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30 MARINE REVIEW. Sree NEW YORK STATE CANALS. GOVERNOR ROOSEVELT'S COMMITTEE TAKES UP THE STRUGGLE AS 10 WHAT IS BEST TO BE DONE WITH THEM--FIVE POSSIBLE SOLUTIONS OF THE PROBLEM. The committee on canals of New York state, recently appointed by Governor Roosevelt and consisting of Francis V. Greene, chairman, Geo. E, Green, John N. Scatcherd and Maj. Thomas W. Symons of the United States engineer corps, has just issued an important circular letter dealing with five possible solutions of the problem of canal improvement. The letter will be widely circulated and opinions sought from everybody who has shown interest in the canal question. Headquarters of the committee are at 11 Broadway, New York. The letter dealing with the different plans of improvement is as follows: "The governor of New York has requested this committee to report to him before the next meeting of the legislature what is best to be done about the canals. Briefly, the facts in the case are as follows: From 1817 to the end of 1882, when the tolls on the canals were abolished, the state had paid out for construction and enlargement of the canals the sum of $78,685,580, and for superintendence and ordinary repairs the sum of $48,399,286, and had received in tolls and other revenues the sum of $135,- 418,825, leaving a net balance of income over outgo of $8,333,457. The profit on the Erie canal at that time was more than $42,000,000 over and above the cost of construction and maintenance, in addition to the in- disputable benefits in the past to the commerce and prosperity of the state of New York. Since the tolls were abolished in 1882, the average annual cost for operation, repairs and maintenance (excluding interest charges) has been about $1,034,000, of which $802,000 has been paid from the ordi- nary repair fund and $232,000 from the extraordinary repair fund. "The tonnage on the canals has steadily diminished from 6,673,370 -tons in 1872 to 3,360,063 tons in 1898. Until within the last few years the diminution has been chiefly on the smaller canals. The Erie canal, which carried 3,500,000 tons in 1871, had 3,235,000 tons in 1893; and the Champlain canal, which had 1,100,000 tons in 1871, carried 1,020,000 tons in 1892. Since 1893, owing to improvements on the railroads and the reduction of rail rates and the lack of improvements on the canals, the tonnage on these canals has also diminshed; in 1898 the Erie canal carry- ing 2,300,000 tons and the Champlain canal about-800,000 tons. "In 1895 the legislature authorized, and the people by vote, approved, the expenditure of $9,000,000 for increasing the depth of the Erie and Oswego canals from 7 to 9 feet in the canal bed and 8 feet in the masonry structures, and 2 feet less in the Champlain canal. The appropriation is exhausted, and the work is stopped. The commission appointed last year by Governor Black consisting of George Clinton, Franklin Edson, Smith M. Weed, Darwin R. James, Frank Brainard, A. Foster Higgins and William McEchron, has reported that 86 per cent of the work is com- pleted and 64 per cent is yet to be done, and that to complete this project, including suitable modern locks at Cohoes, Little Falls, Newark and Lockport, will cost approximately $15,000,000. It is no part of our duty to state the reasons why this enlargement will cost so much more than originally estimated. These were fully stated in the report of the commit- tee above named, which was published in August last. Our task is to study the question in the light of existing facts and recommend to the governor the best course to pursue under the circumstances as he found them on taking office. We shall endeavor to obtain and present in an intelligible form the necessary statistics of commerce and freight rates in order to form an intelligent judgment, and, in addition, we desire to have the opinion and advice of those who are competent to give them. It seems to us that there are five possible solutions of the problem: "'First--To complete the present project of enlarging the Erie, Oswego and Champlain canals at a further cost of $15,000,000 (or $24,000,000 in all). The benefits to be derived from this project are estimated by competent engineers at a saving of 1.11 cents per bushel of wheat from Buffalo to New York, or a reduction from the present cost of 1.8 mills per ton per mile to 1.0 mill per ton per mile, and a corresponding reduction in other traffic, on its capacity of about 15,000,000 tons per annum.. It is under- stood that this present project includes the construction of pneumatic locks at Lockport and Cohoes, the lengthening of all other locks on the Erie and Oswego canals so as to take in two canal boats, each 115 feet in length, and these two canals made suitable for boats of a draught of 8 feet. This project provides for the Champlain canal draught of 6 feet, and a possible substitution of slack water navigation on the Hudson river wherever practicable between Fort Edward and Troy in place of the exist- ing canal structure. "Second--To enlarge the present locks on the Erie canal at once to a length of 260 feet, a width of 26 feet and a depth of 11 feet, making them suitable for boats 25 feet wide, 125 feet long, and 10 feet draught. This project would cost about $6,000,600. It would permit the use of boats of 6 feet draught, as at present, but with increased width and length, and having a capacity of about 420 tons or 14,000 bushels of wheat, in place of 240 tons or 8,000 bushels of wheat, at present carried. It is estimated that the use of such boats would result in a saving of 1.1 cents per bushel of wheat, or a reduction to 1.0 mill per ton mile. With the locks thus en- larged, the question of increasing the size of the prism could be con- sidered separately with the following results: "(a) With the size of the canal prism increased so as to complete the existing project, making it suitable for boats of 8 feet draught, and of the length and width above stated; these would have a capacity of about 620 tons or 20,667 bushels of wheat, instead of 240 tons or about 8,000 bushels of wheat as at present. It is estimated that the use of such boats will result in a saving of 14% cents per bushel of wheat, or a reduction to 8-10 of a mill per ton mile. The cost of this work on the prism, outside of the locks, is estimated at about $14,000,000, and its adoption would utilize and make available the work that has been done under the $9,000,000 act. "(b) With the size of the canal prism increased so as to make it suitable for boats of 10 feet draught and of the length and width above stated; these would have a capacity of about 820 tons or 27,333 bushels of wheat, instead of 240 tons or 8,000 bushels of wheat, as at present. It is estimated that the use of such boats will result in a saving of 1 4-10 cents per bushel of wheat, or a reduction to 7-10 of a mill per ton mile. The cost of this work on the prism, outside of the locks, is estimated at about $24, 000,000; and its capacity at 20,000,000 tons per annum. "Third--To construct a barge canal continuously descending all the way to the Hudson river from Lake Erie, with a depth of 12 feet, and suitable for barges of 1200 to 1500 tons, which can be towed on the lakes if desired. The cost of this is approximately estimated at $50,000,0000, and the saving at 1.55 cents per bushel of wheat from Buffalo to New York, or a reduction over present cost of 1.8 mills per ton mile to 0.6 of a mill perton mile. Its capacity is estimated at 25,000,000 tons per annum. "Fourth--To construct a ship-canal with a depth of 20 to 30 feet, suita- ble for lake and ocean vessels of 5,000 to 10,000 tons capacity. The cost of such a ship-canal, depending upon its size and the route adopted, is estimated at from $200,000,000 to $500,000,000, 'This ship-canal project js under consideration by the federal government, congress having appropri- ated $240,000 for surveys and authorized tlle appointment _of a Deep Water Way Commission, which is now vigorously prosecuting surveys along the Oswego-Mohawk and the Champlain routes, with a view to forming an accurate estimate of the cost. "Fifth--To abandon the canals entirely, as has been done in some other states, and dispose of the property interests therein to private individuals or corporations on the best terms which can be secured, or to make some other use of the property for the benefit of the state. "In view of the importance to the welfare of the state of New York, whose commerce relatively to that of othér seaport cities, is diminishing, of a proper decision of this question, the committee feels justified in asking that you will give them in writing the benefit of your views on the proposi- tions above suggested, or such other propositions as you may think will afford a proper solution of the problem." SUMMER SCHEDULE OF GOODRICH LINE. The schedule of Goodrich line steamers on Lake Michigan for the coming summer will be as follows: ~ The Christopher Columbus will be on the day run between Chicago and Milwaukee, leaving Chicago every morning at 9:30, returning will leave Milwaukee 4:30 p. m., arriving in Chicago 9:30 p.m. The Columbus has been thoroughly overhauled, having had eighteen parlor rooms built on hurricane deck forward, and an elegant dining-room in the forward cakin, with seating capacity of about one hundred. The twin-screw steamer Virginia will be on the night run between Chicago and Milwaukee, leaving Chicago every evening at 9 o'clock; re- turning will leave Milwaukee at 9 a. m., arriving in Chicago 2:45 p.m. An upper cabin has been added to the Virginia, providing sleeping capacits for eighty-four more passengers than formerly. The Iowa and Indiana will run alternate days between Chicago, Grand Haven and Muskegon, leaving Chicago 7:45 p. m., Muskegon 6 p. m., and Grand Haven 9 p. m. The Indiana has been thoroughly overhauled, an upper cabin with accommodation for eighty people having been added during the past winter. The Georgia will run between Chicago and Mackinac island, leaving Chicago at 8:30 p. m., Saturdays, making all points along the west shore of Lake Michigan and all principal Green bay ports, and arriving at Mackinac Tuesday at 10 p. m. The Georgia will leave Mackinac south- bound Wednesday at 4 p. m. arriving in Chicago at 7 a. m. Saturday. The Atlanta, Sheboygan and Chicago will run between Chicago and Green bay ports, stopping at all ports along the west shore of Lake Michi- gan. These steamers will leave Chicago as follows: Atlanta, Saturdays, 8 p. m., for Menominee; Sheboygan, Wednesdays, 8 p. m., for Green Bay; Chicago, Fridays, 8 p. m., for Escanaba. RITCHIE COMPASSES. ; oN letter from E. S. Ritchie & Sons of Brookline, Mass., dealing with their specialties, says: The Ritchie compass is well known and approved by navigators the world over. For over thirty-five years it has been the standard compass in the United States navy and during that time has by reliability and ac- curacy held its place against competition. Our latest form with six needles, made for the merchant service, makes it possible to adjust these compasses with great accuracy to meet the requirements of vessels of steel construction. Every compass of our make has "Ritchie, Boston, Us, S. A." printed upon the card below the north point. Our Bar Azimuth circle for merchant service, used with graduated card compass, is a very perfect instrument at a low price and has the essential features of our standard circle used in the United States navy. We are also makers of pole, tell-tale and transparent compasses, magnetic instruments, Pelorus, Binnacles, etc. The bureau of navigation, navy department, has issued a notice to the effect that there are wanted for service in the United States navy men qualified for the ratings of seamen, ordinary seamen, chief machin- ists, machinists.of the first and second classes, chief electricians, and electricians of the first and second class. All candidates for enlistment must pass a physical examination, and seamen and ordinary seamen must pass examination in seamanship and must have had experience at sea. Enlistments may 'be made at the navy yards at Boston, Brooklyn, Nee Norfolk, Va., Mare Island, Cal., or on board the U. 8. S. Mich- igan at Erie, Pa. The revenue cutters Algonquin, Onondaga, Gresham, Manning and McCulloch, all new vessels, and the first three of which were built by the Globe Iron Works Co., Cleveland, will all be fitted with bilge keels. The Algonquin is now at the yard of the E. J. Codd Co., Baltimore, and will undergo repairs, including a new pilot house and some minor alter- ations in the interior. One of the largest cargoes ever taken from the port of Norfolk, Va. was that of the British steamer Maplemore, which sailed a few days ago with more than 9,500 tons of freight. She drew 28.9 feet of water. During the month of April more than 800 vessels arrived at the port of Boston. [May 18, ;