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bic range that next year's shipment will be in excess of the 3,641,985 tons pro- duced this year, though, in all probabil- ity the percentage of the entire shipment which the Gogebic ore constitutes in 1906, 8.9 per cent, as compared with 10.85 per cent of 1905, will not be larger. The Menominee range increased its output, approximately, one-half. million tons in the past year over 1905, and saw the return to the ranks of producing mines, the old Perkins property now known as the Saginaw; which had not been operated since 1895. The only no- tations necessary are in connection with the Antoine mine, equally well known as the Clifford or Traders, the old Apple- ton, recently acquired by the Loretto Iron Co., now known as the Eleanor, and the Paint' River mine, from which some shipments are designated Fairbanks, On the Marquette range the past year witnessed a slight falling off in the amount of ore shipped, due in part to labor difficulties and also to a large amount of effort spent in development work. The old American mine, belong- ing to M. A. Hanna & Co., which has not shipped any ore for 12 years, was operated in 1906, though it produced only 419 tons, all of which was shipped all rail. In explanation of the list as it will appear in our chart, it may be said that the Blue mine now ships as the Queen and the old Rolling Mill property is known as the Chester. As usual, the Morrow, Cliffs Shaft, Lake, Salisbury, Ogden and Austin mines are reported as the Cleveland Cliffs group. The Mar- quette range produced of the total ship- . ments 10.5 per cent, as compared with 12.38 per cent in 1905. The largest single producer, as in 1905, was the Mountain Iron on the Mesabi - range, which produced 2,536,249 tons, in- stead of the 3,000,000-ton output which was variously estimated early in the season. The significant feature about this year's shipments is undoubtedly the large amount shipped all rail. There seems to be no other reason for this where ore is brought to other , points than Duluth or Milwaukee by this meth- od than that the unloading facilities at receiving ports have been insufficient to care for the lake shipments. The new fa- cilities now being erected will tend to decrease the all rail shipments in 1907. INTERESTING TO SHIP. BUILDERS. Certain calculations made in a recent interview by Eugene Tyler Chamberlain, commissioner of navigation, will be ex- amined with great interest by all steel makers and ship builders. The subtrac- tion of the cargo feature from the ship- ping bill seems to have given rise to the impression that the measure as now drawn is of slight interest to shipbuild- "TAE. MarRINE REVIEW ing and its allied industries, on the as- sumption that the lines provided for in the bill may be maintained by vessels al- ready in existence. Commissioner Cham- berlain proves that this impression is wholly erroneous. Mr, Chamberlain has figured that the full equipment of the mail steamship lines, provided by the bill, would involve the expenditure of more than $32,000,000' in the construction of approximately 26 vessels, ranging from 6,000 to 12,000 gross tons each. These 26 vessels would give a fortnightly ser- vice.» They would aggregate 216,000 tons, which at an average cost of $150 per ton means $32,400,000. Even should it be de- cided to execute the sevice on a month- ly basis, approximately one-half of this expenditure would be required. The proposed line from ports on the Atlantic coast to Brazil of 16-knot ves- sels, receiving a subvention of $600,000 per annum, according to Mr. Chamber- lain would require five ships. of 8,000 tons each, or an aggregate of 40,000 tons. : The line from Atlantic coast ports to _the Argentine, employing 16-knot vessels and receiving a subvention of $800,000 per annum, would require six. vessels of 8,000 tons each, or an aggregate of 48,000 tons. ® The line from ports on the Pacific coast to Peru, Chili, by 16-knot vessels at a compensation of $600,000 per would require six new vessels of 6,000 tons each, or 36,000 tons. The line from Facific coast ports to the Orient, touch- ing at Hawaii, Japan, China and the Philippines and employing 16-knot ves- sels, receiving an annual compensation of $700,000, would require not less than six 10,000-ton ships, or an aggregate of 60,000 tons. Contrary to general belief, there are no vessels on the Pacific coast available for this service. It is doubtful if any of the present vessels come within the requirement of a sustained sea speed of 16 knots. 'Commissioner Chamberlain estimates that the construction of a vessel of 8,000 tons would be needed to complete a ser- vice once in three weeks to the Samoan Islands. ' Mr. Chamberlain's conclusions are therefore summarized as follows: Indivi- Aggre- dual gate Ser- Ves- Ton- Ton- vice. : sels. nage. nage. Brazile oe eee ey eee 5 8,000 40,000 Argentina \o.. ees. c:. 6 8,000 48,000 - PANAMA 8 yee cee : eet ees Pera7and: Chili >. 2.4% 6 6,000 36,000 Orient via. > Bawa 2,32 12,000 24,000 Orient direct: 4 3..2.: 6 10,000 . 60,000 Australasia ......... oe! 8,000 8,000 Lotals*: cave tee 26. eee ey 216,000 No man in the country is more com- petent 'to estimate available supply and the steamship requirements of the bill than Mr. Chamberlain. He has made a careful investigation into the present em- ployment of all vessels that might be annum . 53 available for the projected lines and has reached the conclusion that there are no ships in existence that meet the require- ments that are really available. should a vessel here and there be with- drawn from the coastwise trade, other vessels would be immediately required to replace the depletion, as the coastwise trade is in a flourishing condition. He states with emphasis that the pending bill would greatly stimulate the ship- building industry and in his opinion the facilities of existing shipyards would be taxed for several years to meet all the new contract requirements, in addition to . the natural growth of the coastwise trade and the reasonable growth of trade along the projected mail lines. THE MAN AT THE WHEEL. Editor Marine Review:--In a recent issue of the Marine Review there is apparently an error by the author of the story "The Man at the Wheel." The mate here states of coming on deck and on seeing a red light ahead gives the order "Hard a starboard." It seems to me that he should have done just the opposite, in other words said, "Hard a port." At any rate I would like to see this question discussed along with your other articles on scientific navigation, ONcE A WHEELSMAN. -EDWIN 8S. CRAMP RESIGNS. Edwin S. Cramp has resigned from the vice presidency of Cramps, Phila- delphia, Mr. Cramp was the last one of his name to be connected with the famous firm, which has built battle- ships and cruisers for nearly every na- tion, besides some of the finest mer- chant vessels afloat. & GREAT LAKES TOWING CO. The directors of the Great Lakes Towing Co., held their annual meeting Wednesday and re-elected the old offi- cers as follows: Chairman of the board Gen. G. A. Garretson, vice chair- man of the board, H. G, Dalton, presi- dent and -.. treasurer Edward Smith, of Buffalo; first vice 'president, Capt. James Davidson, of . Bay City; . second: . vice-pres- ident, A. B.,Wolvin, of Duluth; third © vice president, T. F. Newman; secre-. tary and assistant treasurer, M. H. Wardwell; 'general counsel, James H. Hoyt and Harvey D. Goulder. The members of the executive com- - mittee are Gen. G. A. Garretson, Ed- ward Smith; C. Grover, 1 te. Dalton, D. Sullivan, James Davidson, A. B. Wolvin, L. M. Bowers and Rob- ert R. Rhodes, ~ Even