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to 16 MARINE REVIEW. | -- DEATH OF COLLIS P. HUNTINGTON. (Collis P. Huntington, president of the Southern Pacific Railroad Co., died at his camp, Pine Knob in the Adirondacks, about midnight Monday night. He had just been on a tour of inspection of his eastern properties and was apparently in the best of health. Last week he an- nounced his determination to erect a $1,000,000 steel plant in connection with the ship yard of the Newport News Ship Building & Dry Dock 'Co. at Newport News, Va., and took a keen, active, personal interest in his business affairs. He reached Pine Knob on Friday last and was in the best of spirits. On Monday night he retired at 11 o'clock, feeling well, but an hour later was stricken with heart trouble and died almost instantly. Nothing better illustrates Mr. Huntington's genius for organization than the inception and development of the ship building plant at New- port News. Mr. Huntington first visited this place in 1837 and was much impressed with its natural ad- vantages. It has the finest harbor along the coast with a depth of water varying from 385 to .55. ft. Even as a man Huntington never forgot the impression which as a boy Newport News had made upon him. Long years after he had attained national fame as a railway magnate he returned to Newport News and established one of the greatest ship building plants in the world. The wonder of it is that this works established as late as 1888, is to-day exceeded by no plant on earth. In its equipment of tools and machinery and in economy of labor it is not second to any of the great ship building establishments. It has had under contract more ships for the navy and merchant marine than any other ship building plant in this country. And it is only twelve years old. : : Mr. Huntington at the time of his death was president and director of the Southern Pacific Co., president and director of the Pacific Mail Steamship Co., president and director of the Southern |Pacific Railroad Co. of California, director of the California Pacific Railroad Co., director of the Galveston, Harrisburg & San Antonio Railroad Co., president and director of the Guatemala Central Railroad, and director also in the fol- lowing: Gulf, Western Texas & Pacific Railway, Louisiana Western Railroad, Mexican International road, Morgan's Louisiana & Texas Rail- road & Steamship 'Co.,, Newport News Light & Water Co., New York, Texas & Mexican Railway 'Co., Old Dominion Steamship Co., Old Do- minion Land Co., Oregon & California Railroad Co., Western Union Telegraph Co., Detroit Gas Co., Fuente Coal Co., and Metropolitan Trust Co., of New. York. oe ft Mr. Huntington was a native of 'Connecticut and: was nearly: eighty years of age at the time of his death. He started out in life for himself at the age of. fourteen years and for ten years engaged in mercantile busi- ness and traveling in the West and South. His travels in the undevel- oped sections opened his eyes to the future of the country and in his mercantile affairs he profited by the knowledge gained. In. 1848 while in business with an older brother, the firm made a shipment of goods to California, which the younger brother followed, locating in Sacramento and doing business in a tent. Later he opened a large hardware store in that city and did an extensive business. In this enterprise he was asso- ciated with Mark Hopkins. In 1860 Huntington matured a scheme for a transcontinental railroad, Leland Stanford, 'Charles 'Crocker and Mr. Hopkins having united with him in paying the expenses of a survey across the Sierra Nevada mountains. Five men organized the Central Pacific Co., of which Mr. Stanford was president, Mr. Huntington vice president and Mr. Hopkins treasurer. After congress had agreed to aid the enterprise by an issue of bonds, Mr. Huntington and his associates carried on the construction of the railroad out of their private means until the bonds became available by the completion of a stipulated mileage. In addition to this undertaking Mr. Huntington planned and per- fected the whole California system of railroads, which extends over 8,900 miles of steel track, built an Atlantic system, which by the Southern Pa- cific and the Chesapeake & Ohio railway forms a continuous line 4,000 miles long from San Francisco to Newport News, and developed an ag- gregate of 16,900 miles of steam and water lines, including the route to China and Japan. Mr. Huntington, during the recent years of his life, resided in New York city. He was an uncompromising enemy of the oe of the Nicaraguan canal. His wealth is estimated at $50,- A MYSTERIOUS SUBMARINE BOAT. A submarine boat was launched from Ware's Island in Stamford Har- bor, Conn., at high tide last Friday night. The man who superintended the construction of the boat is J. C. Carter of New York. He is sup- posed to represent a syndicate of New Yorkers, but it has been impossi- ble to find out much about him. The boat has been in the course of con- struction for fifteen months. Extraordinary efforts were resorted to to keep everything about it secret. A large building was erected on the island, and there the boat was built. The end of the building was torn down and the craft appeared in sight of passing boatmen for the first time. She is 50 ft. long and 8 ft. beam. The propelling power is pro- vided by two motors. These discharge water from the stern. The sub- mereing of the boat is controlled by machinery on each side. She has side keels also, two bilge keels and three rudders. There are two torpedo tubes projecting from the conning tower just above the deck. The boat is built of yellow pine and is sheathed with galvanized iron. The William R. Trigg Co., Richmond, Va., announces that it will bid on one battleship, one armored cruiser and one pr i ; otected the United States navy. : a COL. SAMUEL M. MANSFIELD. © Col. Samuel M. Mansfield, who is to succeed Col. Jared A. Smith as the government engineer at Cleveland this fall, has had a long and bril- liant career in the army. He was entered as a cadet at West Point in 1858. At his graduation, four years later, he was appointed to the engi- neer corps with the rank of second-lieutenant. He saw service in the war of the rebellion from 1862 to 1866, first on the staff of 'Maj or General Mans- field and later in command of the Twenty-fourth regiment, Connecticut volunteers. On (March 8, 1863, he was raised to the rank of first-lieutenant and served gallantly in the Louisiana campaign of '63. In June of the same year he was breveted captain for gallant and meritor.ous service in the action at Port Hudson, La. ' Since Col. 'Mansfield was mustered out of the volunteer service he has been engaged in engineering work. He was assistant engineer in the construction of the fort at Sandy Hook, N. J., and chief engineer of the defenses of the West Pass in Narragansett bay. Besides this work he built temporary batteries at New Haven, Ct., and also the defenses at Point Lookout, Md. In August, 1864, he was made a captain in the engi- neer corps and seven months later was breveted major and later lieutenant colonel for gallant service during the rebellion. In 1866 the government undertook the survey of the upper Mississippi and Col. Mansfield was ap- pointed assistant engineer of this work. From 1867 to 1872 he was at various stations both in New York state and California in command of engineering companies. In 1874 he was made a major of engineers and placed in charge of the harbor improvements which were being made on Lake (Michigan. He held the Michigan station until 1879 and was then granted a leave of absence of one year. He spent the time in touring through Europe and returned to take charge of the river and harbor im- provements in Texas. He was for six years engaged in this work and at its completion was appointed to the commission which in 1887 performed the arduous task of running the boundary line between Texas and the Indian territory. Col. Mansfield has also had experience in light-house engineering. He was in charge of the tenth, eleventh and ninth light-house districts, in the order named, from 1886 to 1888. In 1888 he was placed in charge of river and harbor improvements in western Michigan and later in charge of the same work in northern Indiana. For ten years, from 1888 to 1898, he was in charge of the defensive works at Boston and at the expiration of his term of service there was made a colonel of engineers. Since that time Col. Mansfield has been on the Pacific slope with station at San Francisco. At the present time he is division engineer of the Pacific divi- sion and is in charge of the defenses in San Francisco harbor. He is a member of various boards and commissions appointed by the government to oversee the fortifications of the Pacific coast and the construction of the harbor lines of San Francisco harbor and adjacent waters. He is also on the examining lboard of officers which determines the competency of the officers of the engineer corps. Col. Mansfield held various other posi- tions of responsibility, being president of the California debris commis- sion, which regulates hydraulic mining; member of the general court- martial, member. of Yaqunia bay commission and president of the com- mission appointed by the president to determine statistics of certain gov- ernment roads in Yosemite park. AROUND THE GREAT LAKES. Fire destroyed the Dakota elevator on Buffalo creek Monday. The loss is placed at $1,125,000. The elevator had a capacity of 850,000 bushels. B. B. Inman, who has been in charge of harbor tugs at Duluth for a great number of years past, is planning for the organization of a tug line at that port to oppose the Great Lakes Towing Co. Receipts of grain at Buffalo to the end of July, flaxseed included, were 63,219,414 bushels. This record has been exceeded only twice in the his- tory of the port. The amount of flour received to the same date was 4,161,000 packages. This also has been exceeded only twice in a small way, and is considerably more than a quarter over the average for the past ten years. The receipts of iron ore were 568,500 tons, a third more than last season at this date. All vessel masters are warned and requested, in entering and leaving Agate Bay (Two Harbors) Minn., to keep at least 500 ft. away from the westerly end of the east pier, on a line running southwest therefrom. There is a stone embankment there, upon which they are in danger of getting aground. They also'run the risk of fouling their propeller wheels with wire and rope cables, which, as noted by Major Clinton B. Sears, are legally there by direction of the United States. Two black spar buoys have been placed on the westerly edge of the channel in the St. Clair river, to mark the 20 ft. curve between the wreck of the schooner Fontana and the west bank of the river. The shortest distance between the Fontana and this curve is about 500 feet, and vessels will find 20 ft. and over between the wreck and the line marked by the two spar buoys referred to. The most northerly buoy is about 450 ft. due west from Fort Gratiot light-house, and the southerly buoy is about 300 ft. due south of the angle making out from the Grand Trunk car works. : The Great Northern Railway Co. is building a steel grain elevator of 2,500,000 bushels capacity at Superior, Wis., and Vice-president W. L. Hill, in discussing the subject, is reported to have said that '"'the saving by. reduced. insurance, etc., in a steel elevator will more than make up the difference in interest on the cost of the steel house, though it will cost twice as much per bushel as the wooden structure. The new steel elevator will be of 2,500,000 bushels capacity and will probably be ready for oper- ation in 1902. The Great Northern road will then have 7,000,000 bushels capacity on the Duluth market, all but 1,800,000 of which will be the most modern steel construction, operated electrically," One of the most profitable post offices in the United States is that at Scranton, Pa. The volume of business is unusually large and is steadily increasing, the figures for the first six months of the present year show- ing more than double the business for the same months in 1893. This is due principally to the rapid growth of the International Correspondence Schools. Seven years ago the schools' postage was barely 5 per cent. of the total, but now one-third of Scranton's postage is paid by the Inter- national Correspondence Schools. Their postage has increased from an average of less than $400 to over $5,000 a month,