Maritime History of the Great Lakes

Marine Record (Cleveland, OH), August 8, 1895, p. 6

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=) THE MARINE RECORD. Lake Carriers’ ASSOCIATION. To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interest of Lake Car- riers, and imrrove the character of the service rendered to the public. PRESIDENT. WIiLutAMm LivINGSTONE, - Detroit, Mich. SECRETARY: Cuarces H. Kzep, - a - Buffalo, N, Y. TREASURER, Grorce P. McKay, - - Cleveland, O. COUNSEL. Harvey D. GouLper, : Cleveland, O. VICE PRESIDENTS. J. C. Grucurist, Cleveland. Tuos. CRANAGE, Bay City. A. A, PARKER, Detroit. W. S. BRAINARD, Toledo. S, D. CALDWELL, Buffalo. E. D. Carrer, Erie. Wirey M. Ecan, Chicago. J. C. R1cKETSON, Milwaukee. _ F, N. LaSatts, Duluth. F. J. Frrru, Philadelphia. EXECUTIVE AND FINANCE COMMITTEE, H. M. Hanna,, Cleveland, Ohio. D.C. Whitney, Detroit, Mich H. H. Brown, Cleveland, Ohio. W. P. Henry, _ Buffalo, N. Y, pe Corrigan, Cleveland, Ohio. i J. H. Brown, Buffa'o, N. Y. . A. Hawgood, Cleveland, Ohio. avid Vance, . Milwaukee, Wis. Thomas Wilson, Cleveland, Ohio. R. P. Fitzgerald, Milwaukee, Wis. M. A. Bradley, Cleveland, Ohio. John G. Keith, Chicago, Ill. .C. Gilchrisf,- Cleveland, Ohio. J. S. Dunham, Chicago, Iil. . M. Peck, Detroit, Mich. COMMITTEE ON AIDS TO NAVIGATION: W..C. Richardson, Cleveland. Ohio. W. M. Egan, Chicago, IIl. George P. McKay, Cleveland, Ohio. Frank Owen, Ogdensburg, N. Y. » H.G. Dalton, Cleveland, Ohio. A. W. Colton, Toledo, Ohio. B. L. Pennington, Cleveland, Ohio. James Davidson, __ Bay City, Mich. Thomas Wilson, Cleveland, Ohio. Alvin Neal, Port Huron, Mich, John W. Moore, Cleveland, Ohio. M. M. Drake, Buffalo, N. Y. . S, Mack, Cleveland, Ohio. W. Bullard, Buffalo, N. Y. David C. Carter, Detroit, Mich, COMMITTEE ON LEGISLATION: S. D. Caldwell, Buffalo, N. Y ames Corrigan, Cleveland, Ohio. James Ash, Buffalo, N. Y. m. Livingstone, Detroit, Mich. FE, T Evans, Buffalo, N. Y James Millen, Detroit, Mich. P,P. Miller, Buffalo, N. Y, Jesse Spaulding, Chicago, III. John Gordon, Buffalo, N. Y CA. dy, Bay City, Mich. W. Bullard, Buffalo, N. Y Alex. McDougall, Duluth, Minn. Edward Smith, Buffalo, N. Y F. J. Firth, Philadelphia, Pa. H. M. Hanna, Cleveland, Ohio. THE BUFFALO FUELING AGREEMENT. Secretary Charles H. Keep, upon the instructions of the finance committee of the Lake Carriers’ Association, at a meeting held in Cleveland August 1, has issued the following circular : - BuFFayo, N. Y., August 3, 1895, To the Signers of the Buffalo Fuel Agreement : GENTLEMEN: When the members of the Lake Car- riers’ Association undertook at the annual meeting in Detroit, last January, to deal with the fueling abuse, there were many who doubted the result. A plan was put in operation, however, with which you are familiar, and the results obtained have been entirely satisfactory. Instead of the conditions which prevailed last season, the following is the present condition of affairs : First—Except for the voluntary agreement of vessel owners not to take fuél from hard coal shippers, directly or indirectly, vessels chartered for coal at Buffalo have been and are now permitted to buy their fuel where they please. Seconc—It has not been necessary for vessels seeking coal charters at Buffalo to fuel at the port of Buffalo, and many of them have taken cheaper fuel at other ports. Third—The price of fuel at Buffalo this season has been fully 40 cents per ton lower than last season, with an improvement in quality. Surely this is a most successful outcome of the struggle. In addition to these advantages, vessel owners have acquired new confidence in their ability to stand together, and to right their wrongs by united action. The various fueling docks at Buffalo are charging at” the present time $2.20 for lump coal and $2.00 for run of mine. ‘his price is only five cents above the prevailing price at Ohio ports, and when it is remembered that in a great measure Pittsburg coal is furnished in Buffalo, and that this coal pays 25 cents more freight to Buffalo than to Ashtabula, it will be seen that the Buffalo price has been a reasonable one, affording less profit to the fuelers than the price at Ohio ports. Within the past week a hard coal shipper at Buffalo (Hedstrom & Co.) has offered fuel to vessels at $2 per ton for lump coal. This is, in the judgment of those who are in best position to know the facts, a price at which fuel cannot be permanently offered at this port. It affords no profit to the fueler, but on the contrary in- volves aloss. Hedstrom & Co.’s offer was brought to the attention of a meeting of the Executive Committee of the Lake Carriers’ Association held at Cleveland, Thursday, August 1, 1895, and it was the unanimous opinion ofa large amount of tonnage represented at that meeting that it was simply a bait to induce vessel owners to break the agreement which they entered ‘into at the beginning of the season, viz., not to buy fuel from a hard coal shipper under any circumstances. In the opinion of those present at the meeting it repre- ‘Number of passengers, .........--..0.00+ sented the last effort made by asingle hard coal ship per at Buffalo to see whether he could not induce vessel owners to return to their former practice of fueling with shippers of hard coal. In view of the results achieved by standing together in this matter, the Cleveland meeting adopted unani- mously the following resolution : Resolved, First—That under no circumstances should the members of this Association depart from the posi- tion taken at the beginning of the season, that they would not, directly or indirectly, fuel with hard coal shippers. . Second—That the Secretary of the Association be in- structed to send a circular to all signers of the Buffalo fuel agreement, showing the present situation and ad- visiug them to stand by their contract made with one another at the opening of the season. , Respectfully yours, C. H. KEEP, Secretary Lake Carriers’ Association. ; ras sanlaalaps 6 “cans 4 eum ee SAULT TRAFFIC FOR JULY. Following is the official statement of the traffic through the St. Mary’s Falls canal for the month of July, 1895,as compared with the corresponding period for the season of 1894: EAST BOUND. ITEM DESIGNATION.| July 94. | July 7°95. Coppetea ts a. * Net tons 14,469 17,812 Corn eke et Bushels..... 58,189 | 2,859 Building stone ....| Net tons 6,068 3,747 BlOueSieeities be. 3 Barrels..... 788,790 858,582 LPONsOre vise Sc Net tons.... 915,291 | 1,469,838 Tron; pigs... «ss Net tons.... 4,306 4,581 Humber oo. 3% M. ft. b. m, 113,152 133,243 Silver ore... 2.2... Net tons 2s] e ee Se 100 Wheater: 2 ae Bushels..... - 3,096,126 | 2,713,03Q Unclassified freig’t} Net tons.... 14,819 31,478 Passengers... Number.....: 3,443 3,647 WEST BOUND. ITEM. DESIGNATION.| July ’94. | July 95. Coal, anthracite...| Net tons..\. 58,141 62 589 ‘© bituminons..| Net tons....| °.227,061 432,873 OU by oo ces atthe: Clo Barrels <cherl ec estore cise [nec bon cuenens Gaal onc ence nee Bushels..30 0). se... ae 10,400 Manufactured iron| Net tons... .|' 15913 10,878 Salty cc cc areata Barrels...... 15,874 37,165 Unclassified freig’t} Net tons.... 29,876 41,608 Passengers........| Number..... 3,806 4,256 Hast bound freight; net:toms...... 25.203. 6 ikood 1,923,835 West bonnd freight, met tons .-.........0..5-22 $53,752 Ro HY LSE ya ial in aac a meas casa mean arte Ses 2,477,587 KE. S. WHEELER, Assistant Engineer and Gen’! Superintendent. The report of the Sault Canal traffic for July shows that there was a large increase in every item over the corresponding month last season. There was also an increase in the items of registered tonnage and freight tonnage over that of any previous month in the history of the canal, of 18,076 and 186,796 tons respectively. There were ‘no special lockages in connection with the new lock. Herewith is given the number of passages for the month, and other interesting figures bearing on the July traffic: : Steamers, ,... Pale eae ITN Uae AAAI EU ea Sela breis siete sina Bieta siaiacaie 1,911 Sas re eae rset Gis cti neo x Rata chls aa eo walatals a weehisles ota > 860 Ratrsiandumrepistered cratty ccc cero atcsaa cctiasewinincce taste «akan 67 BLOM ca weseuind in vislosn bse Gan paige aaciale BSA Rte nn 2.838 Total registered tOnDa eG... 0s cacetane ctr creer serectes toes siseescs s 2.655, 712 ‘Total freight tonnage)... 5. ciiccescecccs eee we yp 2 ATT 587 7,903 1,071 Nimberotlockdges:( 2 cnccc boa scias . eNlatveeace be de webias 5b t Total time lock was operated, 700 hours 33 minutes. Aggregate time consumed by vessels in passing, 1,628 hours and 60 minutes, COMPARISON WITH JULY, 1894, Registered Freight Year. Passages. Tonnage. Tonnage, Passengers, 1895, 2,838 2,655,712 2,477,587 7,908 1894. 2,084 1,728.904. 1,637,618 7,249 Increase 754 926 808 839,969 654 The canal postoffice handled 22,113 pieces of mail dur- ing the month, consisting of 19,430 letters; 1,053 postal cards; 1,502 newspapers, and 128 parcels. In addition to this 109 pieces were returned to the city post office as uncalled for and 230 were forwarded to new ad- dresses. ‘The business of the office exceeds that of any other month by 1,975 pieces of mail. elo eS HYDROGRAPHIC CHARTS Of Lake Superior, Lake Huron, Georgian Bay and Detroit River, for sale at the office of THR MARINE RECORD, 144 Superior street, Cleveland, O. -Price, 50 and 75 cents each. handled, 7,079. HYDRAULIC RIVETING. It is not impossible to design so that hydraulic riveters could be used pretty well all over the hull, that the most of the framing could be bent cold to certain standard templates and fitted intercostal between longitudinals of girder type, that the plating could be lapped from below to above, from aft to forward, says Theodore Lucas in the American Shipbuilder. We can keep the form of the ship very nearly to square section without sacrificing any qualities whatsoever, and reduce the cost of building by that considerably; we can make drawings of details with plenty of figures init on an extra large scale, body plans, plating strakes, center and side keel- sons, web frames and double bottom frames, bulkheads, etc., etc,, without wasting a cent, if we only make these drawings at the start, that we may order our material from them with now nearly unknown preciseness and — accuracy, make weight calculations and afterwards cost estimates, which will pay twice the cost of the drawings for the very first boat, not considering the chance of duplicating the boat with, perhaps, minor modifications in much shorter time than can be done now. Then, further, we can make on the foundation of such draw- — ings piece-work arrangements with men whose expe- rience is not as long as English mechanics had a chance to gain, but whose unusual alacrity in handling machine tools and adapting themselves to new and more effective methods will do more than make up for experience as long as we give them a solid founddtion on which to base their estimates, and toget a thorough knowledge ~ beforehand of the work that is to be executed. Then the enormous saving of time; that we can start and prepare work in many, many points at once, instead of having to wait for this or that to be erected for getting an idea what goesin. The mould loft gives usa good deal of information, but drawings—scale 1% inches to the foot—give us the same information with equal cor- rectness in much less time, and commercially much nore handy and effective form. Let us consider a ship of 325 feet long, 50 feet beam, and 28 feet deep. The hull would have 50 feet entrance, 35 feet run, and 240 feet parallel, middle body. The longitudinals might be part solid plate work, part lattice girder work, all with continuous angle irons on top and bottom ; frames to -be intercostal of four. angle bars each, bent to a convenient radius for cold working and allowing continuous angle irons to pass in corners. The single bars have only one bend—90°, 60°—whatever we choose or need—and be cut off to any desired length. The number of these bars would run up to many thousands. An excellent occasion for piece work, also the longitudinal girders could be given out in piéce work, riveted up on stationary riveters, thoroughly tem- plated and punched. With a good layout, all these parts ought to go together without any difficulty. ee ES DETROIT RIVER POSTAL SERVICE. The postal service on Detroit River is pronounced suc- cessful beyond all expectations. Postmaster Kuright has canceled the charter of the Trio, which has returned to Port Clinton, O., and has engaged the Florence B., which is said to be better calculated to the service. He has also made recommendation to the Postmaster-Gen- eral thata boat be especially built for the service, with a speed of 14 or 15 miles per hour and quick in turning. Whether his recommendations will meet the approval of the department is still a matter of conjecture, but it is possible that bids for her construction will be asked. The postmaster’s plan for delivering mail is to have pigeon holes alphabetically arranged, in which the mail could be distributed. Then, as soon as the approaching ship’s name is learned, it is the work of only a minute to get the mail for her, and placed in water-tight pouches with cover screwed on, and with a piece of line attached to prevent miscarrying. When the pouch reaches the vessel’s deck, the mail can be taken out at once and the mail for posting put in, when the pouch is to be thrown back. The plan followed at:present is to send rowboats off from the tug with the mail. Following are the statistics of the service for July : Mail received from main office, 4,396 pieces; mail re- ceived from boats, 2,627 pieces; specials received from main office, 14 pieces; specials received from boats, 8 pieces; telegrams received from main office, 9 pieces; telegrams received from boats, 25 pieces; total pieces

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