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A ‘ Ghe Marine Record. Journal devoted to Commerce Navigation and Science, Published Weekly 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 miinion measurement. Articles, letters and queries on all subjects are soli- cited. ; x@r-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. HE MARINE RECORD has an Agent in every port on the Lakes and Rivers, avd will consequently circu- ate more or less in all of them. Asa medium for advertising it has no superior, as it circulates among a lass of people that can be reached in no other way.. es THE SOUTHERN METROPOLIS. Eads jetties have played no small. part in the way of benefiting New Orleans and since their completion the foreign commerce of New Orleans is assuming great propor- tions, aggregating in 1882, a value of $83, 092,022; asum which entitles that city to rank fourth among the ports of the United States, being exceeded only by New York, Boston, and San Francisco. During the quarter ending March 31, 1883, the exports of domestic merchandise from New Orleans amounted to over $33,200,181 against $24, 947,111 for the corresponding three months of last year. These figures speak volumes for the growing importance of the trade of the Mississippi Valley, tor which New Orleans is the natura} seaport. ‘The follow- ing extract from the annual circular of Messrs. Ross, Keen & Company of New Orleans, dated January 1, 1883, indicates that the prospect for the future is full of promise for the Crescent City. “We look back ten years and we see but a disorganized mass of sail tonnage, each vessel seeking the interests of her iudividual owners, hardly a line of steamers visiting the port. The transition fs startling. ‘To- day, the fleet of steamers at our wharves numbers almost as many as that in the port of New York; shippers can count on steady communication by steam the year round with the New York, Liverpool, Havre, Bre- man, and Mediterranean ports, while. the Mexican and West Indian ports are rapidly being brought under the influence of regular communication. While much has been done, there is still more to do betore we bring our external commerce into the or- nized shape which exists in New York; if, however the same rate of progress is kept up for another five years, New Orleans will not have much to complain of. We have at present for Liverpool, the Harrison, West: Indian, Serra, Glynn, and Olano lines; for Havre, the French Com- mercial and ‘Transatlantique lines; for Bre- men,the North German Lloyds; for Ber- celona and Genoa, the Catalonian line; for New York, the Morgan and Cromwell lines; Havana, the Morgan: for Mexican porte, the Morgan and Alexander lines; for Honduras ports, the Machecha and Oteri lines; for Jamaica, the Oteri and Clarke lines; and tor Aspinwall, the Clarke line. These lines are supplemented by outside tonnage (pur- ticularly roving steamers) whenever a de- mand springs up, and for cargoes to outside ports there is still a large flect of sail tonnage in the trade; but steam has obtained the Jead, and will no doubt, continue to gain on _sail tonnage.” ‘Ihe grain trade via New Orleans is one which most ‘well-informed men consider, will show great growth dur- ing the next few years. ‘ake it all together, there is more reason to believe that, ten yeara from now, our shipments of grain will exceed those of New York at the pre- sent time, than there was believing ten years ago that we should ever-handle fifteen million bushels in one year.” Every city and town in the Mississippi Valley has a direct interest in the prosperity of New Orleans, and the establishment of additional lines of steamers from thence to toreign ports. With the Mississippi river improved as it must be and will be; and the progressive development of the vast natural resources of the West and South, New Or- leans will become the Liverpool of the United States. PERILS OF 'THE SEA. CLEVELAND, May 1, 1883. Editor Marine Record: Many of our oldest citizens, vessel owners and seafaring men will remember Captain Jeptha G. Nickerson, or as he was often called, Codfish Nickerson, brother of Cap- tnin D. P. Nickerson, of Cleveland, (being an old whaling captain) and for so many years in command of early steamers and sail vessels on the lakes, the old ship Super- ior being among them-—-will no doubt read the following account of the wreck of the brig Black Hawk at sea, in October 1883, with much interest an@ kind remembrance of a good man and a thorough seaman. Little do landsmen realize what sailors suffer, There is a fearful meaning in the phrase of the apostle, “Perils of the sea,” which is hardly understood by those who ure secure from the tempest in their own quiet habitation. {t may truly be said of seamen. in the words of the Psalmist, “These see the works of the Lord and His wonders in the deep. For He commandeth and rais- eth the stormy wind, which lifteth up the waves thereof. ‘'hey mount up to heaven, they go down again to the depth; their soul ig melted because of trouble. They reel to and fro, and stagger like a drunken man, and are at their wits’ end.” A case of retent occurrence illustrates these remarks, and shows us how much we ought to sywpathize with those “who jeop- ardize their lives’? on the mighty deep. ‘The American brig Black Hawk, of New Bed- ford, Captain J. G. Nickerson, master, sailed from New York on the 22d of September last, bound for Marseilles with a load of coffee. Tne early part of the voyage was | somewhat boisterous, but no serious acci- dent:oceurred. On the 27th of October the brig passed the Straits of Gibraltar in a heavy gale and thick weather. ‘The gale increased for several Gays from the north, the bulwarks were broken with the violence of the sea, the caboose house was stove in, and the vessel sprung aleak. Great danger was now apparent. Day after day the gule increased, the sails were split in pieces, the4 rigging and spars were successively carrie | off and the hope of lite to the aftrighted crew diminished every hour. The storm contin- ued to increase. It swept over the sea with unexampled fury. The waves rose mount- ain high, threatening destruction to every- thing berne upon them. ‘Toward evening, on the 8th of November, it blew.a perfect hurricane. A dismal night indeed was before the crew, and almost every rag of hope for their lives was now taken away. ‘The heavens were covered with blackness and the mariners, lashed to various parts of the wreck, awaited their fate. Butthe good hand of the Lord pre- served themto bebold the light of another day, though the sea had not ceased its rag- ing. Atsix o’clock in the morning the’ ves- sel was thrown upon her beam ends, and having soon righted, was again thrown down, and thus tossed about, sometimes car- ried up to the utmost pinnacle of the mount- ain wave then almost engulfed in the foam- ing-caverne until by 4 o'clock p. m. every spar was cleared from. the deck, with the exception of the mainmast. Still no life was lost, nor limb injured, and as the wind be- came a little less dreadful, about fifty fath- oms of a hawser, was veered out for the pur- pose, if possible, of keeping the brig ahead to the wind. But the hawser soon parted and the vessel was driven by the fury of the storm. ‘he crew still lashed on deck, con- tinued in this perilons situation for thirty- six hours, calling on God for help, without food, drenched by almost every wave, often taking their leave of each other, and mo- mentarily expecting to be swallowed up in the roaring abyss. But He who holds the winds in his fist and measures the waters in the hollow of His hand, was pleased to spare them, and in His providence, on the morn- ing of November 12th, 1833, a French steam vessel came to their relief, snd the brig was towed into Port Mahon, the life and health of -every man being spared. ‘‘O that men would therefore praise the Lord for His goodness, and for His wonderful works to the children of men.” It was a fortunate circumstance for Cap- tain Nickarson and crew, of the Black Hawk, that when they were towed into Port Ma- hon, in such a distressed and shattered con- ‘dition, that'they should find a countryman ready and ableto help them. Tho United States ship Delaware happened to be then at Mahon, and from Captain Ballard, the com- mander, and his officers and crew, Captain Nickerson and his crew received every pos- sible attention, kindness and aid. ‘The fol- lowing coirespondence which passed at the time will best. exhibit the feeling of both parties. Brig Birack Hawk, Port Manon, Dec. 25, 1833. Sir—-Permit me to tender my grateful ac- knowledgemonts for the kind attentions and important services rendered to me by your- self and officers in the distressed condition in which I entered this port. ‘These truly praiseworthy and benevolent actions, I assure you, Sir, shall be represented to the owners and underwriters of the Black Hawk, in terms unequalled but by the spirit that dictated them, and the energy that marked their progress; and they will be cherished by myself with feelings of proud satisfaction and enduring gratitude. Be pleased to accept and believe me, with high sentiments of esteem, Your obedient and obliged servant,. J. G. NICKERSON. To Henry G. Ballard, Esq., Commanding U. S. ship Delaware. To which Captain Ballard returned the following answer: U.S. SHip DELAWARE, Port Mauon, Dee. 27, 1833. Sir—I had the pleasure this morning of receiving your communication on the sub- ject of the assistance rendered to the Black Hawk by the officers and crew under my command. When a duty becomes a pleas- ure it places no one under obligations. It is our duty to succor our countrymen in dis- tress whenever we find them pursuing a lawful course of trade. If on this occasion our manner has been such as to call for the grateful sentiments you have conveyed to me, then are we fully compensated by the flattering language in which you have ex- pressed your appreciation of it. Wishing you a pleasant and prosperous voyage, I re- main Your obedient servant, : Henry E. BaLiarp. To Captain Nickerson, Commanding American brig Black Hawk. ACARD. - “Captaln Nickerson, of the brig Black Hawk, with his officers and: crew, would publicly acknowledge, with much gratitude, the favors they rezeived trom Captain Bal- lard of the United States ship Delaware and from his officers and crew, when in a most shattered condition they were towed into Port Mahon in November last. New York, May 22, 1834. 'THE SAILORS’ BOARDING HOUSE. Editor Mariae Record. As Solomon said of some things in his day, so Ican say of certain practices now. “There is an evil which I have seen under the sun, and itis common among men.” I. refer to the abominable arts which are used by un- principled landlords to decoy sailors into their possession, that they may enrich them- selves by their spoils. I shall simply state facts which I know from personal experi- ence and observation, for I have seen these things with my own eyes, and in former days have been a wicked participator in them. I was once attached to a ship which sniled from New York to asouthern port in order to load for Europe. Our captain was a pious man, andin all things conducted himself like a father to his crew. Before we landed he told the men he would discharge them honorably if they wished it, or raise the wages of all who would remain by the ship, and all hands agreed to remain. But as goon as we came into the harbor several sailor landlords came off in their boats and distributed very freely among the crewa quantity of rum. Every man became in- toxicated to some degree, and the conse- quence was that we all left the ship that night. 1 went with one of the landlords who, finding me an expert in wickedness, engaged me as a barekeeper and sallor-thief, giving mea premium of one dollar for every sailor that I would decoy from his vessel and bring into his house. ‘lhe course we pursued was substantially as follows: As soon as a vessel came into the harbor, I would take a companion or two with me, and at evening would skulk on board well armed with Satan’s known weapons, rum and to- bacco, which we would distribute with all liberality, making inquiries. about their offi- cers and giving the men to understand that we thought they were ill-used and could doubtless better themselves in that port. We would then invite them to return our visit and call at our house the next evening, and either go with usto the theatres or to find some abandoned females. Warmed as they would be with liquor, these induce- ments held out to them with the semblance of so much friendship, could scarcely fail of bringing them on shore, and if needful we would go after them a second time. When they came to the house we gave them as much rum as they would drink, keeping them carousing till late at night, and then it would be no difficult matter to persuade them todesert their ship. Their clothes would then be got out of the ship either by slipping a boat under the bows in the night and dropping the things in, or bringing them away trom time to time in bundles. The sailor would then run from the ship, and we would secrete him. He would not show his head out in the day time, while the landlord would look out a place to ship him. Some vessel ready for sea would be found, perhaps lying in the stream and waiting for acrew. Runaways enough to make up the crew would be found and shipped ; the land- lord, as is customary, would become respon- sible, and would receive the month’s ad- vance, perhaps,from $12 to $20 each. They be carried aboard probably half drunk, and when they could not be got off without, the landlord would furnish a few cheap articles of clothing, make a mock settlemeut with the sailor, if any at all, and the vessel would de- part, and not unfrequently the sailor would know nothing of the captain, or the ship, or the voyage until he inquired after he be- came sobered at sea. I received a dollar for each man which was my part; the landlord boarded them, if as much rum as they could drink and what little food they ate for two or three days, could be called board, and for’ this received their advance wages, and shipped him off .to some other port to be- come the prey of some other wretch like himeelf. S.ould the sailor be caught in his desertion he will be thrown into prison, where his pretended kind triend, the land- lord, will not help him out, but he must stay till the vessel sails, when he will be taken out and carried to sea. I speak of these things, Mr. Editor, because I know them to be facts, for I confess with shame that I have been heretofore engaged in this wicked con- duct. But if merchants and shipmasters ‘will only agree not to pay advance wages and absolutely stick to the old maxim of pay- ing when the work isdone, there will be lit- tle temptation for landlords to persuade sailors to run away, nor yet for sailors to leave good employment on uncertainty. Yours, ete., A Happy Sartor, LAUNCHING A SHIP. Not one-half the people who witness the launching of a vessel can tell how it is done. They hear a great sound of pounding and driving of wedges for half an hour or so, then a great shout is raised, and the ship starts, slowly at first, but gradually increas- ing her speed, slides with a steady, stately motion from off the pile of timber and blocks where she has been standing for months; and where but a moment before the hugh creature towered aloft nothing remains but a debris of timber and planks, while outon the water floats one ot the most gracful works of men. When the ship is about ready to launch her immense weight rests principally upon blocks some eight or ten inches square on ends, and perhaps some fitteen or eighteen inches in length. ‘These blocks are placed directly under the keel, and in order to launch the vessel it is necessary to transfer the weight of the vessel to the way—two long lines of heavy timber reaching about two-thirds the length of the vessel on either side, and about midway the bilge or bottom, ‘These ways are simply two lengths of timber