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THE MARINE RECORD. Lake Superior ore unchanged at last week’s quotations, and are showing a decrease. th grain rate is quoted nominally at 4 cents, nen are loth to place capacity at that figure, feeling is that 5 cents must be paid to secure this hard fall weather. At Chicago yesterday ; was in some cases paid on wheat to Buffalo. il rates show the independent variations incidental losing of the season. The Buffalo-Duluth hard ite is 35 cents, but other rates for the purposes of on are practically unchanged except that Buffalo The Chicago rate is 75 cents and the wukee 70 cents from Buffalo, but to the latter port its has been accepted on soft coal, and 25 cents to cit. For St. Ignace, the Sault and other compara- sly outside ports from the steady shipping lines the are made in each case by mutual agreement, or rather, whatever the shipper will agree to pay. ber is of course looking brisk. Ashland to Chi- $3.75, and from east shore ports on Lake Michigan shilling raise was paid on Saturday. Bay City and enominee to Buffalo $2.50, though the rate from the port is expected to go up this week. ro NEXT YEAR’S IRON ORE OUTLOOK. Several ore contracts have been made to handle the product of the Mesaba range, which insure that the itput will come into direct competition with that of all other ranges at the opening of lake navigation next yeat. Ore brokerage firms of Cleveland are, it is said, urnishing the leesees of the Mesaba mines the neces- saty capital to go on with the work, and agree to dis- se of the product in the Cleveland markets, at the same time paying all freight by lake and rail and the brokerage and insurance. Oglebay, Norton & Co. will handle the output of the Mountain mine, which will be operated by the owners. Tod, Stambaugh & Co, will dispose of the output of the Ohio mine, and advance the _ working capital needed. P. L. Kimberly has arranged with the above named firm to handle the output of the _ Biwabik. The commission firm advanced $25,000 to work the mine, 25 cents a ton for putting the ore on the ‘cars, and will pay all freights, while it gets 10 cents a _ ton commission and interest on money advanced. The ores of the Mesaba can be placed in Cleveland at a profit of $1 per ton on these terms, and it is believed that no other mine can compete with their ores in the open mar- ket. The Mesaba mines now under contract to ship next year with advance royalties include an outlay of nearly $300,000, and a minimum ore output of 1,500,000 tons. _ ‘The first shipment of ore from the Mesaba range reached Duluth October 18, over the recently completed Duluth, Mesaba & Northern. fees The mines of the new field that have to go under- ground will have,” says Ishpeming von Ore, ‘*an ore cost of at least $1.75 per ton. When to this is added 80c for rail and $1.25 for lake freight, 50c for royalty, and i5e for insurance, commission and trimming, it will be seen that the underground properties of the Mesaba _ cannot compete with the other ranges, working at much less cost.’’ Further than this the Duluth ews-/rwune states that _ James Corrigan, of the well-known lirm of Corrigan & _ Ives, of Cleveland, and F. A. Bates, of New York, re- turned recently from their extensive trip on the ‘Mesaba range. The reason for this trip is now an open secret. Corrigan & Ives have contracted with the Standard Ore Co. to take care of all the ore which shall taken out of the Cincinnati, Hale and Kenawha es. The option on the Hale has been turned over to the Standard Ore Co. and the lease of the Kenawha to _ the same company will be closed in a few days. James rigan represents one of the largest iron ore firms in the United States and has immense interests in the Go- begic country. He also controls about a dozen lake ves- els, Another member of the firm of Corrigan, Ives & is Judge Stevenson Burke, of Cleveland, who has Tecently been elected president of the Standard Ore Co, He is president of three railroads and will be recalled as the man who bought out the Nickel-Plate road for the Vanderbilts. ‘This contract means a good deal, for the company expects to ship next year 400,000 tons of The spur of the Duluth & Iron Range is now com- d to within half a mile of the Cincinnati property, will reach there next week. A large force is now ork on the Hale, and a new steam shovel has been ht for stripping purposes. There are two car ads of ore in the Cincinnati stockpile awaiting ship- it. should be added in connection with the contract mentioned, that it covers all the advances on t, mining and other expenses, these arrange- will necessarily have a strong bearing on the eight market of 1893. es THE LOST SCHOONER OSTRICH. lost schooner Ostrich which is now supposed to 1 in collision with the steamer Gilcher, thereby total loss to both vessels, had a crew of seven ‘told, composed of the captain, first mate, ur men before the mast. The wife of Cap- accompanied him as cook. It is not known lipped as mate. Peter Olsen, aged twenty- d, was one of the seamen. The to mind the circumstances attending the total loss of the large Cunard Steamer Oregon, which through a mysterious collision with a schooner, went down almost without giving a fair warning and in much the same way as the Gilcher must have gone. Captain McKay master and owner of the schooner Ostrich, was a peculiar character. He could neither read nor write, yet managed to get along very well with business. His first known command commenced’ with the worn-out schooner T'wo Brothers, and after quitting her he embarked for himself in the small scow Trio. He next bought the scow Petrie. Selling these two vessels, he purchased the City of Erie, which he traded for the Ruby. From the Ruby he flitted into the Hattie Earl, and then the J. B. Prime. By the sale of his in- terest in the Prime he secured interests in the W. H. Chapman and Len Higby, which were disposed of to purchase the Ostrich. eo — SUBSIDIZED MAIL SERVICE, It is now learned that the Canadian Pacific railway company decline to enter into an agreement with the government for the fast line Atlantic Steamship com- pany between Canada and Great Britain for a period longer than ten years. In addition to an annual subsidy in the neighborhood of three quarters of a mil- lion dollars which the company is asking, it is demanding a transfer of the Inter-Colonial railway from the gov- ernment to the Canadian Pacific railway. It is pointed out that with the free title to the Inter-Colonial the Canadian Pacific management could float bonds for an amount largely in excess of what its steamers for the fast line service would cost it, and while the govern- ment would have no guarantee that the service would be continued after three years the latter would find it at the expiration of that term without the railway, and possibly the Canadian Pacific folks refusing to renew the charter. —_—_—P oe THE GILCHER SUNK IN COLLISION, Special Correspondence toThe Marine Record. Curcaco, ILt.—The steambarge Hattie B. Pereue, ar- rived here on Wednesday morning from South Manitou Island. Captain Stuffelbaum made careful examination of all the wreckage on the island. ‘I found,” said he, “the strong backs which held the canvas covers of the Gilcher life boats among the wreckage. They had been cut in two with an axe, which clearly indicated that the crew had rushed to the lifeboats in great haste, and did not have time to pull off the canvas covering in the or- dinary way. From the fact that the life boats have not been found since, it seems probable that the Gilcher went down before there was time to free them from the davits. The wreckage of the steamer and the schooner Ostrich lie on the beach not a hundred feet apart.’’ And this may be considered the most conclusive evidence that the schooner and Gilcher had been ina collision. DP HO + Oo A NEW FEATURE IN BOAT BUILDING. What appears to us a novel construction for small boats has recently been brought out in Glasgow, and has excited much interest in shipping circles. It is puilt of two sheets of thin Siemens-Martin steel, pressed to the exact model of the desired size of boat, and riyet- ed together with a steel bulb between them forming the stern, keel and stern-post ; it fully justifies the name as- signed to it by its constructors: ‘‘A steamless steel poat.’”? In the maritime world a boat of such composi- tion and construction has long been looked for, and its adyent will be held as a desideratum, since it appears to embody the qualities requisite for the safe handling of boats in all weathers and under the most adverse cir- cumstances, combined with neatness and facility for stowage on shipboard. A company has been formed for the manufacture of the boats, which can be galvanized and painted with enamel or other composition. The gunwale, strakes and bottom bars are fitted in the usual manner, and a strong hook and ring bolt is fitted on each end for the reception of the boat mooring tackles or mooring gear. Cutters are fitted with buoyancy cases in bow and stern to ensure flotation eyen though the boat be filled with water. Lifeboats are, in addition, fitted with the usual buoyancy cases in conformity with the requirements of the inspection survey. WHALEBACK SHIP BUILDING AT EVERETT, WASH, Preparations for building the new whaleback at Everett, Wash., is now going on at the American Steel Barge Co. Works. It is found necessary at the very outset to erect a new building under which the work on the new steamer can be prosecuted. Orders have been given for constructing a building 80 feet wide and 380 feet long, and proposals are now being received from the lumber manufacturers for furnishing the lumber required. It is understood that this building will be located near the river. In one end rooms will be fitted up for a small workshop. The other end will be so arranged that the steamer can slide out on the ways into the water. It will take several days to get this building in readiness, but in the meantime “work in the other departments of the large plant is going forward, and as soon as the details for the big steamer are received and the necessary material is on the ground there will be industrial music about the barge plant. It will be remembered that the new steamer is to be 360 feet in length, so that it will take up nearly the entire length of the building. ecoereoeoe———EED BRAVERY OF A LIGHT-KEEPER. Cuicaco, I11.—Martin Kanutzen, keeper of the light- house on Pilot Island, at Death’s Door entrance to Green Bay, saved two entire crews of vessels which stranded on Pilot Island during the recent gales. The first was the schooner J. E. Gilmore, and the second was the schooner A. P. Nichols. Captain D. E. Clow, together with the crew of the Nichols, reached here Monday. “We were bound,” said Captain Clow, “from Chicago . to Escanaba, light,and were driven upon Pilot Island. We had both anchors out, but they failed to hold us, and we were driven upon the rocks. As soon as she struck the seas went over from stem to stern, and it seemed as if none of us could escape. The boat was lying on a reef of rock with deep and shoal spots all around. Kanutzen came down from the light house, and although it was eight o’clock at night and intensely dark, he picked his way through the surf and along a ledge of rocks, which came nearly to the surface and stood near to us. “He made himself heard above the storm and told me to jump overboard. I did so, and went in far over my head. AsIcame up, he reached out for me from the shelf of rock where he stood, and pulled me up near him. The other members of the crew jumped in one by one, Kanutzen seizing them as they came to the surface and pulling them safely to the spot where he stood. My aged father and the female cook jumped overboard in the same way. He carried these ashore, picking his way along the ledge, which was crooked and uncertain. The rest of us followed him, and all got ashore in safety. A single misstep would have carried us into deep water. All this time the sea was running heavy, and it was with the utmost difficulty that we could stay on our feet. “When we reached the light house we found that the crew of the Gilmore had been there a week, and were told that they had been saved in the same way that we had been saved. The two crews made big inroads on the provisions of the light house keeper, and had not the sea gone down so that we could get the provisions from our boats we might all have starved.” The crew of the Nichols were obliged to remain a week on the island before they could be taken to the mainland and make their way to the nearest railway station. The light houre keeper took Captain Clow out in a little sailboat, notwithstanding a gale was blowing, to the steamer Outhwaite, which landed him at Escan- aba, where he was enabled to telegraph home. Both the Nichols and the Gilmore are total losses. Se eS A WONDERFUL MAGNET. It is believed that the largest and strongest magnet in the world is that at Willett’s Point, New York. It came to be made by accident, Major King happened to see two large 15-inch Dahlgren guns lying unused side by side on the dock, and immediately conceived the idea that a magnet of enormous power could be constructed by means of these cannon, with a submarine cable wound around them, The Chicago Ratkvay Review is responsible for the following remarkable statement. It says that “the magnet, which stands about ten feet from the ground, is 18 feet long and has eight miles of _ cable wound around the upper part of the guns, It takes a force of 25,000 pounds to-pull off .the armature, A seemingly impossible experiment was performed with some 15-inch solid cannon-balls, the magnet holding several of them suspended in the air, one under the other, ‘The most interesting experiment was the test uy made of a non-magnetic watch. The test was highly satisfactory. ‘The magnet was so powerful that an ordinary watch was stopped stock still as soon as ity, came within three feet of it, while an American non- magnetic watch was for ten minutes held infront of the _ magnet, and it did not vary the hundredth part of a second. A sledge-hammer wielded in a ditection oppo~ site to the magnet, feels as though one were trying to hit a blow with a feather in a gale of wind.” var - J Tun “Serve” ribbed boiler tubes, after standing very satisfactory test in the Atlantic steamer Pennsylvania, t are also to be placed in the Inman and International Line steamers now building on the Clyde. The Bedouin, Steamship Company’s new steamer Sheik, the Allan — Line steamer Polynesian, and a new steamer of i Nautilus Steamship Co. are also recent instances int which the Serve” tubes have been adopted,