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MARINE REVIEW. Vor. IX. No. 26--DOUBLE CLEVELAND, O., JUNE 30, 1804. NUMBER--Vot. X. No. 1. Vessel Owners Who Control Lake Shipping. With this issue, the REVIEW presents to its readers, in the form of a double-page, photogravure supplement, a collection of portraits of of- ficers and managers of the Lake Carriers' Association. Our readers will undoubtedly bear us out in offering noapology for the portraits, as the likenesses are in every case an exact reproduction of the best photographs it was possible to secure. Probably in no other way, excepting the plan pursued by the REviEw, could such a picture be secured. In many cases several letters of a pleading and partly persuasive kind were required be- fore photographs were obtained, and this was in itself no small part of the work that resulted in practically all of the managers of the association being represented in a group that could not otherwise be gotten together. A picture historical of the association is thus obtained through one of the many advances that have of late been made in the art of engraving. Only in two or three instances, where photographs represent members a little younger than they are at present, is there any difference, as regards like- nesses, in this picture and one general photograph that might be taken with all present. Better than any history that might be written of this organization is the picture of its managers here shown. Although a large portion of the lake fleet is notincluded in the association, on account of the tonnage dues connected with the maintenance of shipping offices, from which all ves- sels do not receive benefits alike, there is at the present time a member- ship controlling more than 650,000 registered tons. This means, of course, the tonnage of the vessels as fixed by the customs department of the government, and not their carrying capacity, which would probably be greater than 1,000,000 tons. In matters pertaining to shipping legislation, in the promotion of river and harbor improvements, and, in fact, in all things pertaining to the conduct of the shipping business on the lakes, excepting the regula- tion of freights, this organization has for several years been an important power. The officers are continually in correspondence with members of congress and various heads of departments that have to do with marine matters. On all occasions where the interests of the association demand its representatives are sent to Washington direct, and the government officers in this country, as well as Canada, look to this body as the repre- sentative organization of the lakes. The association had a modest be- ginning. Only a few years ago H, M. Hanna, Capt. Geo. P. McKay, and a few other Cleveland vessel owners, whose portraits appear in the picture, organized the Cleveland Vessel Owners Association, which was, by good management, made to prosper after hard work. About the same time, or a little later, the vessel owners of Buffalo organized what was known as the old Lake Carriers' Association. Both organizations were limited in membership and in some matters were in conflict, until the winter of 1891-92, when a movement was begun in Cleveland by Messrs M. A. Brad- ley, Thomas Wilson, James Corrigan and others for a consolidation. Owners in Buffalo as well as other leading ports joined in the movement, and the consolidation was effected. Mr. Hanna had dropped out of active work among the vessel owners, and the three other gentlemen named as promoters of the consolidation have since been elected in turn to the presidency of the new organization, the by-laws of which provide that a president shall serve but one year. Capt. McKay, who was secretary ofthe Cleveland association, and to whom credit was largely due for its success, has held the position of treasurer in the new body since its organization, while Mr. C. H. Keep of Buffalo, who was secretary of the old Lake Car- riers' Association, occupies the same position in the present organization. Double Number of the Review. A ship built exclusively for passengers, costing as much, if not more, than any merchant vessel ever built in this country, and representing in construction of engines and boilers the highest practice known to ship building throughout the world, has just been placed in service on the lakes, and in view of the importarice of all matters pertaining to sucha vessel, the REVIEW devotes a great deal of space in this issue, which is more than double the usual size, to engravings anda description of all parts of the boat. By the use of photographs taken during the various stages of construction, and through the assistance of the builders and owners, as well as the principals in charge of different parts of the work,a complete and reliable description of the steamer North West is presented in a form that will permit of it being preserved for future reference. Although this issue, with two large double-page engravings of the boat, engines and boilers will be mailed to all regular subscribers, the great cost attached to it will not permit of general distribution at the reg- ular price for single copies. A large supply of extra copies has been printed and they may be secured at 50 cents each. Special rates will be made to agents. Raft Towing at the Head of Lake Superior. In advance of the river and harbor bill being considered in the senate, officers of the Lake Carriers' Association are preparing to agree upon a policy to be pursued with reference to raft towing regulations for the harbors of Duluth and Superior. As noted in the REviEw last week, the general raft towing regulations for the lakes, which are included in the river and harbor bill as passed by the house, will be supported by the vessel interests in the senate, but as Senator Mitchell has introduced an amendment making special regulations for Duluth and Superior harbors, it is probable that the Lake Carriers will submit to some modifications in the regulations for these harbors. This subject formed one of the prin- cipal topics of discussion at a meeting in Cleveland, Tuesday, of the finance committee of the association. While it is agreed that the lumber interests at the head of the lakes should be given consideration, the amendment proposed by Senator Mitchell will not, however, be allowed to pass in its present form if it can be prevented. Acting upon the fol- lowing expression of opinion from Capt. McDougall, the committe in- structed Mr. Goulder, counsel of the association, to communicate with the legislative committee in Buffalo, with a view to seeking a comproiise with regard to Senator Mitchell's amendment : "Personally I feel with the other vessel men here that weshould make some concessions to the lumber interests, although none of them have ever consulted any of us relative to the matter that I know of. Senator Mit- chell's amendment provides rafts for Duluth 150 feet wide and 1,200 feet long and for Superior 200 feet wide and 1,200 feet long, to be handled by two tugs. This all reads very well, butin practice it may be made as abusive as at present. I feel, however, and so do many others with whom Ihave talked, that this amendment might be modified some and made to read as follows: 'For Duluth and Superior, rafts to be 150 feet wide and 1,000' feet long, and each to be handled, while entering the harbor and while in the harbor, by the same tug that towed it from its starting point, or a tug of equal power, and to be assisted by two other tugs, to keep the raft out of the way of ships.' If this were compulsory, I think it would suit the lumber interests and would interfere very little with the ship- ping interests, but if Senator Mitchell's amendment carries, the raft could be 200 feet wide, and when once inside of the piers two 'mosquito' tugs could be put to handle it, and thus make it fully as objectionable as at present. The light-house department is now disposed to place buoys all over this harbor, to show the location of all of the new channels, and if rafts similar to those proposed in Senator Mitchell's amendment are allowed to be towed with two tugs of limited means in this harbor they will constantly be removing the buoys that are to be placed there." An Obstruction Above The Sault. Asa result of the costly accident to the Minnesota line steamer Mari- posa, which struck a ledge of rock about half a mile above the Sault canal, on the port side of the channel, it has been learned that damage to the steamers Pathfinder, John W. Moore and Onoko at different times in the past was due to striking the same obstruction, and it is thought to bea long stretch of rock that is buoyed only at the lower end. Capt. Mallory of the Mariposa gave a description of the place to the Finance committee of the Lake Carriers' Association at its meeting Tuesday, and Capt. George P. McKay, Capt. John W. Moore and Mr. H. G. Dalton were appointed a committee to communicate with the light-honse officials with a view of having the entire obstruction properly buoyed, and also to take steps towards securing its removal if it is possible to do so. About June 30, the steam siren at Port Austin reef light station, off the entrance to Saginaw bay, will be discontinued, and thereafter the fog signal will be a 10-inch steam whistle, sounding blasts of seven seconds' duration, separated by silent intervals of eighty seconds. AN EXTRA COPY OF THE PHOTO-GRAVURE SUPPLEMENT OF DIRECTORS OF THE LAKE CARRIERS' ASSOCIATION, TOGETHER WITH THE LARGE ENGRAVING OF THE STEAMER NORTH WEST, BOTH OF WHICH ARE CONTAINED IN THIS ISSUE, WILL BE MAILED IN A PASTEBOARD TUBE TO ANY ADDRESS UPON RE- CEIPT OF 50 CENTS IN STAMPS.