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10 THE MARINE RECORD. SEPTEMBER 20, 1900 ESTABLISHED 1878. Published Every Thursday by THE MARINE RECORD PUBLISHING CO., Incorporated. C. E. RUSKIN, - - - - Manager. CAPT. JOHN SWAINSON,~ - - - Editor. CLEVELAND, CHICAGO, Western Reserve Building. Royal Insurance Building. SUBSCRIPTION. One Copy, one year, postage paid, - - $2.00 One Copy, one year, to foreign countries, - = $3.00 Invariably in advance. ADVERTISING. Rates given on application. All communications should be addressed to the Cleveland office, THE MARINE RECORD PUBLISHING CO., Western Reserve Building, Cleveland, O. Entered at Cleveland Postoffice as second-class mail matter. No attention is paid to anonymous communications, but the wishes of contributors as to the use of their names will be scrupulously regarded. CLEVELAND, O., SEPTEMBER 20, 1900. ee EEUU UNI NaIEIEEIREIRRERERE EE RREEEER ERE FUELING SUPPLY STATIONS. The following extract from the last report of the chief of the Bureau of Equipment, Navy Department, will be of in- terest during the present crisis in the Orient: ‘It may be stated without fear of contradiction that at present it would be impossible for a United States fleet to carry on active operations during a war anywhere about the coast of Europe, Africa, a large portion of Asia or South America, for want of coal.’’- The following is a list of places where coal is stored and the amount: About Io,oco tons is in stock at Guam at all times; Manilia, 25,000 tons; Guam, 10,000; Honolulu, 25,- 000; Pago-Pago, 10,000; San Francisco, 25,000, and Bremor- ton, Puget Sound, 25,000. This is not too large a tonnage, for in the Pacific are the warships of many nations besides American, and all these will need a supply of fuel. It can only come from this eountry, either from the Atlantic or Pacific Coast, and thus is another source of profit opened up to the producers of soft coalin this country. It was fortu- nate that the steamer Needles recently landed 6,000 tons of West Virginia coal at Nagasaki. The Ataka, with 6,000 is on the way to Taku, and the Cesar has gone to the Pacific in the last week with 4,000 tons. ‘(At Viadavostock there is always an ample supply of Saghalin coal, worth $7.50 aton. Itis delivered by large iron lighters, by Coreans, who can handle 11 tons an hour. Che Foo is put down as one of the principal coaling stations, where can be had usually a fair supply of Australian, Japan- ese or Cardiff, worth from $8 to $16aton. Itis delivered by lighters at 150 tons a day, and foreign men-of-war usually buy Australian or Cardiff. At Yokohama native coal, worth $6 a ton, can by lightered at the rate of 200 tons a day. The coal comes from Nagasaki. At Nagasaki there are a dozen grades of Japanese coal to be had, ranging from $3.25 to $6.50 according to quality. “‘At Hong-Kong there is usually a supply of Welsh coal costing $18 a ton, Japanese at $8 and Australian at fro. It is all delivered to the vessels by lighters, and not over 20 tons an hour can be reckoned on. “Tt is because American coal is of superior quality to that found in Japan, that supplies are sent from this country, notably from Hampton Roads. When the Oregon made her flying trip two years agoshe founda chance for speeding when she struck a port where some American coal could be had. “Out in the country of the Boxer, between Taku and Pe- king, fuelis exceedingly scarce, there being no wood to speak of, while asmall amount of coal is imported on camels from the north, Itis ground and mixed with clay to make it burn slowly. Therefore, it is that samples of Japanese coal have been received at Washington, D. C., for test, with a view to ascertaining its suitability for the purpose of the quartermaster’s department in China. This coal might be used in stoves in the Sibley tents, for it must be remembered that the seat of war in China is on the same latitude as New York’ or Chicago and cold weather is had there as well as here. Therefore, provision must be made for the comfort of the soldiers if the campaign lasts into winter. ‘‘Tien-Tsin is a coaling station in time of peace, and a large supply of native Chinese coal is brought from Kai- Ping, ninety-four miles distant, by railroad. About four thousand tons is usually on hand and its cost is from $3.10 to $4.70 a ton.’’ rr or ar AVERAGE RATES OF FREIGHT ON THE LAKES, SEASON OF 1899, COMPARED WITH SEASON OF 1898. 1899. 1898. Cts. Cts. Iron ore, Escanaba to Ohio ports, gross ton... 94.8 50.8 Iron ore, head of Lake Superior to Ohio ports, WLOSS OM eres ctceceis cue secetaye erearaielele 129.5 61.0 Iron ore, Marquette to Ohio ports, gross ton.. 108.5 59.8 Wheat, Chicago to Buffalo, bushel............ 27 1.5 Wheat, Duluth to Buffalo, bushel............ 3.6 1.8 Soft coal, Ohio ports to Milwaukee, net ton... 68.9 27.8 Soft coal, Ohio ports to Duluth, net ton...... 45.4 23.4 Soft coal, Ohio ports to Portage, net ton...... 56.4 29.7 Soft coal, Ohio ports to Manitowoc, net ton... 67.0 28.5 Soft coal, Ohio ports to Sheboygan, net ton... 66.5 27.8 Soft coal, Ohio ports to Green Bay, net ton... 66.5 28.5 Soft coal, Ohio ports to Escanaba, net ton.... 58.2 26.4 Hard coal, Buffalo to Milwaukee, net tou..... WOOF 280) Hard coal, Buffalo to Chicago, net ton........ 72.7 28.0 Hard coal, Buffalo to Duluth, net ton........ 49.5 23.0 iO OO AN OLD TRAVELER. If fifty-two years of fresh water sailing can make an ‘‘old salt,’ Capt. F. Green of the schooner Thomas Quayle, which arrived here yesterday morning with a cargo of coal, is that in full sense of the designation, says the Marquette Mining Journal. He is one the pioneers of the Lake Superior vesselmen, having sailed its waters for something like forty-six years. He was a sailor on the schooner Willington, which took the second load of iron ore shipped from Marquette out of this harbor. From the date of his first trip here—which, accord- ing to his recollection, was about 1854—he has sailed in and out of Marquette continuously and has watched its growth from a straggling collection of shacks to the city it has come to be. Capt. George Judson commanded the Willington on her first trip in Lake Superior waters. The craft was owned by Alva Bradley of Cleveland, who then controlled a fleet of four vessels, including besides the Willington, the Alling- ton, Queen City and Challenge. Mr. Bradley was at the time a vesselman of wealth and influence and it was one of his vessels that Capt. F. Green first shipped in 1848. Before leaving the craft he sailed eight round trips between Buffalo and Cleveland. According to Capt. Green’s recollection of the circum- stances, Capt. Judson brought the Willington into Lake Su- perior without the full consent of its owner, Mr. Bradley. Whatever the true status of the affair was it appears that Capt. Judson’s judgment was sound as his voyage was a signal success. The Willington was locked past the Soo without much diffi- culty and completed her voyage to this harbor without unusual incident. Arriving here, Capt. Judson, as well ‘as all hands, was greatly disappointed to find that a rival had captured the honor of being the first boat to visit Marquette, for the schooner E. C. Roberts, Capt. Hank Andrews in charge, was tied to the dock located just south of where No. 4 ore dock now stands. Apparently there was nothing to do but to wait for the Roberts to clear. As she was a fair sized vessel this prom- ised to bea tedious job, as the ore was then wheeled on board the vessels in barrows, all the work being done by manual labor and with the crudest of appliances. The delay was lessened by a happy idea which enabled Capt. Judson to utiilze several feet of the dock which was not pre-empted by the Roberts. The stern of the Willington was swung around to this point and a trough of boards was constructed to carry the ore to the vessel’s hold. Capt. Green considers that the system of chutes now in universal use was then and there originated, as the ore was handled direct from the tram cars, Capt. Judson made about as good progress loading his vessel as did Capt. Andrews, of the Roberts, so that when the latter craft cleared there remained but little work to be done to give the Willington her full cargo and she cleared very soon after the vessel which had earned the distinctio of being the first to clear from Marquette harbor with | cargo of iron ore. : 8 The trip down was completed without incident as far the ‘‘Soo’”, but there the crew had an experience with the pesky mosquitoes which Capt. Green can vividly recall even at this late date. They were present at the locks in swarms, It was impossible to live, with any degree of comfort, and sleep was entirely out of reason. The only feasible pro- cedure was to try and forget the mosquitoes by employing the time in hard work. In pursuance of this plan Capt. Judson turned his whole crew out in the night to load cedar ties. ; The remainder of the trip passed pleasantly. When the ore was unloaded and the business of the voyage was con- cluded there was a neat profit for the owner, Mr. Bradley, who was so pleased with the fortunate outcome of the ven- ture that he at once gave much attention to the Superior — carrying trade, with the result that, at the time of his death, some fifteen or twenty years ago, he was one of the most in- fluential vesselmen on the lakes and controlled some twenty or more steamers and schooners. Alva Bradley’s interests were immediately taken in hand by his son whois now a factor in the shipping business, controling some twenty ore carriers, of which the Thomas Quayle, sailed by Capt. Green, is one. Capt. Green never left the Bradleys’ employ, and for a period of half a century has worked for them in every capacity, from sailor to the position he now holds. He relates many stories of the early history of Marquette. He recalls the days when the Indians on Light-house Point were subjects of great interest to all sailors who visited this port, and the frequent visits made to their encampment. Capt. Judson was an early real estate investor here, and Capt. Green says he would have bought land had he had any available funds. Capt. Judson bought a lot on which one of the handsome Ridge street’residences now stands, for $150 and afterward sold it at a slightly larger figure. Capt. Green has been acquainted with some of Marquette’s older residents for over forty years, and usually visits them when he makes this port. He hasaclear recollection of Samuel Peck, who, on the occasion of his first visit, was in charge of the dock at which the Willington was loaded with the 400 tons of ore that made up her cargo. oe ooo INSPECTION SERVICE. The annual report of James A. Dumont, the Supervising Inspector of the Steamboat Inspection Service, shows that during the year ending June 30, 1900, the total number of vessels inspected and certified was 9,253, with a total ton- nage of 4,507,648, as against 8,707 vessels in 1899, with a total tonnage of 3,968,371, showing an increase in tonnage ~ of 802,041 tons. The number of certificates issued to foreign passenger steamers included in the above was 345, with a gross ton- nage of 1,233,846. Motor vessels inspected, 80; gross ton- nage, 4,516. Sail vessels inspected, 520; tonnage, 534,761. Domestic steam vessels inspected, 8,308; with a total ton- nage, 2,734,525. The total number of officers in the service holding five-year licenses is estimated to be about 43,000, of which number 6,445 received their licenses during the present fiscal year. The total number of applicants for masters, mates and pilots’ licenses was 2,866, of which number 69 were rejected for color blindness. The total number of boiler plates examined by assistant inspectors at the mills under the Act of Congress, approved January 22, 1894, was 5,424, of which number 483 were re- jected for various defects. The total number of accidents during the fiscal year was 33, being 15 less than the previous fiscal year. Total number of lives lost, 206; being 198 less than in the previous fiscal year. Se It isan anomaly that only 9 per cent. of the total foreign commerce of the United States is carried in American bottoms. The reason is too well known to need recapitulation at this late date. But the condition of the country’s ship- building industry is improving, and when the subsidy law is passed, as it will no doubt be in the next session of Con- — gress, we may look fora revival on a large scale. It is a. well known fact that builders are only waiting for the enact- ment of this measure to show what they can do.