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THE MARINE RECORD. PORT HURON, The ive bridge at the foot of Lake Huron gave way at 9 o’clock on the,18th and filled St. Clair river up with solid ice from six to thirty feet deep. All trains going east and west were delayed. The car ferries have been unable to cross, Pussengers crossed on the ice on foot, and took their trains laid up on this side. All baggage and freight is delayed. At 8 o’clock the ice breaker Mer- rick succeeded in getting within ten feet of her laying-up place on the the Canada side. A prominent railroad man said that this de- lay of the Giand ‘Trunk will cause the con- struction of a double track tunnel acrogs the St. Clair inside ot five years. OSWEGO. The river and harbor was nearly clear of ice last Saturday, « remarkable thing at this season ot the year. ; KINGSTON. Mr. C. E. Michaud, Civil Engineer, of Yamaska, through his attorneys, Messrs} Doutre & Uo., has taken an: action for $25,- 000 damages against the Richelieu & Ontario Navigation Company, on account of the death of his son, who, it will be remembered, was drowned last summer at Yamaska, together with the two sons of Chief of Police Paradis, Montreal. The action is based upon the alleged gross negligence or-ignorance of the company’s officers. The keeper of Simcoe Light, Nine Mile Point, says that the night on which the]. Eureka was lost, was the very worst he witnessed in thirty years. 3 CHEBOYGAN. The Algomab, after fighting heavy, rough ice in the Straits for twenty-two days, reached Mackinaw City on the 19th and it is thought she will have no trouble in keeping the channel open hereafter to St. Ignace. FORT GRATIOT. The ice running in the river last week made some lively work for the little ferry, Geo. Stauber, plying between this place and the Point. D.C. Curtis laid up his scow, the 8. E. Curtis, for the senson last week. MILWAUKEE, The well known firm of Kirtland & Tuttle, vessel and insurance agents, has been digolved by mutual consent, Char.‘E. Kirt- land retiring, and the business will hereafter be carried on under the firm name of John W. Tuttle, Captain Kirtland will hereafter attend to his wrecking business. Captain Stewart recently sold one-half of the schooner W. H. Chapman to Anton Stollenwerk for $800. THE PROVIDENCE PATEN'T STEAM WINDLASS. The American Ship Windlass Company, of Providence, R.I., has gained great and well merited praise from vessel men, who have used the various styles of windlasses and capstans manufactured by it, and which compriee the following: The Provi- dence patent steam capstan windlass, Provi- dence patent steam capstan windlass, new style, the Providence patent capstan wind- lase, the Providence patent power capstan, the Providence patent pump brake windlass, and the Providence patent crank capstan. Their steam capstan windlass has been pro nounced the best of its class of labor-saving machinery in the world, and has been adopt- ed by the following ocean steamship compa- nies and vessel owners: Malory Line, Bra- zil Line, Pacific Mail Line, Providence Line, Ward’s Line, Russian Navy, Ocean Naviga- tion Company, Oregon Steamship Company: Pacific Coast Line, Oceanic Steamship Co., Central Pacific Railroad Company, Morgan Line, Commercial Line, Old Colony Steam- boat Company, Clyde Line, Alexandria Line, Boston and Baltimore Line, Old Dominion Line, New Brazil Line, N. Y. & Charleston S. 8S. Co., Norwich & New York Line, Win- sor Line, International Steamship Co., San- ford Steamship Co., Boston & Gloucester Steamboat Co., L. @. Burnham, Boston; U. S. Coast Survey steamer, U. S. Lighthouse steamer, U. S. iron clads; W. F. Belden, G, A. Osgood, C. J. Osborn, J. Gordon Ben- nett, Jay Gould, N. Y., and M. Leon Say, Paris, the Southern Improvement Co., and the Metropolitan Steamship Co. The Providence steam windlass has also been in use on the following vessels on the lakes for some time, and the testimony of some of the owners prove rheir efficiency and economy beyond a doubt: ‘The Tron Duke, built by the Detroit Drydock Co.; the ‘Tacoma, built by Thor, Quayle’s Sons, Cleve- land, O.; Wallula, by the same firm; the Onoko, built by the Globe lron Works, Cleve- land, O.; the H. J. Jewett, built by the Un- ion Drydock, Co,, Buffalo, N. Y., and the George T. Hope, built by Jas. Davidson, West Bay City, Mich. The American Ship Building Co. is al- so using one of these steam windlasses for hoisting in connection with their 100-ton shears. We take pleasure in giving the following opinions and statements of practical men cellent results, and I do not remember an instance of complaint from our captains about them.” Mr. Herman Winter, inspector of British Lloyds and the marine superintendent of the Morgan line of steamers, who (lesigned and superintended the construction or the Chal- mette, one of our largest freighting steam- ers in the New Orleans trade, in speaking of the American Ship Windlass Company’s steam windlass on that ship, said: “It works like a charm, has no equal or superior among labor-saving appliancee. All they do is to open a little valve, give it the steam and it is at work doing its duty with reliable prompt- who have used the American Ship Windlass ; tude.” Diliipeetitaans--gsa,ao5sepenal ZN ISSN ZZ EN ZZ NAY AINOWNNWNAA 0/0711 SERS 1 THE PROVIDENCE PATENT STEAM CAPSTAN. Company’s steam windlasses and capstans, manufactured by them at Providence, R. I. Captain Peter E. Lefevre, the marine su- perintendent of the Ocean Steamship Co., Savannah Line, one of the best and most re- liable authorities in this country in all mat- tera pertaining to all classes of vessels and their equipments as well as construction, said, ‘I consider the Providence steam wind- lags the best in the world that I know of. We have them in all our present fleet of steamers, and will put one in the City of Augusta. They do their work with great celerity, efficiency and _ rellability, and are always in working order. As for the steam capstans made by this company, they are invaluable for warping into .dock and for general use. The steam capstan takes up but little room, and can be worked effectually where men could not exert their force with bars or cranks on decks covered with ice and snow.” 2 Captain Nickerson, of the steamer City of Columbus, said: ‘We use our steam wind- lass quite often, as we are frequently com- pelled to anchor off ‘Tybee bar to wait for the tide before going into the Savannah river. I usually give her forty-five fathoms of chain, lying comfortably and easy at a long scope. When we are ready to get under way it is no trouble to get our anchor with our steam windlass. Nothing of its kind is made that I know of that approaches it in reliability. It is simple to handle, never gets out of or- der, and the only bother I ever had with it is, sometimes my mates wanted to run it too fast. I have waited until steamers which were near ine had hove short with their old- fashioned windlasses, before I started to get my anchor and forty-five fathoms of chain, and before they had their anchor at the cat- head I had all my chain in and the anchor in ita place. One officer anda boy got our anchor and chain, Nothing. can excel it; more than this, they are as noiseless as such a machine can be, and in great contrast with the clattering British windlasses.”’ Captain S. P. Griffin, commanding the Colon, of the Pacific Steamship Co., says: “The steam windlass on the City of Pekin, which I commanded when she was new, was made by the American Ship Windlass Com- pany, of Providence, and it always worked to our satisfaction, ever requiring repairs. We want just that style of windlass on this vessel.” John L. Howard, superintendent of the Philadelphia and Reading Rallroad steam | colliers, at Port Richmond Philadelphia, says: ‘In 1874 our company built eight new iron steam colliers, six of 1,283 tons, one of 1,035 tons, and one of 553 tons register. We selected the American Ship Company’s windlasses and since then they have been in constant use in weighing anchors and Lieutenant Z. L. Tanner, U, S. N., now in command of the U. 8. Fish Commieston- er’s steamer “Fish Hawk,” who commanded the Pacific Mail Steamship Company’s steamer, City of Peding, for two years, says: “The steam windlass in use on the P. M. steamship City of Peking gave entire satis- faction. It required no repairs during the two years I was in command of that vessel, and was looked upon as thoroughly reliable. It would heave in from ten to eleven fath- omsof chain per minute at the speed we usually run it. At this speed itran smoothly, requiring no attention except an occasional oiling.” ; S. Howe, captain of steamer D. S. Miller, says: “We like the steam windlass and cap- stan on board the steamer D. H. Miller, fur- nished by the American Ship Windlase, Com- pany, of Providence, very much. ‘They work well, by far the best I have ever seen, and can fully recommend them to parties wanting a first-rate windlass and capstan.” Capt. Peninngton, marine superintendent of the Clyde line of steamers at New York, a shipmaster of large and varied practical experience says of the steam windlass made by the American Ship Windlass Company, which is on the Santo Domingo. ‘‘It gives the most unqualified satisfaction in every respect, and is without a pier among that class of machinery; it is never out of order, can always be depended on for quick and certain action, ‘This company unquestiona- ably produce the very best windlass made. This I know from practical experience.” Mr. F. Alexandre, the senior and founder of the house ot F. Alexandre & Sons, whose fine steamers are engaged in the New York, Havana and Mexican trade, put one of the latest improved steam windlasses, illustrate ed in the small cut, on the flagship City of Alexandria, and says in regard to it: “The windlass gives the best of satisfaction. The fact that all large steamers in the United States use the American Ship Windlass Company’s steam windlasses in preference to any other kind made, prove the superior- ity of this windlass. Our steamers are obliged, from the nature of their route, to anchor often and frequently in dangerous places, and we are compelled to have for our own protection, the very best and most per- fect ground tackle and machinery for get- ting our anchors, or riding to our anchors, We belfeve in the Providence steam wind- Mr. A. Vanderbilt, of the Ward Line of Cuba steamers, a gentleman of ability and skill in his profession, and one of great practical experience’ in machinery, states that both the windlasses and eapstans have given entire satisfaction in the fleet which he represents. Captain E. Spicer, Jr., of the Mallory and Brazil line of steamers, says: ‘We use the steam Windlass made by the American Ship Windlass Company, of Providence, R. 1., on all our steamers, and they have always giv- — warping the ships. ‘They have given us ex-|en us perfect satistuction, and we can fully endorse them as being thoroughly reliable, lhey are the best that are made any where.” ‘The officers of the Sound steamer DMassa- chusetts say that her winalass is just splen- did, is always in order, and does its work without any failing. Captain E. V. Gager, who commands the steamer Louisiana, of the Cromwell line, which is supplied with a steam windlass made by the American Ship Windlass Com- pany, of Providence, R. [., when asked his opinion of the windlass, said: “It is the best appliance in the world for handling anchors and chains. Of this there can be no quese tion. Itis simply perfection itself, and no steam vessel is thoroughly equipped with- out one of them. Ours work to a charm in every respect. It is, I repeat, perfect.” We think we have, for the present at least, prodnced abundant and convincing proof from practical users of the steam wind lasses and. capstans made by the American Ship Windlass Company, that this establishment produces the most perfect machine for hand« ling anchors and chains that is made in the werld. ‘'hey are not only speedy, but reli- able, easily handled, almost noiselese, aud take up but little room, comparatively speak- ing; when once put in area fixture, and can always be depended upon. This company have, for years past, been adopting improve- -| ments, but it seems almost, now, impossible to make a windlass more perfect. In addition to the above extracts we have the following letter from Captain Thomas Wilson: \ CLEVELAND, O., Dec. 21 ae » O., » 21,1881. peace Windlass Company. Provi- GENTLEMEN :—The steam wind] yout put into the steamship Paes Geen entire satisfaction: and [ cheerfully reco end its use on all large steamers. a8 Yours truly, CHOSs. Wirson, Passed Assistant Engineer G@. W. Baird U.S.N., writes as follows: ; U.S. Com. or FIsu aNnD Fisnerteg STEAMER ALBATROss, i Woon’s Hot, Mase., Uct. 8, 1883, (” American Ship Wind: pits eae indlass Company, Proyie GENTLEMEN :—In m the Albatross I have entered concerning our windlaeg: ‘7 laa never having given any quiring any repairs, tion.” Yours, Y quarterly report on the followin, he steam wind- trouble, nor re- merits a speci. ete., pecial mene G. W. Barro, STEAM CAPSTAN WINDLAS8—NEW STYLE, Our small cut shows the company’s new style of steam capstan windlass. The ad- vantages of this style of Windlass over their old steam windlass are: First—It can be set up in one-quarter of the time and at ones quarter the expense required when the en- gines are hung up to deck above. Second—The engine being connected to the plate and all the parts of the windlass being tied together by the same plate the whole must remain always in line; if the deck above twists or strains or is entirely crushed in or swept away, the windlags can be worked by steam as efficiently as before. Third—The engines are more accessible, being at the right height and in the most convenient position possible; the engines, locking gear of windlass and friction levers being all within reach, Fouth—The windlass can be set up in the shop, and every part (including engines friction stands, deck pipes and bitts) bolted to its place and marked, so that when set up on ship board, each part must come to tts place without trouble or delay. The above advantages combined with and in addition toall those good points possessed by the old style, would seem to recommend this windlass to the confidence of all in want of a first-class machine