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eee , MARINE REVIEW. 5 —— Iron Mining. VALUE OF LEADING STOCKS. Quoted by Chas. H. Potter & Co., No. 104 Superior St. Stocks. Par : i Cleveland Iron Mining Company............ ¢ ioe $ igh eect Champion Iron Company.......cceeeesen 25 00 80 00 00 Chandler Iron ‘Company................0e00005 25 00 39 00 io 00 Chicago and Minnesota re NGmipeny.;.. i600 00 — ......... 100 00 Tron Clifls Tron! Comipany..i.ciscccsiccsccessccc GO OO ein Sac s, 120 00 Jackson Iron Company... ..ceissesccecscccesccs 25 00 go 00 100 00 Lake Superior Iron Company............ alee 25 00 62 00 65 00 Minnesota Iron Company....... ttesssseeeseeeees LOO OO 68 00 70 00 Pittsburg Lake#Angeline Iron Co........... 25 00 145 00 150 00 Republic Iron Company.......... staves eeeuance 25 00 26 50 28 50 Michigamme.............. steseeseuevesceseevseereces Bc akclave 5 00 { The Lake Superior Democrat has learned, through inquiry at the different mines on the Marquette range, that there is now in stock and in transit 1,193,000 tons of ore mined on that range since the close of navigation, or an average of 199,000 tons a month. There are five months left yet of the producing season, and at the same rate the Marquette range would produce for 1891, 1,993,664 tons. It will thus be seen that the curtailment for this range will be, on the present basis of production, 804,664 tons. The same ratio of curtailment in the other ranges, Meno- minee, Gogebic and Vermillion, which produced 6,010,037 tons last year, meatis for 1891 a total production in the entire Lake Superior region of but 6,596,000, or a decrease af 2,405,676 tons compared with 18go. The Pittsburg & Lake Angeline Iron Company will place a diamond drill at the new shaft, located near the east end of the lake to further test the ore lately found there. A vein possess- ing a thickness of 26 feet had been cut when jasper was en- countered. It is the intention to bore a number of holes which will prove up ¢he ground more rapidly than can be done by the slower method of drifting. Work thus far done at this point in- dicates that the company has found a deposit of much value, and one that will add materially to the output of the property. At the west end some of the former big stopes have been narrowed down owing to the steady drain upon them, and the addition of another mine would help to maintain the good output which has been secured for some years past.—lIron Ore. “A The Lake Superior company will soon have in operation a second steam shovel for stock pile service that weighs 60 tons and handles 2,400 tons of ore daily. The shovel was givena trial a few days ago. An independent engine mounted on the beam of the dipper forces the latter into the stock pile, and runs it back and forth, this being convenient in filling and dumping. The engines that work the rotary motion and do the lifting are placed just in front of the boiler. The boiler is of the regular marine type, 5 feet 6 inches in diameter by 9 feet in length, and tested to150 pounds. The help, five men in all, is the same as that required in operating the style of shovel previously in use. Ferdinand Schlesinger, president of the York Iron Company, operating the Dunn mine, announces the appointment of Messrs. Runyon, Mack & Co., of Cleveland, as sales agents of the Dunn ore. The Dunn has begun shipments of ore and Supt. Edward Florada expects to have about twenty cars shipped daily. The working force will be increased so as to number 150 or 200 miners, with which the management hopes to reach last season’s output. The Dunn has always proved itself to be one of the most productive mines in this district. Col. Joseph Kirkpatrick, of Palmer, Mich., says that some valuable discoveries have recently been made on the lands adjoining the Palmer mine, now owned by Gen. R. A. Alger and others. When this mine was sold by Mr. Kirkpatrick and his associates to Gen. Alger the lands on which ore is now said to have been found were reserved. Mr. Kirkpatrick, who was in Pittsburgh last week attending a meeting of the company that owns the reserved property, says that diamond drill work warrants immediate development. The Mansfield mine, Crystal Falls district, has begun ship- ping from its stock pile of 16,000 tons. The third level is being worked-and the shaft is down 15 feet on the way to the fourth level. The MARINE REVIEW and the MARINE ENGINEER, London, one year for $4. Write the MARINE REVIEW. CHICAGO LAKE INTERESTS. ’ WESTERN OFFICE, MARINE REVIEW, t No, 210 So. Water Street, CHICAGO, IIl., May 21. The ruling of the attorney general, that under the law passed Sept. 19, 1890, Chicago river became subject to the control of the general govern- ment as navigable water of the United States, marks a new era in the ma- rine interests of Chicago. It gives vesselmen and the people of Chicago generally some recourse from the grip of selfish interests on the river; it makes possible the preservation of the river for the purpose of navigation and stops the wholesale stealing of public property along its banks. Chicago for many years has turned her back upon her marine interests. Lake transportation came to be regarded as old and out of date by the young generation, educated by the press and not thinking for themselves. The lake was good enough for a starter, this younger generation said, but now the railroads do the business that makes Chicago the metropolis of the west. The bridge nuisance was responsible in a measure for this apathy toward the city’s lake commerce, direct railroad influence had still more to do with it, and tothe division and non-action of marine men themselves was yet more of it due. When members of the city council were shouting that it was time the river was filled up, it is not surprising that every dock owner took a slice on his own account, and noone put out ahand to hinder. Carter Harrison was a good mayor—for these in- roads on the river--and during his several administrations no one was ever stopped in taking what he could get, if it came out of the river, The de- cision of the United States supreme court in the Escanaba case crushed the hopes of vesselmen that they would ever be able to stop the steady encroachments on their rights to navigate the river. When they were again defeated in the Washington street tunnel affair they gave up for good, until the river and harbor act was passed. They held that under the Escanaba decision the river was at last under the control of the gen- eral government. In this most important point of all they are now the winners. Iwas intensely surprised toread an editorial in the Tribnne, Sunday, admitting that it was perhaps best for the city of Chicago, after all, that the general government should take control of the river. It was an admission of far reaching import. The Tribune was looking, likely, as much for the drainage project as for the interests of navigation, but it proves what has long been held by far seeing vesselmen that the drain- age canal and the marine have an indissoluable interest in maintaining Chicago river as a navigable stream. The Hennepin canal, that many vesselmen are inclined to scoff at, is in the same category. When com- pleted the canal will be a most potent factor in aiding the lake commerce to and from Chicago. It will play as important a part between the Mis- sissippi river and Chicago as the Erie canal does between Buffalo and New York. Its construction will add greatly to the weight of marine in- fluence in Chicago. In many ways are signs, taken in connection with the ruling of the attorney general, that the dark days of Chicago’s marine are atanend. For the firsttime in any city campaign the vesselmen’s vote was appealed to in the late election. They were besought to vote against Cregier because he had built Canal street bridge, and there is | ample evidence that they did so. ast fall Congressman Billy Mason, as attorney for the Illinois Central, played hide-and-seek with his marine constituents about leasing the pier to this railroad. He stayed at home by 3,000 votes in a strong Republican district. Itis fortunate that poli- ticians have found that the marine interests have votes just the same as saloonkeepers and other people,who are courted to a sickening extent. With the change in the sentiment towards the marine here, there h been a change of vessel and tug capains towards the public at the bridg The right of the people to cross the river has come to be recognized f by those who navigate its turbid waters. Sentiment now ist. bridges should be held open no longer than absolutely necessary. men hurry up their tows‘and avoid keeping bridges open. Steam! captains use discretion and good sense in moving up and down the crooked stream in a way unknown a few years ago. Those who fear that the marine interests are going to make the government control of the river, obnoxious to the people of Chicago by unreasonable objections to bridges and proper city regulations, are needlessly alarmed. By the re- course of protests to the secretary of war they can now prevent such out- rages upon their rights as Canal street bridge. They can stop wholesale steals of the river by greedy railroad companies, but all this is as much to the city’s interests as to their own. In other words, when money from the treasuries of railroads buy up acity council and political influence captures a mayor, the people of Chicago have the general government’s protection from haying their marine interests sacrificed. I suppose a board of engineers will now pass on Canal street bridge. Its decision will be against the bridge, as a matter of course. What the city authorities will then do is entirely uncertain. City Engineer Cook made an ass of himself the other day by stating that the city would fight the war depart- ment. He also said that the objection of the vesselmen to Canal street bridge was because they objected to any bridges on the river, and if they had their way they would do away with all bridges. Such drivel as this