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ESTABLISHED 1878. VOL. XXIV, No. 38 CLEVELAND -- SEPTEMBER 109, 1901 -- CHICAGO. H i $2.00 Per Year. 5c. Single Copy FAKE CARRIERS ASSOCIATION: To consider and take action upon all general questions relating to the navigation and carrying business of the Great Lakes, maintain necessary shipping offices and in general to protect the common interests of Lake Car- riers, and to improve the character of the service rendered to the public. PRESIDENT. A. B. WoLvIN, Duluth. 1ST VICE-PRESIDENT. Capt. J. G. KEITH, Chicago. SECRETARY. CHARLES H. KEEP, Buffalo, TREASURER. GEORGE P. McKay, Cleveland. s COUNSEL. HARVEY D. GouULDER, Cleveland, EXECUTIVE AND FINANCE COMMITTEE. JAMES CORRIGAN, Chairman, : Cleveland. COMMITTEE ON LEGISLATION. Gisson L. DoueLas, Chairman, Buffalo. COMMITTEE ON AIDS TO NAVIGATION. GEORGE P. McKay, Chairman, Cleveland, DEVELOPMENT OF THE PACIFIC COAST TRADE. The attention which the Orient has been given by the powers during the past few years has already had an appre- ciable effect in stimulating trade between the Pacific coast and the countries of the Far East. The transcontinental railways and steamship companies are making extensive preparations for a big trans-Pacific trade. Indeed, more than one line is being established to operate between Liver- pool and the Pacific coast by way of the Suez Canal and the Indian and Pacific Oceans. It is not so many years ago since the Canadian Pacific Railway almost monopolized the trans-Pacific trade. Its fleet comprised by far the best steamships on the Pacific. The present year will witness a great expansion of the carrying trade between America and the Orient. Each of the transcontinental railways now has, or is acquiring, its own line of steamships. The Southern Pacific operates the Pacific mail steamship service from San Francisco. The Northern Pacific’s steamers-run from Tacoma. The vessels of the Great Northern sail from Seattle, while those of the Canadian Pacific have their ter- minus in Vancouver. The Great Northern hands over its traffic to three steamers of a Japanese line, but before long it will have a fleet of itsown. The vessels of this fleet are now under construction at New London, Conn., and they are to be veritable leviathans of the deep. They will be of 20,000 tons register and 33,000 tons displacement, or just 10,000 tons more displacement than the new Atlantic grey- hound Deutschland. The carrying capacity of these ships will be tremendous, and the holds such that 28,000 tons of coal can be carried. The dead-weight carrying capacity at normal draft is stated at 20,000 tons. Passengers will also be carried, and excellent accommodations are being provid- ed for nearly 1,000 persons in three classes, _ The vessels will have twin screws, triple expansion en- gines and the Niclausse type of water tube boilers. Although . designed primarily for cargo carriers, they will have a speed of 14 knots an hour and carry over 4,000 tons of coalin bun- _kers. The vessels are designed to carry cattle, chilled or frozen meat in refrigerating chambers, fruit or any kind of ' Cargo that may appear for transportation. The Northern Pacific has secured a fleet of seven large steamships which will operate from Liverpool to Tacoma, a route which embraces about three quarters the distance around the world. The president of the Canadian Pacific has announced that another steamship will be added to the company’s Pacific fleet. GOVERNMENT FLOATING DRY DOCK FOR ALGIERS, ‘LA. The large floating dry dock which the Mary'and Steel Co., Sparrow’s Point, Md., has constructed for the United States government, to be located at Algiers, La., is now awaiting the passing of the hurricane season in order to be towed to its destination. It is expected to undertake the trip about October Ist, when several powerful ocean-going tugs will be employed. The dock will be able to lifta 15,000-ton battle- ship and have the floor of the deck two feet above water, but with the floor even with the water line it can lift an 18,o00-ton ship. The dock is 525 ft. in length over all, and its breadth is 126 ft. 2.7 ins. The width between the sides is 100 ft. The entire height of the sides, from their bottoms, which are submerged, to the tops, is 55 ft. The depth of the pontoons, or what might be called the hulls of the dock, is 17 ft.6ins. The greatest draught of the dock is 49 ft. 6ins. There are three pontoons, which form its floor, and also, with the sides, give it buoyancy,. The middle pon- toon is the largest, being 242 ft. long and the end pontoons are each 141 ft. in length. The walls are 395 ft. long and are 9 ft. in width at the top and 13 ft. at the bottom. The pontoons and sides are divided into 40 watertight compart- ments, which enable the dock to be completely under the control of the dock master, who can make it assume any position required to dock a vessel. It has 261 keel blocks, upon which the vessel rests in the dock and they are mova- ble, so that they can be readily adjusted. The weight of the steel in the dock is 5,865 tons, and the weight of the dock equipment is 1,000 tons, making a total weight of 6,865 tons. oo oo WEATHER BUREAU EXHIBITS AT THE PAN- AMERICAN EXPOSITION. The Weather Bureau exhibit at the Pan-American Ex- position is located in the northeast corner of the north pavilion, Government Building, and is adjacent to and forms a part of the official exhibit of the United States Depart- ment of Agriculture. The exhibit can best be described under four general groups, or sections, as follows : 1. Avcollection of meteorological instruments and appa- ratus of latest improved designs, some in actual operation as employed at the more important telegraphic reporting stations of the Weather Bureau; kites and kite outfits as used in cerial investigations. 2. A collection of storm-warning flags and lanterns, with supports and towers, as used on lakes and sza-coasts for giving warnings of the approach of storms dangerous to shipping ; model tower and weather flags. 3. Acomplete set of framed charts and publications of the Bureau, presenting clearly and graphically the climatic conditions of the United States ; miscellaneous photographs of clouds, lightning, etc. 4. A map-printing and forecast section in daily operation. The general arrangement of this section of the exhibit is shown, a view taken from one of the main aisles of the building, but does not include several instruments and apparatus on both the right and left hand. For measuring atmospheric pressure the following are displayed : Normal mercurial barograph, designed by professor C; F. Marvin. Records automatically and continuously the vary- ing pressure of the air by means of a mercurial barometer tube suspended on a balanced scale beam. Aneroid baro- graphs of the Richard pattern, such as are in actual use at 150 stations of the Weather Bureau. Non-recording mer- curial barometers of the standard pattern, in cases of special design, together with two sample barometers having sections cut out of the cisterns to show details of construction, For the special benefit of the lake maritime interests there are also displayed samples of the best grades of compensated aneroid barometers, such as the patented Watkin, and others of Kaglish aud French manufacture. These samples are loaned for exhibit by Mr. Julien P, Friez, of the Belfort Observatory, Baltimore, Md. SUMMARY OF LAKE FREIGHTS. The Bureau of ‘Statistics, acl Department, gives the following summary: All freight rates, except. those « on grain, ‘emained firm so far this season. In ore rates there has been no change. The rates of 60 cents per ton from Escanaba, 70 cents per ton from Mar- quette, and 80 cents per ton from Duluth to Chicago and points west of Erie, with the usual addition of 5 cents per ton to Buffalo, have prevailed all through the season. Rates to Buffalo and the lower lakes on grain have fluctu- ated considerably, owing to the poor demand for tonnage by shippers. Corn from Chicago ranged 1% to 1% and 1% cents per bushel. From Milwaukee the rate paid was 1% cents per bushel. Wheat from Chicago was shipped at 1% cents and 154 cents per bushel, declining in the latter part of the month to 1% cents per bushel. From Duluth the rate was 2% cents per bushel. The established rates from the lower lakes on coal of 35 cents per ton to head of lakes and 40 cents per ton to Lake Michigan ports held firm, though 50 cents per ton was paid to Milwaukee and South Chicago. During the month the shippers of lumber ‘pitehapted to force the rate of $2.50 per 1,000 feet down to $2.25, but the vesselmen transferred their boats to ore cargoes and thereby compelled ‘the lumbermen to pay the rate of $2.50 per 1,000 feet. irr or iro — THE IROQUOIS LENGTHENED. A splendid piece of shipbuilding work has just been completed at the Erie basin, New York. It was nothing more nor less than the cutting and lengthening of the S. S. Iroquois, a vessel of 2,944tons. The forward half was pulled 48 feet forward in the dock, and the gap filled in with frames and plating to match the old hull—the whole job being com- pleted in the brief space of 21 days. It is estimated that the additional buoyancy afforded by the new section will enable the ship to take 2,000 bales of cotton more in her hold at the same draught than before. The Iroquois was built at the yard of William Cramp & Sons, Philadelphia, Pa., in 1888. Her dimensions are as follows: Length between perpen- diculars, 280 feet; molded beam, 46 feet ; molded depth,, 28 feet 6 inches ; tonnage, 2,944 tons. The hull is built of steel. The frames, which are spaced two feet apart, are 5 in. x 3in. x 10.7 pounds; the reverse bars are 3 in. x 3% in. x 7.7 pounds; the stringers are 4 in. x 5 in. x 15 pounds, and the floor-plating 29 in. x 2144 pounds NN THE ground tackle of the White Star Atlantic liner Celtic consists of three patent stockless anchors weighing 73/ tons each. One steam anchor, 2,000 pounds; one kedge anchor, 1,000 pounds; 300 fathoms of 374-inch stud link chain cable, links 20% inches long. Cable shackles 23 inches long and made for two pins 5 inches by 3 inches. Anchor shackles 2 feet by 2 inches, pins 6inches by 4 inches.. These are the largest cables ever made in Great Britain for other than light vessels and larger by 1-16 of an inch than those being made by the Lebanon Chain Works for the two big steam- ships building at New London, Conn.