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« Total value of property in HE LIFE SAVING SERVICE, The following is an abstract of the re- port of the General Superintendent of the life saving service: The establishment embraced at the close of the last fiscal year 104 stations, 149 being on the Atlantic, 37 on the lakes, 7 on the Pacitiv’ and J at the Falls of the Ohio, Louisville? Ky. The number of disasters to documented vessels within the field of station operations during the year was 300, ‘There were 3,792 persons on board these vessels, of whom 3,777 were saved and only 15 lost, The nam- ber of the shipwrecked who received succor at the stations was 651, and to these 1,879 days’ relief in the aggregate were afforded. The estimated value of the vesse!s iuvolved in these disasters was $5,100,925, and that of their cargoes $2,075,615, making the total value of property imperiled, $7,176,540, Of this amount $5,611,800 was saved, and $1,- 564,740 lost. ‘The number of vessels totally lost was 68. In addition to the toregoing there liave been 116 disasters to smaller craft, as sailboats, rowboats, ete., ou Which were 244 persons, 240 of whom were saved and 4 lost. ‘The property involved in the latter disasters was $66,180, of which $59,900 was saved and $6,280 lost. The results of all the disasters Within the scope of the service aggregate, theretore, ag follows: Total number of disast vived, ‘Total vatue of property saved ‘Total ,value of property lost ‘Total number of perso! Total number of pe) : ‘Total number of persons lost. ‘Total number of shipwrecked succored at stations ‘Yotal number of days’ succor afforded. In addition to those saved from vessels, there were 22 persons rescued who had fallen from wharves, piers, ete., and who would have perished without the help of the life saving vrews. , Investigations held in each case established that the 19 persons lost were entirely be- yond the reach of haman aid. Of this num- ber, 9 were Crowned by the sudden capsiz- ing of vessels at some distance from Tand, before assistance could reach them; 7 were lost in endeavoring to get ashore by their own efforts, While the lite saving crews were hurrying to the rescue; one perished from being thrown overboard by the shock of a collision; one was washed overboard from a stranded vessel, and one died as soon as landed, owing to previous exposure ona wreck. ‘The report. gives full and specific necount of all of those person The number of disasters during the year exceed by seventy-one the number ot d asters of the year preceding, which was considerably larger than that of any previous year in the history of ihe service. ‘The amount of property involved v $2,476,493 greater than in the preceding year, but the amount lost was $88,750 less than that of the preceding year, while the amount saved was $2,565,243 more. ‘The uwumber of lives lost was seven. more than in the preceding year, but in proportion to the number of persons on board the vessels: suffering dis- aster it is considerably less, the ratio ot re- duction being 6 per cent. ‘The assistance rendered during the year in saving vessels and cargoes has been much larger than in any previous year, 337 vessels having been worked oft when stran+led, re- piired when damaged, piloted out of danger- our places, or similarly assisted by the station crews. ‘here were besides 125 instances (thirty-nine more than in the preceding year) where vessels running irto danger of stranding were warned oft by the night s of the patrols, most of them thus be- ved from partial or total destruction. The following geveral summary is given of the statistics of the operation of the pres- ent system in 1871 to the close of the fiscal year. It will be observed that the loss of lite as stated includes the number of those who perished at the wrecks of the Huron and Metropolis, which, in strict: justice, are not chargeable to the service: Number of disasters Value of property involved. Value of property saved Value of property lost Number of perso: nvolved, Number of persons saved Number of persons lost Number of shipwrecked pe stations, Number of ds 24,737,052 12,734,382 18,760 8 Since the Jast report seven additional stations have been completed, one at Hunni- well’s Beach, Me.; one at Muskeget Island, nnd one at Coskata, Nantucket, Matss.: oae at Brigantine Beach, N.J.; one at New Lnlet, one at Cape Hatteras, and one at’ Ocracoke, eoast of North Carolina, Four other stations are in process of construction and approach ing completion, one at Lewes, Del. one at North Beach, Md.; one at Wallop’s Beach, and one at Parramore’s Beach Va. ‘Ther have been nine sites selected for new tions, which it is proposed to construct next year, provided titles, which have been promised, are obtained and sufficient ap- propriation shall be made by Congress, namely: One at Brenton’s Point, R. 1.5 one at Grand Marias, Lake Superior; one at Frankfort, one at Pentwater, one at the mouth of White river, one at) Holland, and one at South Tlaven, Mieh.; one at Michigan City, Ind., and one at Sturgeon Bay Canal, Wisconsin, Sites are also now being selected for the remaining stations authorized by Congress. During the year the service had an exhibit, THE MARINE RECORD. {upon invitation, of its boats and apparatus at the International Fisheries Exposition in London, (life saving operations having a col- lateral relation thereto) and was awarded.a gold medal. : The general superintendent attributes much of the high efficiency of the service to its utter exemption from political in- fluences, and states that the statute enacted in 1882, declaring it non-political, has made it an easier task for him to conduct life saving affairs with sole reference to the pub- lic goou. LIGHTED BUOYS. It is stated that the Canadian Minister of Marine is considering the subject of having buoys in the St. Lawrence river illuminated at night by gas in order to facilitate naviga- tlon after sunset, [t is to be hoped that the minister will make a favorable decision in this matter. The advantages from lighted buovs are so many, the drawbacks so few, that it seems only reasonable to expect that they will be largely used in the tuture. ‘This matter of lighted buoys is no longer a prob- lematieal point. It has now been proved beyond question that such buoys can be made and their light maintained for any de- sired period at comparatively litle exper Both abread and on our own coasts trials with these buoys have been successful and in every case, so far as we can learn, navi- gators aud others who depend upon similar beacons have declared that the lighted buoys are material aids to the safe navigation of coasts. Every buoy on our coast, every buoy that marks outa channel in our harbors is the strongest argument in favor of lighted buoys. Nun and spar buoys are excellent guiding points in the day time. They mark out the way so that to the navigator the channel is as plain before him as is the well paved street to the pedestrian. At sunset, however, these points disappear and beyond lighthouses, which throw out their warning rays, the shipmaster is uncertain as to the track, and in-many instances when near har- bors must perforce lay to, or proceed very slowly until daybreak, Lighthouses, do not, therefore, xccomplish all that is wanted and more guiding points are needed at night. Whenever a heavy fog hides the buoys in the daytime, fog bells clang and sirens send out their hoarse notes, so that the buoy ser- vice is supplemented by the tog signals. When night instead of fog conceals these buoys, why should not their positions be in- dicated by a light? Whatever argument is put forward in favor of Hghthonses and fog signals must apply with equal foree in favor of lighted buoys. ‘They are not only an ad- ditional safeguard to navigators, but they facilitate the movement of vessels at night with. what cconomy of time is patent to every ship owner. ‘The advantages of hav- ing well lighted streets are obvious to every man. And the advantages of having the ship channels of our principal harbors well marked out at night by lighted buoys must be equally obvious. We have long advocat- ed the introduetion of these buoys on our coasts as being in the interests of commerce, and now that it has been demonstrated that such buoys ean be made and worked success- fully, there is no reason why they should not be used. It is to be hoped that Congress will take hold of this matter at its next ses- sion, and make such liberal appropriations that the Lighthouse Board will be able, at the opening of next season, to plaee many lighted buoys at such points on our coast as it may deem best.—.Varitime Register. THE LOSS OF THE LOWA., Objection is taken by the crew of the wrecked barge Iowa to certain statements which are going the rounds of the press. The following statements by the Captain and signed by all of them, has been for- warded for publication to the Toronto Mail: “sourHamMpron, Noy. 23.--The lowa, owned at Butfalo, cleared from Alpena on Thursday, the 15th inst., in tow of the Oregon, with a cargo of lumber shipped by Comstock and consigned to EK. B. Holmes, of Buffalo. All) went well ulldp. m. When ten miles above Point aux Barques the line parted. I-then tried to work down the lake. When the line parted it was blow- ing and snowing so hard I could see the Oregon only at times, and if the Oregon had looked for us the next day I think she would have found us. We had the eabin buttoned up, but the sea was breaking clean over, and about 7 or 8 p.m. the cabin was washed away, carrying my wife and two children with it, ‘The v Twas now covered with ice, so as to become utterly unmanageable. | We remained in that condition till Sunday morning, when we were taken off by the John McKay. He took us to Stokes Bay, where everything possible was done to make us comfortable. When leaving | told Me- | Kay to try to save the vessel, Upon ar- riving at Stokes Bay, it’ was found that all {of us were more or Jess frost-bitten, the pain of which was lessened by the tug Phanix arriving and taking us to-day to Southamp- ton, Where we are now at Busby’s Ilotel, where everything care and medical assistance can do for us is being done.”’ This is signed by J. Taylor, captain; Chas, Taylor, mate; John Burke, John Callaghan, Peter MeGlenn, John Rallfird, sailors, The witnesses are Captain James Johnson, Ed- ward 8. Busby. The Towa had 362,000 teet of lumber ties, went down in eight: feet of water, and will prove a total loss, None of the erew will lose limbs, HOW FREIGHTS HAVE RULED, “The season has promise of being a very successtul ove,” was the general verdict on lake and canal business about the middle of summer. Freights were high and everything was fairly boomiug. A men who owned a good lake grain carrier, or its equivalent in boats, began tor the first time in years to be thought u lucky fellow. But the season ad- vanced and the boom slowly collapsed. A complete failure of the foreign demand for grain set freights into a decline. Down they went, inch by inch, until canal boatmen were making little above expenses, and the lake craft was depending on up treights for profit. The good figures realized on coal did much to maintain good feeling. Ore, also, was doing something; lumber very little. Had the export demand kept up at one tine, there would have been but one limit to the earnings of lake and canal craft—railroad competition, The terrible storm that has swept the lakee, until it has crippled the tonnage ina way scarcely known before, makes it almost im- possible to say what the lakes have done for the general prosperity of the country during the past season. If a vessel owner has escaped the storms, it is fair to say that he is a good deal more in pocket than when the season opened. It he has bought his vessel] late in the season, on the strength of the general good feeling that then prevailed, only to see her now lying high and dry on a lee shore, tne cage is quite different. In all this the shipbuilder doubtless sees a Provi- dence, and longs for good: freights next spring to fill his yards with the ribs of new vessels about to try the depths. Where is the Marine Commission to take evidence as to the cause of a vessel outriding a storm or going down before it? Mere in- dividual opinfon, Rashes up by error or formed on faulty lines, will doubtless build marine coflins next year; but itis safe to say that fewer vessels of that class will come out than ever before. ‘'he amount of sail craft that has gone to pieces where steamers have escaped 18 another verdict in the same direction as the general tendency. The question will not be why certain sailing ves- sels went down; it will be in regard to the conduct of the steamers; why one went to the wall when another rode through safely, There has for along time ‘been serious complaint among the owners of stanch steam vessels that the insurance companies are doing great harm by their careless rating of vessels: or rather, that they form their estimates from improper sources. ‘They say a new steamer is A 1, and an old one down in B, whether the A 1 is actually seaworthy or not, and however wuch or little the other hag softened by age. ‘There are vessels, they say, that are practically unmanageable on account of faulty steerivg gear or awkward build; there are others sound as a nut after years of service. The companies, it is claimed, do not pay enough attention to these facts and the result is there are any number ot unseaworthy craft afloat ready to go to pieces when the storms come. This throws much unnecessary cost on the bettér classes of vessels, for they are practically obliged to pay for the vessel lost in unfair rates of in- surance.— Buffalo Ex. THE LOSS OF THE ECLIPSE. The following is the statement of John Drew, the only known survivor of the steamer Eclipse: Captain Bury left Al- goma Mills November 15th for Port Sarni«, with the barge Etta in tow; ran into Rattle- snake harbor, Manitoulin Island, and left there Wednesday, November 21st, intending to make Southampton. Captain Bush of the barge Etta, left me alone on the barge and went on board the Eclipse. ‘The weath- er was fine, and L was up until we passed Cove Island light, abont 10 o’clock in the evening; then I turned in and slept until about 4 a.m. [dressed and went on deck, could see nothing of the Eclips, and realized that 1 was cast adrift and alone on Lake Ifu- ron and a fearful gale raging. After a while I heard the steamer’s whistle several times, and then saw nor heard no more of sthem. At daylight L saw Jand about a mile distant, and about 4 p. m., the barge went ashore on the beach at Little Pike Bay, and 1 jumped ashore and started for Wiarton, sixteen miles distant. I do not know the’ names of the crew. ‘There were seven men on the Eclipse. Some fishermen were out ina boat at Pine ‘Tree Harbor, and saw three bodies floating near the shore with — life-preservers on, marked “Steamer Helipse,’? and what ap- peared to be the upper works of a steamer. One of the bodies had a watch and £22 2 another a watch and and another $8 By papers found th identify one Cap- tain Bush, of the barge Etta, and J. Moore, engineer of the Kelipse. a —= IHISTORICAL. It is claimed that there are 3,064 Jan- guages in the world, and 1,000 different forms of religion, The Christhans are divid- edas follows: Church of Rome, 170,000,000 ; Protestents, 90,000,000; Greek and East Church, 60,000,000, and of this vast number two-thirds are afflicted with itching piles or eruptions of the skin in one form or another, nes ointment banishes all humors ina id persons of every religion are be- ginning to know it. Druggists keep it. a eto a al ep The Scoteh and English Parliaments were united in 1707. Vesselmen sulOULD HAVE OUR MARINE LAW BOOK, Containing all points of MARINE LAW as de- termined by the United States Courts - —ON —— Seamen, Owners, Freights, Charters, Towage, Registry, Collisions, Enrollments; General Average, Common Carriers, Duties of Seamen, Masters & Owners, Bill of Lading, Wages, &c. The volumn is naadéoniely bound in stiff?! Board covers, and tine Enclish cloth binding. Books of this kind generally cost $4.00, but we will send it' to an address, postage paid for $1,00, or with the MARINE RECORD for one year, both for only $3.00. Address MARINE RécoRD. Cleveland +. FOR SALE, AT THE GLOBE IRON WORKS, SECOND HAND TUBULAR BOILE R, 44 inches di- ameter, 43 tubes 3 inches diumeter and 12 feet long, steam drum 30 inches diameter, 40 inches high; front grates, filtings and breechings; good order, SECOND HAND MARINE BOILER, in good order. Shell, 7-16 inch iron plate; diameter, 9 feet 6 inches; length, 48 feet; 129 tubes 4 inches in diameter, 11 feet inches long, three flues 18 iuches diameter; two flues 14 inches diameter, two flues 10 1-2 inches diameter; fire box, 6 feet long, 4 feet high; steam chimney, 7 feet high, SECOND HAND MARINE BOILER four feet wide, 6 1-2 feet long, 5 feet high, sixty-four 2 1-2 inch tubes 60 inches long, cst iron breechng, good as new. SECOND HAND MARINE ENGINE; double direct- acting 8x8 inch cylinder, shaft and wheel for yacht or tug; good as new. 'N. C. PETERSON, Boat Builder, PLEASURE BOATS AND SAILING AND STEAM YACHTS, YAWL BOATS, SPOON OARS, STEERING WHEELS, ETC. 385 Atwater st., Near Riopelle, DETROIT, MICH. FOR SALE, STEAMBARGE MILWAUKEE. Her length is 135 fect, beam 26 feet, and hold. 10 feet 10inches. Boiler 17 feet long, 7 feet diameter; three flues, two 16inch and one 17-inch. Engine 22x42, Carries 240,000 feet of lumber. Speed, 11 miles light, and 9 1-2 loaded. Insurance valuation, $15,300. ‘Ad: dress MARINE RECORD Office, No.2 South Water street, Cleveland, O. DISEASE CURED Without Medicine. A Valuable Discovery for supplying Magnetism to the Hun man System. Electricity and Magnetism utilized as never before for Healing the Sick. 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