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MARINE 1902.) elevator, and Mr. Kellogg withdrew his elevator from the association. Following this withtdrawal, the association made a contract with all the trunk lines of railroad between Buffalo and New York, by which the association was to do all the work for the railroads, giving them the facil- ities of the port, and in return the railroads were to pay the association '% cent per bushel on all grain taken by them from Buffalo. As a result of this contract, Mr. Kellogg found when he tried to make through ship- ments from his elevator that the railroads would not pay him the ele- vating charge, on the ground that they were under contract with the association to do all their work. The Kellogg elevator could do busi- ness but the money earned by it was paid into the association. Mr. Kel- logg immediately brought suits against the association and each of the trunk lines, charging criminal conspiracy. These suits came to trial in May, 1902, and 'Mr. Kellogg was non-suited. The real question as to the right of the railroads to make such an arrangement was not decided, as the case was thrown out on the ground that the conspiracy charged was not proven. The present situation is peculiar, Two new steel elevators have been built, and the question of sharing has been so difficult this year that up to the present time (July 23) there has been no general association formed. There is every probability, however, that before long some agreement will be reached. If an agreement is not entered into shortly, the Lake Carriers will have another chance to show that they are determined not to have their business interfered with by other people's troubles. It would hardly be right to conclude this brief history of grain ele- vator business at Buffalo without recognizing the efforts of a well-known Buffalo member of the Lake Carriers' Association, Capt. J. J. H. Brown, who has given up a great deal of time for many years past towards the betterment of conditions generally in the lake trade and to whom the vessel interests are especially indebted for reforms along the lines dealt with in this article. The reduction in grain handling charges of 25 cents per thousand bushels to steamers in 1894 was the first reduction obtained in a great many years, and it may truly be said that this reduction was due entirely to Capt. Brown's efforts. This was the beginning of fur- ther reductions and better methods of unloading grain at Buffalo, and it is understood, of course, that other ports on Lake Erie are governed largely, if not entirely, by Buffalo. The still greater. reduction in the shoveling charge and improvement in methods, which followed in 1895. in the contract with James Kennedy, should also be credited to Capt. Brown, and it was through his efforts that the arrangement was made in March, 1900, to facilitate the unloading of grain here. COAST SHIP YARD._NOTES. _. The Harlan & Hollingsworth Co., Wilmington, Del., has been given an order to lengthen by 40 ft. the steamer Parthian of the Philadelphia & Boston line. The vessel will be cut in half amidships, the sections pulled apart and a new section inserted. The cost will be about $150,000. The Jackson & Sharp works of the American Car & Foundry Co., Wilmington, Del., launched last week for the J. W. Paxson Co. of Phila- delphia a steam barge of the following dimensions: Length, 148 it.; beam, 26 ft.; depth, 8 ft. The barge was christened Bennie. The Morse Iron Works & Dry Dock Co., Brooklyn, N. Y., are busily engaged in converting freighters into oil carriers. The steamers at present: undergoing this transformation are the Northern, Northeastern, Winifred, Northwestern, Northtown and Catania. At the ship yard of John H. Dialogue & Son, Camden, N. J., work has begun on a sea-going steel tug for the Philadelphia & Reading Rail- way Co. The new craft, when completed, will be used in towing barges from Philadelphia to New England ports. A three-masted schooner, the Alice M. Davenport, was launched from the yards of the New England Ship Building Co., Bath, Me., last Satur- -- Her dimensions follow: Length, 154 ft.; breadth, 35.4 ft.; depth, 13 tt. The Perth Amboy Ship Building & Engineering Co., Perth Amboy, N. J., has secured the contract to repair the Norwegian steamer Banes, which was wrecked through fire on the Cuban coast. The Newport News Ship Building & Dry Dock Co., Newport News, Va., has purchased the plant of the Peninsula Foundry Co. and will ope- rate it in conjunction with the old Caskey plant. The monitor Arkansas was given her dock trial by the Newport News company last week. Her builders' trial will occur in a few days. The past week has brought a very considerable contribution to the prosperity of the iron trade in 1903. The activity has been most marked in pig iron, but it has also been sufficient in finished lines to give some of the mills a tonnage of new business exceeding the amount of their shipments. The announcement by the largest southern furnace interest that its books are open for 1903 orders, beginning with March, prices on a basis of $17 at furnace for No. 2 foundry iron, tells of the strength of the inquiry for forward deliveries that the furnaces have been meeting lately, as well as the extent to which in this instance the business booked for 1902 will lap over into the following year. Prices for next year are not uniform, as low as $16.50 and as high as $18 being quoted by south- ern furnaces for No. 2,-while northern furnaces quote from $21 to $22 at furnace. There is a closer scrutiny than ever for signs that consumption will decrease in the near future because of the high price for iron, but none are plain enough yet to be catalogued, though the danger is very generally recognized. In the case of a number of pig iron producers, half their capacity for the first six months of 1903 is already sold; few have a than one-third their probable output in that period.--Iron Trade eview. Further hearing of the case in which certain minority stockholders of the United States Steel 'Corporation seek to enjoin officials of that company from retiring part of the preferred stock by an issue of bonds has been adjourned until Sept. 5. Jones & Laughlins, large steel manufacturers of Pittsburg, have increased their capital stock from $20,000,000 to $50,000,000. « Large' ith- provements are contemplated. The reorganization does not involve change of any kind in management. ent of the Pittsburg Steamship Co. AROUND THE GREAT LAKES. Daly & Hanan, contractors of Ogdensburg, have been awarded con- tracts by the government for dredging the harbors at Charlotte and Olcott, Lake Ontario. Maj. Gen. Gillespie, chief of engineers of the United States army, is now making a tour of the great lakes on the lighthouse tender Amaranth.. He is accompanied by a number of engineers. ae Capt. B. B. Inman, well known on account of long connection with: harbor tug business at Duluth, has been appointed assistant superintend-' He will be stationed at the Sault. The Northwestern Fuel Co.'s big coal dock at West Superior is to be doubled in size. Work on the second section will be begun as soon as the present section is completed. The dock will be 1,300 ft. long and 1,200 ft. wide. Su Lake Carriers' water signals at the docks of Stanley B. Smith & Co. and the Pittsburg Coal Co. on the Detroit river now show a depth of water up to 18 ft. 6 in. draught but not deeper. The Collingwood Ship Building Co., Collingwood, Ont., has just launched the large steel tow barge which they are building for thé Al- It is considered safe for vessels to load to that goma Central Steamship Co. of Sault Ste. Marie, Ont. Agawa is the name given to the new vessel. It is understood that Chicago parties who have purchased the ship yard of Burger & Burger at Manitowoc are in no way connected with the Ship Owners Dry Dock Co. of Chicago or any other ship building organ-. ization already in operation. It is said that they have abundance of cap- ital and that they will fit the Manitowoc works for the building of steel vessels on a moderate scale. Names of officials of the new company are withheld for the present, on account of their connection with other works. The steamer George G. Hadley, which has occupied the stationary dry dock at Milwaukee since July 7 for the repair of damage sustained in her collision with the whaleback steamer Thomas Wilson and subsequent sinking in shoal water off the Duluth ship-canal entrance, will again be | ready for business between Aug. 5 and 10. It was found necessary to | entirely rebuild her starboard bow to a point 50 ft. abaft the stem. Her port bow requires only partial reconstruction. In addition she is receiv- 'ing a new deck house and the entire interior work of the after cabin is being renewed, the seas having left but the outer shell. », Army engineer officials in charge of the St. Clair ship-canal have sent out warning to vessel masters regarding violatién of rules for the navi- -- gation of the canal. frequently of late. Among,other things the regulations especially forbid -- any vessel approaching closer than 500 ft. to any other vessel which it is: overtaking and forbids the overtaking boat from passing the boat ahead © of it until both boats are entirely outside of the canal and its approaches, -- The law also provides that a speed greater than 8 miles an hour shall' not be attained within the canal, and also requires all captains to obey the ~ directions, orders and instructions of the canal custodian while they are inside the canal. Vessel masters trading to and from Lake Superior have expressed some anxiety regarding a cluster of piling that is being driven in the upper St. Mary's river opposite Big point, between the upper end of the canal and Point aux Pins but the work will not prove an obstruction to navigation. Major W. H. Bixby, United States engineer, says regard- ing it: '"'This piling is a temporary construction authorized by the sec- retary of war in connection with the Sault City water works intake pipe and crib. At present there is plenty of width of channel around the tem- porary construction. When the intake is finished, the piling will have been cut off or pulled out so as to leave 40 ft. clear depth over all con- structions which may lie above the natural bottom. The inspection of this work is under the local charge of Assistant Engineer Joseph Ripley at the Sault, who has been keeping himself well posted as to progress of the work since actual construction was commenced." ao. At the annual convention of the International. Longshoremen's Asso- ciation at Chicago, just closed, it was decided to change the name of the © association to the International Longshoremen, Marine & Transport Workers' Association. Daniel J. Keefe of Chicago was re-elected presi- dent and Henry C. Barter of Detroit re-elected secretary. The following vice-presidents were elected: John Walsh, Cleveland; John J. Joyce, Buffalo; J. Gordon O'Neill, Duluth; J. A. Madsen, Portland, Ore.; Cor- nelius Wild, Buffalo; J. A. Gwin, Galveston; Frank Morrell, Ashtabula; James McLaughlin, Windsor, Ont., and J. E. Porter, New Orleans. The convention voted to ask for a joint conference of the freight handlers of the great lakes and the managers of the freight lines, to be held in Feb- ruary, to decide upon a wage scale for next year. The convention also declared against allowing crews of boats and non-union workmen to trim ore and grain cargoes. The wreck of the steamer George Dunlap, which sank in Lake Erie on the morning of June 29, has been located by United States Assistant Engineer Wm. T. Blunt of the Cleveland district. The vessel lies on an even keel, heading E.S.E., in 44 ft. of water, E. %4, S. 574 miles from Mid- dle island lighthouse, and exactly east from the Middle island passage. It is almost exactly on the range of nun buoy on the northeast corner of Keiley island reef and the extreme northeast point of Kelley island. It is N. 14 W. from Huron lighthouse and N.E. by N. 34 N. from the red gas buoy at the entrance to Sandusky harbor, directly on the course to the Southeast Shoal lightship. It is but 2 miles northerly from the sailing course between Cleveland and Middle island passage. It is, therefore, a menace in thick weather to vessels passing between Sandusky and South- east Shoal lightship or between Cleveland and Middle island passage. The foremast is still standing with an association flag attached and the wreck- age of the pilot house is floating attached to the wreck. A floated buoy carrying a large red flag has been placed about 300 ft. south of the wrec for the purpose of location, should the spar be carried away. The location of the vessel is so. close to the international boundary that it is not certain whether it is in the United States or 'Canadian waters. _ > © © oS as yt T ie avaua dry dock, purchased from Spain, will be permitted to" remain in Havana for the present. The project of towing this dock to the : Philippines has been definitely abandoned. It is said that the rule forbidding a vessel to pass ~ another going in the same direction while in the canal has been violated ~ Fiber? er