Maritime History of the Great Lakes

Marine Record (Cleveland, OH), August 22, 1895, p. 3

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Ta $2.00 PER YEAR. ESTABLISHED 1878. 10c. SINGLE COPY. SS SSS SES SSS SSS Sa IUSSCUNUSRNURPIENDSSS SSS vane ce ee ee a bee eT MN de eee TTS - VOL. XVIII. CLEVELAND, OHIO, AUGUST 22, 1895. NO. 34 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 imr rove the character of the Service rendered to the public. | PRESIDENT. WitttaM LivincsTong, - Detroit, Mich. SECRETARY. Cuartes H. Kegp, - F - Buffalo, N, Y. TREASURER, Grorce P. McKay, - - Cleveland, O. COUNSEL. Harvey D. Goutper, - Cleveland, O. VICE PRESIDENTS. ‘ J. C. Gricurist, Cleveland. Tuos. CRANAGE, Bay City. A. A, PARKER, Detroit. W. S. BRArNARD, Toledo. S, D. CaLpweELt, Buffalo. E. D. Carrer, uss Erié: Wicey M. Kean, Chicago. J. C. RickETSON, Milwaukee. F, N. LASALtz, Duluth. F. J. Frrtu, Philadelphia. EXECUTIVE AND FINANCE COMMITTEE, H. M. Hanna,, Cleveland, Ohio 2 & Whitney, Detroit, Mich Hi, H. Brown, Cleveland, Ohio. P. Henry, Buffalo, N. Y. ames Corrigan, Cleveland, Ohio. : a H. Brown, Buffa o, N. Y Fi 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. BR. 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. W.S, Mack, Cleveland, Ohio. W. Bullard, Buffalo, N.Y. David C. Carter, Detroit, Mich, COMMITTEE ON LEGISLATION: -§. D. Caldwell, Buffalo, N. VY wn Corrigan, Cleveland, Ohio. ames Ash, Buffalo, N. Y m. Livingstone, Detroit, Mich. is T Evans, Buffalo, N. Y James Millen, Detroit, Mich. P. P. Miller, Buffalo, N. Y, Jesse Spaulding, Chicago, Ill. John Gordon, Buffalo, N. Y C. A. Eddy, 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. NEWLY ENROLLED TONNAGE. Following isa list of lake vessels to which official numbers and signal letters have been assigned by the Commissioner of Navigation, for the week ended Aug. 10: Y TONNAGE. Official | Rig, Name. —_—____———| Home Port. | Where Built. No, Gross, | Net. 127,102|Sch. y|Clipper 7.39 7.33|Cleveland Port Clinton 141 396|St. y s| Lorella 9 23 6.28] Buffalo Buftalo 150 705|St. s. |Penobscot 3,502.28] 2 864 63|Port Huron |W. Bay City 116 689|St. s. |Stone City -- 42.01! 34.70|Chicago |Cockport Til, — rr a JUST PUBLISHED. The new Hydrographic Office Chart of Lakes Erie and Ontario, is something no master sailing the lower lakes can afford to be without. It contains the latest infor mation regarding depths of water, compass variation, lights and fog signals, and includes Lake St. Clair and St. Clairand Detroit Rivers, besides the lowerend of Lake Huron, the southern part of Georgian Bay and all of Saginaw Bay. ‘These charts can be obtained at the office of THE MARINE RECORD, No. 144 Superior street, Cleveland, at 75 cents each. THE COAL OUT-LOOK. The prospects of the coal trade, says Black. Diamond, are growing brighter. Inquiry is more active, and orders are fairly plentiful. Of course, the question of prices is still the dee noc? of the industry. However, with the approach of the winter season and the disposition of an ever-increasing tonnage, and with an adherence to the line laid down in the producing regions and a pros- pective harmonization of the conflict of elements in the trade, we may look to improvement even in this direction. One matter is very evident, and that is this, that stocks, and in this conneCtion we refer not to coal stocks, but to railroad stocks, are being affected to a degree that render it beyond all dispute that some kind of an arrange- ment will have to be come to before very long, or other- wise the situation will take on an aspect, so far as finan- cial interests are concerned, which will not be only serious, for it is that now, but also dangerous. We may, therefore, look for the operation of what might technic- ally be called outside factors to bring about a solution. Buyers are becoming more anxious with regard to future prospects, and are seeking to lay in stocks at what they evidently recogonize now to be bottom prices. Coal men, however, do not seem particularly anxious to give very long credits,and this is calculated to guard them against many contingent losses. ‘There is every reason to believe that neither dealers’ or consumers’ stocks of the East or West are as large as usual at this period of the year, and it is possible that some shippers are selling more coal than they really have on hand. The western hard coal trade also shows signs of rally- ing, with a tendency toward stiffening in prices. They have certainly been lower of late than has been the case for a long period, but the demand grows stronger, and the amount of coal which is being disposed of to the dealers is reaching quite a tonnage, while receipts on the other hand show considerable decrease on the figures of last year. In 1894 the lake receipts at Chicago for interests for the month of July were 131,000 odd tons as against 93,000 odd tons for 1895, 38,000 tons decrease, and the receipts of rail for the same period were 56,000 tons in 1894 against 41,000 in 1895, a decrease of 15,000 tons. making altogether a decrease in the month of July in hard coal receipts at Chicago of over 50,000 tons. These figures speak for themselves, and with an increase in the volume of business are calculated to considerably re- lieve the pressure of a surplusage. It is reported that the railroad coal operators of the Pittsburgh district have a well-defined plan to form an association of all the interests into one large company, the general purpose of which would be to take care of the entire output of all the rail mines in the Pittsburgh district on a basis of thirty cents a ton to the operators for all coal mined. g The Ohio trade has undergone no change from the last reports, and although the shipments to Chicago and similiar points is not encouraging, the outlook in other directions. is by no means so gloomy as it has been. Ohio coal has before it a distinct future of its own, and may be saidtobein a commanding position for the control of what may be called its own territory. The production of the Buckeye state last year amounted to nearly 12,000,000 tons, which was somewhat of a falling off from last 1893, owing to the strike and other injurious causes. The prominent part which machinery is playing in the mining of coal is shown in the fact that two and one-half million tons were mined in this way. Ina table prepared to show the late tonnage from Ohio, Pennsyl- vania and West Virginia, it is demonstrated that at the several lake ports, some 5,400,000, tons of bituminous coal was received, which is a gain of 800,000 tons of coal as compared with the year before. Thirty per cent of this amount came from the Ohio mines, and some 65 per cent from the Pennsylvania mines, a considerable ncrease for the latter. A POWERFUL FLOATING DERRICK. The most powerful floating derrick ever constructed was tested at Hell Gate recently. It was built for the Chapman Wrecking Co. by the Morse Iron Works, Couth Brooklyn. The lifting power is estimated at 300 tons. This big derrick is named ‘‘The Hell Gate,’’ and its hullis 145 feet in length, 50 feet in beam and 15 feet deep. As the lifting will be chiefly done on the port side, the starboard is fitted with 13 iron tanks which, filled with water, will form a counterbalance. The A frame stands 112 feet above deck and supports a boom 98 feet long, about 20 feet of which is outboard. The main legs of the former are of wrought iron and are 3 feet 4 inches by 3 feet at the base. The auxiliary legs back of these are 2 feet 3 inches by 2 feet, the whole weighing over 70 tons. In the center the boom meas- ures 6 feet by 3 feet 4 inches, and weighs 35% tons. Some idea of the size of the block carrying the main purchase may be formed from the fact that it weighs 5% tons. The block through which the topping lift runs weighs 5tons. Both carry six-fold purchases. Besides these two, a pair of smaller auxiliary blocks, each with a four-fold purchase, are on the end of the boom. The main cable is of 15 inches steel wire. These lifts are operated by ten drums. ‘There are three double engines, one pair horizontal and two pairs vertical, worked by two large upright boilers. The big A frame is sup- ported by 20 backstays of 2-inch steel wire ‘fastened by turn-buckles to the chain plates on the after ends and stern of the hull. The anchor cables are also of steel rope each 800 feet long. The completed structure will cost $150,000. SE ee St a ee ALS ¥ NATIONALITY OF SEAMEN. The shipments of seamen on American vessels at the - seaports of the United States during the fiscal year ended June 30 last, according to the returns of the United States Shipping Commissioners, show an aggre- gate of 79,415 men, which is an increase of 8,000 over the previous year for the whole country, 7,100 of this in- crease being at New York. By nativity the figures were: 24,182 Scandinavians, 21,881 Americans, 11,552 British, 11,057 Germans, 871 French, 1,370 Italians, 1,047 Russian Finns, and 7,455 other nationalities. Compared with the previous year, Americans show a decrease of 250; Scandinavians an increase of 2,000. Other nationalities also show'an increase.

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