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were as follows: 7 ) A Alea |, ge Te Neg erg eo foreign commerce because we ha a : ma _ our flag from the ocean, it can not be a -- A =z | MARINE REVIEW. : 9 Grain at Chicago and 'ular, Stocks of grain at Chicago and Duluth on Monday, May 23 Chicago, Duluth orb) cos: eee bu. Corn, bu. All wheat, bu. Decrease last week. nse, aes'og NOgbERO 5,511,220 Excess over same time last year...3,192,472 957 725 Decrease compared with same time Pana esaceie ses 2,957,752 BAC ANG ios. cs 60s sa dueae momen ceding 360,685 d Peeeoeeenecee In addition to the above there is 847, 241,624 bushels of rye and 16,951 bushels Chicago. 230 bushels of oats, of barley in store in es eee The Wadena on the Meditteranean, Dr. H. H. Powell, the physician who accompanies Mr. Wade on his voyage with the Wadena, writes from Jaffa, April 23: "After making a few little alterations at Alexandria, we went to Jaffa. From here we go to Beyrout for the Damascus visit, then to the Grecian Archipelago on to Constantinople, afterwards to the Adriatic, Staying a few days at Venice. After this it is probable that a cruise will be taken to the North Sea in time to witness the midnight sun. 'The performance of the yacht is very satisfactory, as she recovers from rolling very promptly. On her Atlantic voyage in two instances she ran 2,000 miles without stopping her engines." The Sub-Marine Torpedo Boat. The performance of the sub-marine boat illustrated in the last issue of the REVIEw is attracting some attention in the navy department. Commander Folger, chief of the bureau of ordnance, went to Detroit from Washington to make an official report on the craft. He was in Detroit several days and repeat- ed tests were made for his benefit. Commander C. H. Davis, office of naval intelligence, has requested a copy of the REVIEW containing illustrations of the boat, and it is expected that the craft will be shown in the annual publication of that office. Against Free Ships. As a well defined statement of the position of shipping in- terests on the lakes as well as the coast against the present agi- tation in Congress for free ships, attention is directed to a memo- rial to Congress prepared by Hon. George H. Ely of Cleveland and adopted a few daysago by the Cleveland Board of Trade. Similar action should be taken by commercial organizations throughout the country. 'The memorial is as follows: To the Honorable Senate and House of Representatives, Washington:--The Cleveland Board oe Beals, representing large and important interests depending upon the existing con- ditions of registry of American shipping, hereby beg leave most respectfully but earnestly to remonstrate against the Bo . yi 7 t roposed by the bill reported from the committee on merchan ee Me fcheries of the House of Representatives giving American registry to foreign-built ships. This pee ores respectfully submit, would inaugurate a policy which t a a of the republic steadily refused, and which the legis ape ° over one hundred years of national life has never yet oo is : As does every other maritime nation, we have a Eee ou own flag over our own coasting and internal taade. -- a ee g has hitherto covered the distribution, among oe pea i American products. Under this policy there Ae Ban supply of American built ships, steam and sail, for a a ae and internal trade. Extensive shipbuilding plants #8 aM it. laid down on the lakes as well as_on our ocean Face ee foe American labor, skill, and invention have turned o p. the naval and marine service that are eq | of foreign shipyards. If, in the period, pees zs EOC Aey pee' of transition from the wooden to the iron ship, 4 ; i i lace on the ocean in the Bee > ott Bag lost Ms Be auc or steelindustries, and tish shipyards swept tter of surprise that te the maritime suprema- ances the low. range of because for four years, Alabamas from Bri Great Britain has been able to pees cy so obtained. Add to these circtuums ual to the best products - Great Britain's wages, which puts afloat her shipping at a mini- mum cost, and the fact of large mail compensations and subsi- dies for the support of her great lines to every quarter of the: globe--support that has but once been given to American com- merce on the ocean and then quickly withdrawn--and the infre- quency of our flag in the world's carrying trade is fully ac- counted for. In the face of all these obstacles we have now afloat, turned out of American shipyards, 4,684,759 tons of shipping engaged in our internal, coasting and foreign commerce, and this is more than half the total shipping of Great Britain. One-quarter of this total American shipping, 1,154,870 tons, is now afloat on the great lakes. This shipping, which in style, speed and freight carrying capacity, is beyond anything afloat upon any other in- land sea of the globe, has been launched from our lake ship- yards. These shipyards employ millions of capital and thousands of mechanics. 'The finished ship, from the keel to the bunting at the peak, on which are inscribed the stars of the Union, is the product of the American forest, mine, furnace, mill and shop and has been paid throughout at the American rate of wages. The sailing as well as the building of the ship has vindi- cated the American policy of defending our coasting and inland trade. The cost of transportation by American built ships has been steadily reduced, until the movement of our primary pro- ducts on the lakes has been done at rates unapproachable by railroads. The 9,041,213 tons of freight which passed through the St. Mary's canal in 1890 was moved an average distance of 800 miles, at 1.3 mills per ton per mile. The Interstate Com- merce Commission reports the average of rail transportation in the United States to be in 1889, 9.22 mills per ton per mile. American shipbuilding, under our existing laws, has not only fully met the wants of our coasting and inland oommerce, but it is now advancing at a rate that will cover all future neces- sities. In 1886 there were on these lakes twenty-one steamers, having each a registered tonnage of over 1,500. In 1891 there were 126 of that capacity. In 1886 there were on the lakes only six steel steamers registering 6,459 tons. In December, 1891, there were eighty-nine steel steamships registering 127,624 tons, | valued at $14,500,000. 'To this fleet of large steel steamships thirty-two more of equal capacity are to be added, which are now leaving the ways of our shipyards. 'These great facts, which we beg leave to present to your honorable bodies, indi- cate conditions of American ship building that ought not to be disturbed. TThe legislation just now perfected, which gives American registry to two 10,000 ton ships already mainly owned by American capital, conditioned on the construction in our own shipyards of two other ships of the same capacity, to be at the service of the government as cruisers in time of war, is exactly in line with the principle and policy for which we contend. A wise national policy, entered upon at. the beginning of our national life, and looking to independence oni the sea as well as on land, should not now be reversed. 'That policy, in the in- terest of American commerce, prescribed the limitation of Amer- ican registry to American ships. To remove that limitation now, when American ship building under the American range of wages and in the absence of the subsidies which secures so much of the carrying trade of the ocean to the British marine, is giving to the American people the cheapest transportation in all the world, would not only strike a blow to vast home industries but it would be a discrimination in favor of foreign interests that would be unattended by any collateral or incidental advan- tage to our own people. Trade Notes. The steamer T. W. Snook, Capt: Crockett, broke a strap on the upper connection near the islands and sailed back to Cleveland for repairs, which were made by the River Machine Company in very short time. On the steamship wharves where heavy gang planks are used, the wharf drops manufactured by the American Ship Windlass Company of Providence, R. I., have been found to be the simplest and most effectual. Capt. Frank Perew, owner of steamer A P. Wright, the boilers of which have been fitted with Tucker's patent bridge wall, says that on a Chicago trip a saving of not less than 25 tons of coal was made. He adds that with this device the boilers steam better and the smoke coming from the stack is of steel color instead of black and that there is less of it. By use of this wall the fuel is burned and not converted into smoke. H. G. Trout & Co., Buffalo, are agents of the patentee for the lakes,