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12 MARINE REVIEW. DEVOTED TO LAKE MARINE AND KINDRED INTERESTS. Published every Thursday at No. 409 Perry-Payne building, Cleveland, Ohlo, by John M. Mulrooney and F. M. Barton. _ SupnscrrprrIon--#2.00 per year inadyance. Single copies 10 centseach. Convenient binders seut, post paid, $1.00. Advertising rates on application. Entered at Cleveland Post Office as Second class Mail Matter. The books of the United States treasury department on June 30, 1895, contained the names of the 3,342 vessels, of 1,241,459.14 gross tons registerin the lake trade. The number of steam vessels of 1,000 gross tons,and over that amount, onthe lakes on June 30, 1895, was 360 and theiraggregate gross tonnage 643,260.40; the number of vessels of this class owned in all other parts of the country on the same date was 309 and their tonnage 652,598,72, so that half of the best steamships in allthe United States are oaiee on the lakes. The classification of the entire lake fleet on June 30, 1895, was as ollows: Gross Number. Tonnage. ISLOAINEVIGSSO] Seetistcctrcc sci rseccasceceseec ocssit costtoegccssecses ' 857,735.13 SAU PAViCSSC) Sy sccescoecs sack oo Sees es eas de bes sowed beau adeaaeases 1,100 300,642.10 NUTT PO cc eet cet aneee ee. ean re. veccsevedesaesivcasseeiee 487 83,081.91 Ota [hiccies eT 3,342 1,241,459.14 The gross registered tonnage of the vessels built on the lakes during the past five years, according to the reports of the United States commissioner of navigation,is ~ as follows: ; : Weariendina Jume sd, 1891 se... ccscyeseenstdecseccceeeess , 204 111,856.45 ss us os 3025 Sete OE Ee rece: 169 45,968.98 's 0 Ree SO OR rte ee tot wrens 175 99,271. se es a TQM Rea NG 8 ice eres referee 106 41,984.61 as Ee Sete S05 eee Sess b satires 08 36,352.70 Mo talesd Sekeewast crest sep srad sb settled 347 335,433,98 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. (/ vom Official eports of Canal Officers.) St. Mary's Falls Canal. Suez Canal. 1895* 1894 1893 1895 1894 1893 No. vessel passages.,............ 17,956 14,491 11,008 3,434 3,002 3,341 Tonnage, net registered...... 16,806,781) 13,110,366] 9,849,754|| 8,448,383] 8,039,175] 7,659,068 Days of navigation.............. 231 234 219 365 365 30D) * 1895 figures include traffic of Canadian canal at Sault Ste. Marie, which was about ¥% per cent. of the whole, but largely in American vessels. Although the race between the steam yachts Enquirer and Say When at Cleveland, recently, has awakened a great deal of interest in pleasure craft of the steam kind, there isa degree of uncertainty about these vessels and the desire to own them that is not satisfactory to yacht builders or the builders of boilers and machinery suited for them. A steam yacht at the best isa rich man's hobby and their own- ers often tire of them in short order. This is especially the case when one of them is beaten in a race. W. J. Whiteis already preparing to build a sail yacht to compete for the cup recently won by the Cana- dians at Toledo, and it would not be surprising to hear shortly of his having given up the Say When. Half a dozen wealthy men and fami- lies in and around Detroit have steam yachts in which they have taken little interest of late, and which might be bought very much below cost. Mark Hopkins of St. Clair, Mich., who sold the Bonita, a few days ago, to Gen. Torrent of Chicago for just $20, 000, has had two yachts and tired of both of them because of their being beaten by fast freight steamers. The race between the Centurion and the Bonita last fall cost him $5,000 or $6,000. He was so disgusted to think that his own big freight steamer, built to drag iron ore and other coarse freight, had beaten the Bonita that he had her boilers torn out last winter and replaced and the engine overhauled at a large out- lay. Frank 8, Manton of the American Ship Windlass Co. ,Providence, R., I., takes an encouraging view of the business outlook, He says in a letter to the Review: 'Business is improving, We have received orders within ten days for three steam towing machines. One of these machines is for the Pennsylvania Company, one is for the Standard Oil Co., and one for the Harlan & Hollingsworth Co., Wilmington, Del, The Wilmington company is building a large tug for the Phila- delphia & Reading Railroad Co. The political victory in Vermont will, I believe, be followed by a similar result in Maine next week, and that, in my opinion, ends the silver craze, The gold imports into New York and the increased exportation of grain reassure business men and capitalists, and will result in increased business in the near future."' From one end of the lakes to the other, wherever the question of a change in the present Sault river regulations has been considered, the majority of owners, and with them the underwriters, of course, have decided that there should be no change in the rules during the present season. There are probably good grounds for the claim among some owners and masters that the rules favor slow-going vessels and tows, but as it is now absolutely certain that there can be no change in the rules for the present season, on account of the majority rule, it would seem that all vessel masters should accept the situation for the present, and regulate themselves accordingly in running the river, as it is quite probable that there will be few rebates on fines imposed from this time on. In the Review of August 13 there was published a set of cards from the engines of the big American line steamer St. Paul, together with data of engine performance, showing a consumption of only 1,22 pounds of coal per I. H. P. per hour. Managers of the big Atlantic liners are not disposed to give out information of this kind, although the Review obtained the cards referred to without resorting to meth. ods other than would be followed ordinarily in seeking any such news matter. Since the cards were published, we have received orders for copies of the issue containing them from all parts of the country and especially from representatives of other Atlantic steamboat com- panies. Some of the marine reporters are blaming the steam steerer for collisions and other accidents resulting from the parting of wheel chains on steam vessels. They admit that the steam steerer is a de- vice absolutely necessry on modern steamers but they intimate that it is far from the stage of perfection and attribute the parting of wheel chains to its defects. Their argument is a poor one. The vessel cap- tain who insists upon the examination of wheel chains e€very trip, and knows that the chains are all right, will not be caught in collisions on account of parting chains. One Pound of Coal on a Steamship, The value of one pound of coal at different epochs of steamship evolution, as given by Mr. A. J. McGinnis, president of the Liver- pool Engineering Society, has been as follows: In 1840, a pound of coal propelled a displacement weight of .578 ton 8 knots; but the earning weight was only one-tenth of this, 90 per cent. of the dis- placement representing the hull, machinery and fuel. In 1850, with iron vessels and the screw propeller, a displacement weight of .6 ton was propelled 9 knots by a pound of coal; but the proportion of cargo had risen to 27 per cent., or.16 ton. In 1860, with high boiler pressure - and the surface condenser, .82 ton displacement was propelled 10 knots and the cargo was 33 per cent., or .27 ton. In 1870, after the com: pound engine had come into use, 1.8 tons displacement was propelled 10 knots, and here the cargo formed 50 per cent. of the whole, being .9 ton. In 1885 there were two classes of freight boats. One of these, the "tramp," propelled 3.4 tons displacement 8} knots, with 60 per cent., or two tons of cargo; at the same time the enormous cargo steamers of the North Atlantic were driving a displacement of 3.14 tons 12 knots, with 55 per cent., or 1.7 tons of cargo. On the modern express bassenger steamers, the cargo weight is down to .09 ton per pound of coal. Any captain who takes pride in the appearance of his vessel nat- urally wants a good picture of her. Very few good photographs of lake steamers at regular speed have ever been taken in open water, and therefore a number of captains have paid large sums for oil paint- ings of their vessels. This is not neceassary now, as the Review has a first-class marine photographer on the Detroit river, who will take a photograph of your vessel, more accurate and artistic than any oil painting. One print, 11 by 14 inches, for $2, and three for $5. Wire or write the Review at once. "As I was going into Ashtabula with the Coralia, the other day, carrying a cargo of 5,699 net tons," said Capt. Wm. Cumming, "Tl thought of the first vessel in which I ever entered that port. It was along in the sixties, and although she carried but about 250 tons, she was looked upon asa big vessel in her day. The Coralia's cargo was about equal to twenty-five of the kind that that little vessel would carry. Still, we had a crew of nine or ten aboard. I was one of five men before the mast and there was a captain, two mates and a cook."' Toronto and return--Low rates via the Nickel Plate road routed through Buffalo and Niagara Falls. Tickets sold Aug. 31 and Sept. 1 to 11, returning until Sept. 14. Canada's great fair. 288 Sep 10