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: MARINE REVIEW. On Three New Steel Steamers. Contracts forthree more steel vessels have been closed with- in the past week. The latest announcement is from the Cleve- land-Cliff Mining Company, owning ‘the Pontiac, Frontenac and other vessels and represented in Cleveland by President W. G. Mather. The Detroit Dry Dock Company will build for the mining company a steel boat for carrying coal and pig iron be- tween Lake Superior and Lake Erie ports. ‘The boat will not be large, as she is to be built for this special trade. She will cost about $100,000. ‘ _ The Minnesota Steamship Company’s action in contracting for two steel steamers 330 feet keel, 45 feet beam and 24% feet deep, with 54 inches water bottom, shows the tendency toward big boats. One of these steamers will be built at the Globe yard, Cleveland, and the other, very probably, at the Chicago Ship Building Company’s yard, in which the stockholders of the Globe Company are largely interested. The boats will have nine hatches, so that notwithstanding their increased size it is expected to unload them in a single day. With three 12-foot boilers the new boats will have increased boiler power. ‘The engines will be the same as those in the other boats of the fleet, excepting in the stroke, which will be 48 inches. Cleveland Matters. A subscription list to providea lake marine exhibit at the World’s Columbian Exposition can be found at the MARINE RE- VIEW Office. Fifteen miles an hour is the speed performance of the steel steam yacht Wadena, between Long point and the Welland canal. The engines did not get warm and everything worked satisfactorily. Over $20,000 has been subscribed at Buffalo on the stock list for the E. M. B. A. steel steamer. Other ports must hurry or it will be a Buffalo boat. Notice to Mariners. Notice is given by order of the light-house board that the structure from which the pierhead light at. Kewaunee, Lake Michigan, Wisconsin, is shown has been moved about 200 feet nearer the outer end of the north pier, and that, on and after Nov. 15, 1891, a fixed red tubular-lantern light will be exhibited, suspended 25 feet above lake level, from a post set at the outer end of the north pier. The latter light will be visible in clear weather two or three statute miles, and will form with the main pierhead light a range showing the direction of the piers and the course to be followed in entering the harbor. The characteris- tics of the main light remain unchanged. Milwaukee’s Big Dry Dock Deal—Steel Plant. Special Correspondence to the MARINE REVIEW. MILWAUKEE, Wis., Nov. 5.—A shipyard deal involving nearly half a million dollars has just been closed at this port, and in consequence those two well known shipyard properties, the Wolf & Davidson yard and the Milwaukee yard, will hereafter be run as one concern, by the newly organized Milwaukee Dry Dock Company, which has been incorporated for $413,000. The new company perfected its organization at a meeting held Tuesday night by the election of the following officers: President, Capt. John Fitzgerald; Vice-President, Fred C. Starke; Secretary and Treasurer, William E. Fitzgerald. Directors—Capt. John Fitzgerald, Fred C. Starke, John B. Merrill, A. M. Joys, C. H. Starke, Thomas Davidson and George C. Markham : These gentlemen are all well known around the lakes. Capt. Fitz- gerald has a reputation as a navigator and a ship builder. He has been president of the Milwaukee Shipyard Company since its organization in 1874. Fred C. Starke is one of the owners of the Milwaukee Tug Boat Line. He has done some work in designing hulls and propeller wheels. William E. Fitzgerald is a son of Capt. John Fitzgerald. John B. Merrill is a well known vessel owner and a member of the firm R. P. Fitzgerald & Co., vessel agents. A. M. Joys is a member of the ship chandlery firm of Joys Bros. & Co., formerly G. D. Norris & Co. C. H. Starke is large- ly interested in dredging and contract work at this port. Thomas David- son was for many years a partner of Commodore William H. Wolf in the shipbuilding business at this port under the firm name of Wolf & Davidson. G. C. Markham is a marine lawyer of considerable ability. Fred. C. Starke was one of the prime movers in securing the consoli- dation of the two shipyards. In company with several other local capitalists he purchased the Wolf & Davidson yard last week for about $250,000. Tuesday night he secured the transfer of the Milwaukee shipyard to the Milwaukee Dry Dock Company, which he and his associates have organized to carry on the business, The owners of the Milwaukee ship- yard were paid for this property with stock of the new organization,which has all been subscribed. It is understood that they received in the neighborhood of $175,000. The business of the two yards will be con- ducted about the same as before. The Wolf & Davidson yard will be known as the south yard, and will be managed by Fred C. Starke. Wm. E. Fitz- gerald will be manager of the Milwaukee yard, which will hereafter be known as the west yard. A geueral office will be established in the vicinity of the tug office. - One of the improvements promised by the new company is the es- tablishment of an iron and steel plant at the south yard. At first it will be used principally for making repairs on iron or steel steamers which may become disabled in this vicinity, but eventually it will probably be used:in the construction of iron or steel steamers. The dimensions of the dry dock at the Wolf & Davidson yard are as follows: Entire length, 365 feet; length on keel blocks, 355 feet; width on top, 75 feet; width on bottom 50 feet; depth at ordinary stage of water 15 to 16 feet. The yard also has a floating dry-dock capable of accommodating a vessel about 200 feet in length and smaller floating docks suitable for tugs. The yard is supplied with all appliances foundin modern shipyards. The dock secured from the Milwaukee company is of the following dimensions: Length on keel blocks, 311 feet; width on top, 7o feet, width on bottom, 47 feet; depth on mitre sill, at ordinary stage of water, 15 to 16 feet. There is also a floating dock of good dimensions. ae en The plant of the new company occupies 4% acres of land in the Menomonee yalley, near the Sixth street viaduct. _ ads ceo Heavy Duluth Grain Movement. _ Special Correspondence to the MARINE REVIEW. ; 4 ‘DuLutH, Minn., Nov. 3.—The shipments of wheat out of Duluth last. week were very large, though not nearly so heavy as they were one or two week, in September. During the early part of the week there was very little tonnage here, but in the last three days over 1,400,000 bushels were loaded. The receipts were simply enormous going up to 2,800,000 bushels and beating the last previous record by 547,000 bushels and the previous week by 725,000 bushels. The record for the week as compared with the pre- vious week and the corresponding week last year is as follows : Receipts, bu. Shipments, bu. Last Week iiicac.ccjscssoetenherneee 2,840,409 1,795,869 Previous Week.........c0.scecaces 2,115,444 1,374,943 Same week last year ......... 559,680 345,947 There is now in store here 3,500,000 bushels of wheat and the re- ceipts will keep up steadily until long after the close of navigation. The demand for tonnage is good and agents do not have much trouble placing boats. For the month of October the receipts here were 9,152,593 bushels, against 8,191,181 bushels in September and were the greatest on record either here or at Minneapolis. For the two months of this crop year the receipts have been 17,343,784 bushels or about as much as for all of the last crop year. Shipments for the month were 6,489,528 bushels against 6,410,370 bushels in September. West Superior Superfluities. Special Correspondence to the MARINK REVIEW. WES’? SUPERIOR, Wis., Nov. 5.—Of course the chief attraction here is the yard of the American Steel Barge Company. I spent some time in watching the progress of work on one of the two whale-shaped barges under construction, 117 and 118 I think. There has been more or less said about the instability of the barges. This may be true of some features of the model, but it is not true of the material used and the way it is put together. Double butt-strappings and lapping of frames at the turn of the bilge and the tumble home ought to give them strength. It would not surprise me very much if McDougall would begin to build his own engines pretty soon. He has secured a designer of marine engines who was formerly with the Frontier Iron Works, Detroit, and he is said to be designing an engine that is specially adapted for the barges. And this reminds me that there is an immense plant located at West Duluth, ready to build marine engines as soon as other work under contract is finished. I refer to the Marinette Iron Works. Their new plant is immense and is said to be finely equipped. The superintendent told me that they had contracts for two marine engines to be built during the coming winter. Capt. Luke Brennan, who has charge of the loading at the Northern Steamship Company's docks here, gives some figures on despatch made so that the handlers of line freight in Chicago may paste it in their hats. The North Wind received 2,350 tons of flour at these docks in 11 hours and 45 minutes, and the Northern Light was given 2,300 tons of flour, 700 tons in sacks, in 14 hours. BARTON.