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FEBRUARY 27, 1902. EARLY LAKE SUPERIOR HISTORY. The recent retirement of Joseph Austrian from the active management of the Lake Superior & Michigan ‘Transporta- tion company’s business, recalls recollections of early navi- gation on Lake Superior. It was late in the fifties when Leopold & Austrian put on their first boat, and not manv months passed before other vesselmen realized the enorm- ous freight business to be gotten at these points, and Capt. Spencer sent the Cuyahoga up. For several years these two competing lines held all the business. In connection with the retirement of Mr. Austrian and of historical interest generally, is a statement from Capt. D. Atkins, of Buffalo, which was printed several years ago and fi part, is reproduced from the Houghton Gazette as fol- ows: “I don‘t think there is anyone now living, at least, in active business connected with lake navigation, who ex- plored this lake as early as I did. In 1844 I coasted the south shore of the lake in a batteau. ‘There was a party with me looking for copper. We camped at Carp river, three miles below where Marquette now is, and at that time there wasn’t a tree cut on the present site of that city. They grew solid down to the water’s edge. “Tn 746 I was one of the crew of the propeller Independ-- ense on her first trip up this lake. The canal was not built until nine years afterwards. ‘This steamboat was hauled over the portage of “Soo” falls the winter of ’45-6. Copper Harbor, Eagle Harbor and Ontonagon were the only ports then on the lake. In June of ’46 we came around White- fish Point at the lower end of the lake into Lake Superior. “The schooner Algonquin sailed up here in 1847. John Halloran was the captain, and I was one of the crew, which consisted of two boys. ‘The Algonquin—what’s left of her—now lies under the water over at Old Superior. “In 1857 I landed at the point where Duluth is now lo- eated, from the steamer Lady Elgin, commanded by Capt. John Wilson. Among her passengers on the trip were the original owners of the townsite of Superior City. Among them was John C. Breckinridge, subsequently vice-president of the United States, and Senators Stephen A. Douglas and Jesse D. Bright, of Illinois. : “We landed on a little log dock constructed for unloading provisions for the settlers. and there were several log houses scattered about in the forest that then invested the site of Duluth. J. B. Culver a then agent for the American Fur company at Fond du ac. “When I brought the steamboat Metropolis here from Lake Michigan, June 9, 1873, there was an ice pack for twenty miles out into the lake from Duluth, so firm that it took me three days to work through it.” - “Tn 1870 I wrote to my home ‘paper, the Buffalo Courier, predicting that in twenty years’ time there would be more commerce going down Lake Superior than there would through the Straits of Mackinac from Chicago and Lake Michigan, and calling the attention of the merchants of Buffalo to that fact. The Chicago papers. hooted at it. Well, now, it didn’t take twenty years. ‘The commerce of tonnage that goes down Ste. Marie river through the “Soo” was greater than through the Straits of Mackinac several years ago. “J. B. Culver, George Barnum, William R. Stone, and the First National bank inaugurated the original South Shore line of steamers by purchasing from Milwaukee the steam- boat Metropolis. I was captain of the boat. It ran from here to Bayfield, Ashland, Ontonagon, Houghton, Han- cock and Marquette and return. ‘The railroad which took place afterwards still retains the name of the South ore.” From 1870 to 1876, Capt. Atkins was a resident of Duluth. In 1870 the Union Steamboat Co. extended its line from Houghton to Duluth, and the first boat to come up was the propeller Artic, and on Aug. 2 of that year it met the first train that came from St. Paul on the Lake Superior & Mis- sissippi railroad, as the St Paul & Duluth was then called. Capt. Atkin said: “I was agent of that boat, and on her was shipped the first barrel of flour and the first bushel of wheat that went from Duluth. The old breakwater eleva- tor and dock were not finished. So they had to lay down loose boards in order to roll the flour into the boat, and . then the wheat was taken in wheelbarrows and wheeled aboard the boat and dumped in, about 10,000 bushels. ‘The wheat came from ex-Governor Hubbard’s mill at Red Wing.” cineca lS Re ere Tue decision of the St. Louis World’s Fair Directors to devote $200,000 to promotion of the science of aerostation has excited great interest throughout the world. The mag- nificent prize of $100,000 is worth striving for. Doubtless the requirements will be so high as to make the probability of winning it remote. But as the remaining $100,000 is to be expended for minor prizes and for the general ~ex- penses of providing in the best manner possible for serious work, there is enough in the way of immediate return to stimulate invention and promotion. It is understood that the advice and co-operation of leading scientists has al- ready been sought and promised. In this connection we notice that Mr] Octave Chanute, of Chicago, the well known civil engineer, is to deliver an illustrated lecture at Washington University, St. Louis, on the evening of March 4th, on “Modern Air-Ships.” : They had a shanty warehouse. THE MARINE RECORD. IMPROVING PORTAGE LAKE CANALS. Bids will be received at the government engineer’s of- fice in Houghton, Mich., for the dredging and improve- ment of the Portage Lake ship canal, channels up to March 5, 1902. ‘The bids will be opened after March 5, and they ek be accompanied by, a guarantee bond or check. for 5,000. 2 There is about ‘$40,000 available for this purpose. ‘The amount of dredging done will depend upon the prices, as the work cannnot exceed the amount of money available, and hence it may result in the reduction of the work which has been planned. It is stipulated in the contract that all wreckage, dead-heads, logs, etc, and in fact every ob- struction must be removed. The following is the work to be done as outlined in the proposals: Inside of the breakwater at the upper entrance, 36,000 cubic yards of hard material. At the head of Portage Lake, soft material, 123,000 cubic yards. ° . From the intersection of range lights, 14-15 13 and 8, near the head of Portage river down to the lower end o cut 4, hard and soft material, 89,000 cubic yards. All the balance of Portage river, both at the head and below cut , soft material, 52,000 cubic yards. Some dredging at the Keweenaw Bay entrance to Portage river, where there are some shoals and where some heavy digging will be encountered, 60,000 cubic yards. ‘The dredg- ing will consist in part of cleaning up the channel to the required depth, but the larger amount of material will be in bank digging. It is further stipulated that all materials which have been dredged must be transported to deep water not less than one-half a mile from the end of the piers in Kewee- naw bay, or one mile in Portage lake at the head of Por- tage river; further, at the head of Portage lake, the ma- terial must be hauled to the little bay opposite Harring- ton’s island. The dredge must be capable of removing. 125 . cubic yards of soft material per hour and the contractor will be expected to continue operations 16 hours daily. ‘The work must be commenced by the tenth of May and be completed by Nore EASTERN FREIGHT REPORT. Messrs. Funch, Edye & Co., New York, report the con- ditions of the eastern freight market as follows: The number of fixtures reported show somewhat of an increase over the last few weeks, and in exceptional cases owners have been able to obtain a slight advance in rates: A fair number of steamers have been chartered for timber from the Gulf ports, and the rates secured are on a paral- lel with previous transactions. From the Bay of Fundy. ports a few deal charters are reported for next Spring load- ing and further business could no doubt be consummated on the basis of 36s. 3d per Standard. The two fixtures reported in this issue for case oil to Shanghai at 23c. mark an advance of Ic, per case over the last rate paid, and char- terers appear inclined to make further commitments. at similar figures. Cotton charters both from the South At- lantic and gulf ports are neglected, and no indication of any demand from these districts. Time charterers are averse to taking up tonnage for any lengthy period, except- ing at very advantageous rates. Activity of consequence in sail tonnage continues lacking and nothing has occurréd to have influence on the market, either one way or -the other. : Grain to Liverpool is quoted at 3 cents; Glasgow, 2 cents; London, 3% cents; Bristol, 4 cents. —— DO OO OS STATEMENT OF THE VISIBLE SUPPLY OF GRAIN. As compiled by George F. Stone, Secretary Chicago Board of Trade February 15. CITIES WHERE | WHEAT.| CORN. Oats. RYE. | Ba LEY STORED. Bushels. | Bushels, | Bushels. | Bushels. | Bushels 3,282,000 484,000 354,000 2,000 813,000 361,000 BANOO | ava G accnsre |S tlic eie via gel vars tla 6,604,000] 4,455,000 462,000] 1,029,000 169,000 QET{000) 10.2 oN wens ncanieRs 99, OOO lia. sires «uae ji 367.000 152,000 31,000 110,000 23,000 .+| II, 502,900 165,020 180,009 455,000 303,000 at 98 Ula -0] Pana Geena ECan Nhat BREE Oer rea ere Dae Fs Fort William, Ont..| 4,535,000).........0)........4. Be UY eras Milwaukee.......... 601,000 122,00Cc] 309,000 34,000 195 000 Port Arthur, Ont.... BENODE Scale caesull ot a > vies nine Panis 3 coef aialas dinette TOlEdO! is. tans eee 59,000] 932,000} 529,000 182,000]*........5 TOLORCO 5 5 dicks cee G4, OOO| i pence ss PAOOOl 56s pesmi d 58,000 On Canals........... 46,000 3,000 112,000 37,000 50,000 Grand Total..... 54,335,000] 10,789 000] 4,064,000] 2,258,000] 2,116,c00 Corresponding Date, : ‘ | foes MEE ee Ee ee 57,536,020] 18,218,000] 10,567,000] 1,156,000] 1,650,000 Increase for week..| .........|.....eee0+|.> Garis) Unease pe paceese nl eauiNeG Decrease ‘ ‘e ,.' 1,021,000] 343,000 226,000 25.000 29,000 While the stock of grain at lake ports only is here given, the total shows the figure. for the entire country except the Pacific Slope. — a Damages—Lost Vessel.—Parties to a charter party may stipulate the agreed value of the vessel as liquidated dam- ages to be paid in the event of a failure to return the vessel, and such stipulation is conclusive upon them, in the ab- sence of fraud or mistake. Sun Printing & Publishing Asso., vs. Moore, 22 Sup. Ct., Rep. (U. S.) 240. SHIPPING AND MARINE JUDICIAL DEC _ (COLLABORATED SPECIALLY FOR THE MARINE _ Seamen—Shipping Articles.—Seamen. become to merchant vessels: from the time they sign the articles, and from that time they may incur the p of desertion. Tucker vs. Alexandroff, 22 Sup. oblig hip CU. Sis ropiise a3 ac Admiralty—Finding of Commissioner—Valuation, of Vé sel.—The finding of a commissioner as to the value of vessel lost in collision is entitled to great respect, an will not be set aside where he acted within the bound reasonable judgment and upon conflicting testimony. Gertrude, 112 Fed. Rep. (U. S.) 448. as Admiralty—Sufficiency of Tender by Respondent—Do et Fee.—A respondent in a suit in admiralty, who a tender and deposit at the time of filing the answer, is no required to include therein a docket fee, which is only tax able, under Rey. St. § 824, when the case is determined on its merit after a hearing. Merritt & Chapman Derric & Wrecking Co., vs. Catskill & N. Y. Steamboat Co. 112 Fed Rep. (U. S.) 442. | Pee. Time Within Which Demurrage May be Recovered.— charter contained the following provision: “Demurrage be paid for each working day beyond the days allowed loading and discharging at fourpence per registered ton per day, and the charterers may keep the ship on demurrage te days.” Held, that the last clause did. not limit the time fo which demurrage was recoverable, leaving the question - damages for a longer: detention to be determined by evi-— dence, but that the stipulated rate was recoverable for each working day beyond the lay days allowed, whether more or less than ten days. Jonasen vs Keyser et. al., 1 Fed. Rep. (U. S.) 443. ai ee cea ae be eiare Shipping—Damage to Cargo—Seaworthiness—A ship, just prior to her leaving Liverpool for a voyage to San Francisco, had carried a cargo of wheat from Portland, Ors _ to Ireland, and. delivered it.in-good condition. In Liver- pool she was inspected by competent persons, and her decks found in fit condition. On the return voyage she — encountered gales and heavy seas for three’ weeks, while rounding Cape Horn, during which she labored heavily, and her deck seams opened, admitting sea water, which caused damage to her cargo. Held, that such evidence was sufficient to sustain her claim that she was seaworthy when — the voyage was begun, and that the damage was caused by — perils of the sea, owing to the unusually rough weather en- countered. The Marechal Suchet, 112 Fed. Rep. (U. S.) 440. BRR er eens Desertion—Habeas Corpus.—The production by a Rus- sian vice- consul, of official documents showing that-a-per- son sought to be arrested and detained as a deserter from a Russian ship of war formed part of her crew, -required by the treaty with Russia of 1832 as a condition of re- ceiving the: assistance of the local authorities, is waived = by petitioner for a writ of habeas corpus to inquire into a detention under such proceedings, by his admission upon the hearing accompanying the offer of the passport under which he entered the United States, and that he came to the United States as a member of the Russian navy, de- tailed to become one of the crew of such cruiser, and that he came for that express purpose. ‘Tucker vs. Alexan- droff, 22 Sup. Ct., Rep. (U. S.) 195. Eas Shipping—Demurrage—Lay Days— Construction of Charter Party.—A provision in a charter made in Liverpool _ for the carrying of a cargo of timber from Ship Island, excluding froin the computation of lay days at the port of loading “‘any time lost: by reason of fire, droughts, floods, storms,. strikes, lockouts, combinations of workmen, or — any extraordinary occurrence beyond the control of the charterers,” does not apply to time lost by reason of the charterers failing to have the cargo ready at the usual place of storage, on account of a drought which was prevailing at. the time of charter, and which affected the rivers by means of which the cargoes were ordinarily brought from the interior, but did not in any way affect the delivery of car- goes from the usual place of storage to the ship. Jonasen vs. Keyser et. al., 112 Fed Rep. (U. S.) 443. 4 uh _ Nationality of Vessel—Trusty Provision—A vessel which has been launched, but is still in process of con- struction under a contract to build a protected cruiser for the Imperial Russian government, is a Russian ship of war, within the meaning of the provision of the treaty of 1832 with Russia, which authorizes the arrest and sur- render of deserters from the ships of war of that ‘country, although under such contract the vessel may be rejected for deficient speed or excessive draft, and during her con- struction is at the risk of her contractors until ‘she is ac- tually accepted or actual possession taken, where the con- tract also provides that the vessel shall be constantly sub- ject to inspection by a board appointed by the Russian Min- istry of Marine, and that whether finished or unfinished, the vessel and. all materials intended for her construction, when brought upon the premises of the contractors, shall immediately become the exclusive property of the Russian Ministry of Marine-—Tucker vs Alexandroff, 22 Sup. Ct., Rep. (U. §.) -195. j ae