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AUGUST 3, 1899. THE MARINE RECORD. JJ ————————— enn ns PRECIPITATION—EVAPORATION. At last, attention is being turned to the subject of lake levels, and, while the time is all too short to accurately de- termine and substantiate the data already collected, enough is known to show any artificial causes of disturbances, such as is suggested by the various canal projects in course of completion, commenced, and others for which franchises are asked, etc. The annual variation of surface levels for Lakes Superior Michigan and Huron, as determined by the United States Deep Waterways Commission, is, based on observations of water level made under the direction of officers of the Engineer Corps, United States Army, and published both in the annual reports of the Chief of Engineers and the report of the United States Deep Waterways Commission, 1896. The subject of variations in lake levels and atmos- pheric precipitation is also being investigated by a division of the Weather Bureau, Department of Agriculture. On the meteorological chart of the lakes for August, Chief of Division Alfred J. Henry, furnishes considerable data regarding precipitation and evaporation from which we take the following excerpts : The course of the non-periodic fluctuation during the years 1862-65 was downward, the fal] being slightly checked in 1866-67 by an increase in precipitation. From 1868 to 1879 the lake level rose, apparently responding to the heavy rains in portions of the lake region in 1869. From 1870 to 1872 the rainfall was considerably less than normal, and the effect is shown in the downward course of the lake level curve. A period of increased rainfall began in 1872, con- tinuing until the end of 1876. The lake level rose in ap- parent response to the increasing rainfall, the crest of high water and the time of greatest rainfall occurring almost coincidentally in the summer of 1876. From 1877 to 1879 the three upper lakes fell, the fall being well-marked on all of them. Low water of the winter of 1876-77 on Lake Su- perior was not reached until April, 1877. The fall in the level of that lake from low water of 1876 to low water of 1879 was over afoot. The rainfall at the beginning of the period in the Superior basin was more or less deficient, yet for the three years, at a majority of the stations, it was slightly above normal, although less than that of 1876. The depression of over a foot in the general level of Lake Su- perior, a lake presumably not affected by conditions which may exist outside of its own watershed, is not easily ex- plained. It is true a fall from the high water of 1876 was to be expected, yet we should hardly expect a fall so dis- proportionate to the actual diminution in rainfall. The unknown causes which might have contributed in a measure to the depression are (a), very great evaporation from the lake itself ; (6), an unusual outflow or discharge; and (c) the effect of temporary winds in changing the level of the water. We do not know whether causes (4) and (c) contributed to the fall in the level of the lake or not. Asa matter of personal opinion we should say very little, if any. The effect of cause (@) might have been considerable as we shall attempt to show. The amount of evaporation that takes place from the sur- face of the body of water depends chiefly upon the dryness of the air, the wind velocity, the temperature of the evap- orating water, and the superincumbent air. Lake Superior, by reason of its abnormally cold water.and the relatively cool stratum of air immediately above it, possesses less energy of evaporation than the remaining lakes. x ibe Ns Unfortunately we have no direct measure of the amount of water evaporated from the lake during the years in ques- tion, but we can arrive at approximate results indirectly. In the summer of 1888 observations of evaporation by Piche evaporometers were made in the lake region and elsewhere in the United States. These observations were discussed by Prof. Thomas Russell in the September, 1888, Monthly Weather Review, wherein he deduces a formula for the computation of the possibilities of evaporation from the readings of the wet bulb thermometer and other Obseryed data. * * * We thus see that during the warm, dry year, 1878, the atmospheric conditions were such that it was possible for 34.7 inches of water to have evaporated from the lake, being a little over 10 inches above the amount that was possible during the 12 months, July, 1887, to June, 1888, and about 2inches more than the normal annual precipitation. As the conditions which existed on Lake Superior, in 1878, doubtless extended over the greater part of the upper lake region, we may safely assume that the evaporation played an important part in producing the low water of 1877-1879. LAKE FREIGHTS. There is a firmer feeling in the freight market this week than for some time past. The iron ore rate is fixed at fx from the head of the lakes, as compared with 60 cents paid to vessels fixed ahead since the opening of the season. Marquette, 90 cents, and Escanaba, 75 cents, with an in- crease looked for. Tonnage is in good demand. Chicago grain shippers squirmed at the 2-cent rate on corn and tried every possible way to break the even figure.’ They succeeded for a couple of days and then tonnage was sent for ore, with the result that they are now well satisfied to pay the 2 cents to Buffalo with fairly brisk chartering. Duluth to Buffalo 23 cents, an advance of 1 cent, with September charters at 334 cents on wheat which is equal to about $1.30 on ore. Toledo to Buffalo, wheat, 114 cents. Coal shippers find that vessels now desire a slight margin for detention and other expenses incidental to loading, car- rying and discharging coal. Buffalo has met the situation, but it goes hard with Ohio shippers to meet the cost of car- riage and it is possible to go harder before the season closes, whether they made their contracts for delivery ahead or otherwise. The going rate to Chicago-Milwaukee from Buffalo or Cleveland is 60 cents with an increase to minor ports, such as 70 cents Racine, Kenosha, etc. A Toledo cargo to Milwaukee paid 65 cents, but this is not considered the going rate. The report from Buffalo that 50 cents is being paid on anthracite to the head of the lakes stopped the 4o-cent going rate from Ohio ports on bituminous, and 50 cents is now asked and likely to be had in a day or two, as vessels prefer handling hard coal anyway, and more especially so at a 10-cent better rate; 50 cents has been offered on a several trip charter, but not for single cargoes, and 40 cents is nominally the going rate from Lake Erie ports. Erie to Escanaba has paid 50 cents. Lumber rates are firm and chartering brisk at $2.25 per M. feet from the head of the lakes. oe THE CARRIAGE OF COAL AND IRON ORE. Coal miners and shippers have always had vessel owners on the hip. It is only recently that owners had to pay two prices for fuel so as to secure the privilege of getting a cargo of coal at ballast carrying rates. The greatest trouble that the coal shippers had was to see that their competitors were not receiving a bonus for providing cargoes, there being too many offers to carry it comparatively gratis. It was the old feature over again, better carry coal west for nothing, than to lay up, or pay for ballast, so as to reach the paying east- bound freight. For once it must be conceded that neither the coal miners. nor the shippers are now.masters of the situation, The ad- vance is solely due to the inability of the mining companies to lay down coal in the west. At the mines in Pennsylvania, which is the one place where anthracite coal is mined, the men are working only three-quarters time, and still the docks are piling up, with no prospect of shipping it to the markets along the lakes by water. If it becomes necessary, as it would appear from the present outlook, to ship anthra- ‘cite coal from mines to the northwest by the all rail routes, dealers say the prices will be greatly advanced. To offset the iron ore freight rate, if possible, the coa men offered 28 cents a ton for carrying coal at the beginning of the season, an advance of Io cents a ton over the figure that ruled last season. The rate has jumped every month since the opening of navigation, and the price now paid is 50 and 60 cents a ton. Heretofore it has been claimed that the high prices asked for coal in the west and northwest, have, in a measure, been due to combines, strikes and lack of supply. This time the statement is made that the transportation companies have contracted to handle iron ore in such quantities that the carriage of coal is impossible. It is said that the iron fur- naces, in order to fulfill contracts on hand, will require to have 2,000,000 tons of iron ore every month until the close of navigation. To meet this enormous demand made upon them the iron companies opened the season by making con- tracts with vessel owners to devote their craft solely to the iron ore trade, it being stipulated in the contract that they should make the return trip from the port of delivery to the iron ore docks light, instead of following the old custom of carrying coal on the return trip. This was done to prevent the loss of time incidental to the loading and discharging of coal cargoes. The vessels now take water ballast on the return trip, and pump it out when they load with iron ore. In some instances vessel owners entered into contracts to deliver a certain amount of iron ore at the furnaces during the season, and in nearly every instance the amount was placed so high that the contracts will not be completed until late in October. There is every indication that considerable coal will be shipped west this winter all rail. It is even said that the coal companies are already negotiating with the railroads for contracts to haul coal, and those contracts that have been closed are to hold good all winter. If such is actually the case the westerners will have to pay a steep price for their next winter’s fuel supply. It is now possible that after this salutary lesson has been taught to coal shippers they will figure on paying a fair living rate on coal in the future. —_—— LETTERS AT DETROIT MARINE POST OFFIGE AUGUST 2, 1899. : To get any of these letters, addressees or their authorized agents will apply at the general delivery window or write to the postmaster at Detroit, calling for “advertised” matter, giving the date of this list and paying one cent. : Advertised matter is previously held one week awaiting delivery. It is held two weeks before it goes to the Dead . Letter Office at Washington, D. C. Anderson, John, Naples. Hills, John. Allen, J. B., State of Michi- Howard, Julia. gan. Hansen, Pete Brown, Carrie. Hildt, Aug., Sonsmith. Brown, Jas. G. Hurley, T. A., Thomson. Brisbin, D. Likens, Orville. Beldwin, Wm. Lavis, Frank, Johnson. Connors, Thos., Tower. Malone, Mike, Morse. Campbell, H. J., Wright. Moren, Edw., Mariska. ~ Clark, Geo., Martha. Morgan, John, Jewett. Carey, Paul, Thomson. McLeod, Mal, T. Wilson. Carwarelinie, E., Germania. Rosebush, Geo., Tower. Dishnow, L. C. Rome, Robt., V. H. Ket- Drouillard, Wm. chum. ‘ Endress, Jno., Bulgaria. Simons, D., Mariska, Ford, Simon, Cort. Taylor, E. D. Fletcher, E. C. Washburn, Orma, Whit- Highes, Claud, Naples. worth. Z sr FLOTSAM, JETSAM AND LAGAN. The steam yacht Consuelo, owned by T. H. Rafferty, burned on Monday night near Alexandria Bay. She is con- sidered a total loss. Carrying away stamp sand from the Houghton mines is giving work to many vessels. About 10,000 tons of rock are crushed every twenty-four hours. Assistant Secretary of the Treasury Spaulding has re- mitted the fines imposed on the C. W. Endress, Peter Coates, E. M. B. A., Tempest and River Queen, whose owners were fined $500 each for not having the vessels inspected aceord- ing to law. The wooden steamer Tampa, wrecked on the north shore of Lake Superior last November, has been placed in dry dock at Bay City by the underwriters. She is found to bein much better condition than had been anticipated when the under- writers paid for her as a constructive total loss. Wrecking operations on the stranded barge Winona at Houghton are still going on, an attempt is being made'to dig a channel 60 feet wide and 15 feet deep to the boat through the sand beach. Heavy weather will fill up the channel as soon as dug, but if the wreckers are favored with good luek they will release her. The‘ Canadian steamer Myles, Duluth to Kingston with corn hasa badly damaged cargo at Prescott. Fully 50,000 bushels are wet and the grain is caked so hard that an elevator leg could not work init. The elevator company has refused the cargo. The damage is probably the result of heavy weather encountered during the trip down. The federal government is very active in pushing the work of surveying the lakes at the head of the Mississippi and along the Fosston line. A surveying party is now in the field, and another is organizing to work in the northern country. The object of the surveys is to furnish the govern- ment with information regarding the most desirable points for the location of reservoirs. A break in the Hennepin canal, in Bureau county, I1l., has been caused by shifting quicksands. The steam shovels excavating the canal cut through a bed of hardpan over- lying the quicksand, and the surface water all drained through into the sand, and caused it to slide and settle, so that the bottom of the cut is now Ioft. below the established grade. Reports state that no firm bottom can be found at a depth of 4o ft. Now some people are talking of war against the new Great Lakes Towing Co. by the Dunham Towing Co., of Chicago, the two Buffalo lines, the Delta Wrecking Co. at Escanaba, and one of the Toledo companies. It is safe to say that there will be no war. Such a course would be suicidal, as the stockholders of the new company, all vessel owners, who will see to it that all of their towing is done by tugs belonging to the corporation. Besides, it costs a great deal of money to inaugurate and prosecute a war, even under the most favorable circumstances,—Milwaukee Evening Wis- consin,