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THE MARINE RECORD. JuLy 20, 1899. JAMES J. HILL. FROM DECK HAND TO RAILROAD PRESIDENT AND OWNER, One of the most marked men in transportation circles in the United States is the grand and rugged character of J. J. Hill. Years ago he wanted to build cargo steamers 500 feet in length for the lake traffic, but he permitted himself to be over-ruled in this particular by 100 feet or so, though he 5 might have stuck firm and insisted upon his better judgment - being carried out. We are pleased to see the following synopsis of his career in this issue of the Steam-Electric Magazine, Scranton, Pa., every word of which the RECORD is pleased to endorse, and this, too, from a more than casual observation of the indom- itable pluck and perseverance exhibited by the man under present consideration. “Steadfastness of aim and unflagging industry in the at- tainment of his purposes have been distinguishing marks in the life of James J. Hill. He has made himself thorough master in principle and practice, in general and in detail, of every position, from the humblest to the highest that he has ever filled. ‘This is the secret of his success. The unsettled and unindustrious man who, on entering the duties of a position, makes up his mind that its duties are not worth knowing well, never succeeds. He is always looking for - something better, but does not obtain it for the reason that he neglects the only sure means of obtaining promotion. The man who thoroughly masters all the details of duty in the humblest position to which he may be appointed, is the ‘man certain to come to the front. Such a man never neg- é Soe PLAN SHOWING THE ERIE CANAL FROM BUFFALO TO THE HUDSON RIVER. ALSO THE LAKE ONTARIO CONNECTION AT OSWEGO, N. Y. _ Jects opportunities of self-improvement. His hours may be | long, his duties onerous, but he will find a few moments at : least every day for reading and study. He has his favorite papers and his favorite books. He reads carefully and ' thoroughly, and thus lays up valuable stores of information es that some time in life will stand him in good stead. Mr. Hill began at an early age to carve out a place of his own in life. Circumstances compelled an humble begin- ‘ning, but he resolved to go higher; and realizing that knowl- edge and study are the secrets of advancement, determined to learn all he could. A In his early days, when working as a deck hand on the ee Mississippi river, he found time and means to spare for books. He made himself at that time familiar with the his- tory of the country in general, and of the Northwest in par- ticular; and, after learning all he could of the United States, did not rest satisfied till he had mastered all the political and geographical peculiarities of foreign countries. To acquire books in early life and on scant pay, he saved, and has ever since saved. Even when his wages were but $10 a week, he saved. Study leads to habits of thirft and economy. The truly studious man is ever thrifty, for extravagance and pro- fligacy are incompatible with habits of study. Thrift is not in any way connected with avarice, usury, greed, or selfish- ness. It is, in fact, the very reverse of these objectionable qualities. Thrift means independence to secure prosperity. Thrift is under the influence of reason and forethought, and never works by chances or fits. Hence, the thrifty man is usually a man of study and reflection. Mr. Hill has ever been such a man. Asa result of life-long study, Mr. Hill knows all about railroading, from the surveying of a line, its grading, track laying, locomotive and car building, and operating, to its financiering, and there is not one of his army of employes to whom he cannot tell more than the man himself knows about his own particular branch of the business. To earnest persevering study, and the habits of life de- manded by such study, Mr. Hill owes his success of to-day. He is now president and owner of the Great Northern Rail- way, extending from Seattle, Wash., toSt. Paul, and Duluth, Minn., besides controlling other great interests. He is one of the most democratic of men; there is no one too humble for him to speak to. In spite of advanced years, he is as indomitable in spirit as when he first started out in the world to make a way for himself. To him idle moments are still utter strangers; his continuous success in life is a monumental tribute to the genius of work and the habit of well-ordered study.”’ ——$—$—$— SS $$ ae ar THE ERIE CANAL. ILLUSTRATED. The Erie canal, extending across the state of New York from Buffalo to Albany, is 352.18 miles in length. Lake Erie is 572.23 feet above the level of the Hudson at Albany. ‘The Oswego canal joins the Erie at Syracuse and con- nects it with Lake Ontario through the mouth of the Oswego’ river at Oswego, N. Y. The canal is 38 miles long from Syracuse to its terminus in the Oswego river, 3,20 feet from the lake. The rise from the lake to Syracuse is 155 feet and is accomplished by 17 locks. There are also five guard locks, making 22 in all, locks and guard locks. The boats in use on the Erie canal have a regulation length of 98 feet, 17 feet 5 inches beam, and when loaded to a draft of six feet carry about 240 tons. i OO ORIGIN OF SHIP TERMS. As regards terms connected with the ship, its hull masts, decks, and rigging, they are innumerable; and, singular to remark, as the military terms are derived from the Normans, the greater number of the naval ones come from the Saxon and Dutch, such as ship, boat, boom, etc. Quarterdeck or- iginated from the arrangement that the portion of the deck so called was about one-fourth of the whole space. Fore or forward castle received its name as being the principal part of the ship in which the fighting took place, being raised much above the level of the other part of the deck and hold- ing a commanding position. Poop, the raised apartment of the ship, set apart for officers, both in meaning and derivation comes from the Latin. Gangway has been handed down from the days of the ancient galley of the Phoenicians, Car- thagenians, and Romans, it having been a board which ran along the whole length serving as passage for the rowers to and from their seats. It was also utilized as a resting place for the mast and sail when notin use. The term now denotes place of exit or entrance from or to a vessel, generally from the shore, by means of a long plank or platform. GERMANY’S MERCHANT MARINE. The United States Consul J. C. Monaghan writing from Chemnitz, says, it is interesting to note this Empire’s eager- ness to equal England as a mercantile and manufacturing © state. This city, hundreds of miles inland, organized last week a branch of what is known as the national union for increasing the fleet. In the industrial development that — has assumed gigantic proportions in the last forty years, the — mercantile marine has not only kept pace with internal progress, but has done much to increase its fields of opera- tion. Germany’s fleet is second only to that of England. — In 1875, Germany’s merchant marine numbered 4,062 ships with 1,068,000 registered tons net; in 1895 she had 3,665 ships with 1,554,000 tons; in 1898, 3,693 ships and 1,555,000 tons. While the number of ships is smaller, the number of tons, compared with 1875, has increased 50 percent. The falling off isin sailing ships. In 1875, there were 4,303 with a capacity of 878,385 tons and 299 steamers with 189,098 — tons; in 1885, there were 3,607 sailing ships, with $80,345 tons and 650 steamers with 413,943 tons; in 1895, 2,622 BS sailing vessels with 660,856 tons and 1,043 steamers with 893,046 tons; in 1898, 2,522 sailing vessels with 585,571 tons — and 1,171 steamships of 979,800 tons. In general, a steamer is thought to be able to carry three times as much as a sail- ing vessel of the same size. The falling off in sailing ships from 4,303 in 1875 to 2,522 in 1898 was more than made up for in the increase of steamers from 299 in 1875 to 1,171 in 1898. The regular crews numbered, in 1898, 42,428 men. The average was 5.7 men toa sailing ship and 24.3 toa — t LITTLE FAL Non, ab, =: steamer, German writers point with pride to the fact that whereas formerly a good many, if not quite all, of the big ships were built abroad, they are now built in German ship- yards, by German mechanics, with German materials, etc. All that is now needed, they say, is a powerful fighting marine, The empire’s interests are in every part of the world. These must be protected. Germany will probably give attention next to building a large and powerful fleet. ee er ee THE FIRST PACIFIC STEAMER. The first steam ship to sail the Pacific Ocean was the Hudson Bay Company’s vessel Beaver, which, over 60 years ago, left the Thames on a voyage to Astoria, Oregon, the fur-trading post founded in Oregon by the ancestor of Mr. Astor, the millionare, and immortalized by Washington Iry- ing. She was also the first European steamer toround Cape Horn. The Beaver was only roi feet long by 20 feet beam, and 11% feet deep, with a tonnage of 1093 tons. Her two engines were made by Boulton and Watt, of Birmingham, and were of 35 horse power each. The vessel carried miners during the gold fever in 1849, and after serving in various capacities, ran on a rock in Burrard Inlet, and became wreck in 1888. An attempt was made to transport her the World’s Fair, but finally she was sold and broken ‘up. The brass and copper fittings have been cast into souvenir medals, and the timber made into walking sticks and other mementoes.