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{6 MARINE REVIEW. a cae MARINE REVIEW. DEVOTED TO THE LAKE MARINE AND KINDRED INTERESTS. Chicago Office, Western Union Building, 706 Phoenix Building. Published every Thursday at No. 516 Perry-Payne Building, Cleveland, O. SUBSCRIPTION--$2.00 per year in advance. Single copies 10 cents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation. Entered at Cleveland Post Office as Second-class Mail Matter. LAKE vessel owners were not surprised by the announce- ment that Col. Elliott of the engineer corps, U.S. A., had re- signed his position on the light-house board out of plain disgust with the service. There is no longer any secrecy about the causes leading up to the resignation of this eminent officer. The treat- ment accorded Col. William Ludlow in the St. Mary's river light- ing matter was the final cause for Col. Elliott's action of a few days ago, but it is evident that he has for some time past had little regard for the service rendered by the present board to the important interests entrusted to its care. Vessel owners on the lakes are also growing tired of the disregard of matters of vital importance to them by the executive officers of the board, whose actions are prompted by Prof. Mendenhall.and other members, having no actual knowledge of the needs of commerce in this part of the country. Only afew days 'ago the Lake Carriers' Association was forced to delegate two of its members to visit Washington, in order to try to avert the danger of having lights discontinued at the Lime-Kilns crossing, because the engineer secretary of the board, Capt. Mahan, took it into his head to again raise an international question, by applying to Canada for per- mission to place two little float lights on the American side of a channel constructed by the United States government at an im- mense cost, but neglected by the light-house board for about two- years after its completion, on account of the whims and petty notions of the executive members of the board. Numerous other Instances of neglect and delay in establishing lights, fog signals, etc., at points where the work of completing the structures for such aids to navigation had been done promptly might be cited here, but vessel owners have given up calling attention to such matters.. This board as at present constituted it is not only an obstacle in the way of lake shipping securing proper recognition in appropriations for aids to navigation,but a source of continual annoyance in its methods of dispensing the appropriations. "The Lake Carriers' Association should demand the removal of both Prof. Mendenhall and Capt. Mahan, who have shown, in the light-house service, direct antagonism to everything pertaining to the advancement of lake commerce. Boru the American Steel Barge Company and S. F. Hodge & Co. of Detroit, builders of hull and machinery of the world's fair steamer Christopher Columbus, have reason to feel proud of the speed of the vessel, but there is nothing to be gained by the story that has gone the rounds of lake newspapers crediting the Columbus with a speed of nearly 23 miles an hour ona recent trip between Milwaukee and Chicago, and it should be contra- dicted by a correct statement of the time from the owners. As near as cai be learned the run was not made under favorable cir- cumstances but the time was somewhat better than 18 miles an hour. Even this is sufficient to justify the owners of the boat in claiming that she will surpass in speed any steamer on the lakes, but no one who has a knowledge of the power required to main- tain a speed of 23 miles an hour will believe that it can be done with any machinery now in service on thelakes. At 155 pounds steam and 108 revolutions the engines of the Columbus are credited with 2,637 horse power, and there is every reason to ex- pect that with 170 potinds ofsteami, her limit of pressure, she will develop 3,000 horse power. This would make her engines the most powerful on the lakes by long odds and undoubtedly insure a marked increase in speed, but hardly to 23 miles an hour. CINCINNATI wants a canal in order to secure water com- munication with Lake Erie, and the chamber of commerce is trying to enlist for the scheme the support of all towns along the proposed line to Toledo. The effort must fail. Ship canals con- necting long stretches of water haul will enlist gONeruaien and private financial support, but, with the great strides in railway development, the days of canals that will admit of only boats of small dimensions have passed. Two Prominent Lake Men. J. Tallman Whiting who died suddenly at Detroit on Thurs- day last in his seventy-sixth year, was amomg the veteran vessel owners of the lakes. He was general agent of the Western Transit Company at Detroit, and his connection with Lake Super- ior commerce, which continued up to the time of his death, ex- tended back to its beginning. Mr. Whiting owned some of the first vessels engaged in the Lake Superior trade. In writing for the treasury department, about a year ago, a history of early navi- gation on Lake Superior, Mr. C. H. Keep, secretary of the Lake Carriers' Association, relied almost entirely upon assistance in the ~ work from Mr.Whiting, who was probably better qualified than any living person to give an account of commerce before and after the building of the first lock. This short bit of history, which was reprinted in the Review at the time, contains extended reference to Mr. Whiting's early life. A meeting of vesselmen held in Detroit to take action expressive of their esteem for the deceased was very largely attended,and a committee appointed to draw up resolutions expressive of the sense of the meeting prepared the following tribute, which has been suitably engrossed: '"God in His wisdom, having removed from our midst our highly esteemed fellow citizen and dearly beloved business associate, J. 'alman Whiting, the following tribute to his memory was unanimously agreed upon at a public meeting of the representatives of the vessel interests in the City of Detroit, this 24th day. of June, 1893, duly assembled to express their sense of public and personal loss in his death. Born and edua- cated in the little hamlet that has grown to be the city of our pride, he was first identified with the vessel interests of Lake Michigan, and later with the same interests at Sault Ste. Marie, returning to the place of his birth in the early days of the year 1857, from.which time he has been the foremost figure of the business which we represent, and of which it may be said he is the pioneer. Asa business man he entertained the most liberal and broadest views of the requirements of the interests with which he was always identified. He was a hard and indefatigable worker and has won our praise and esteem by his untiring energy and efforts in instituting and promoting all the improve- ments along the chain of great lakes, and aiding in bringing the business of transportation by water to its present degree of efficien- cy and perfection. Entertaining and observing throughout his long career the strictest views as to truth, integrity andhonor, he has ever been an example to his fellowmen, whose many virtues we should ever strive to emulate. In his death we feel that we have lost an honored and safe adviser and a beloved friend, whose name and memory will long be retained in the business circle and city in which he was so prominent. With sorrowing hearts and profound appreciation of their great loss, we tender our sincerest sympathy to his family in their great affliction, and in the sudden termination of a long and honorable career; and asa fitting token of our appreciation of the great calamity that has befallen the community in which he lived, the secretary of the meeting is instructed to prepare and transmit a copy hereof to the family of the deceased." Capt. Hber was chairman of the meeting and W. A. Living- stone secretary. Members of the committee are George N. Brady, O. M. Poe, W.H. Stevens, E. M. Peck, S. B. Grummond, A. A. Parker and Robert 'I'. Gray. William H. Quayle, who died at his home on Euclid avenue, Cleveland, Sunday, was a member of the firm of Thomas Quayle's Sons, ship builders who operated in Cleveland, up to a few years ago, one of the largest wooden ship yards on the lakes. 'The other members of the firm were George IL. Quayle and Thomas ¥. Quayle, the former gentleman being still engaged in the ship building industry as superintendent of the Ship Owners' dry dock, Cleveland. Mr. Thomas Quayle the elder, who is probably the oldest ship builder on the lakes, is still enjoying fair health, although he had given up busitiess to his sons several years before wooden vessels had begun to be displaced by the modern steel boats.