The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

THE MARINE RECORD. A TRUSCOTT BOAT SIMPLE, SAFE, RELIABLE, SPEEDY. lighting. It may be possible to build better and. safer boats. but it hasn’t been done yet. We send a completely illustrated cata’ogne and price list f ee, which tells you all about boats and WHY TRUSCOTT BOATS EXCEL. Truscott Boat Mfg. Co., ST. JOSEPH, MICH OCTOBER 3, I9OI. Pintsch Gas Lighted Buoys. Adopted by the English, German, Piendti? 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. A DEEP WATERWAY TO THE COAST. (C KE, RICHARDSON IN THE DULUTH NEWS-TRIBUNE. ) To an observer at close range, Duluth appears to be the principal point where the commercial advantage to the country of a deep waterway from our yast inland seas to the Atlantic ocean will show most clearly. Situated, as it is, at the farthest end of water transportation, and likewise at the nearest point to the most rapidly growing market of the world, it occupies a position so unique, that any ‘“‘board of strategy’’ would recognize it as invulnerable to all attacks upon its commer: ial supremacy. Already the immense globe-circling transportation sys- tem of the Morgan-Hill alliance has adopted the Duluth- Superior harbor as the point of trans-shipment in the stu- pendous trade relations now commencing between the two worlds. Their fleet of 6,000-ton lake carriers meet the rail ‘systems of the Northern Pacific, Great Northern and other trunk lines at the waterfront of Duluth, where everything - that nature can do to aid commerce has been lavishly be- stowed, to which has been added every appliance that human ingenuity can devise and skilled labor operate, for the speedy, safe and economical handling of shipping and merchandise. The dispatch with which a cargo is transferred from ‘‘sail to rail’? or from ‘‘rail to sail’? is almost incredible. A vessel of the largest size can discharge her cargo of coal and load with wheat, flour or iron ore, and be off on her return trip within the daylight hours of one day, whereas, in some ports, it would be the work of days, if not weeks. Here is a harbor of over sixty square miles, with one hundred and eighty-four miles of dock line, suited tothe convenience and needs of the world’s commerce, and so land-locked by natural formations as to make safe anchorage in all weather. Its depth has been increased by the expenditure of the $3,0C0,000 appropriation made by Congress for that purpose six years ago, under the continuous contract system now being completed. The government has also improved the Duluth ship canal by the construction of massive concrete piers decorated with steel light houses.and illuminated at night by 160 arc electric lights. To further accentuate the statements made relative to the size and importance of the Duluth-Superior harbor, it will be necessary-+to surprise the reader with the stupendousness of the figures used and the magnitude of the comparisons made. For instance, the commerce of the Duluth ship canal em- braced in 1899 over three times as many vessels as passed through the Suez canal, and exceeded the latter’s traffic by nearly a million tons. Considering the fact that all mari- time nations of the world are engaged in the Suez canal traffic, while that of our harbor is almost exclusively Ameri- can, this makes a striking comparison. The number of vessels arriving at and clearing through this harbor in 1880 was 550, in 1890 2,534, and in 1900 11,334. The average number of tons cargo received during the 234 days of the navigation season was 13,142, while the daily shipments amounted to 36,923 tons. The amount of freight passing through our water gate in some single days, if loaded on cars would rnake a train twenty-five miles long. The values of these cargoes for the year 1goo are estimated by the War Department as follows: Receipts, $32,565,381; shipments, $102,543 815; total valuation of the annual traffic, $135, 109,- 196, or nearly a half-million dollars per day, and shows an increase of forty millions of dollars over 1895. Of course the navigation season is limited by the early closing and late opening of the Sault canals, and the other narrow chan- nels, but it is simply a question of time when, by the use of steam in the canal locks, navigation will be open the year around. Another startling fact is elicited from the figures of the Bureau of Statistics of the Treasury Department and shows the marine business of the Duluth-Superior harber to rank the third highest in the world—exceeded only by London and New York. The tonnage of this harbor does not in- clude the whole of the Duluth district, which also embraces the port of Two Harbors. Were this done, the Duluth dis- trict would outrank any in the world. The following com- parative statement quoted from the government’s figures, is a very interesting compendium of facts, as showing the maznitude of commerce on the northern lakes, relative to what we have formerly considered the chief maritime path- ways of the world: Tonnage of the principal ports of roy world—total arriy- als and clearances: Cardiff, 13,420,355; Hull, 7,585,183; fe 11,818,000; London, 16,529,075; Glasgow, 3,612,934; Hainbutots 14,198, - 817; Bremen, 4,034,965; Havre, 4,511,770; Bordeaux, 2,051,- 587; Dunkirk, 2,542,347; Marseilles, 9,629,114; Antwerp, 13,- 573,472; Rotterdam, 11,768,863; St. Petersburg-Cronstadt, 3,0C0,016; Odessa, 2,645,959; Geneva, 3,979,942; New York, 16,020,290; Boston, 4,145,187; Philadelphia, 3,736,615; Balti- more, 3,452,654; New Orleans, 3,395,442; San Francisco, 2,691,366; Puget Sound ports, 2,277,320; Duluth-Superior, 14,387,068; Chicago, 9,966,082; Chicago district, including Chicago, South Chicago, Michigan City and Waukegan, 14,186,190. - The advantage to Duluth’s harbor of a ‘‘deep waterway to the sea,’’? can be better implied than stated, in the space allotted for the purpose. The value of such an institution is fully appreciated here, but it is doubtful if the country at large has any conception of the great benefit which would accrue to every interest in the United States by a canal sys- tem which would admit of the shipment from its lake ports to the ocean ports of the world, of our products, without breaking bulk. It would mean a lessening of freight rates and a corresponding increase of profits, upon all our exports. It means a reduction to our citizens in the cost of every imported article. It means the passage through our country of the commerce of the orient, and the levy upon these car- goes of immense sums in favor of American labor. It means That all of the millions of tons of freight which annually go ‘around the horn’’ and across the isthmus, would come via our American transcontinental rail lines to the nearest con- nection with our inland waterway, there to be handled by American labor and transhipped on American boats, either to American markets or to European ports. It means the reception in the heart of America of foreign ships, the ready exchange of commodities, the fitting out of such vessels with supplies and their crews with American-made clothing, etc. In fact, it would mean, when finally established, the continued, increased and permanent supremacy of American commerce over all the world. No enterprise could be inaugurated by the United States government with the same amount of money, which would so redound to the success and emolument of its citizens, as this much-mooted plan for a system of canals to connect the lakes with the ocean. Just how this is to be done is a ques- tion which must be left in the hands of the national author- ities; but it will be done, and done in one or two ways— either the Canadian government will improve the St. Law- ~ rence river route and share with us in the benefits, or the ‘United States will adopt a plan and keep within its own bor- ders a prize rich in promise and advantageous to its own mil- lions of people. This, from a purely commercial viewpoint, and without a particle of sentiment, is the ‘‘paramount is- sue,”’ and it is gratifying to note the growing favor which it is meeting with our statesmen. There is no state, or even a congressional district, whose interests will not be served by the extension of our Atlantic. seaboard 1,500 miles westward, States, and if every Senator and Representative in the Con- gress of the United States will stand by the interests of his constituents there will be no difficulty in securing this great aid to American commerce; when that is established the value of the Isthmian canal will be more apparent, and its inauguration facilitated. Oe oe oe STATEMENT OF THE VISIBLE SUPPLY OF GRAIN. As compiled by George F. Stone, ieee Chicago Board of Trade, September 28, Igor. _ RYE. CITIES WHERE | WHEAT.| CoRN. Oats. BARLEY STORED. Bushels., | Bushels. | Bushels. | Bushels. | Bushels. Buffalo............. 1,030,000] _ 861.000] 266,000 83.000] 522,000 *: Chicagoist. cece: 4,959,000] 6,975,000] 1 941,000 2 0,000 21,000 Detroit oc caicocn baw ck 298,006 52. 109;000 196,000 36,000 Dat iieasocdieas. 4,658,900 658,000 .398,000 Fort William, Ont..} 1,400,000].. Milwaukee.......... Port Arthur, Ont.... 8,972,000 Grand Total..... 35 3€4,0c0] 13,489 00c 1,774,000} 1,875,000 Corresponding Date, ; TOOO Siac ieainceracres §53409,0.0] 7,492,00C] 11,425,000] 926,000].:..5..... Increase for week.. 2,679,000 559,000! 225 000 130,000] 1,464.000 Decreases {ss Seid. EEL BS ER las Meas 459,000 While the stock of grain at lake ports only is here given, the total shows the figures for the entire country except the Pacific Slope. : OT EEE —e BRISTOL’S PATENT LIFE PRESERVER. Mr. Howard C. Bristol, East Tawas, Mich., has patented a new life belt or buoy which appears to be superior to some of the former and present manufactures. Capt. James Davidson, than whom no one is in a better position to express an opinion on the device says, that “‘it is one of the finest life preservers I have ever seen. The buoyancy and plan, also the idea of the life preservers, is the best that has yet been perfected.”’ Where it is not desired to use cork, the belt is made out of cedar or other light wood in which air tubes are inserted and blocks struug together something after the manner of the present ordinary cork jacket. From tests made with the buoy it is found that they support a weight of 15 pounds more than those now in general use and other advantages are also claimed for the new life savers. ——— rr The Photographer—Do you wish to pose three-quarters full? The Colonel—Just as I am suh! I don’t carry a graduated scale with me.—Detroit Journal. into the heart of the United ~ Oe