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oe | MARINE EXPORT OF AMERICAN COAL. The coal situation in Europe, which is evidently one of no little anxiety to the industrial statisticians, is made the basis of somewhat extravagent predictions on the part of dealers in this country of a great, immediate and rapidly increasing exportation of American coal. That our output, especially of bituminous coal, could 'be increased, will be admitted; 'but 'between the pit mouth and the foreign consumer there is literally "a great gulf fixed,' which cannot be bridged or spanned quickly enough to meet any present or immediately prospective exigency of the foreign coal markets, so that any sudden and wonderful expansion of the coal exports of the United States may be regarded as improbable, if not impossible. Probably the least difficult element of the problem of a great coal export from the United States is to mine the coal, 'but the preparations for this will consume a good deal of time and involve heavy investments of capital. The capital can tbe had easily enough, if it can be shown that the business is a permanent one and likely to pay a satisfactory profit. This might be difficult. The present scarcity and high price of coal in Europe is due chiefly to temporary causes. The restoration of peace in Africa and China and a relaxation of the present tension of industrial activity, especially in the iron and steel trades, would probably relieve any anxiety as to the coal supply of Europe and make our ability to market considerable quantities of coal dependent upon 'the price at which it was offered. There is also enough uncertainty as to the peace of Europe to make the conservative capitalist discreet in the matter of investments to supply the European coal demand. Coal is in the highest degree con- _traband of war, and should the threatened partition of China set the great powers quarreling, and give France, in alliance with Russia, a chance to move against England and Germany, the transoceanic coal trade would be very seriously interrupted. But with such a mining development as those who are anxious to handle coal for export are urging, the question of getting the coal to the seaboard remains to be answered. It is now difficult to procure cars enough for the present demands of coal transportation. They could, of course, be built, but the money needed itto provide them would not be easily raised under present conditions. If, however, we had plenty of coal cars, we should have to build additional railroads 'to tidewater. The capacity of the roads leading to the Atlantic ports suitable for extensive coal shipments is pretty well congested as it is, and those which could materially increase their eastward movement of coal tonnage lack adequate terminal facilities and could not economically transfer any considerable quantity of coal from cars to ships. Those having such terminal facili- ties could not easily, quickly or cheaply increase them, and are quite sure. not to consider doing so until the mileage of tracks and the supply of cars and engines needed to bring the coal to tidewater is assured. Coal docks on deep water are very expensive constructions. They will not be built until a constant, and profitable use for them is shown, and 'without them the amount of coal exported will depend upon the amount which can be spared from the quantity that now reaches tidewater. If, however, new sources of supply were developed, the cars and engines built, the additional tracks and necessary sidings laid, and the terminal facilities pro- vided, where shall we find the fleet of ships to carry abroad as much coal as the statistical estimates show is needed to meet the European defi- ciency? They are not afloat at the present time. The business of carry- ing coal could be made profitable to tramp steamers and other casual vessels only on the assurance of return cargoes, and there is not enough merchandise to be brought back to warrant vessel owners in engaging extensively in this business. 'Coal would not bear a rate of ocean freight high enough to make it pay to return the vessels in ballast. To meet this difficulty the dealers who are scheming for an extensive export trade in coal are agitating for the admission of foreign built ships to American registry, but it is not clear how this would help the matter any. There is not at present much tonnage suitable for coal carriage which could be picked up in Europe at low prices; and if such vessels cost nothing, it is doubtful if it would pay to run them empty one way to carry coal the other way. Coal is not yet dear enough in Europe to warrant this, and will not probably be dear enough for the next quarter of a century to make its carriage profitable to vessels which cannot anywhere secure re- turn cargoes. What shall be imported to furnish such cargoes? There is reason to believe that within the next few years a consider- able and sustained increase will take place in the coal exports of the United States, but it cannot be immediate, nor is it likely for some time to figure prominently in our international trade balance. From many points of view this is fortunate. Coal is not like wheat or corn. Great as our natural resources undoubtedly are, they are not self replenishing. We have only so much coal, at best, and the obstacles in the way of exhaust- ing our mines to stimulate and sustain the industries of other nations are happily a check upon present entenprise to the disadvantage of future gen- erations. We have no more coal than we shall need, sooner or later, and there is no reason to regret that the way is not open for a great coal. ex- port at low prices. Exports of manufactures pay better,, and will do vastly more to build up the national prosperity--lIron Age. WIDENING PARTS OF HAY LAKE CHANNEL. Col. G. J. Lydecker of Detroit has been spending a few days in government inspection work at Sault Ste. Marie, Mich. He says that just before leaving Detroit he received the approval of the secretary of war to the project to widen the Little Rapids section of the Hay lake channel and that tenders for doing the work will shortly be advertised for. The project calls for the widening of the channel from 300 to 600 feet at the upper end to intersect with portions at the lower end that now have a width of 600 feet, making a minimum width of 600 feet clear through to the foot of Hay lake. The entire Hay lake channel will also be deepened sufficiently to provide a depth of 20 feet at the ordinary low stage of water. At present the actual depth is from 18% feet to 19 feet. Col. Lydecker says that probably some clearing out of the old Lake George channel will be done. The projected improvements will call for the expenditure of $250,000. The Southern Pacific Co. has decided to establish a steamship service between New Orleans and Havana. The steamers Chalmette and Algiers pene been taken from the New York service and will be put on the new ine. REVIEW. [July 19, SHIP BUILDING THROUGHOUT THE WORLD. Reports regarding the building and launching of ships in Great Beran dusine fie first quarter of 1900 show a general decrease whet compared with last year, due mainly to high prices prevailing in iron an steel. The gross tonnage of ships (war ships excluded) launched in Great Britain during the first three months of 1900 was 265,000 tons, of which 264,000 tons were in steamers. As for ships (war ships excluded) under construction during that period, there is also a considerable decrease noted when compared with the same quarter of 1899, but quite an increase over previous years, as the following table will show: Sailing Year. Steamers. vessela. Total. Tons. Tons. Tons, 810,400 18,000 828,400 1,181,000 4,000 1,185,000 1,382,200 3,400 1,385,600 1,249,000 11,000 1,260,000 A noted increase in the construction of large steamers is reported. Three months ago there were building only three steamers of more than 10,000 tons, while now seventeen are in course of construction. Tihere are also building four vessels of 9,000 to 10,000 tons, two of 8,000 to 9,000 tons, and seven of 7,000 to 8,000 tons. In the construction of war ships a continued increase was noted. At the end of the month of March there were building: For English account. Foreign Year. Govern- Drivaic account. Total. ment rn eves: wharves. Tons. Tons. Tons. Tons. 133,000 121,300 810,000 335,000 104,800 133,700 117,400 355,000 act 152,800 171,800 109,000 434,000 162,700 222,800 68,600 454,100 It appears that the construction for foreign account during the last three years has been decreased while the construction for Great Britain 'has been considerably increased, especially at private wharves, where the British government is having more ships built than at its own wharves. The larger number of men-of-war built, however, does not cover the decrease in the number of merchantmen, but falls short about 100,000 tons, or 6 per cent. _ ,As for ship building in other countries, Germany takes the lead, but is followed closely by the United States. Merchant vessels under con- struction during the March quarter, 1900, are noted at Lloyd's as follows: Country. Steamers. celine Total. Tons. Tons. Tons. Germany 650 ea 154,000 3,000 157,000 BYANC@ eG 45,000 60,000 106,000 24,000 6,700 30,700 101,000 4,500 105,500 Pe OU canta: Gale ea, 24,700 3,000 300 3,300 ClLO0O eee es 6,600 111,100 4,400 115,500 Besides these, there were building in Japan 13,000 tons for E ich is , uropean account, which is considered pucneneual. 7; ieee . BETHLEHEM TOOL STEEL. c Many master mechanics in attendance at the recent convention at aratoga were interested in a new tool steel made by the Bethlehem Steel Co., referred to in these columns some time ago, and a few samples of the work of which were exhibited by Mr. H. F. J. Porter. It is believed that they represent more rapid machine tool work than has heretofore been accomplished. The followin ill gi indicati HoH Gost nee g wil give an indication of the very Guay of Width of Depth of Speed in feet ; cut. cut. per minute. ei carbon. % to % in, 7-32 29 ft. 6 in. o . 3-16 ei 1-16 60 ft. 3 3-16 1-16 150 ft. 1.05 tool steel. 3-16 is 1-16 15 ft. The peculiar property of this steel is that it does no i : t soften as it gets pene up to the red point on the cutting edge. Ganinary sce eens . s is so ee because it does not require tempering after it is forged, but a 1s We known, the cutting edge is soon destroyed if it is over- heat u ile at work, While the new steel belongs to the self-hardening amuy, it receives an additional treatment, which gives it the peculiar penile: | ek of reaining its normal degree of hardness in spite ; is thus 1 i ing ee tothe hee figure aver, to increase the speed of cutting tool ., He great advantage of the use of this 5 i striking manner at the Bethlehem works, ice ae ee eee to inepenee the output of their machine tool department four-fold 'by forcing and speeding the tools up to the capacity of the new tool steel. The steel is 5G sal that it can easily be forged to any desirable shape 'and can be ae ined and filed when ready for use on the lathe or planer. The a vantae of this remarkable discovery, to master mechanics, will depend ee ie Say to which they have utilized the possibilities of the tool ie regu ar grade now on the market. Machine tool builders are already recognizing the meaning of the new requirements and are arrang- ing to build s powers: Bao to run at greater speeds and of much greater