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AUGUST 2, Ig00. THE MARINE RECORD. \J Serene ae a SS a SR SSS RS CITT EARLY NAVIGATION ON LAKE SUPERIOR. Capt. D. Atkins, of Buffalo, one of the pioneer navigators ‘of Lake Superior and the first steamboat agent at Duluth, recently gave a very interesting account of early navigation on Lake Superior. From 1870 to 1876, he was a resident of Duluth. In 1870, the Union Steamboat Co. extended its ‘line from Portage’ Lake to Duluth, and-the first boat tocome up was the pro-~: peller Arctic, and on August 2 of that year it met the’ first’ train that came from St. Paul on the Laké Superior & Miss- issippi R. R., as the St. Paul & Duluth was then called. Capt. Atkins, says: het was shipped the first barrel of flour arid the first bushel of wheat that went from Duluth: The old breakwater elevator and dock were not finished. So they had to lay down loose boards in order to roll the flour into the boat, and then the wheat was taken in wheelbarrows and wheeled aboard the boat and dumped in, about 10,000 bushels, The wheat came from Ex-Governor Hubbard’s mill at Red Wing. “In 1870 I wrote to my home paper, the Buffalo Courier, predicting that in twenty years’ time there would be more commerce going down Lake Superior than there would through the Straits of Mackinac from Chicago and Lake Michigan, and calling the attention of the merchants of Buffalo to that fact. The Chicago papers hooted at it. Well, now, it didn’t take twenty years. The commerce or tonnage that goes down Ste. Marie river through the ‘‘Soo’’ was greater than through the Sens of Mackinac several years ago. “J. B. Culver, George Barnum, William R. Stone, and the First National Bank inaugurated the original South Shore line of steamers by purchasing from Milwaukee the steam- boat Metropolis. I was captain: of the boat. It ran from here to Bayfield, Ashland, Ontonagon, Houghton, Hancock and Marquette aud return. The railroad which took its place afterwards still retains the name of the South Shore. “T don’t think there is anyone now living, at least in active business connected with lake navigation, who ex- plored this lake as early as I did. In 1844 I coasted the south shore of the lake in a batteau. There was a party with me looking for-copper. We camped at Carp river, three miles above where Marquette now is, and at that time there wasn’t a tree cut on the present site of that city. They grew solid down to the water’s edge. “Tn ’46 I was one of the crew of the propeller Independ- ence on her first trip up this lake. The canal was not built until nine years afterwards. This steamboat was hauled over the portage of ‘‘Soo’’ falls the winter of ’45-6. Copper Harbor, Eagle Harbor and Ontonogon were the only ports then on this lake. In June of ’46 we came around Whitefish Point at the lower end of the lake into Lake Superior. “The schooner Algonquin sailed up. here in 1847. John Halloran was the captain, and I was one of the crew, which consisted of two boys. now lies under the water over at Old Superior ‘ “In 1857 I landed at the point where Duluth is now located from the steamer Lady Elgin, commanded by Capt. John Wilson. Among her passengers on the trip were the original ownets of the town site of Superior City. Among them were John C. Breckinridge, subsequently vice president of the United States, and Senators Stephen A. Douglas and Jesse D. Bright of Illinois. We landed on a little. log dock constructed for unloading provisions for the settlers. They had a shanty warehouse and there were several log houses scattered about in the forest that then invested the site of Duluth. J. B. Culver was then agent for the American Fur Co. at Fond du. Lac. Among those to whom freight we landed was consigned were George and William Nettleton, Luke Marvin, Commodore Saxton and J. D. Ray. When I brought the steamboat Metropolis here from Lake Michigan June 9, 1873, there was an ice pack for 20 miles out into the lake from Duluth, so firm that it took-me three... days to work through it. SS SSS ES ROA a Ee ee _ NAPHTHA AND BENZINE BARRED. Supervising-Inspector General Dumont of the Steamboat Inspection Service has ruled that section 4472 of the Revised. Statutes absolutely prohibits the carriage of naphtha, ben- zine, etc., under any circumstances, as either freight or stores on passenger steamers, which includes ferry steamers, and therefore prohibits the carriage of gasoline automobiles, . when their tanks are supplied with gasoline. It is suggested however, that application be made.to. Congress for relief.. x The decision and suggestion are approved by. the Secretary of the Treasury. “T was agent ‘of that: boat, and on’ The Algonquin—what’s left of her— ' Cahill, M. J., Wetmore ANOTHER REPORT OF THEG.L.S.S.CO. Two large steel steamers will be built during the next year to run from Chicago to Buffalo touching at Milwaukee, Mackinac Island, Detroit and Cleveland, and Gregory Hur- son, of Milwaukee, announces that a company with a capi- tal of $2,000,000 is being organized to float the enterprise. ‘There has been a tremendous demand for through passenger “service between Chicago and Buffalo during the past five ‘years, and Mr. Hurson thinks the new company will meet with unqualified success, The steamers will be built at Chicago and Detroit by the American Ship Building Co., and work will bé begun.on the big floating palaces next month.. Each boat; will.be 470 feet long, or 100 feet longer than the North Land, and will cost about $800,0co each, which will leave the Great Lakes Steamship Co. about $200, - ooo for working capital. “‘There will be nothing like them on fresh water,’’ said Gregory Hurson, of Milwaukee, ‘‘and each steamer will have a carrying capacity of 900 passengers, in addition to 5,000 tons of package freight. It isthe intention of the company, of which John Gordon is the president, to devote itself exclusively to carrying passengers between Chicago and Buffalo, during the passenger season, which opens June 15 and ends about September 15, while prior to that time and after the passenger business ends, will carry package freight and grain, which the Great Northern Co.’s boats are not built to handle, insuring a lucrative business. The new steamers will be able to attain a speed of about eighteen miles an hour, completing the trip from Chicago to Buffalo in about two days anda half, including all intermediate stops. Work on the boats will begin some time next month, and they should be completed when navigation opens next spring. The cost of the steamers was originally estimated at $1,000,000 each, but the recent decline in steel reduces that estimate sbout $200,000. a LETTERS AT DETROIT MARINE POST OFFICE. August I, 1900. 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. Bashaw, Oliver Irwin, Wm. C., “Merida Butler, Henry G., Uvira Johnson, Thos. A Bryant, Wm. Jenner, George Baluvelt, Mark, Grecian Kemmis, Charles, Paisley Braund, S. N. Klinger, Charles, Vega Braddon, Jno. 2, Vega Kamsoo), Ed. Cole, W. E. Kelbey, Lizzie Conway, Richard, Griffin Kirtley, J. H. Calvin, Leslie Carlson, A. M., Helena Conklin, Wm., Maryland Carlson, Math, Helena Cradit, Fred, Marinette Curtiss, E., 5 Cline, Johnnie Chambers, Mrs., Neshoto Larsen, Dann, Hennepin Luxton, John Lecuyer, Albert Munroe, Donald, America Manning, E. A., 2, Maryland Mander, George Morris, A. W. Mahony, Frank, Lackawanna Chartier, Ben, Paris McFarlane, Michael, Omaha Camm, W. H. McLaughlin, Harry Clements, Harvey R.,Tempest McLeod, Alex. McCloud, , Helena McCarron, John, W. D. Rees McDonald, John, M. T. Green McCombs, Thos., J. Owen McCormick, John, Morse Olander, Victor, W. D. Rees Peterson, Henry, Merrimac Randals, W. J., Wand Conger, Omar, Black Duane, Rube Davidson, Wm , EF. C. Hutch- ison Dyer, Hugh Duncanson, Joseph Edwards, Perry H. Eklund, Charles, Bielman Robertson, Wm., Albany Ellis, A. R. Ryan, Dan’! J., R. Fulton Ferguson, Duncan, J. B. -Rock, Willson Ketchum Rice, Mrs. H.R. Fisher, Horace Reid, J. W. Grimm, Fred. A., USA bigke “Saunders, C. V., Orinoko Green, ‘Mrs. W. yp Gettye: . Shewitzbyhee, burg. Sanker, Phillip, A. P. Wright Groff, Henry Taylor, George, Wand Henning, Mrs. Wm., Volun- Thompson, Samuel, Uvira teer ; Taylor, Neil, Pittsburg Thurston, Samuel, Lewiston Twomey, Barth Tardif, Josph, Granada Wineland, John Wischman, Aug,, Presque Isle Hobbs, Clement Holden, Miss Mina Hope, Joseph Hulme, Capt. Wm. Ball ye: Henry; Geo. H., Biniley = Now that Japan, which but a few yearsfago was in its gov- ernment and institutions a pure Asiatic power, is co-operat- ing with the civilized nations of the West in their effort to re-establish order in China, it becomes specially interesting to learn how the Japanese people regard the Chinese crisis. This information is furnished in an able article which has been written by a Japanese diplomat for the August number of the North American Review. The writer does not take a light view of the task before the Powers: “If we seriously consider the extreme difficulty with which the Powers are at present confronted, and also the inconceivable sacrifice of blood and treasure that might possibly be required to carry out the proposed partition of China, even the strongest Power in the world shrinks from inaugurating the daring policy of the dismemberment of that immense empire. Even after the continuous victories of the Japanese army in the recent war with China, they would never have dared to enter Peking unless they were 100,000 strong. This single instance will suffice to show the difficulty of confronting a determined foe. When the whole population of China, deeply imbued with the utmost hatred of foreigners, once stood determined to uphold the country against foreign aggression, even the largest available forces that the Powers might bring together would hardly be able to cope with the crisis.’’ : SHIPPING SAILORS. Reports of United States shipping commissioners for the year ended June 30, 1900, rendered to the Bureau of Naviga- tion show 142,832 shipments, discharges and reshipments of seamen on American vessels at those offices compared with 122,468 for the preyious fiscal year. The expenses have been $55,431 compared with $53,651, the average services — per man cost 39 cents, the lowest in the past seven years. Besides duties enumerated the commissioners at various ports have assisted without pay in the shipment of crews for army transports. There are now twenty commissioners’ offices, the office at Mobile having been re-established and an office established at Honolulu on June 14. Shipments, discharges and reshipmients at New York were 48,469 com- pared with 35,627 for the previous year. Boston and Port Townsend show considerable increases. Shipments and reshipments aggregate 90,325, divided by nationality into Americans, 32,333; British, 18,480; Scandinavians, 16 57353 Germans, 8,449; Italians, 1, 186; French, 635; other nation- alities, 12,506. These figures include in many instances repeated shipments of the same men. The percentage of Americans is 35, compared with 36 the previous year, mail steamships raising the American average. The number of Scandinavians is practically unchanged, the increase being in German and British subjects. Shipments and reship- ments on steam vessels numbered 47,409 and on sail —— 42,916. ———— ee 2 ea NOTICE TO MARINERS. UNITED STATES OF AMERICA—NORTHERN LAKES AND RIVERS—WISCONSIN. TREASURY DEPARTMENT, Orrice ‘OF THE LIGHT-HOUSE BOARD, } _ WASHINGTON, D. C., July 28; 1900. STURGEON Bay CANAL LIGHT STATION: Notice is hereby given that the color of the tower at this station, on the northerly side of the entrance to Sturgeon Bay Canal, westerly side of Lake Michigan, will be changed from brown to white. : The change in color will’ be commenced-about July 30 and will be completed on or about Aaa 22, 1900, The lantern will remain black. By order of the Light- House Board. FRANCIS J. HIGGINSON, Rear Admiral, U. S. nS Seeks OFFICE OF THE LIGHT-HOUSE INSPECTOR, IITH DISTRICT, DETROIT, M1cH., July 27th, 1900. Information has been received that ‘the Major’s Shoal Buoy, (red and black horizontal stripes, 2nd class can) in the Straits of Mackinac, between Mackinac City and Round Island, Mich., has been carried away from its position. It will be replaced as soon as practicable and in the mean- time this shoal will not be buoyed. By order of the Light-House Board: Licut-HousE Her cesjsunenicg | Tack. ‘Wi1son, Commander, U.S. Navy, Inspector 11th Light-House Dist. he ee Admiralty—Negligence—-Personal Injury—Evidence.— Libelant, who was one of the stevedore’s gang employed in loading a vessel, while attempting at night to walk a beam that led to a wing between decks, where his hammock was swung, fell to the hold below, and was injured. On the question. whether the master and crew were negligent in not having the between-decks properly lighted, the testimony wasiconflicting; libelant and others testifying that it was perfectly dark, or that the lamps were turned down so low that one could not see to walk the beam in question, while, on the other hand, it appeared ‘that one of the gang was reading a newspaper ro or 15 feet from the place where the libelant fell. Held, that the negligence of the master and crew was not established. The Nikolai II, 102 Fed. Rep. (U. S.) 174.