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Fi MARINE REVIEW. Some Lake Admiralty Affairs. On account of the organization recently of the new appellate courts in Chicogo, Cincinnati and other places, the impression has gone out that the new judges for these courts have been ap- pointed. ‘This is not so, however, and there will be no appeals to these courts of final jurisdiction in admiralty cases until after July 1 next. An organization was, of course, perfected accord- ing to law several weeks ago by the present circuit and district judges who are authorized associates in the new courts. It-was thought when Circuit Judge Jackson held court in Detroit a few days ago that several cases other than that of Vance et. al. vs. the steamer Wilhelm, involving liability for the loss of the schooners Midnight and Mears, would have been ‘heard. Among them was the famous North Star-Sheffield colli- sion case and also the Ranney-Merrick collision case. The in- ability of Mr. Rae of Chicago to appear was the cause for post- ponement in the first of these cases. Attorney Canfield of De- troit, acting for the Merrick, wasalso unable to appear. Judge Jackson has not as yet given his decision in the case of Vance against the Wilhelm. This was one of the cases heard by Dis- trict Judge Eli S. Hammond of Nashville, Tenn., about the time that Judge Swan of Detroit was appointed to office. It was in the discussion of this case that Judge Hammond said: ‘‘From the ancient ground hog to the modern superintendent of the weather bureau the weather-wise are as often false as true prophets and their miscalculations are the daily subject of good humored derision by the public.”’ THE MATHER-BRAZIL COLLISION. Through the libel proceedings begun against the steamer _ Brazil for the sinking of the steamer Samuel Mather something is learned of the causes leading up to the collision between the two boats. The libel claims, in brief, that the Mather, bound down, was about opposite the foot of Parisian island above the Sault, when she saw a steamer well up on her starboard bow. Only the green light of the approaching vessel was visible, indi- cating that she would pass well over to starboard; so far over to starboard, it is claimed, that it was not thought necessary to blow a passing signal. The green light was . shown until the vessels got very close together, when it is claimed the up bound vessel, which proved to be the Brazil, suddenly changed her course. The mate in charge _ ofthe Mather according to the libel, did not have time to even _ blow two signals indicating that she had been working under a starboard helm and was forced to continue on that course when the bow of-the Brazil had gone by, the latter blowing one short whistle. The Mather is represented by James H. Hoyt, of Sher- _man, Hoyt & Dustin of Cleveland, who is one of the owners of the boat, and the Brazil by Harvey D. Goulder of Cleveland. Lake Carriers’ Association and the Convention. : EDITOR MARINE REVIEW: Permit me to comment briefly on the editorial in your number of two weeks ago headed “Buffalo Op- posed to a Waterways Convention.” At a meeting of the board of managers of the Lake Carriers’ Association, held in Buffalo, Nov. 14, several communications relating to the waterways conven- tion were laid before the board. The whole subject was thor- oughly discussed by the local managers, and it was their unani- mous opinion that the holding of such a convention would not advance the cause of deep water on the lakes, and that it might seriously injure the cause. Their reasons for this opinion were as follows: ‘That the great, practical, present need of the lakes is the deepening of the channels in the connecting rivers to a depth of twenty and twenty-one feet, as recommended by General Poe in his report ; that every energy of _ the vessel interests ought to be directed to secure from Congress at the coming session action which will insure the rapid and continuous prosecution of this work and the appropriation of as much money as can be spent thereon during the two years to be covered by the next river and harbor bill; that the proposed deepening of the channels is a work of sufficient magnitude to demand the entire energy of the United States government in lake waterway improvement for several years to come ; that while the action of Congress in the past has made it certain that at some time the lake waterways will be available for a twenty foot draft, it depends wholly upon the vessel interests and the skill with which they bring their concentrated energy to bear on Congress to determine when that channel shall become a fact; that until Congress has taken definite action which will secure beyond any question the rapid prosecution of this work under sufficient appropriations, every other project should be left entirely alone. To use the words of the president of the Cleveland Vessel Owners’ Association in his letter to the Lake Carriers’ Association on this subject, “It would not only be unwise but -mensions and draft required for advantageo sheer folly to bring forward a measure for a deep channel to the sea-coast at this time.” Now, inasmuch as all the newspapers have stated again and again that it is the purpose of the proposed waterways’ conven- tion to consider and take action upon a deep channel from the lakes to the seaboard, and inasmuch as it has been repeatedly stated by those favoring such a convention that this was to be its great work, and that action upon the twenty-foot channel recommended by Gen. Poe was to be considered as of secondary importance,all the managers present at the meeting felt that such aconvention would do serious damage. In bringing forwarda project requiring far greater expenditure than any waterway improvement ever undertaken by the government, it would tend to create in the minds of congressmen an impression that the demands of the lake interests were unlimited. It would tend to scatter the fire which the lake interests must direct upon congress at its next session. It would give undue prominence to what should be considered an entirely subordinate issue, and by so do- ing would greatly detract from the force of the demand of the lakes for the immediate deepening of the river channels. Furthermore, the mana- gers regarded it as inevitable that such a convention would be flooded with projects for large local expenditures for harbors, which expenditure should not be asked until definite action has been taken by congress on the twenty-foot channel. For the purpose of seeing whether these views were shared by all the managers of the association, the secretary was directed to take a vote on this subject by mail. Out of the twenty managers, 14 have responded and of these 14, 11 are opposed to the holding of a convention, two favor it, and one expressed great doubt on thesubject. The managers opposing the convention are Messrs. Caldwell, Bullard, Evans, Firth, Henry, Gordon, Ash, Miller, Egan, Colton, Baldwin, Davidson and Hanna. Mr. Bradley favors the convention. Mr. Livingstone favors it, but is opposed to taking up the question of an outlet to the seaboard. Capt. Wilson doubts its expediency. The other managers have not expressed their opinions. This vote certainly indicates that a great preponderance of the vessel interests do not regard the holding of such a convention with favor. In your editorial article you state that vessel owners at other places than Buffalo will probably favor the convention on the ground that appro- priations from Congress cannot be secured by staying at home and simply asking for them. The Lake Carriers’ Association recognizes fully that a * supreme effort must be made by the vessel and commercial organizations of the ‘lakes to secure from Congress the action desired with respect to channel improvements. As soon as the river and harbor committee of the next Congress is organized, this association will secure from its chairman an opportunity for the lake interests to present their claims in this matter. The subject will be fully presented to the river and harbor committee, and every effort will be made to secure the attendance at such hearing of afull delegation representing not only the vessel interests of the lakes but the commercial organizations of the lake cities. At such hearing the whole force of the lake interests can be concentrated upon the one great project of present importance, and the strength of their attack will be in no way weakened by the introduction of other projects which may assunie importance in amore or less distant future. In taking this course, and in keeping itself entirely clear of all other projects, the Lake Carriers’ Association is confident that it acts for the best interests of vessel own- ers, and the vote of the managers on the waterways convention indicates that in this position, it has the support of a great majority of those ins terests. C. H. KEEp, Buffalo, N. Y. Nov. 24. Secretary, Lake Carriers’ Association. Valuable Report from Col. William Ludlow. In his annual report to the chief of engineers a year ago, Col. Wm. Ludlow of Detroit, engineer in chargé of harbor improvements on the east shore of Lake Michigan and light-house work on the upper lakes, discussed a number of important matters pertaining generally to the lake marine. His report for the fiscal year ended June 30, 1891, is again especially interesting among those received at Washington from the members of the engineering corps on the lakes. Although the report pertains more especially to Lake Michigan harbors, its considerations apply to general navigation. Under the heading “General Remarks ” Col. Ludlow says: “The conditions unfavorably affecting general navigation on Lake Michigan, and especially the sandy shores and harbors of the east coast, which were noted in the annual report for 1890 (pp. 2608-9) have been con- tinued during the past year, and a comparison of the lake levels from January to June shows that the lake surface has averaged a tenth of a foot lower in 1891 than for the corresponding period in 1890. Meanwhile the development of the lake commerce has continued to show an increase in the number of vessels engaged in the traffic, and particnlarly in the di- on ntageous loading. € census of 1890 took account of these changes, and the published data make it practicable to furnish some illustrations that are of value in connection with matters relating to the construction and improvement of