The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

MARINE REVIEW Entered at Cleveland Post Office as Second-class Mail Matter. : Published every Thursday at 418-19 Perry- Payne Bldg., by the Marine Review Pub. Co Von, XXIII; CLEVELAND, O., JAN. 10, 1901. Subscription $3.00 a year. Foreign $4 50 a year. No. 2 MERCHANT SHIP CONSTRUCTION DURING 1900. Merchant vessels built in the United States and officially numbered by the bureau of navigation, treasury department, during the calendat year 1900, comprised 1,102 of 365,791 gross tons, compared with 954 ol 267,542 gross tons during 1899. Steel steam vessels numbered ninety-two of 196,957 gross tons compared with eighty-six of 126,768 gross tons in 1899, The greater part of this increase is on the great lakes—from four- teen vessels, 50,836 tons in 1899 to thirty-three vessels, 108,511 tons in 1900. Steel steam vessels built on the Atlantic coast numbered fifty-one of 78,982 gross tons, compared with sixty-three of 73,808 gross tons in 1899. For comparison Wm. Gray & Co., West Hartlepool, England, built twenty-four steel steamships of 81,794 tons in 1900. Steel steam vessels built on the Pacific coast numbered six of 8,881 tons, compared with five of 553 tons in 1899. Wooden sail vessels increased from 523 of 86,125 tons to 575 of 99,460 tons; wooden steam vessels from 335 of 38,364 tons to 423 of 40,546 tons; steel’ sail vessels (including schooner barges) from ten of 21,385 tons to twelve of 28,828 tons. The foregoing figures do not include for either year unrigged canal boats and barges. Following are the tables for 1900 and 1899: MEROHANT SHIPS BUILT IN THE UNITED STATES IN 1900. WOOD. STEEL. TOTAL. Satrn. STEAM. SaIL. STEAM. No.| Gross. |No.| Gross. ||No.| Gross. | No.} Gross. ||No.| Gross ic and gulf._._...- 459 | 74,093 176 | 12,980 || 8 | 11,666 | 51 | 78,982 || 694] 177,721 a See 56 | 24,268 | &3 Po: WA RES Be Sa 6 8,881 || 145) 48,091 Great lakes _.-..---..-..- 6 118 | 45 | 4,182 |) 4 | 17,162 | 33 | 108,511 88] 129,973 Western rivers._..._----- 54 OS Ng 119s | ai8 eee secs ees 2 583 || 175} 10,006 Motels 575| 99,460 |423 | 40,546 || 12 | 28,828 | 92 | 196,957 ||1102} 365,791 MERCHANT SHIPS BUILT IN THE UNITED STATES IN 1899. ooD. STEEL. a TOTAL. SaIL. StraM. Satu. STEAM. No.| Gross. |No.| Gross. ||No.} Gross. |No.| Gross. ||No.} Gross, i Gulfet 22 450 | 69,926 |138 9,590 7 | 10,195 | 63 | 73,808 ||/658 | 163,519 Pie ottede fal OS h4S al) ace | ee a 5 114 | 20,087 Great Lakes.-..- 33 4,610 3 | 11,190 | 14 | 50,836 || 70 | 72,094 “Western Rivers......---- 15 355. | 93 | 10,016 ||..-.|----2--- 4] 1,571 |/112 | 11,942 ER OUAL EN eres = 523 86,125 |335 | 33,364 || 10 | 21,385 | 86 | 126,768 ||954 | 267,642 SIGNIFICANCE OF CARNEGIE TUBE PROJECT. Recent announcements regarding plans of the ‘Carnegie (Co. for the further development of its steel and iron enterprises were said to have been made for the purpose of influencing the railroads in the matter ot freight rates between Pittsburg and the seaboard, which have been a drawback to exports of iron and steel. It is quite probable, however, that there is nothing of this kind in the announcement that the Carnegie Co. is to erect at Conneaut, O., the largest tube works in the world. All that has been said of the purchase of land and arrangement of plans for the immense tube works is evidently true, and the first thought in this con- nection is not of an encouraging kind for the people of Pittsburg. This move on the part of the Carnegie Co. means more than the mere estab- lishment of a tube works at Conneaut. It means that in departing from the policy of centering its manufacturing operations in Pittsburg, the Car- negie ‘Co. has reached the conclusion that works of all kinds, not the manufacture of tubes alone, for the further development of its operations must be on the south shore of Lake Erie, the natural meeting point for all the materials that enter into manufactured products in iron and steel. ‘Conneaut is all the more advantageous for the ‘Carnegie Co. as a point of economy in manufacture, from the fact that coke from the Pittsbure district will furnish to the Carnegie railroad between Pittsburg and Con- neaut return freight for thousands of cars that go down to Pittsburg loaded with ore but are now returned empty. It is quite plain, therefore. that the big tract of land secured at Conneaut will soon have a large share of the Pittsburg steel industry and in more ways than the manufac- ture of tubes. It is said that the new works at Conneaut will stretch over a mile of the lake front and will be the most extensive and complete plant of its kind ever built. It will include all essentials in pipe and tube manufac- turing, from the ore to the finished product. The general system of opera- tion will be continuous; the ore being unloaded from vessels at one end and worked through the successive stages of iron and steel making in a direct line to tte finished. pipe and tubing at the other end. Electric power will be principally employed for driving the machinery. The blast furnaces to be built will probably exceed in size and capacity the two great stacks now being finished by the Carnegie 'Co. at Rankin. Carnegie Co. officials and representatives of subsidiary companies will hereafter meet annually at a dinner in Pittsburg. The first dinner was held at the Hotel Schenley, Wednesday evening. The guests numbered about 100. Mr. ‘Carnegie was unable to be present, but a very pleasant letter was read from him. NOTES OF SHIP YARDS OF THE GREAT LAKES. Although three large steel freighters have left the stocks in different yards of the American Ship Building ‘Co. since the first of the month, and another is to be launched at Detroit in a few days, there are no idle berths and will be none for some time to come, as the places of the vessels launched are being taken by others under order that are not to be com. pleted, in some cases, until September or October next. Officers of the company say it is too early yet to think of what may be done at the different yards after the big fleet now under construction is put into com- mission in the spring. It is quite probable, they say, that the demand for vessels on the seaboard will be such as to admit of quite a few freighters being built in parts for salt water service when the demand on the lakes falls off. The investing public is evidently taking interest in the stock of this company. Its common shares have advanced in price within a few weeks from about $20 to $35 a share, and the preferred, on which 7 per cent is guaranteed, holds to a point or two below $100. The third dividend of 134 per cent on the preferred for the present year is to be paid on the 15th. Books are now closed for this dividend. The advance in the common is probably due to the fact that unlike the common stock of other industries that of the American Ship Building Co. represents $20 a share actually paid in, and to the probability also that a dividend on the common stock will be paid with the close of the.company’s year in July. At the American company’s Lorain yard on Saturday last the second of two steamers of 6,000 gross tons capacity, building for Capt. John Mitchell of Cleveland, and others, was launched and named Walter Scran- ton in honor of the president of the Lackawanna Steel Co. The Scran- ton is 436 ft. over all, 416 ft. keel, 50 ft. beam and 28 ft. deep. She will have triple expansion engines, cylinders 23, 3714 and 63 in., with 42-in. stroke. Steam will be furnished by three Scotch boilers, 1214 ft. in diam eter and 12 ft. long, to be allowed 180 lbs. of steam., She will be fitted with the Ellis & Eams induced draft system. Capt. Charles B. Gatlon, who _has brought out a number of vessels of the ‘Mitchell fleet, will sail the Scranton, and William Fetting will have charge of her machinery. Capt. Galton was in the steamer William E. Reis last season. Capt. M. P. Parsons, who was in command of the M. A. Hanna last year, will bring out the steamer John J. Albright, the other Mitchell vessel that is to go into commission in the spring: William Fritz will be chief engineer of the Albright. Ship builders of the country are evidently still too busy to be bothered with building government dredges unless they are well paid for it. United States Engineer Handbury of Detroit, who is a member of the Mississipp! river commission, is again having difficulty in obtaining bids within the limit set by congress for the construction of a steel hull, sea-going dredge. which is to be built under his direction. Last week he opened bids for the second time. The only bidders were the Bucyrus Co. of Milwaukee: at $380,000 and the Iowa Iron Works, Dubuque, Ia., at $380,905.80. The congressional appropriation is $350,000. David Marshall Whitney is the name selected for the steel freighter of 5,000 gross tons capacity building at Detroit for the Whitney Estate. The vessel will be launched Saturday, July 19. One of the eight steamers which the American company is: to build for J. 'C. Gilchrist and others of Cleveland will be put down on the stocks to be vacated by the Whitney. The first of the steel barges building at the West Bay City yard of the American Ship Building Co. for Mr, D. R. Hanna of Cleveland, and which is the barge engaged in the ore and coal trades between Marquette ue Lake Erie ports, was launched on Thursday last and-named G. A. Plage. WORLD’S SHIP BUILDING DURING 1900. An unusually full report of ship building operations during 1900 has been published by the Glasgow Herald. This report gives returns from British, British colonial and foreign ship builders, representing 1,925 vessels of an aggregate of 2,369,861 tons and 1,806,603 I.H.P., as com- pared with 1,860 vessels of 2,445,232 tons and 1,940,193 H.P. last year. To the grand total the United Kingdom contributes 1,237 vessels of 1,639,950 tons and 1,157,548 H.P. and foreign countries 688 vessels of 729,911 tons and 649,060 H.P. Scotland’s share is 406 vessels of 541,031 tons and 478,- 936 H.P., England’s 805 vessels of 961,426 tons and 611,007 H.P., and Ireland’s twenty-six vessels of 137,493 tons and 67,600 H.P. In most oi the large ship building districts in England and abroad there is a slight decrease, but in all the Scotch districts, with the exception of the Dee. there is an increase. The Clyde breaks all its own records by contributing 318 vessels of 492,609 tons and 447,428 H.P., as compared with 284 vessels of 491,074 tons and 478,503 H.P. last year. In the United States, which comes next after Germany among foreign countries, the production is somewhat uncertain, as no return was received from the Newport News Co., which launched 28.570 tons last year. In ‘France the total is up by over 10,000 tons. There are also increases in Russia, Norway, Austria, Sweden and Canada; while the totals from Holland, Italy, Denmark, Bel- gium and Spain show in each case a decrease. The following table shows the total output of the year, according to the returns: - = 190u- : ~ -_ 1899 ——— i Vessels Tons. I. H.P. Vessels. Tons. | 1 FAD es ba Seotland cisco. 406 541,031 478,936 361 536,872 528,399 Pnolandstiviase: 805 961,426 611,007 780 1,060,055 768,525 Trelandusiiiee, eee. 26 187,493 67,600 21 131,723 96,280 United Kingdom totale Giese 2 1,639,980 1,157,543 1,162 1,728,650 1,393,204 Foreign and Colonial 4.425 688 720,911 649,060 698 716,582 546,989 Grand total .... 1,925 2,399,861 1,806,603 1,860 2,445,232 1,940,193