this Service without grave and important reasons. Nev- ertheless it is proposed to break up the pres- ent system and make a startling and rapid change in the Service by transferring it as a whole to another Department of the Gov- ernment. . From the facts stated, it could scarcely be hoped that the change would better the Revenue Marine or add to its efficiency in any respect. We can look, then, only to the reasons given by the Secretary of the Navy. It is for the benefit of the Navy that the change is sought; and it is not so much for the benefit of the Navy as a whole, as for the younger officers of the naval corps, that the subject is now pressed upon Con- gress. What is the excuse held out for introduc- ing this confusion into the now harmonious and efficient civil system? What is the mo- tive for introducing the military into the civil offices? What incentive is offered for overturning the practice ot a century and reversing the judgment of the founders of our national policy? What is the argument presented to Congress for legalizing this startling innovation upon the traditional policy of lhe Government? ‘Che reply is found in the assertion of the honorable Sec- retary of the Navy that employment must be had for the surplus Navy officers; either this must be done or a large reduction will be niade, Congress having at its last session inserted the knife into the bud of the mat- ter of reduction to be followed soon by lay- ing the axe at the root of the tree. r eo ee Ere ae ee Is it true that we are asked to build up an aristocracy of naval officers in our country ? These young men having been educated by the nation, at a cost of many hundreds of dollars each, while the ordinary sons of the people were gaining their education with personal toil and 6weat, are the people to be now laid under still turther tribute for the benetit of the tavored naval officers, and even the civil force displaced in order to af- ford them continuous tenure? We are told that the Revenne Marine is not naturally connected with the ‘Treasury De- partment; that it does not naturally belong to the Navy Department; and are left to infer by the Honorable, the Secretary.of the Na- vy, that its transfer would improve its ad- ministration and promote its efficiency. It is true that no defect of management is pointed out, and no particular in which it would be improved by such change. ‘The bald recommendation for the transter comes, too,upon the heels of a dolorous statement of the present deplorable condi- tion of the Navy. Out of only fifty vessels of war, one only of which is of the first rate, but thirty-one are in commission, and all are condemned as unfit to cope with the war ships of other countries. Not one modern high-powered cannon is iacluded in their armament, for the excellent reason that there is not one such in the whole Navy. Of the eight navy-yards, with their immense and costly plant of docks, workshops, dwell- ings, machinery and tools, five at least are re- ported as unnecessasy. ‘The Secretary gives a sample-day of their cost, (November 11,) for which the total pay-roll at ali the yards was $11,319. ‘he enormous disproportion of fifty-nine officers to every vessel in com- miesion is adverted to in the report, coupled with the suggestion of a further reduction in this superfluous list beyond that provided for by Congress this last summer. The Secretary might have gone further, and shown that while other nations, on an expenditure proportionately far below that of our country, have kept abreast with all modern improvements in ships and guns, we have steadily deteriorated in both, until practically the zero-mark has been reached. THE WIGGINS STORM. As we go to press the time draws near when we are to see (?) the like of which the oldest inhabitant never has seen, the great storm that is to sweep the world as predict- ed by Professor Wiggins. He was reported to have withdrawn his prediction, but this he denies and loudly affirms that March 11, will witness the ‘Great Unknown.” —Al- though his predictions of a storm for the 9 of February proved a failure, he still stands by his great March storm, which according to his latest version, is to appear about the 11. That storm, it will be remembered by those who have heard of the prediction, is to be something for the oldest inhabitant to wonder at. But Wiggins confesses that his February storm failed to appear on time on account of an error in the calculation— “though my only mistake,’’—he says, he does not admit that he was entirely wrong, and in the way of explanation he is devel- oping a reputation as a claimant which will doubtless stand by him as long as will his reputation as a prophet. In a letter dated February [4, to the Cincinnati Commercial Gazette, he refers, with an apparent air of confidence, to his former predictions that “February would be warm and March cold.” Confident that’ March will satisfactorily complete this programme for him, he then refers to the fact that: “I foretold that the floods of Europe would be transferred to America in February.”’ And pointing to Cinzinnati: ‘Your city ts a standing proof of the truth of my predistion.” Cincinnati can’t go back on that. There has recently been a revival ot the project of making a seaport of Paris. It is said to be seriously entertained in French engineering circles. If accomplished the channel from Havre to Poissy will be cut down to allow steamers to go up to the lat- oint, which will deepen: the harbor at Poissy, and there will be a series of locks that willconvey the veagela to Paris. ‘The plan is regarded as teasible, and it is esti- mated that the outlay would not exceed fifty millions of dollars. COMPOSITE SHIPS. Cuaicaao, IIl., March 6, 1883, Editor Marine Record: z At the close of my last letter I promised some quotations from the opinions of ex- perts, such as shipbuilders and others whose experience qualities them to judge of the merits of new combinations iu ahip construc- tion, In tormer letters [ have made quota- tions from some of the same gentlemen, but only so far as they related to the particular point under consideration at the moment. All the gentlemen whom I shall take the liberty to mention, are so well Known throughout this entire lake region, witha single exception, that their names alune are suflicient to insure respectful consideration for their views, and I only give their stand- ing for the information of those of your readers living outside the limits of this re- gion. The exception is Benjamin Kelly, Esq., of New Orleans, whose reputation there places him at the head of all the naval constructors in the Guif States. He writes as follows: “After analyzing the principles involved, I feel justified in saying (having had an experience of 25 years in marine architecture) that in my opinion, your sys- tem is far superior to any now practiced; and I am satisfled thatsthe points of superi- ority claimed for It by you can be fully de- monstrated,” Mr. Kirby, of Detrott, to whom I have several times referred all ready, and whose opinions are especially valuable on account of his scientific and practical attainments as an engineer, and constructor of wood, com- posite and iron hulls, writes: ‘‘L have care- fully examined your improved system of composite ship construction, and am of the opinion that a strong and serviceable ship can be built on your plans. Your system of floor in one length across the ship, secures greater transverse strength than is possible by the usual system of wooden ship con- struction, and greater local strength than the usual composite system. Your bilge, topsides and connection with deck frame are superior to any combination of tinber. You get rid of the most objectionable and costly parts of the wooden ship, namely, the bilge futtocks, topsides, cants—forward and aft— and deck frame; the parts most liable to rot. You also get rid of the most costly parts of the composite system, namely, the bottom framing, floors, etc. You would also secure greater capacity for cargo by at least 15 per cent., and possibly more. I think that with experience in the construction 6t a ship on. your plan, the cost would not exceed that of a first-class wooden ship, and possibly might be less. There ought to be no difficulty about the introduction of your system here, as it is particularly suitable for lake vessels.” Mr, Kirby has several times verbally reiter- ated the views and estimates contained in this extract from his letter. The following. is from.a letter by Captain F.N. Jones, the veteran shipbuilder of Buffalo, N. Y., who has probably turned out more vessels, and unexcelled as a class, than any other builder about the Inkes: “I am pleased to see that your long experience in vessels has resulted in perfecting a plan of construction, which, in my opinion, is just the thing. I have for several years been satisfied that it is not economy to use wood for the frames of vessels in the sides and bilges. The wood frames on the sides de- cay very soon, and in the bilges they not only decay, but there is very little strength in the futtocks (toot-hooks) being cut cross- grained as they necessarily must be. ~And then again the thick plank outside edge- bolted, instead of inside, is a great improve- ment for many reasons which I have not space te enumerate. I believe a vessel built after your plan would be better even than one built entirely of iron, with but little cif any) addition in cost to a wooden vessel built in the ordinary way. I hope soon to see vessels built after your plan, believing it will come into general use after being once tried.” : E. M. Peck, Esq., formerly a shipbuilder at Cleveland, noted for his beautiful models, and often called the “George Steers of the West,” writes: “From what examination of your model and plans for a composite ship, with entire wooden bottom, [ have made, I see no mechanical objection to their adoption in the construction of a steam or sail vessel. ‘I'he sides can be planked with wood or plated with iron. You would get a stronger and more durable vessel, anda