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cee THE MARINE RECORD. SEPTEMBER 5; I9OI. ORE A TRUSCOTT BOAT SIMPLE, SAFE, RELIABLE, SPEEDY. It may be possible to build better and safer boats, but it hasn’t been done yet. We send a completely illustrated catalogue and price list free, which tells you all about boats and WHY TRUSCOTT BOATS EXCEL. Truscott Boat Mfg. Co., ST. JOSEPH, MICH. lighting. Pintsch Gas Lighted Buoys. Adopted by the English, German, French, Russian, Italian and United States Light-House Departments for channel and harbor Over 1,000 gas buoys and gas beacons in service. | Burn Continuously from 80 to 365 days and nights without attention, and can be seen a distance of six miles... .... Controlled by THE SAFETY CAR HEATING AND LIGHTING CO. 160 Broadway, New York City. THE COPPER MINING INDUSTRY. A report is soon to be issued by the Geological Survey on the copper mining and smelting industry of the United States in 1900. The industry, the report says, was exceedingly prosperous during the year. Values remained at a relatively high level, and while some of the great producers, through a variety of specific causes, did not contribute as much metal as in former years others largely increased their output. There was very great activity in the opening of old mines and the development of new properties, but only a few reached the productive stage in 1900. One by one, the report siys, they will appear as sellers in the copper market in 1901 and 1902. The report contains figures showing the great strides made in the mining of copper since its inception as an industry in the United States. In 1845 the total output of the entire country was only 100 tons, in 1850 it was 650 tons; in 1869 12,500. tons and in 1880, 27,000. Since 1880 Montana and Arizona entered into the field, and the yearly output has in- creased by leaps and bounds. In 1883 the output was 51,- 374 tons, in 1890, 115,966 tons, and in 1900 the gross total tonnage of mined copper was 270,588 tons. Inthe compara- tively-early stage of the copper industry, thatis prior to 1880, when the new fields in Montana and Arizona began to make themselves important factors in the output of the United States, by far the greatest percentage of the total output came from the Lake Superior region. In 1849 the percentage of the Lake Superior product of the total output was 96; in 1850, 88; in 1869, 95.1, end in 1880, ‘82.2, ‘With the discovery of the Montana and Arizona mines, however, the percentage of the total product of the copper minesin the Lake Superior ‘region began todecrease: It was 20.07in 1883, 13 4in 1890, and I9 5 in Ig00. The exports of copper from the United Stases have steadily increased during the last few years. In 1893, 80,302 tons of fine copper were exported; in 1896, 125,605 tons, in 1898, 145,115 tons, and in 1900, 160,082 tons. The heaviest exports took place in the first half of 1900, when 90,743 long tons were shipped. The product of Montana in 1900 broke all records, being 770,738,439 pounds, while in Arizona there was a slight falling off. rr SKILLFUL THOUGH RISKY PILOTAGE. In view of the risks taken in the alternating canal and river piloting to reach the coast via the St. Lawrence river, it 1s quite probable that the high rates of insurance required by underwriters are fairly compatible with the risks accepted by the assurer. , ‘The following experience gives an inkling of what may take place at almost any time outside of the several canals and during the alternating reaches in the river. “The steamer Northwestern, of Chicago, while on her trip down the river hada slight accident opposite Cardinal, which might have proved very serious. After leaving the lift lock and nearing this part of the river the rudder chain broke, rendering the large vessel helpless. The pilot with presence of mind, ran her for shore on this side, at the same time throwing anchor; this was the means of stopping her a little way above the shoal, on which some barges were stranded about three months ago. The necessary repairs were soon made, and the great boat was run up against the current for a short distance and brought around into the channel with as much ease as though she had been a small yacht, Pilot Delaney, who was in charge, deserves great credit, first, for keeping the boat off the shoal; and secondly, for getting her so safely into the channel again. All who saw her helplessly drifting in the current thought that she was doomed toa more serious accident than she had less than a mile from here at Sparrowhawk Point on her last trip down the river.”’ The foregoing is by no means a proper risk or a situation to place valuable oversea tonnage in. It is small wonder, there- fore, that experienced underwriters demand high rates, and it is needless to say that inexperienced underwriters are, as a consequence, an unknown quantity. ——————O ODS TO IMPROVE HAY LAKE CHANNEL. Contracts for widening and improving Hay Lake channel in the St. Mary’s river, were awarded Saturday by Col. Ly- decker, of the United States Engineer Corps at Detroit. The cost of the work will aggregate $500,000. ‘ The Hay Lake channel will be widened from the upper end down for a distance of 21,000 feet, and the total amount of excavation that is to be done reaches 2,742,250 cubic’. yards. The work is in three sections, the first being hard pan and ‘gravel; the second in clay and gravel, and the third in sand, clay and gravel. Hickler Bros., of the Soo, were awarded the first contract, with. a bid of es cents per cubic yard, which means for them a job costing $155,456. S. O. Dixon, of Milwaukee, took the second section, on a bid of 11.4 cents, making the contract worth $175,340. Hingston & Wood got the last section at 1534 cents, mak- ing the contract worth $142,434. The work must be done in two years, and when completed will make a channel sufficiently wide to prevent a recur- rence of the Douglas Houghton trouble two years ago. THE BELLVILLE TYPE BOILERS. Owing to the continued trouble which fhe twin screw exclusively passenger steamers North West and North Land are having with their Belleville batteries of tubulous boilers, attention has been directed on the lakes particularly to this form of steam geserator. It appears that foreign warships also experience anything but smooth sailing when shipmates with these boilers, as witness the following from the Liverpool Journal of Com- merce, of August 2tst. The Pall Mall Gazette, London, says news of a serious nature comes from Hong Kong, about the first-class battle- ship Glory. The Glory is the flagship of Vice-Admiral Bridge, the Commander-in-Chief of the China fleet, and is the newest warship in far Kast. Already her Belleville boilers are giving trouble. When the last mail left six of them were disabled, and al] of the boilermakers in the fleet had been sent to the Glory to endeavor to stop the leaks in her condensers and boilers. It was estimated that the ship would be helpless for three weeks. _—_— rE OS THE Counselman steamers, known as the Northwestern Steamship Co., now on the lakes and to arrive, will not re- turn to the Atlantic until latein the fall. The Northeastern is under charter for two trips with ore, and the Northtown will also enter the ore or grain trade. As they are built and equipped for salt water service they will be sent to trade on | the coast in the fall. NOTES. THE Supreme Court in the United States held, in the re- cent case of The Barnstable, that liability for damages caused by negligence of the officers and crew of a vessel who are appointed and paid by charterers is not as between the char- terers and the owners imposed upon the owners by a clause of the charter party requiring the owners to ‘‘pay for the insurance on the vessel.’’ The court said in conclusion that - in its opinion: surance clause than to impose on the owners the duty of paying the premiums it was fully satisfied by an ordinary policy of insurance against perils of the sea; that such policy would not cover damage done to another vessel by a collision with the vessel insured, and that the primary liability of such damage rested upon the charterers and not upon the . owners.’’ THE Standard Automatic Releasing Hook Co., State St., New York, manufacture one of the most effective and in- genious devices ever invented for use on vessels. It is noth- ing less than an automatic releasing hook, which will detach a boat instantly. With this device many thousands of lives are saved annually, therefore it has been adopted by the _ government departmental tonnage and passenger lines, and is to be found on many large and small merchant vessels. The falls are so rove that both ends of the boat, as it hangs on the davits, detach irrespective of which end strikes the water first. In the roughest sea or under speed, the boat is released the moment it touches the water, and at the same time it can be hooked on, as readily and without difficulty. Further particulars and testimonials will be gladly foralehes to the company, : EVERY conceivable specialty that goes into a ship, that? can be made of iron, is manufactured by the Newhall Chain Forge & Iron Co., Cortlandt St.,; New York. <A few of their specialties are stud link yacht and ship cables; “anchors, blocks, bunker plates, capstans, windlass, pumps, “‘War-" wick’? ship driving iron, hand made ship spikes, clinch’ rings, screw bolts, davits, shackles, swivels and other forg~’ ings. Using their own iron and having their own galvan- izing plant, all goods manufactured by this concern'are of the highest standard. All chains are tested to the Admirafty standard and certificates furnished, which for strength and durability is the best guarantee. Cable chains are now be- ing made at their Lebanan, Pa., works for the two largest steel steamers ever built in the United States, and under construction to the order of the Great Northern Ry. Co.; J. J. Hill, president, for the trans-Pacific trade. THE Chicago-Manchester line was doomed to financial loss from the very start. The exigencies of canal navigation compelled the employment of steamers far too small to com- pete profitably in these days, when the effort is to build the largest freight carriers possible. It was an endeavor to over- ‘ride the traffic experience of the century. Then there was the loss of time incident to a canal voyage and to taking on of the cargo partly at Chicago and partly at Montreal, the slower trip across the Atlantic, and the difficulty of secur- ing return freight. To these was added the heavy insur- ance rate, not because of the dangers of the St. Lawrence route between Quebec and the sea, but because of the lake, river and canal transit. The underwriters felt that the boats were too large for the canals and too small for the ocean, The effort to make inland cities into ocean ports is an expensive one, and Chicago is no exception to the rule. If anything more were intended by the in- > ~