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e MARINE REVIEW. Lake Freight Matters. An important feature in the freight market is the fact that iron ore shipments from all Lake Superior mines at this time are about three times what they were on the corresponding date a year ago. 'This statement, although something of a surprise to even the ore dealers themselves, will hardly have a tendency, however, to cause any change in the present policy regarding shipments, as it is discounted by a number of conditions affect- ing the iron ore market previous to July 1 of last year and by the aggregate of sales this spring as compared with those of a year ago. Some unsold ore is being brought to Lake Erie ports, but the movement is not extraordinary in comparison with pre- vious years of liberal production. Shipments would in fact be considered very light if the iron market presented any signs of improvement before the close of navigation, but it will be ad- mitted that the question of lake freights for the latter portion of the present season must be considered very uncertain and not encouraging to the vessel owner if based on the iron ore move- ment. ys ; Moderate shipments of grain still being made from both Chicago and Duluth are the main support ofa fairly profitable freight market. Steady coal shipments, with the demand for vessels somewhat in excess of the supply, have also caused the great bulk of the fleet to carry up loads almost constantly since the opening of navigation, and this is a source of consider- able assistance to the market. At this time ore freights are strong at $1.10 from Ashland and Two Harbors to Ohio ports, 95 cents from Marquette and 70 cents from Escanaba, with soft coal rates based on 45 cents to the head of Lake Superior and 55 and 60 cents to Milwaukee and Chicago. lron Ore Shipments. On July 1 a year ago shipments of iron ore from all upper lake ports amounted to a trifle less than 700,000 tons. Today they are about three times that amount. Railway managers at the shipping ports still refuse to give even a report of the ton- nage in bulk, but the following statement of shipments from Lake Superior ports will serve to show the extent of increase over last season: Ports. Gross tons. Aghia Ge sasaetseuetesecenvewoisnc.. tron eentra cece -++-.664,447 Two: Elan DOUsiscsas ss secs cineca detect vades cosets cececsoes 303,614 War QUICL(Crenca-cecetecererasy eis. .ns sect. seen 196,875 Total Lake Superior................:.060. 1,164,936 The above figures regarding shipments from 'wo Harbors and Ashland are from the dock managers and are official. T'he Marquette figures represent the difference between the aggre- gate from Ashland and Two Harbors and the total movement of iron ore in gross tons through the Sault canal to alyse - oNe though no statement has been secured from Escanaba, it is safe to say that shipments from that port added to the Lake Superior movement, as shown, will make the aggregate close to 2,000,000 tons, or about three times what it was at this time a year ago. Ashland shipments, shown in total above, are divided among the different mines as follows: Ashland 67,915 gross tons, Aurora 100,453, Colby No. 2 20,698, Tilden 81,480, Iron Belt 33,446, Montreal, north vein 11,821, Palms 19,673, Anvil, 1,696, Brotherton 30,157, Comet 5,184, Carey 13,040, East Nor- rie 68,522, Newport 27,517, Norrie 133,543, Pabst 18,536, Sunday Lake 24,609, Windsor 6,131. Of the total shipments from 'Two Harbors the Minnesota mine contributes 125,200 gross tons and the Chandler 178,414 gross tons. The Proposed Hill Passenger Steamer. For two years past Mr. John F. Parkhurst, of the Globe Iron Works Company, Cleveland, has had under consideration plans for a line of costly passenger steamers; intended to meet the requirements of the best class of trade between Buffalo and the head of Lake Superior. He has sought to interest certain capitalists in the enterprise, notably James J. Hill, president of the Great Northern Railway and the Northern Steamship Com- pany, for whom the Globe company built a short time ago a line of freight steamers that have proved a most satisfactory invest- ment. Asa result of a story sent out from Buffalo a few days ago, it has been learned that the Globe company has secured a conditional contaact with Mr. Hill, whereby there is some pros- pect that two boats of the kind contemplated may be built, to be ready for service in July of next season. Mr. Pankhurst re- fuses to give out as yet any information regarding negotiations for the construction of the boats, but it is more than probable, since it is proposed to establish a company in Ohio for the enter- prise, under the name of the Great Lakes Steamship Company, that the understanding with Mr. Hill includes an agreement that a certain amount of Ohio or Cleveland capital will be se- cured for the undertaking. In previous negotiations for the building of boats of this kind assistance in the way of capital from Cleveland had been assured. Original plans for these steamers contemplated a boat with passenger cabins so arranged that they might be used only dur- ing the summer season, attention to be given to freight business during the fall and spring, but it is understood now that if the boats are built to be operated in conjunction with the Great Northern Railway system they will carry some freight, but will be made equally powerful and costly. Their length will be 340 feet or more, cost ¢400,000 each, and passenger accommodations suited to fully 300. The cost of such vessels would necessitate their being made powerful enough to stop for no kind of weather, and as they might be made to make the run from Buffalo to Du- luth or Superior in little more than railway time, they would command a passenger trade during almost the entire season. When Mr. Hill put a line of freight boats into the trade be- tween the head of the lakes and Buffalo, it was said in some quarters that he would not secure profitable railway connections in the east, and that the undertaking would prove a failure. The advantages of modern steamers were soon felt, however, and the management of the line is now in a position to rule in freight matters. Equal success seems certain to follow with a passenger line established and operated after the same policy. Lake Superior Passenger Traffic. With negotiations pending in Cleveland for the construc- tion of two big passenger steamers, there is again considerable talk of profit in the passenger business on Lake Superior. It is admitted that the present service is altogether inadequate, but lake vessel owners who might be expected to build suitable boats for this trade have been deterred from doing so largely on account of the short season afforded for a tourist business. It has been proposed to build boats with cabins so arranged that they might be removed and the vessels applied to freight traffic during the fall and spring. This plan is entirely feasible but the objection to it is the extra cost of driving a big hull with no freight at high speed during the passenger season. Such boats built during the coming winter might however, be run during the world's fair rush next season from Buffalo to Chieu There is no doubt of a profit in the world's fair trade and the boats could afterward be turned onto Lake Superior. In time past when attention was given to Lake Superior passenger busi- ness and traffic arrangements made with numerous railways boats were known to gross $12,000 ina single trip, and there seems to be no reason now why a similar business well conduc- ted can not be made profitable. No legal action has as yet been taken with reference to the Pringle-Morse collision, although it is not at all probable that a loss like that on thé Morse will be settled without a contest in the courts.