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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, - 2 $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., NOVEMBER 7, 1901. INTERNAL COMMERCE. The Bureau of Statistics, in its summary of internal commerce for September, states that. the average weekly stocks of wheat at Duluth, representing the Northwest, were not half so large as during the last September. At Minneapolis the average weekly stocks were 36.2 per cent. lower than in September, 1900. ; The trunk-line movement of flour from Chicago and Chicago points during four weeks of September reached an average of 90,842 barrels. For the first time in the year one week’s grain movement. fell below a million bushels. On the Great Lakes the shipments of flour, coal, min- erals, including ore; lumber, logs, and unclassified freight, were larger this September than last September. Grain shipments decreased from 22,492,506 bushels to 17,508,487 bushels. ‘The Sault Ste. Marie canals report 4,133,056 tons of freight for September, 1901, and 3,411,453 tons for Sep- etmber, 1900, as having passed in both directions. ‘The sea- _son’s traffic is nearly half a million tons greater than last _season’s. The season’s receipts of five kinds of grain at Buffalo show that there has been a considerable falling off com- pared with roco and 1889. The season’s flour receipts, by lake, are still above those of 1899 though slightly below the receipts of 1900. Shipments by Erie Canal from that point for the season to September 30, 1901, were 11,993,247 bush- els, and for the season of 1900 to that date were 10,726,235 bushels. Canal shipments of five principal cereals have _ made some gain, while railway shipments of grain from ‘elevators at Buffalo have fallen from 79,486,755 bushels for the first three-quarters of last year to 66,447,024 bushels -this year. ‘The number of boats cleared by canal this sea- son to September 30 has been 2,359, being the smallest number on record since 1885. The tonnage for the sea- son to September 30 was 2,455,747, covering the entire State system of canals. or oro EXPORTING COAL. Dr. Weigand, general manager of theNorth German Llowd Steamship line, is of opinion that American coal is destined to find a considerable market in Europe, in time. He says: “While American coal will never cut any considerable fig- ure in north European markets, it may be accepted with certainty that the export of such coal to the entire Med- iterranean will make very material progress; and the time will come when, for example, in Genoa and Port Said, the principal coaling stations of the Mediterranean, American coal will appear in the sharpest competition with English coal. The saine will occur with regard to all the harbors of the South American eastern coast, and in Central Amer- ica. ge : THE MARINE RECORD. There ought-to be. no good .reason now, of a purely commercial nature, why our coal should not supercede English coal everywhere in South and Central America. And this will be much more the case once we have the ad- vantage of an isthmian ship canal,, The quality of Amer- ican coal is high.. It can be, with proper enterprise ex- pended on the business, gotten to the South American ports for one-half the freight cost the English exporter pays. And this means that our coal can take the South American and Central American markets whenever our coal operators please; but really it is no object for them to sell much coal out of their own country. It is very little more that they can do, after supplying the tremendous demand for manufactures and domestic use. And at best the export of so crude and cheap a material as coal cannot, in the long run, be profitable to the coun- try. England has been, for a long time, doing a large coal export trade, and her farthest-sighted and most scientific tsatesmen have all along realized that this trade was rob- bing the country of that which would, at no distant date, be very sorely needed at home. The profit on exporting coal is very small, at best; and when we realize how it tends to raise domestic prices of fuel, and thus burden the masses and the manufacturers, the profit is turned into a substantial loss. De THE COST OF POWER. The journal of the Franklin Institute is publishing a very exhaustive paper on the cost of power, taken from thesis presented for the desree of master of mechanical engineering, Siblev College, Cornell University, by Clyde “uv. Gray. There are manv references to authors and au- thorities, who have investigated the subject, and abstracts from reliable data on the production, cost and utilization of power by different methods. In his study of “Man Power,” the writer quotes Dr. Thurston, Box, Rankine and D. K. Clark. Rankine gives the following table for the power of a man doing different kinds of work: Hours Horse- Per Day. Power. Raising his own weight up stair or ladder...:.. 8 .1320 Hauling up weights with rope, lowering it empty 6 0545 Jeiitine weights by hand 0g. 6 .0440 Carrying weights up stairs, returning uriloaded. 6 .0337 Shoveling earth to height of 5 feet 6 inches..... 10 O142 Pushing. or pulling horizontally .............. 8 0905 Aumningya, Crank Of WINCHic cc sous ct ccs ecin ns « 8 .0820 AWhorkitigtar punipi ccs oo creme eta were antte aie 10 .0600 Assuming .1 H.’P. as the power of the average man, then, if labor can be procured for $1 per day of ten hours, a horse-power hour will cost $1; a horse-power year, as- suming 3,000 hours per year, will cost $3,000, which is greatly in excess of any other kind of power. Another disadvantage of human power is that it cannot be worked continuously, but must have long periods for rest and re- cuperation. It also requires a large amount of space for a small amount of power as compared with other sources of power. ouiee In “The. Animal as a Machine,” Dr. Thurston gives the thermo-dynamic efficiencv of a’man as 20 per cent., which is about the same as that of the best steam engine. In re- spect to weight per horse-power, a man has 600-700 pounds as compared with the 1,500-2,coo pounds of the horse, or the 50-100 pounds of the bird. Mr. Box gives the power of a man, working ten hours per day on a winch, as .072 H. P., on a treadmill as .105 H. P. and on a capstan, .084 H. P. If the hours of labor are reduced from Io to 4 per day, ' then in the above cases the power will be increased to .113, .167 and .134 H. P. respectively, thus showing the large in- crease of power as the time of labor is shortened. ‘Mr. D. K. Clark says that the average man working on a pump, winch, or crane, exerts about .: H. P. if the day consists of ten hours, but that he can produce four or five times this amount if the time is shortened. $e aor Se Bric. GEN. George lL. Gillespie, Chief of Engineers, U. S. A., has made an annual report which presents an excep- tionally careful and comprehensive record of the opera- tions of the Engineer Department during the last fiscal year. It shows that the extensive projects of fortification authorized by the government have been rapidly advanced, that the work of the corps of engineers, both here at home and in our outlying possessions, has been conducted with diligence and skill of the first order, that. our colossal un- dertakings in river and harbor improvement have been car- ried forward with unflagging industry and that every task entrusted to the department has received careful attention. NOVEMBER 7, I9OI. HYDROGRAPHY. . ; Since January, roe, “The Deutsche Seewarte’ (German Marine Observatory) at Hamburg has published monthly meteorological charts of the North Atlantic Ocean which are destined to be of great use to navigators. “Ihe charts are on the Mercator projection divided into areas of 5 de- grees on a side. For each area is given the mean surface temperature of the water during the month. Ocean cur- rents, are related to these temperatures and air currents (that is, winds) depend upon them also. The probability of storms in each area is expressed on the charts. For example, the probaility for the area between 35 degrees and 4o degrees of west longitude and 45 and 50 degrees of north latitude is, for January, 38 per cent. For the area 40 and 45 degrees longitude and 4o and 45 degrees latitude the probability is 35 per cent. All trans-Atlantic steamers from and to wwew York traverse these areas. In April the porbabilities of storm for these two areas are about 17 per cent. and in summer the probability is much less. The charts also show the prevalence of fog in each area, giving the number of foggy hours for each month. On the Grand Banks of Newfoundland the number of foggy hours in January is less than 59, and in the routes chosen by steamers it is less than 47. The number of hours of ‘rain, snow, and hail is also given for each area, ‘The area first named above has, for instance, on the average 203% hours of rainfall during January. For each area the pre- vailing winds are marked, both as to direction and velocity. Mloaumg wrecks are noted in the positions where last re- ported and the extreme limits-of icebergs also. Pilot charts of the same general nature are issued by the Hydrographic Office of the United States, and- with the two series at hand, navigators are well equipped for their voyages and at least know what to expect. ———— HYDROGRAPHIC OFFICE NOTES. LAKE SuPERIOR—NortH SHORE—THUNDER BAY—SHOALS In WESTERN cR INstpE PassacE To Port ArtHuR.—lInfor- mation has been received from the Branch Hydrographic Office, Duluth, dated September 7, 1901, on a report from Mr. George Cosgrave, lightkeeper at Victoria Island, wherein attention is called to three uncharted dangers, two of which are situated in dangerous proximity to the usual course followed by ships using the western or inside pass- age to Port Arthur, as follows: A shoal with only 6 feet of water on it, marked 7 fathoms on chart, is: located on the bearing N. 26 degrees 30 min- utes E. true (N. N. E. mag:), distant 1,500 yards from Victoria light-house. Two shoal spots on the north side of the next large island to the northward and eastward of Victoria Island, nearly awash at low water, and located on the bearing N. 55 degrees, 30 minutes E. true (N. E. % mag.) distant 3% (4) miles from Victoria light-house. A shoal spot to the westward of Pie Island and north of Flatland Island and located on the bearing N. 61 degrees 30 minutes W. true (N. W. by W. % W. mag.), distant 2 2-3 (29-10) miles from Pie Island light-house. Lake MicuicAN—Granp Haven ApproACH—DECREASED Deptu oF WaAtTER.—Information has been received from the Branch Hydrographic Office, Chicago, dated September 30, 1go1, that Capt. A. Gallagher of the steamer Indiana, re- ports a least depth of water of 14 feet on the shoal about 600 feet due west of the entrance of Grand Haven, Mich. Detroit RivER—AMHERSTBURG RANGE—ObBstRUCTION RE- porTED NEAR Bois BLianc IsiAnpv.—Information has been received from the Branch Hydrographic Office, Cleveland, dated September 23, 1901, that Captain John Nahrstadt, of the steamer Marina, reports under date of September 7, 1901, that while coming out of Detroit river on Amherst- burg ranees, drawing 17 feet 9 inches, his ship struck an obstruction abreast of black barrel buoy at south end of Bois Blanc Island, about 60 feet to the westward of the range. The west side of front light lantern being just in line with east side of rear light lantern. The bottom was apparently rocky. _ LAKE SUPERIOR—MINNESOTA—GRAND MartAs Harsor— BREAKWATER CoMPLETED.—With refernce to Notice to Mar- iners No. 27 (622) of 1899, information has been received through the Branch Hydrographic Office at Duluth that the breakwater at Grand Marias, Minn., projecting from a rocky point at the west side of the entrance in a southeast direction was completed August 13, 1901. The breakwater is 350 feet long. ‘The distance between the outer ends of tne two breakwaters is 500 feet. Apparently no aid to nay- igation marks the western breakwater.