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4 THE MARINE RECORD. She Marine Record. Published Every Thursday at 144 Superior Street, [Leader Building.) A. A. POMEROY, Editor and Proprietor, TERMS OF SUBSCRIPTION: One year, postage paid... Six months, postage pai Invariably in advance. Subscriptions will be continued until ordered stop- ped by a written order, or at the publication office’ The MARINE RECORD can be found for sale by the following news dealers.: CLEVELAND, OHIO—G F Bowman, corner of Pearl and Datroit, streets. ‘ CHICAGO, ILL.—Joseph Gray, No.9 West Randolph street. BUFFALO, N. Y.—C. Rohmer, Michigan street Swing Bridge. SARNIA, ONT.—D. M. MeMaster & Co. ESCANABA, MICH,—William Godley. MANISTEE, MICH.—J. E. Somerville. Articles, letters and queries on all subjects are solici- ted. ADVERTISING RATES. Ten cents per line, nonpareil measurement, or $1.20 per inch, each insertion; four weeks $4.00; with a liberal discount on orders amounting to $40.00 or over. All checks and drafts should be drawn to the order of A. A. Pomeroy. a Entered at the Post Office at Cleveland as second- class mail matter. CLEVELAND, OHIO, THURSDAY, JULY 24, 1884. eee BILLS, OF LADING. Thie subject of bills of lading seems to be attracting a good dealof attention just now. Experience is fast proclaiming the need of new regulations in this matter, particularly so far as ocean traffic is concerned. When the carrier takes a cargo, or a‘ certain num- ber of packages, into his keeping for the purpose of transporting them to a given point he ie, to a certain degree, bound to de- liver such cargo or packages in like condi- tion. ag when he tvok charge of them. If the goods are perishable and the time of voyage is allogether too long, neither the shipper nor the carrier. thinks of taking that method ot transportation. ‘The risk is too great and some other means is employed. But, all reasonable contingencies considered, the freight being imperishable, water being available and the ship believed to be staunch, -the two come together upon something like equal terms. ‘I'he shipper reposes a certain amount of confidence in the carrier, and the latter makes himself worthy of it. The fact that he takes the goods and receives pay for transportation implies that he is, to a certain extent, responsible. ‘Ihe responsibility can not rest wholly on one side. Let this idea become prevalent and where would the car- rier stand in the course of time with the shipping public? Butshippers, by the con- ditions of their bills of lading, are constantly widening the degree of thetr responsibility, and as constantly narrowing the degree of public confidence in their integrity. An article published in our last issue calls a case in point where the bill contained a clause that ‘tno damage that can be insured against will be paid for.” That certainly touches the limit, both of moral liability and egregious folly. Luckily for the carrier, the courts are taking a far different view of the question ot liability in almost every case that is brought before them on evasions of this sort. Such aclause is held to be ob- noxious to public policy, and therefore void. The court also declared that “If a carrier would refuse to carry unless promises were made to. him that he shall not be charged with any miscarriage, that promise is void.” We aay it is lucky for the carrier that such decisions are made, and they can see that it isso with half an eye. If the courts should hold these bills of lading as valid contracts in law it would speedily relieve the carriers of a great deal ot business they now get de- spite the offish attitude they vow assume toward the shipper. "Wesuspect they are as well aware of this as we are and merely take this method of throwing all claims for dam- agea into the courte, thinking that the many small claims which they thus avoid entirely will put money enough into their purses to liquidate those for which they are prosecut- ed and leave a profit beside. This is bad policy, however, and one which will eventu- ally work injury to those practicing it. What carriers should, more than anything{tected in that right by the laws-of the else, strive to do, is to put themselves into the confidence and goodfellowship of those for whom they desire to transact business. ‘This is in accordance with business axiome, and should hold good with carriers, unless there is an exemption clause in their favor hidden away somewhere. SPEED OF OCEAN STEAMERS. Many of those people who have read of the quick trips of ovean steamers, and have been confidently expecting to see the time reduced, will be somewhat astonished to learn that the quick time was made by an extraordinary consumption of fuel. It is said that the steamer Oregon, in averaging a little less than eighteen knots an hour burned 337 tons of coal per day. ‘The Aurania, whose speed was a little less than seventeen knots per hour, burned 240 tons per day. This naturally creates the impression that it was the ninety-seven extra tons of coal con- sumed that made it possible for the Oregon to attain this one knot per hour over the Aurania, especially when we remember that there has been no great improvement in machinery for some years past. Only the compound marine engine makes the present high rate of speed possible. Older steamers, like the Persia and Arabia used to burn 260 tons per day in making twelve or thirteen knots.per hour, but since their time the machinery above mentioned has enabled this rate of speed at one-tenth the consumption. When steamers are pushed above this rate, however, as the above figures prove quite conclusively, the coal must suffer for it. ‘The above facts also show that until some radical change in fuel or its consumption is brought about there will be little further increase in speed attained. To make a trip occupying six days at the rate of eighteen knots per hour, over two thousand tons of coal must be carried, which, to say nothing of the cost of coal takes up far too large a share of the capacity of the vessel to muke such speed profitable. One of these days a method of extracting the heating principles froin coal, condensing ¢ into stmaller space and making it possible to leave the immense bulk on shore and save space and stoking, will be discovered, and possibly the improvement in machinery will keep pace with the more economicul fuel, but uniil that time we need not reasonably look tor greater speed except at greater expense. SALVAGE, A new feature is about to be put on the question of salvage, a decision of Judge Brown of Detroit being cited as a precedent, ina case of S. B. Grummond against the master of a vessel who recovered a part of a deck load of shingles, wherein Judge Brown decided that the master of a vessel could leave her whole cargo in the lake if he so desired and nobody had any right to touch it under any circumstances, nor to claim pay for recovering it unless there was firsta contract in which pay had been stipulated. The question in point is brought against a Chicago saloon keeper, who was arrested on tle charge of stealing lumber from the schooner Harriet Ross, but who, in his de- fense, claims that he had picked it out of the river where it had been lost by the thumping of the vessel against the dock; he will also claim that he bad a right to store it and hold it for salvage. Under the decision cited above any vessel master lays himself liable to fine and punishment for larceny under state laws, unless he advertises the fact that he is in possession of such property. We theretore advise vessel masters to religiously avoid taking charge of any property they find floating in the lakes, as it is likely to give them trouble to recover and still more to utilize. The question brings to mind a case of a traveler passing through the Berber country. He found a sack lying by the road- side, apparently abandoned. Having the temerity to open it he discovered that it was filled with feathers. He reached the capitol and reported the fact to the authorities, after which he was summoned before the chief and questioned in regard to his find, being asked, among other questions, how he knew that the sack contained feathers. He replied that he had opened the bag and had seen them, he chief said that it was alaw of the country that any inhabitant thereof bad the right to leave any of their property by the wayside and the confidence that they would be pro- country by the punishment of any one who touched such property. The curious traveler, who intended to do a good act, suffered the penalty of having his right hand cut off, for violating this law of the Berber. In view of recent experience regarding explorations looking toward the discovery of an open polar sea and the mysteries of the north pole, we are prepared to advance the theory that, in case of another attempt being made by the government, it sends out a relief expedition instead of an explor- ing expedition. It will then have the satis- faction of feeling that the expedition will return without the sacrifice of life and logs ot labor that has heretofore attended these exploring parties. An account of the last venture will be tound in another col- umn, and when it is asked what has been gained by the Greely and former expedi- tions no better answer can. be given than the following expression of Lieutenant Maury, who went out with the famous Grinnell ex- pedition, He said: ‘ “Voyages of discovery, with their fascina- tions and their charms, have led many a no- ble champion both into the torrid and frigid zones; and notwithstanding the hardships, sufferings, and disasters to which northern parties have found themselves exposed, sea- faring men, as ecience has advanced, have looked with deeper and deeper longings toward the mystic circles of the polar re- gions. ‘There icebergs are framed and gla- clers launched. ‘There the tides have .their cradle; the whales their nursery. ‘Therethe winds complete their circuits and the cur- rents of the sea their round in the wonder- ful system of oceanic circulation. There the aurora borealis is lighted up, and the trem- bling needle brought to rest; and there, too,. in the mazes ot that mystic circle, terrestrial forces of occult power and.of vast influence upon the well being of man are continually at play. Within the arctic circle is the pole of the winds and the poles of the cold, the pole ef the earth and of the mugnet. It isa circle of mysteries; and the desire to enter it, to explore its untrodden wastes and secret chambers, and to study its physical aspects, has grown into a longing. Noble daring has made Arctic ice and water classic ground. It is no feverish excitement nor vain ambi- tion that leads men there. It is a higher feeling, a holier motive—a desire to look in- to the works of creation, to comprehend the economy of our planet, and to grow wiser and better by the knowledge.” THE developments of the proposed con- vention of lumber men in Chicago in Aug. ust will be watched with intereet by owners and masters of lumber carriers, and in fact, carriers of all descriptions, as they will ad- vocate shutting down the mills after Sep- tember 1st, and every effort should, in the | vestigations will follow. meantime, be made to counteract the influ- ence that this meeting will be Ilkely to have on that industry, with the ostensible end only of bulling the market. Should this purposed action prevail it would practically lay out of business one-half of the entire fleet of the lakes, and throw out of employ- ment hundreds of men depending upon the enormous lumber trade of the lakes fora livelihood. Ir is thought that the present whole- sale shipping of grain at low rates will bring about a stagnation in the carrying trade dur- ing the early fallmonths. ‘The present con- dition of the lumber and coarse freight mar- kets makes it possible for grain, coal and ore shippers to set their own prices for carrying. Although July is generally a dull month for these branches of trade, we can not see that they will improve much in August or September. The fact that the passage of the Dingley shipping bill, which removes many: of the annoying and apparently need- less charges against vessel property, is the one bright spot on the mariner’s horizon. AN Ottawa dispatch says: ‘The Mayor of Ogdensburg, N. Y., and Alderman Hall had an interview with the commissioner of customs regarding tonnage dues on Canadi- an vessels entering the United States, which the recent bill passed in Congress decided to revoke. The deputation wanted to know what action the government would take re- garding the matter. ‘I'he coinmissioner ex- plained that American vessels are admitted free, and the Washington government would be officially notified of the fact.” See Se sey Wer wish to call the attention of vessel masters to the fact that they are no longer held for the hospital tax, as we understand that some are still making collections from the crew. ‘The law abolishing the tax went into effect July 1st, and all collections made after that time will not be received by col. lectora of customs. . A beacon light erected by the gover of Canada in Collingwood harbor, poeta glan Bay, in the North Riding of Simcoe, Ont., was putin operation on the Opening of navigation this year. Lat. N. 44 degrees 30 minutes, 40 seconds; long. W. 80 degrees, 12 minutes, 45 seconds. ‘Ihe light is fixed red dioptric, elevated twenty-three feet ubove water, and should be visible from all points of approach. Itis only required to show within the limits of the laives: The structure consists of a small pier, surmount. ed by a shed painted white, and a mast on which the lantern is hoisted. It stands on the starboard side of the curved, dredged channel, at its most southwesterly point, the light being intenced to show the dredged channel at night. A light has been erected by the govern. ment of Canada, on the Lime Kiln Bank, on the north side of the Miramichi river, below the town of Newcastle,in the county of North. umberland, New Brunswick, and the light wus put in operation on the Ist inetant. Lat, N. 47 degreer, 45 seconds; long. W. 65 de. grees, 33 minutes, 40 seconds, The light will be fixed red dioptric, elevated eighty-seven feet ubove high water mark, and should be visible nine miles. ‘he building is a equare wooden tower, twenty-three feet high. from ground to top of roof, painted white with ved roof. TO THE WHITE: MOUNTAINS AN SEASHORE. ~ A series of three grand excursions via the Bee Line, C., C., C. & I. railway, July 29th and August 13th, to Niagara Falls down the beautiful St. Lawrence river, and taking In all principal. points of interest in the mountain regions at the lowest rates, For particulars ask ticket. agents of C,, U., ° C. & I. Ry., or D. U. R.R. “ [Duluth—Continued from 1st Page.) supplies, etc. ‘I'he Chamber of Commerce commitee having in charge the matter of range lights for our harbor, met the chief of the lighthouse board for this district, who was aboard, and presented the necessity for such improvement. ~ Wheat rates from Duluth to Buffalo are 3 cents. The Chamber of Commerce, of Duluth, having had several meetings in favor of the harbor, varied the monotony by having one in favor of the contractors. But they all amounted to the same thing, viz., that the bottom of the dredged ares in our harbor should have a clenn level of at least sixteen feet, and that much more than enough money has been appropriated to have se- cured this depth. {t is probable that in- \ Your correspond- ent does not see how it can be avoided. B. SAUGATUCK. Special to the Marine Record ‘The side wheel steamer Alice Purdy, runs between Saugatuck and Richmond with the mails and passengers. James Elliott, shipbuilder, is building a handsome steambarge for Captain R. C. Brit- tain, of the following dimensions: Length over all 112 feet, keel 100 feet, beam 23 feet, depth of hold 8 feet 6 inches, her engine 14x20, will be built by H. Bloccker, Grand Haven and the boile: 10 feet long 6 feet shell by Johnson Bros., Ferrysburg. James Elliott has rebuilt the tug Con- stitution, formerly of Chicago, and made her nearly 28 good as new; she is for sale. John Priest, shipsmith, does all kind of shipsmith including tillere, anchors, cables and jroning. He supplied the tiller for S. Moore new steam yacht and the ironing for J. Martel’s new tug. O. R. Johnson & Company’s, lumber saw- mill keeps running steadily. Captain J. B, Martel, has just completed for Captain Sam Morris of Chicago, a steam yacht 74 feet over all, 14 feet 5 inches beam, 6 feet depth of hold, she is built of oak from the keel to the rail and fastened throughout with galvanized iron spikes. She will be launched soon. He is also building a very fine tug 84 feet over all, 17 feet 8 inches beam, 9 feet 6 inches depth of hold, keel 9x9, frames 4 inches double and 21 inches from center, planking 3 inches, mainbeam 12x12, other beams 10x10, she is being built of the very best material and _ will be of sufficient capacity to carry a 22x24 engine. She is as near as possible the same model as the John Gordon, built by him for Geo- Gilman, of Chicago, early in the spring. J.B. M. will bet $100 that the new tug he ix building will beat the John Gordon in a3 mile race as badly as the latter beat the tug 'O. B. Green, a short time since, She ts for | sale to the highest bidder.