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16 MARINE REVIEW. [June 15, MARINE REVIEW Devoted to the Merchant Marine, the Navy, Ship Building, and Kindred Interests. Published every Thursday at No. 418-19 Perry-Payne building, Cleveland, Ohio, by THE MARINE REVIEW PUBLISHING Co. Eastern Agents--The Samson Advertising Agency, 102 and 104 Fulton St., New York, N. Y. SUBSCRIPTION--$2.00 per year in advance. Single copies 10 cents each. Convenient binders sent, post paid, $1.00. Advertising rates on application. Entered at Cleveland Post Office as Second-class Mail Matter. The hubbub that has been raised regarding double-turrets on the bat- tleships Kearsarge and Kentucky would appear to be very ill-advised, particularly at this time. The discussion seems to have been reopened by the remarks of Capt. W. M. Foleer, who is to command the Kear- sarge and who has taken it upon himself to severely criticize the double- turret arrangements in remarks that have been allowed to get into the public prints. If the captain is correctly reported, he is opposed to the retention of the double-turrets, and in event of inability to remove the objectionable feature of the vessels, he would at least like to have the naval board of construction give consideration to the question of sub- stituting new batteries for both ships. It will be remembered that the in- vention of the turrets is attributed to Admiral Sampson, who was chief of ordnance at the time the plans were approved, although the actual designer was Lieut. Strauss, who was then attached to the bureau. Vig- orous opposition was manifested when the subject came up for considera- tion in the naval board of construction, the most earnest opponent being Rear Admiral Hichborn, chief naval constructor, who contended that either the turrets should not be superposed or that no guns heavier than 12-inch calibre be carried. Admiral Sampson, however, put up a strong fight in favor of both turrets and 18-inch guns, and after a controversy that extended over several months won out. Now Capt. Folger would have completion of the ships delayed several months while alterations are made that would involve a general re-arrangement of the battery. It is not, of course, intended to convey the idea that Capt. Folger, who preceded Admiral Sampson in the direction of the ordnance bureau, is not amply qualified to pass intelligent criticism on the present arrange- ment of the turrets, but it would seem more in accord with the welfare of the service were he to follow the example of Chief Constructor Hichborn, who, although at one time the chief opponent of the plan, now that it has been adopted wishes to see it given a fair trial without interference. If, as those who oppose the idea of double-turrets claim, a practical demon- 'stration at sea is all that is needed to bring about abandonment of the arrangement, the changes can be made as well then as now. To make a trial of the vessels fitted out in accordance with original plans will entail practically no additional cost, and the department will then have settled a problem that has caused no end of discussion ever since the adoption of the plans of these vessels. Chief Constructor Hichborn of the bureau of construction and repair, navy department, appears to have answered very adequately the criticisms that have been passed upon designs for the new protected cruisers by reason of the requirement of a speed of but 1614 knots. He is quoted as saying with reference to this matter: "It must be borne in mind that the new ships will have sheathed bottoms. There will be no decrease in speed by reason of befouled hulls, and this. assurance of a speed of 16% knots is something that should not be overlooked. Moreover, the ships are designed to carry 700 tons of fuel, and this makes them more efficient in the service where they are called upon to make long runs or remain on blockading duty. The recent experience of the Raleigh on its return trip being constantly required to replenish its coal bunkers is pertinent just at this time, when there is discussion of the endurance of ships of war in connection with their speed. The ships could have a greater speed, but it would be at a sacrifice of something else, and it often is a question which of several features must be retained and developed. The experts of the navy department--and that includes the representatives of all the bureaus--have determined that a ship of 16% knots speed, with an en- larged coal bunker capacity and able to maintain that speed, is better than a ship of 18 knots on its trial trip. The combination contemplated in the plans and specifications for the new protected cruisers appears. to meet the latest demands in the direction of naval ships." Some dissatisfaction exists among United States consuls at various ports by reason of apparent neglect by our government of opportunities for raising revenue in connection with our new possessions. A very good example of the generosity which it is claimed in some quarters has ceased to be a virtue is afforded by the remarks of Luther T. Ellsworth, Writed States consul to Puerto Cabello, Venezuela, to a representative ef the Marine Review, a few days aco. Heavy depletion of the cattle supply on the island of Cuba during the war has, it seems, proven a sud- den stimulus to the export trade of Venezuela, and an average of 10,000 head of cattle is now being shipped from Puerto Cabello each week. These cattle are with few exceptions carried in foreign vessels, and Con- sul Ellsworth claims that the clearance papers for these vessels, which must be issued from the United States consulate, net under present con- ditions a total of only about $400 or $500, whereas they ought to net in the neighborhood of $4,000 or $5,000. The clearance fee is but $11, while for a similar service under the Spanish domain the charge was $90 in gold. The consul claims that inasmuch as all American vessels secure these clearance papers free of cost, the plea of encouraging commerce can hardly be advanced as a cause for not increasing the charges. American ship builders are too busy endeavoring to fill orders to give much attention to what is going on on the other side of the Atlantic but they certainly have excellent ground for protest because of the ex- ample set by A. J. Drexel, James Gordon Bennett and Andrew Carnegie in ordering handsome steam yachts from foreigners. Fach of the three contracts is worth upwards of half a million dollars. The fact that the trio of gentlemen mentioned made their millions in America would prob- ably not be taken as sufficient grounds for complaint if it were possible to secure in England or on the Clyde better yachts than may be had here, but such is not the case. No handsomer steam yachts are afloat than the Amphrodite, built during the past year by the Bath Iron Works of Bath, Me., for Col. O. H. Payne of New York, and the Corsair, constructed by T. S. Marvel & Co. of Newburgh, N. Y., for J. Pierrepont Morgan. A comparison between these yachts and the three foreign-built craft may be awaited with every confidence. LAKE SUPERIOR COMMERCE. REPORTS FROM THE CANALS AT SAULT STE. MARIE SHOW A DECREASE OF ABOUT HALF A MILLION TONS IN THE FREIGHT MOVEMENT TO JUNE 1, BUT THE LOSS WILL BE FULLY MADE UP DURING THE PRESENT MONTH. Reports of canal commerce at Sault Ste Marie to June 1 (both Canadian and United States canals, representing the entire freight move- ment to and from Lake Superior) show a total of 2,908,068 net tons of freight moved east and west to June 1 this year, as against 3,372,374 tons on the same date a year ago. The decrease of 464,279 tons is cer- tainly not large in view of the late opening of navigation and the Buffalo strike this year. This loss will undoubtedly be made up during the present month, and with the great effort that is being made everywhere to move freight of all kinds, the canal commerce is again destined to sur- pass all previous records, notwithstanding the short season. Grain is the one item in which there is an increase of shipments over last year. Of wheat there was moved through the canals to June 1 this year 8,443,- 388 bushels and. of grain other than wheat 8,335,892 bushels. In 1898 the figures to June 1 were 5,751,941 bushels of wheat and 8,797,647 bushels of grain other than wheat. Iron ore shipments from Lake Super- ior, as was abready understood from the dock reports, are shown to be 200,000 tons short. Of soft coal there was moved up through the canals 317,201 tons, against 576,009 tons on June 1 a year ago. The hard coal movement shows quite an increase, as the shipments to June 1 this year aggregate 128,789 tons against 62,821 tons last year. Summaries of the full report follow: MOVEMENT OF PRINCIPAL ITEMS OF FREIGHT TO AND FROM LAKE SUPERIOR. To June 1, | ToJunel, | To Junel, COT 1899. 1898. 1897. Coal, anthracite, net tons............... 128,789 62,821 52,960 Coal, bituminous, net tons............ 317,201 576,009 339,389 MoncOne, Me tetOMS an wesssseeass ses -ctrecess 1,619,394 1,824,595 890,305 Wheat, bushels: .-:-scpsescsscct-csstecesee: 8,443,388 5,751,941 | 11,518,671 Hlour,: barrels... <.cicsssscstsesssrt eee ss «= 773,288 1,419,270 1,240,585 REPORT OF FREIGHT AND PASSENGER TRAFFIC TO AND FROM LAKE SUPERIOR, FROM OPENING OF NAVIGATION TO JUNE 1 OF EACH YEAR FOR THREE YEARS PAST. EAST BOUND. ; eae To Junel, | ToJunel, | To Junel ae pee een 1869: igs. | sor. Copper Oe ccuh econ eos eee Net tons.... 10,833 26,790 23,984 Grain... ........-nensenneess Bushels.....| 8,335,892 8,797,647 3,934,497 Building stone............ Net tons... 923 GAOT concseessctsaeeses Bl Ouse lye cuecemens sues Barrels...... 773,238 1,419,270 1,240,585 Tron OTF ......... ...00-seeee Net tons 1,619,394 1,824,595 890,305 IO Rob oly Ob escn bse bachacoadess6do Net tons 2,347 BHAT Netter: tcsecesces IBM et ray se saese scene M. ft. b. m 97,266 122,261 107,574 Silver Oreo ements serene INGE TSUONS soul nee cusscians omeemel teens acer ase secee dey coke acess Wheat............. aseereeeeee Bushels 8,443 388 5,751,941 | 11,518,671 Unclassified freight .....) Net tons 28,347 44,442 31,139 aS SCMP erste ceene eee Number 867 858 594 WEST BOUND. Coal, anthracite.......... Net tons... 128,789 62,821 52,960 Coal, bituminous......... Net tons .. 317,201 576,009 339,389 POUT rin sgs--tazes vats naveh EPR AROLS ia ccltccecetnetesc ss Broek. es ae Grain st ors Peeeeeeneee Bushels..... 4,000 Ol Eectinceciesastacs Manufactured iron...... Net tons... 17,043 41,349 19,584 Salt vcscssscsssssesrecenssseees Barrels ..... 75,465 44,749 58,735 Unclassified freight..... Net tons... 67,838 72,224 52,731 PASSENGERS y. wccstes tater: Number ... 1,443 1,432 §20 SUMMARY OF TOTAL FREIGHT MOVEMENT IN TONS. East bound freight of all To June 1, 1899. To June 1, 1898. | To June 1, 1897. kinds, net tons.............. 2,365,806 2,614 West bound freight of all ; en cree kinds, net tons.............. 542,262 758,052 473,396 2,908,068 3,372,347. 2,204,955 Total number of vessel registered tonnage 2,764,053, : passages to June 1, 1899, was 2,513 and the