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_the obstacle is not ‘serious. dock. 8 THE MARINE RECORD. DECEMBER 21, 1899. i 0000 MORE CANALIZING. The recent agitation over a proposition to open up com- munication with the vast expanse of grain fields of the Northwest by water, brings to mind the circumstances under which this project, carefully nurtured and timidly put forth, first saw the light. It was in boom days—days of vast and rash ventures and feverish speculation when impossibilities of the day became probable on the morrow and on the third day they were actualities. In scope and general purpose the canal scheme of th early eighties is the project of today. It is purposed to make possible the transportation of the product of the North- west prairie to consuming points along the stretch of the in- land seas, and even out across the salt water to the crowded continents half way around the world by water. The object is of course to effect a saving in transportation, to the end that a profitable market will be opened to the farmer of the Northwest, and the congested points of distri- bution now growing inadequate, will be relieved. The agitation in the earlier days resulted in a convention being called. Men interested, or those who were likely to be interested in the ship canal met in Duluth. A committee of three was appointed with instructions to explore the country, report on the amount of water available for canal purposes, the length of the streams that were navi- gable and, in short, the feasibility of the scheme. Those appointed were George Stuntz, D. G. Cash and C. H. Graves. After eight months of a most thorough and exhaustive examination of the country, the committee appeared before the convention assembled at Duluth and returned a flattering recommendation on the practicability of the plan. In view of the recent agitation the views of Mr. Stuntz, who had charge of the technical work of the expedition, will be interesting. When interviewed by the Duluth New ~. ‘Tribune he said: ‘A canal to Grand Forks is not only feasible, but I ex- pect it will be an actuality. Friends of the project who saw it snowed under in 1882 predicted a resurrection with the growth ofa demand for wheat by foreigners. And there is no reason why it should not be, My report to the canal con- vention provided fortwo routes. One by improving existing waterways would be of course the cheapest, although a very long and circuitous route. The other furnished estimates on a cut direct from the western extremity of Red Lake directly across the prairie. This would not be as arduousa task as at first appears. Steam shovels could be used over every inch of it and the soil taken from the cut would form part of the banks. ‘This is the route I would recommend. “Grand Forks is about 600 feet above the level of Lake - Superior but locks would become imperative only this side of Red Lake. Advantage would be taken of Lake Winne- begoshish and tributary waters which would make a stretch of straight steamboat navigation of 175 miles. ‘Canaling on the Lake Superior end of the route would have to be begun at the mouth of the White Pine river, which is 250 feet higher than the level of Lake Superior, but in these days of gigantic locks operated by hydraulic power The number of locks would of course depend upon their depth, but I think the flow of water over the entire line could be regulated by 20 locks. These would be capable of lifting a vessel of 1,200 tons capacity over the hills and placing it on a body of deep water navigation 175 miles long and only 50 miles of canal would then be required to enable it to reach its loading “By improving Big Thief river from Crookston’even this ~ 50 could be obviated but as I have said the route would be -circuitous—too long in fact to be practicable. “As regards feasibility, there is no legitimate doubt but whether transportation thus afforded will beso much less - than by rail as to make the project profitable is a question.”’ Aside from the agitation of real estate speculators whose - profitin the event of an inland waterway would be first, there has been inquiry into the matter by men whose success in big enterprises can command a blind following of capital to build a canal, should they lend the force of their money and experience to the plan. The benefit to the Northwest would be measured in the benefits resulting to the vast grain belt. Briefly the canal scheme is resolved not to the question of whether it is feas- ible but whether it is profitable. oe or vm Tu Toledo & Ann Arbor car ferries have carried 6,000 carloads of freight from port to port this year, an increase of 1,500 cars over last year. TO TUNNEL STRAITS OF GIBRALTAR. A gigantic undertaking for tunneling the Straits of Gib- raltar is now receiving attention. M. Jean Berlier, famous civil engineer, who is the author of the project, has just published in pamphlet form the re- sult of his studies in connection with it. He considers that an inter-continential tunnel, uniting Spain and Morocco, prolonged by the railway from Tangiers to Lalla Maghnia, would prove invaluable for the success- full developments of France’s African colonies. From soundings taken by him, M. Berlier has proved the existence of compact rock formation across the straits, which guarantees solidity and impermeability. The under- taking, he says, would be no more difficult than the pierc- ing of Mont Cenis, Saint Gothard, the Arlberg, or the Simplon. He adds if the diplomatic obstacles are not greater than the natural, success is certain. He estimates that a tunnel of 41 kilometres (25 % miles) would cost 123,000,000 f. $24,600,000, and the work would require seven years. He calculates that the connection of the lines of the Algerian railway system and the extension from Tangiers to Lalla Maghnia would cost another 18,000, - 000 f, or 19,000,000 f., so that the whole enterprise would necessitate 142,000,000f. ($28, 400,000). To offset this expense, M. Berlier shows that the approxi- mate yearly revenue would be 15,250,000 f, ($3,050,000). He has already received the consent of the Spanish Gov- ernment to the scheme, and is working to obtain the author- ization of the Moorish Government to create a tunnel termi- nus in its territory. i ae oe VISIBLE SUPPLY OF GRAIN. As compiled for THE MARINE RECORD, by George F. Stone, Secretary Chicago Board of Trade. . CITIES WHERE WHEAT.| CORN. OaTs. RYE, BARLEY STORED. Bushels. | Bushels, | Bushels. | Bushels. | Bushels. Buitalo.s ois. Pe ts 3,153,000 623,000 691,000 274,090] 1,696,000 [ehable: fto ba magn Aarne 16,233,000] 2,416,000) 1,314,000 292,000 68,000 Detroit esau 729,000 189,000 220,000 13,000 118,000 Duluth sao oe 6,214,000 78,000 182,000 249 ,000 99,000 Fore william, Ontisly 2,281,000) oo Seatac] e vtcaveted ich. Searle Gancoenes Milwaukee.......... 195.000]........ 2,000 QI OOO|! Feds Port Arthur, Ont.... T7QEOOO | ress ese tated Ses as See SO eT ate ato TOlEdO ee sielininins cts 1,495,000 850,000 440,000 650005 ee ea Toronto! oxi sss sete ss SIMOOO IR oy eas ASOOO 2 esas 67,000 OniCanalacnccss is TCHR SERENA LER VERY Sirti atte] [ache RA (TENA ae Hl Re om oes (OV ati Gir ct meee aera eae IS ee opr eral oe apiece RAN MicmaE ard aha Se irrites Sen cc aeear cea Grand Total..... 57,153,000] 11,585,000] 5,382,000] 1,422,000] 2,891,000 Corresponding Date, EOQS eaves wictnieteietel eres 30,559,000] 18,153,000} 6,009,000] 1,126,000] 4,169,000 TNCTERSE cries a creates 861,000 329,000} c 205 sank SOOO ne icas Decrease a5 fae BS eects pl terns ne aes 695,000] 3383. ac: 202,000 While the stock of grain at lake ports only is here given, the total shows the figures for the entire country except the Pacific Slope. ———— i oO Oe FOUNDERED ON LAKE SUPERIOR. Whaleback barge 115, which parted her tow line and broke away from the steamer Colgate Hoyt, in the gale on Lake Superior, Wednesday morning, December 13, has been given up for lost, with nine men, three of whom are Capt. Arthur A. Boyce, Mate Michael Stynop and Cook Wm. Buckner. The search was given up yesterday, when the Hoyt passed through the ‘‘Soo”’ locks bound down to Lake Erie, and the tug Vigilant tied up at the ‘‘Soo.”’ This waleback was built at West Superior in 1891, and was 256 feet long and 36 feet beam. She had 3,000 tons of ore and was worth $50,000. The captain of the Hoyt says that a furious, céld north- easter was encountered in Lake Superior, and for 40 hours the Hoyt and tow make slow headway. When near the lower end of the lake, the course was shifted to the south, and the shore line was skirted for shelter. On Tuesday it was noticed that the crew of the 115 were at the pumps, and the water thrown out was colored with irou ore. She gave no distress signal. At 60’clock Wednesday morning the tow’s lights were burning. Five minutes later it was reported that the tow was adrift, and the Hoyt put about and searched four hours. Scarcity of coal forbade longer delay. The lifeboats and rafts of the barge were either washed away or frozen fast to the deck and were useless. Two additional members of the crew are known to haye been T. S. Graham and Albert Wheeler, of Chatham. Oscar Buckner, the cook, is from Sandwich, Ont., and Capt. Boyce hails from Henderson, Jefferson county, N. Y. A second tow was in the same storm and the barge also ples adrift, but was afterwards picked up and reached port safely, THAT DAM AT NIAGARA QUESTION. A special from North Tonawanda, N. Y., to the Buffalo Courier, is couched in the following terms : ‘The bill which has been introduced in the lower House of Congress by Representative Corliss, of Michigan, provid- ing for a dam at the head of Niagara River for the purpose of raising the lake levels in Lake Erie, Lake St. Clair and the Detroit and St. Clair rivers, is occupying the attention of the commercial men of this city at the present time. Scathing denunciations of the bill are to be heard on all sides. Among the lumbermen, in particular, there is great activity. : “Many of the leading lumber dealers here have not come out openly against the bill, relying upon the local represen- tatives in Congress to act judiciously in the matter, by not allowing any legislation that will ruin this port. These men believe the bill will not be passed. “The officers of the Swan-Donough Lumber Co., one of the foremost lumber firmsin the Twin Cities, believe the dam will never be constructed. They think the Canadian Government will not under any circumstances, consider the scheme. ‘The members of this firm are Canadians, and they believe they know the feeling of the Canadian authorities. “They claim that by the raising of the lake level three feet the overflow of the lake in the counties of Essex and Kent would be enormous, and the damage resulting to these counties from such an overflow would reach into thousands of dollars. Mr. Swan says the Canadian Government has spent enormous sums of money in the drainage of the coun- ties, and that they will not tolerate any scheme whereby the same conditions will again exist. The firm says the dam will never be built. ‘“‘The Board of Trade of Buffalo was aroused to action in the matter, and a hurried call was issued by the secretary of that body for a special meeting. The meeting was held, and it was decided not to take any action against the bill, asa thorough investigation had been made by members, in com- pany with leading Canadians and other men, and it had been found that the bill was nothing more thana dream, and would never become a law. It wasthen decided to drop the matter entirely. —— So ee A WRECKING AND SALVAGE FIRM. Regarding the present wrecking qualities of the several firms engaged in that class of work on the lakes their resources are generally considered equal to all ordinary re- quirements. It now appears that a wrecking association is to be launched in time for the opening of navigation in 1900. It willexcel any on the lakes. Charles D. Thomp- son, who is interested in the matter, says : “You can say for me that the trouble we experienced in raising the Harlem demonstrated to us that there was not a complete wrecking outfit on the lakes, and we are going to have one. You can depend that the wrecking outfit we will put on the lakes next year will have everything from the smallest detail of the business tothe most important feature. “Now, about the Harlem. There has been a good deal said about the boat, and some had it figured out how much we might lose or how much we might gain, and, in fact, know more than we did. For the benefit of those people let me say that Boynton and Thompson never owned the Har- lem. Iwill not say any more about that for the present. That will keep some of them quiet; and she has never been for sale, and we have never made figures on her except when requested. “A transportation company is after the boat, but they evi- dently think we want to give itaway. I cannot give you particulars of the wrecking outfit, but will say that it will be the best on the Great Lakes, and that Boynton and Thomp- son, Port Huron, are back of it.”’ —————— ri A. J. MoxHam, the new manager of the Dominion Steel and Iron Company, late of the Lorain Steel Company, says of the conditions and prospects at Cape Breton: ‘‘My impression is that it would be difficult to find a place on the continent, or anywhere, with all the conditions so favorable for the establishment of such an industry as Sydney. I went to Sydney for the express purpose of going thoroughly over the ground where the big works are to be established, and did so with experts who came from New York, and was fully con- vinced of this. I do not often grow enthusiastic, but cannot help it when I talk of the possibilities for the future of the steel works at Sydney. I fear the competition will affect us to a considerable extent. You have many advantages in Nova Scotia for industries of this kind, some of which we over the line do not possess.’?