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ae Ba MARINE REVIEW. ie 11 Marine Engineers’ Beneficial Association. | THE ANNUAL CONVENTION. ‘Some portions of the discussion at the annual meeting in Washington were particularly interesting to lake interests. In his annual report President Galwey said: ‘‘ We have an organiza- tion in the lake section known as the Vessels Owners’ Associa- tion, the name of which distinctly shows its character and aims. The principal business transacted at their winter meetings is the formation of a schedule of wages to be paid on the various lines during the coming season, from which (upon mutual agreement of members) there is supposed to be no deviation, ‘They pur- sued this course last winter, but after the consolidation of the organizations spoken of in a preceding paragraph, it became known there was discord in the Vessel Owner’s Association, as a rumor spread that some of the members had departed from the rule, in so far as they had promised to hire engineers at an ad- vance over the standard set by the vessel owners. The rumor proved correct, for some of the timid ones fearing (as they ex- plained) that the engineers meant mischief, they were going to secure their help before anything serious occurred, so that the first advance toward the improvement of our organization was productive of good results, there being a very perceptible in- crease in wages without demand being made. Steam vessels of 3,500 tons are run on the lakes with but two licensed engineers, and the same inspection laws apply to them that governs the coastwise ocean steamers. How long will it be before the managers and owners on the coast will conclude that their own vessels can be run with the same complement? ‘T‘here is no law to interfere with such a change if they see fit to make it. The last report of Supervising Inspector General James A. Dumont shows the steam tonnage of the lakes to be greater than the Atlantic and Gulf coasts. The report of the Commis- sioner of Navigation shows that the number of vessels of 1,000 to 2,500 tons owned on the lakes exceeds the total of vessels of that class in all other parts of the country. Also, that more steam vessels were built on the lakes than the combined pro- duct of the rest of the country, so that the question of more help in the engine room on lake steamers is of vital importance, and I hope you will give the matter prompt attention.’’ When, at the open session, Gen. James A. Dumont and the supervising inspectors, together with Congressman Farquhar were introduced it was understood that the delegates from all sections should present whatever grievances they entertained, Delegate Thomas F. Dowd, of Chicago, stated that one of the greatest disabilities experienced on the lakes was the need of an adequate force in the engine room. ‘‘’Ten years ago,’’ he said, ‘‘ the steam vessels of 350 to 500 tons carried two engineers and two firemen. ‘Today there are vessels of three and four times that tonnage which have no larger crews. Steamers of 1,500 tons capacity go round the lakes with only four men to man the engines.’’ Mr. Dowd further said that they had fully represented this matter to the supervising inspector, but had been met with the assertion that these last were powerless to act. ‘‘’This statement was not satisfactory to the engineers,”’ he added, ‘‘ who saw that the deck department of lake vessels had an ample force, and that no restrictions were laid upon it ; it was only in the engineers’ department that vessels were short handed.”’ Delegate Reid, of Detroit, also said there was need of more help, and stated that in his opinion there should be a law that the hours of labor in an engine-room should not exceed twelve out of twenty-four. Congressman J. M. Farquhar had paid close attention to the testimony of the several delegates, and seemed much impressed. Turning to General James A. Dumont, the supervising inspec- tor general, he asked if there was no law as to the number of men to be employed in the engine rooms of steamers, General Dumont replied to this that there was not. In a certain speci- fied case, where an appeal was made as to the legality of certain acts, Judge Hughes, Norfolk, decided that the inspectors had no power to fix the number of men. Blank spaces were left in the licenses, which the owners filled in themselves. Hon. J. M. Farquhar replied to this in effect, that there must be some law, and that no decision of the kind named was valid; inasmuch as the law of congress in its written word, was so clear that it needed no pettifogging or decisions to carry it out. He further protested against the assumption of judicial functions by super- vising inspectors, who, he said, were appointed to execute the law as it was written, and not to expound it. He also ex- pressed himself strongly upon the matter of short-handed crews in engine rooms, and stated that there was no excuse for it, for the coast trade and lake trade was the most profitable to ship owners in the country. ‘They earned enough to pay for all the help required. He pledged himself and associates in congress to use their best efforts to abolish the evils complained of. ‘‘ Spare no effort,’’ he said, ‘‘to build up your association, for it is in union and the banding together of men that strength lies. Present your claims in a moderate, conservative manner, and they must be heeded. Build on the man first, and enlarge your borders so as to take in all worthy men, and you will suc- ceed.’? He gave this advice, he said, from the fact that he had 2 for thirty-eight years carried a trade union card in his pocket, — so he practiced what he preached. He cautioned the delegates against menaces of any sort or intimidation, and added signifi- — cantly, ‘‘ A strike is the last resort.’’ The Engineer, of New York, shows commendable enterprise n publishing a full report of the Washington meeting. Affairs in Admiralty. SOME IMPORTANT POINTS IN ASSESSING DAMAGES. Judge Brown's decision on exceptions to the report of Com- missioner Davison in assessing damages in the Sheffield-North Star collision case has just been printed in the Federal Reporter. The decision in the collision case was for a division of damages and in the matter of assessment Judge Brown sums up the points as follows: First—where a steamer, which was under charter to carry 25,000 tons of iron ore, was sunk in collision after she had entered on the performance of such charter, and her owner was paid $2,000 tor a re-assignment and release of his interest in the same, upon the theory that he had the right to substitute another vessel it is held that as against .the vessel in fault, he could not recover the profits he would probably have realized by the full performance of the charter. _Second—The damages re- coverable by the owner of a vessel totally lost in a collision are limited to the value of the vessel and interest and the net profits of the particular voyage and he is not entitled to the probable profits. ‘I‘hird—While interest upon the value of the vessel is a matter of discretion, it will be allowed where the faults of the two vessels are not greatly disproportional and there is no reason to believe that the witnesses have not given a true account of the circumstances attending the collision. Fourth—Wherea witness swore that the expenses of his steamer while undergoing repairs were a certain sum, and the opposing counsel did not cross-ex- amine as to the claims of such expenses, and there was nothing to throw suspicion on the charge, it is held that there is no reason for disallowing any portion of such account. ROPOSALS FOR REMOVING AND RE- building Pier, and oe verare Uni ed States Engineer Office, Cleveland, Ohio, February 16, 1891. Sealed proposals, in duplicate, will be re- ceived at this office until 12 o’clock M., Thurs- day, the 12th day of March, 1891, and then opened, for removing and rebuilding 244 linear feet of the outer end of the east pier and making general repairs to piers at Ashtabula Harbor, Ohio. Preference will be given to materials and plant of domestic production or manu- ‘ facture, conditions of quality and price (import duties included) being equal. The attention of bidders is invited to Acts of Congress approve d February 26, 1885, and pepe 23, 1887, vol. 23, page 332, and vol. 24, page 414, 5 atutes at Large. All information can be pag Ue pe Sed The United States reserves the right to rejec any or all propossle. L, COOPER OVERMAN, Major of Engineers, ISSIR ARCTIC. Re ToS EATON AIT TENN EIT TE