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ee MARINE REVIEW. Export Trade in Iron and Steel. Mr. Archer Brown, New York resident partner of the well-known pig iron selling firm of Rogers, Brown & Co., writes as follows to the Iron Trade Review of the future of American iron trade: . "I am of opinion that the export business in American iron--both in crude and finished forms--is going to steadily increase, and in time as- sume large proportions. Our cheaper raw materials and our better meth- ods of manufacture are going to win the fight. It is a singular fact that the largest business so far in American iron and steel has been done al- most at the center of production of English iron, namely, Manchester 'and the Lancashire district. It would seem to follow easily that if we can meet the English at their very source of supply, we can beat them in the outlying distant markets where their rates of freight are as high as our own. It is not surprising, therefore, to find our trade growing rapidly in China, Japan, Australia, India, Russia, Spain, Italy, etc. The question of rebates from mining companies on ore entering into iron for export would be a different matter to manage. The railroads, however, are making lower rates for export business than for domestic, and it might be good business for the large ore and coke companies to make similar concessions, should it be found necessary to hold foreign trade after the inevitable rise in prices on this side. I know of no legislation - by congress or action by American manufacturers that is especially called 'for in the extension of our trade abroad. The main thing is to make the ~ goods of high quality at low cost, foster transportation lines so as to secure reliable and permanent low freight, and push energetically, per- sistently and intelligently for trade." General Manager James M. Swank of the American Iron & Steel Association says that the chief impediment to the extension of our ex- ports of iron and steel, and the chief danger under future adverse con- ditions to the maintenance of the present trade, lies in the deficiency of suitable ocean freight accommodation. "The missing link in our export trade of all kinds," he adds, "is direct steam communication with all parts of the world. With this link supplied there would be no temptation to compromise our protective tariff professions or to annoy friendly nations by injecting into our tariff legislation the thoroughly Brtish policy of commercial treaties and so-called reciprocity. Our low prices and the excellent quality of our products would do the rest. They are accom- -plishing wonders as things are." Passing Signals in Fog. The discussion about passing signals in fog, which has filled the ma- rine columns of lake newspapers for two or three weeks past, is entirely a one-sided affair in the eyes of competent vessel masters, who know that - there was really no grounds for discussion. But the result will be bene- ficial, as it will impress everybody interested in lake commerce with the fact that regulations pertaining to lake navigation in this regard have no reference to the rules made by the International Marine 'Conference, but 'are contained in the so-called White law, which provides for passing - signals in all kinds of weather. 'Probably it would be best to have the discussion end with the plain statement of the law that has been made by several authorities, but it would be interesting to know whether any steamboat inspector on the lakes has really been of the opinion up to this time that passing signals were to be used only when vessels were in sight of each other. Such an impression was conveyed by the article in the Detroit Free Press, which Schooners of Early Days... .5 Old-time vessel men are always interested in reminiscences. of the days when the grain trade. of the lakes was handled by a fleet of fast sailing vessels. A veteran among lake captains contributes an article a the Detroit Free Press about some of these ships, of which h had' per- sonal knowledge. r Psy "One of the best of them all," he says, "was the bark North West 'of which Capt. George McLeod, now so prominent in marine 'insurance circles, was master. From her he went into the South West, also. a fast one, Arthur Atkins taking the other. Then there was the Champion Capt. Calvin Carr. These three led all the fleets in the '70's, TI had more faith in the sailing ability of McLeod than the others gave-me. He was always on deck, quick, alert, with his sail all up and drawing whenever there was a chance for it, and quite popular. So keen was the Tivalry between these three vessels that their masters, if they were together, did not hesitate to take the first tug when approaching the mouth of the Detroit river or the entrance to the St. Clair, and tow behind alone through to destination. Of course it cost the owner considerable in tow-bill, for the tug captain would demand extra compensation for being obliged to let all other vessels go by to other tugs. The North West passed out long ago; the South West, owned by Bradley of Cleveland, and the Cham- pion, owned by Crosthwaite of Buffalo, are still afloat. Other rapid ones that could at least make it interesting for the foregoing were the Golden Fleece, Capt. Jesse Hurlbut; Clara Parker, Capt. 'C. W. Elphicke; Lotus Capt. Al Fitch; Chicago Board of Trade, Capt. R. H. White; Newsboy, Capt. Orr; J. Wells, Capt. John Bowman; J. G. Masten, Capt. Bob Todd. All of these were good vessels and the men in them could not be sur- passed in their time so far as daring and skill and knowledge of the lakes were concerned. The Golden Fleece is rotting away on the shores of Lake Erie, near Dunkirk. 'She is the property of Jim Reid, the wrecker but he finds that the cost of releasing her is more than she is worth, eS she is doomed. The Clara Parker went ashore near Grand Haven during a terrific gale in November, 1883. Her crew were all rescued in the breeches-buoy. The Lotus is now a lumber hooker on Lake Michigan. The Chicago Board of Trade is owned by Inman of Duluth or Hawgood & Avery, but not much has been heard of her lately. Capt. Elphicke we have all heard of through an extensive marine insttrance and vessel broker- age business which he conducts in Chicago. 'Capt. White lives in Detroit, retired after many more years in command of various steam veséels. _ "A little later on the Bertha Barnes, Porter and Scotia became noted for their speed. The latter was in her time one of the largest schooners on the lakes. She was commanded by Capt. J. J. H. Brown, last 'year president of the Lake Carriers' Association, and one of the best known vessel agents on the lakes. She was a beauty, and Brown was the right kind of a man to sail her. Of course, my tale would be incomplete with- out some mention of the Wells Burt, which went down near Chicago with all hands in the spring of 1883; the F. W. Gifford, still sailing and owned by Capt. Elphicke; the M. S. Bacon, Annie M. Peterson, J. I. Case, F. A. Georger, Nellie 'Redington, M. W. Page, Lizzie 'A. Law, Moonlight and 'Alice B. Norris. All of these are still afloat, but with topmasts off and towing wearily behind some steamer. Tn the 60's the City of Buffalo, City of Milwaukee and City of Chicago were trim and fast vessels of the samé model. As I have said, I have my choice as to the fastest vessel in the '70's, but some will be inclined to dispute me. 'Many consider the Unadilla, long owned in Detroit, as about the best. She was certainly a handsomely-modeled, fast boat, and many a time has she paid for herself. _. started the discussion. In that article the statement that laws pertaining to _ the lakes prohibited passing signals in fog was credited to "a steamboat - inspector;" not one of the Detroit inspectors, but it was naturally supposed _ that a Detroit newspaper would be quoting a 'Detroit inspector. It would probably be in order, then, for the Detroit inspectors to declare them- 'selves in this regard. The Free Press reporter would probably take cover She is still in commission after some thirty-five years of age. Other smart ones in her time were the P. C. Sherman, Sam Flint and Invincible... The Flint is afloat, but the others have passed out. 'All these were square- rigged and carried royals. I remember once when the Lotus came out 4 with a varnished bottom, the captain having the idea that it would not only preserve the wood, but make her more slippery. Soon the bolt- | _ under the claim that he would be violating an unwritten law of the pro- ' fession if he should at any time divulge the source of. information given in confidence, But, after all, it may be that the inspector was a dummy in the fertile brain of the newspaperman, who is prolific in the art of doc- heads began to drip rust, and then she was painted black. The James Couch, now the Tasmania, had trim-boards on the sides. The Ogarita was flat-bottomed, beamier than anything then afloat, and the largest carrier on the lakes for her inches. The big 'Michigan, now owned by the | Owen estate of Detroit, was the first double-decked schooner on the lakes. 3 She was sailed for many years by Capt. Fred Hart, now the manager of | the: fleet." toring reprint. . Reduced Coal Bills. 2 Officials of the Dry Dock Engine Works, Detroit, are very much pleased with a letter which they have just received from Mr. W. B. Castle of 'Cleveland, secretary of the Republic Iron Co. The letter is a valuable endorsement of the Howden hot draft system, which was applied to the Republic company's steamer Continental with a view to reducing coal bills. Mr. Castle says: _ "As promised, I now give you a few figures with reference to our _ Steamer Continental. During 1896 she averaged 8 miles an hour, burning 234 pounds of coal per mile and 1,871 pounds per hour. During the first _ six trips of 1897 she averaged 8.39 miles an hour, burning 171 pounds per "mile and 1,434 pounds per hour. Last year the Continental burned noth- 'ing but lump coal, This year she has burned principally run-of-mine. She is also carrying about 20 per cent. more ore this year than last, owing to the increased draft of water." First Meeting of the Deep Waterway Engineers. The first meeting of the board of engineers recently appointed by President McKinley to continue investigation of the subject of a deep waterway from the lakes to tidewater, was held at the office of Major 'C. W. Raymond in Philadelphia on the 11th inst. The engineers were in session three days. A programme of work was blocked out for commencing field operations and arrangements made to have survey parties organized as soon as possible. The observation party to determine the discharge of Niagara river, and the survey party to make a survey and examination of a canal route from Lake Erie to Lake Ontario will commence work as soon as the parties can be organized and the necessary outfit of instruments ob- tained. A record, covering several days past, of the draft of water at Ballard's reef, now the danger point in the rivers, may prove interesting to vessel captains. The figures from records of 'the government engineers: are as follows: August 9, 17 feet 6 inches with wind south, moderate; August 10, 17 feet 1 inch, northwest, strong; August 11, 17 feet 6 inches, northwest, light; August 12, 17 feet, northwest, fresh: August 13, 17 feet 5: inches, south, moderate; August 14, 17 feet 8 inches, southwest, strong; \August 15, 17 feet 4 inches, south, strong. io Capt. Daniel Nelson, whose death is announced from 'Milwaukee, was very well known around the lakes. | His first command was the schooner John Schuette, and his second the schooner Granger. He then assumed command of the steamer Louis Pahlow for the Delta Lumber Co. of Detroit, and when that corporation purchased the steamer Sachem _ he secured an interest and commanded her until she was sold and the steamer Ionia purchased. 'He had an inerest in this steamer also, and _ sailed her until the close of last season, when poor health compelled him to quit sailing. . ae A circular from the United States engineer office, Cleveland, an- nounces that at the regulation speed of 8 miles an hour for passage throug Toledo straight channel, which equals seven and one-half minutes per mile, the time allowance in passage is: From outer can buoys Nos. 1 and 2 a main crib, 3 miles, 2214 minutes; from main crib to black spar No. PAL 2% miles, 17 minutes; from black spar No. 21 to inner red can No.. 30, 294 miles, 17 minutes; total, 5614 minutes. cee Notice of two more gas buoys established in the St. Lawrence river has just been published by the light-house board. Both are black buoys showing fixed white lights. One is located about a quarter of a mile S. W. % S. from Sunken Rock light-house, and the other is about one mile S. S. W. % W. from the southerly point of Carleton island, taking the place of the black spar buoy which was known as Feather-Bed 'shoal buoy.