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THE MARINE RECORD. MARCH I5, 1900. ee LAKE ORE SUPPLY FOR 1900. In an article published in Mines and Minerals, Dwight E. Woodbridge thinks the Lake Superior mines will readily re- spond this coming season to the expected demand for 20,- 000,000 tons of iron ore. He says: There will be added tonnage from all the Michigan ranges. The Marquette will be able to respond to the spur of increased demand by a pro- duction for the first time of more than 4,000,000 tons. Most of this will come from mines that have long been producers, though the new and re-opened properties on various parts of are now, however, making preparations for a much greater tonnage the present year, and it looks as if they would be prepared to move not 10,000,000 tons only, but a great deal more if such volume is needed. With an increase in rolling stock equal to the capacity of more than 2,000 25-tons cars, with locomotives commensurate to the duty of hauling these cars, with ample increae of docks to care for the added ore these cars can bring forward, and with also a greater proportionate dock storage than ever, it will not be difficult for the three roads of Minnesota ranges to haul to Lake Su- whilst the Atlantic cotton ports show no desire for further commitments at present figures. A fair number of time charters has again been effected at improving rates for desir- able boats but fixtures from the timber ports are lacking, owing to owners increased demands, which shippers, who are nct pressed for delivery, are disinclined to concede. Some boats have been chartered for coal, mainly to be laden in Virginia, and these shipments, unless interfered with by excessive freights, bid fair to broaden and reach new markets in Europe, hitherto not supplied from the United States. The demand for sail tonnage continues generally fair, and improving in such instances where suit- a able vessels are obtainable. Although no higher rates have as yet been paid for case oil to the East, prospects point to a slight demand. In general ‘cargo for the Colonies we can report no trans- actions although the inquiry is fairly active. Lumber freights are firm from the Provinces and the East, as well as from the Gulf, with rates im- proving. Freights for naval stores are momen- tarily weak in consequence of the higher prices ruling for these products. oe oa Ir 1s expected that something less than 2,000,- ooo tons of ore will be mined and shipped from the northeast shores of Lake Superior, back of Michipicoten harbor, where the Algoma Central Co, have been actively at work the past year, says Mines aud Minerals. This company have very re- cently ordered fifty 100,000-pound steel cars, and these with the short haul are abundantly able to convey a largevolume of ore to the lake in a season. This company expect to enter the markets of the United States notwithstanding the duty, and will thus come into direct competition with the south shore ranges. There is also a possibility that some ore may be mined in northwestern Ontario the coming season, and this will have a tendency to reduce the shipment of American lake ores to PROJECTED ICE-BREAKER.: the range will add a share. One group at Negaunee can be looked on for an added production close to 200,000 tons, and an Ishpeming company for somewhat less. The Menominee range will’be a larger producer, from its high phosphorus ores of Crystal Falls and elsewhere, and from new mines and re-opened shafts at other points. It should produce 3,500,- ~ 000 tons. : The Gogebic will probably approximate 3,000,000 tons, with a remarkable addition from one or two properties that have lately shown new value. It will be a surprise if the _Vermillion does not reach 2,000,000 tons, considering the developments now going on at its Carnegie mines, which the past year were but partially developed. As to the Mesabi its mines can respond to a demand for 8,000,000 tons with . ease, and this without drawing on steam-shovel properties to ‘an undue proportion or without depleting reserves to any improper extent. Indeed’a calculation of the probable out- put of the range, based on the intentions of mining com- panies and the work of development now in hand, would seem to indicate a larger total than that mentioned. ~As to rail transportation there can be no difficulty in mov- ing that amount or more, if other links in the chain are not stretched to the breaking point. These other links are prob- lems of the lower lakes, dock and rail capacity, labor, etc. _ ‘Labor there has shown signs of unrest during the past sea- son and is now making demands that are unpleasing to con- template, Railroads were unable the past season to move the freight that offered both to the lower lake ports for trans- shipment westerly and from the ore-receiving docks to the points of consumption inland. As to the upper-lake rail problem, it rests in about this manner at the beginning of the year. As far as the mines of Michigan and Wisconsin are concerned, their roads this _ last year have carried almost exactly 10,000,000 gross tons of ore to lake ports and by all rail to furnaces, and the all rail _ business of the months from now to the opening of lake _ navigation in April will leave them less ore to move during _ the summer of 1900 than they moved in the corresponding time of 1899 in order to make up an even 10,000,000 tons for 13900) which seems to be the figure that common consent has placed as their work for the period in question. Minnesota ore roads were able last year to move with’ the utmost ease _ 8,500,000 tons, and had there been shipping available at all times and in proper volume, could have done better. They perior 13,000,000 gross tons in an average season of naviga- tion. It is not well to say they will do this, for probably they will not, but the capacity is there, and besides having its bearing on the situation of the immediate future, it bears an interesting sidelight on what the roads think of the question of ressrves for later years, a EASTERN FREIGHTS. Messrs. Funch, Edye & Co. in their regular weekly freight report to the RECORD state as follows: In consequence of more liberal offerings of tonnage, this week’s business has eastern Canadian furnaces, a traffic that has been of some small importance the past year. ! DO Ol Se WILLIAM A. FAIRBURN, chief draftsman at the Bath Iron Works, Bath, Maine, has declined to accept a more flattering offer made him by the University of Michigan, one of America’s largest and most progressive universities. Mr. Fairburn has been offered the position of Professor of Naval Architecture and Marine Engineering at this well-known seat of learning at a large salary, and great efforts have been made to procure his services. Prof. M. EK. Cooley, of Me- chanical Engineering of the University, visited all the yards and shipbuilding centers in the country to find the right RUSSIAN’ ICE-BREAKER. been fairly active all along our coast, and, although there is evidently little new business coming on the market, rates throughout for steamers have been well maintained. This “proves that the short element has been continuous, «nd can- not therefore be so promtly eliminated as generally expected In charters for grain we would refer to two fixtures made for Alexandria, with some further enquiry for that port still on the market. The demand for tonnage from the Gulf has been well kept up for this month’s and April shipments, man for this important position, and his choice of a Bath boy highly recommended to him from all parts of the coun- try is extremely flattering to the Iron Works officials and the citizens of the Shipping City. Mr. Fairburn has, however, made up his mind to follow closely the ship and engine building business, although an able instructor. There is probably a brighter future before him in the active business world than there is in the chair of a Western university.— Nautical Gazette.