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10 MARINE REVIEW. ---- . DEVOTED TO THE LAKE MARINE AND KINDRED INTERESTS. Published every Thursday at No. 516 Perry-Payne building, Cleveland, O SUBSCRIPTION--$2.00 per yearin advance. Singlecopies 10 cents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation. The books of the United States treasury department contain the names of 3,341 vessels, of 1,227,400.72 gross tons register in the lake trade. The number of steam vessels of 1,000 gross tons and over that amount on the lakes on June 30, 1894, was 359 and their aggregate gross tonnage 634,467.84; the number of vessels of this class owned in all other parts of the country on the same date was 316 and their tonnage 642,642.50, so that half of the best steamships in all the United States are owned on the lakes. The classification of the entire lake fleet on June 30, 1894, was as follows: Gross Class. Number. Tonnage. Steam vessels..........s.ccessscccsees Petco deere 1, 7.30 843,239.65 Sailing vessels.............. Hae. secneeeeecnec yaa enc 302,985.31 WanalWOOAtsics...-oosonedessedercercccssecscsosede. 386 41,961.25 BAGS CStepreresssmarcncnavesscseesoeceonsecsccnrsccces 85 39,214.51 MOtalessssccescesteccescsenee: Memehosere. S34 iE I,227,400.72 The gross registered tonnage of vessels built on the lakes during the past five years, according to the reports of the United States com- missioner of navigation, is as follows: Number. Net Tonnage. Year ending June 30, 1890............. heres 2G T08,515.00 iy « sf TOG Eerencertnensccorsh 7 204. II1,856.45 a ss wy TSO 2sesececcokewoncte! 4169 45,168.98 ' wy ts TSQZrecccedsesces-seest) 2177/5 99,271.24 sf ff a TSO Avssemcsecesss 9 LOO 41,984.61 MOtAlecrsscescscssssetesscnccchiccttnse OT 2 406,976.28 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. (From Official Reports of Canal Officers.) St. Mary's Falls Canal. SuezCaunal. 1894. 1893. |* 1892. 1894. 1893. 1892. No.vessel pass'ges| 14,491] 12,008 12,580 3,352 3,341 3,559 T'n'ge,net registd|13,110,366|9,849,754| 10,647,203|/8,039,106|7,659,068]7, 712,028. Days of Navigat'n 234 219 223 365 365 365 Lintered at Cleveland Post Office as Second-class Mail Matter. FEW PEOPLE stop to consider the varied industries that are interested inaship. The tax gatherer seldom thinks of the benefits derived by a community in which ships are owned. The industries directly concerned in a vessel are alone sufficient to encourage shipping as a business and to discourage the assessment of local taxes of any kind. The Maritime Reg- ister of New York directs attention to a few of these. There is the builder, the owner, the iron manufacturer, the engine builder, the chain and anchor maker, the spar maker, the canvas and sail maker, the various manufacturers who furnish provisions, fittings, electric lights, and various goods that enter into the make and supply of a ship as much as into the building of a hotel; the cargo owner, the many buyers of the varied cargoes, the underwriter, the numerous middlemen that arrange for everything in the supply, employment and management of the ship and in the buying and sale of her cargo; the warehousemen, the crew, the men who live on the crew, the tugs, and the wharfinger. There are many trades besides these, directly engaged and depending almost entirely upon the ship for support. There are also to be added those trades that supply goods to and are but ramifications of those directly concerned in the making and running of the ship itself. Indeed, when the list is considered as a whole, it may be claimed that no single indus- try is as important as shipping in the variety of trades that it practically creates and supports, or as valuable to a country in its influence upon the general business and commercial welfare of a country, It needs no other argument, therefore, to support the assertion, that it is of the very greatest necessity and of immense advantage for this country to bea ship owner. Ir 1s of course expected that any bill for the regulation of raft towing on the lakes, introduced in the next congress, will have reference to the towing of rafts in the harbors of Duluth and Superior as well as the con- necting channels between Lake Superior and Lake Erie. It would seem, therefore, that officers of the Lake Carriers' Association having this matterin charge will do well to anticipate and conciliate, if possible, such opposition as may come from the lumber interests at the head of the lakes. That some opposition may be expected from this source seems quite probable from the following paragraph contained ina recent num- | ber of one of the lumber journals: '(The lake carriers, itis said, will again bring the bill to prohibit raft towing in harbors, or atleast to greatly cut it down, before congress this year. It failed in the last con- gress, as it ought to have failed, because it was unjust to lumbermen, and, ina harbor like Duluth would have been a most severe blow to the lumber interests, and incidentally, to the vessel interests too. The hardest fi ghter against the measure, Senator Washburn of Minnesota, will not be in the senate to work against it, but his successor will undoubtedly join with Senator McMillan and other senators, and those members of the house who look after lumber interests as well as other interests, in fighting any measure which will cripple the lake lumbermen. The new congressman from the Duluth district, Hon. C. A. Towne, visited Washington when the bill was up before in the interests of Duluth lumbermen and thor- oughly understands the measure and will be found opposing Litre litem sya safe prediction that no such bill as was before pushed will get through congress." In A paper on "The Yacht as a Naval Auxiliary," recently contribut- ed to the North American Review, Assistant Secretary McAdoo suggests that the steam yachts of this country may, in part by the adaption of the existing types, andin part by an agreement preparatory to construction between the government and private owners, become efficient auxiliary naval vessels. He directs attention to the fact that at the beginning of the year there were ninety regular organized yacht clubs and four auxili- ary associations in the United States, whereas in all the remainder of this hemisphere there are but seven yacht clubs all told, a comparison which goes to show the extent to which the development of yachting and of interest in maritime concerns generally has gone among the people of the United States. Mr. McAdoo sees in the growth of yachting in the United States, whose people he regards as at heart a maritime people, but one of the many signs of the turning of the population again to the sea, and the reestablishment of our merchant marine in the proud position it held in the days of the famous clipper ships. Ir is safe to conclude that Capt. Alex. McDougall did not miss the opportunity, in his talk with Secretary Carlisle aboard the light-house steamer Amaranth, to direct the attention of the secretary to the neces- sity of hurrying work on the new lock at Sault Ste. Marie. Capt. Mc- Dougall is of the opinion that this work is not being pushed as rapidly as it might be, and with all due respect to Gen. Poe it may be said that there are other vessel owners who agree with Capt. McDougall, that the time has arrived for taking extreme measures toward the early comple- tion of the lock and approaches, - A scarcity of labor in the Lake Superior mining region may yet be the cause of less ore being brought down this season than would be shipped if miners were plentiful. A large number of men are leaving the mining districts, some going to far off gold and silver producing regions, some to the west and great numbers to the harvest fields. Changes Among the Engine Builders. Circumstances have combined to produce a general change in the constructing engineers of the engine building concerns of the lakes. The latest information is to the effect that Geo. A. Mattsson, who for twelve years has been with S. F. Hodge & Co., has accepted a position with the Dry Dock Engine Works, C. B. Calder retaining, as heretofore, the position of superintending engineer, but devoting more time to outside work. There is probably no other position on the lakes that would tempt Mr. Mattsson to leave Hodge & Co., but his friendly rela- tions with Mr. Calder for years, and the fact that his work before coming to the lakes has always been with concerns that built steamers complete, together with the very excellent offer made to him, have all combined to bring about the change. Mr. Mattsson does not take his new place until Sept. 1, as he had some important work that he wished to complete be- fore leaving, and it was his desire to finish up with his present employers all work on hand. As noted a week ago, Mr. Henry Penton takes the position at Hodge & Co's. thus made vacant. There isno one on the lakes more capable of filling the place satisfactorily, for in his position with the Frontier Iron works Mr. Penton has designed and constructed the same class of machinery that Hodge & Co. have been building for some time past. The majority of engines forthe Davidson boats were designed by him, and his work may be compared with the best that there is to be found in this part of the country. William L. E. Mahon, the gentleman who takes Mr. Penton's place in the Frontier Iron Works, is best known through his connection with the American Steel Barge Co. as superintending en- gineer for several seasons. With Mr. Walter Miller's retirement from the Globe Iron Works Co., and Mr. Cowles advent there, there will be some new blood in lake engi- neering. Altogether four of the largest lake engine building concerns will have new men to decide about proportions of cylinders, length of stroke and other little details that make the wheels go round at the sterns of lake steamers,