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10 MARINE REVIHW. MARINE REVIEW. | DEVOTED TO THE LAKE MARINE AND KINDRED LN TE Pee SL, \ Chicago Office, Western Union Building, 110 LaSalle Street. Published every Thursday at No. 516 Perry-Payne Building, Cleveland, O. SUBSCRIPTION--$2.00 per year in advance. Single copies Io cents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation. The books of the United States treasury department contain the names of 3,600 vessels, measuring 1,154,870.38 tons in the lake trade. In classification of this fleet the lakes have more steamboats of 1,000 to 2,500 tons than the combined ownership of this class of vessels in all other sections of the country. The number of vessels of 1,000 to 2,500 tons on the lakes on June 30, 1891, was 310 and their aggregate gross tonnage 512,- 787.58; in all other parts of the country the number of this class of ves- sels was, on the same date, 213 and their gross tonnage 319,750.84. The classification of the entire lake fleet is as follows: Class. Number. Tonnage.. POLAT VESSE]S sate arcs ac seecsncodossenssse 1,592 756,751-53. Pe Seilinie VESSEIS UT esteetts act ceceavoccsssveceds 1,243 325,131.06 Want aleOAES seeeee sap eelessiecweui- «conic someiciecls ser i 703 72,515.42 BaLgeS....0..cescrssencrescacsonssenscccenecossreccnsrs 62 20,472.37 UG LA lessee tcc dcsetete ssececesasscec tests 3,600 _ 1,154,870.38 Tonnage built on the lakes during the past five years, according to the reports of the United States commissioner of navigation, is as follows ; No. of boats. Net Tonnage, RO ieee tases meets seen ces semcaese scenes 152 56,488.32 Tsk Si oanoqdudeHedd one be CacnoSoHOSoUUNUSURODGUGER 222 IOI, 102.87 MOQ eaeedecesseeacdeeseanesche aration tevncass 225 107,080.30 HOGO teessateet cnevoeman ceeds. nent sth cataeeess ba 218 108,515.00 HOSA emraeeh « sdgetec eters haste ~<baesoenens so 204 I11,856.45 MRO ballannos ccmteatc sates cs eres ces 1,021 485,042.94 St. Mary's Falls and Suez canal traffic: Number of boats through St. Mary's Falls canal in 1890, 228 days of navigation, 10,557; tonnage, net registered, 8,454,435. Number of boats through Suez canal during 1890, | full year, 3,389; tonnage, net registered, 6,890,014. Number of boats through St. Mary's Falls canal in 1891, 225 days of navigation, 10,191; ton- nage, net registered, 8,400,685. Number of boats through Suez canal dur- ing 1891, full year, 4,207; tonnage, net registered, 8,698,777. Number of boats through St. Mary's Falls canal in 1892, 233 lays of navigation, 12,580; tonnage, net registered, 10,647,203. Number of boats through Suez canal during 1892, full year, 3,559; tonnage, net registered, 7,712,028. Entered at Cleveland Post Office as Second-class Mail Matter. AGAIN Canada's law makers have taken up the canal question and have given attention to a project that is the most pretentious ever submitted to the dominion parliament. A few days agoa charter was granted to a company known as the North American Canal Company, in which Chauncy Dutton of Pittsburgh, Pa., and a large number of well known men in Canada are promoters. For the purposes of the undertaking, the company asks power to raise the modest sum of $250,000,000 of capital by means of stocks and bonds, and presents a prospectus glowing with prom- ises of a revolution in the cost of transportation. 'The promoters propose, in brief, to not only construct a waterway of 20 feet through the several Canadian canals now in use between Lake Erie to Montreal but to also provide a canal of similar depth to New York by way of Lake St. Francis, Lake Champlain and the. Hudson river. In the language of the prospectus "an adequate outlet for a continental commerce is to be secured by making a navigable system from the great lakes to Montreal and New York of 20 feet depth, or fully double the capacity of the exist- ting waterway." In granting the charter to this company for operations connected with the Canadian portion of the pro- ject, the Canadian parliament has put all manner of safe guards: around its action, such as calling for the expenditure of $1,000,000 within four years and completion of the canal to Montreal within ten years, and it is needless to say that, though other evidences of failure of such an undertaking by a private corporation might be lacking, the capital proposed renders the scheme hopeless of success in the money market. The incor- poration of such a company in the dominion is, however, an object lesson for the consideration of statesmen in this country who will soon be called upon to solve this question of an outlet to the Atlantic seaboard for the commerce of the great territory beyond the lakes in both Canada and the United States, 'I'he "eastern states who reiuse -O need the Gemanas ot the northwest for lower transportation charges. ~EpWARD MARSLAND, a marine and mechanical engineer, who was at one time one of the local inspectors of steam vessels in the port of New York, is a candidate for the position of inspector general under the new government administration. Little has been said about Mr. Marsland's qualifications for this office, which is a plum difficult to corral as long as the present incumbent retains the share of political ingenuity for which he has long been noted. It has been said. however, that Mr. Marsland has the endorsement of the marine engineers of New York, and if such is the case his chances are of a fight- ing kind. The united opposition of vessel owners could readily be secured against any aspirant to the office who might be recog- nized as the candidate of engineers. AN article in a recent issue of the New York Sun, wrttten by Edward Farrer, of Toronto, one of the leaders in the move- ment for continental union, is interesting to anyone who has given attention to the waterways question in Canada. Mr. Farrer holds that the development of the Canadian northwest will bea factor in solving the question of annexation, on the ground that that section will afford homes for many millions and that its sur- plus grain cannot be marketed in Europe without the co-opera- tion of the United States, in first developing the country and then providing a reduction in the cost of transporting its products. May 1 is the average date of the opening of navigation at Duluth and Superior during the past ten years. The average date for first passages through the St. Mary's canal for this period. would of course be earlier as vessels are sometimes delayed for several days in getting through the ice at the head of the lakes after passing the canal and rivers. In 1885 the ports of Duluth and Superior were not open to navigation until May 22. In 1890 opening was on April 20, in 1891 on May 1 and in 1892 on April 22. Bound Volumes of the Review. Owing to the valuable statistical information and engineer- - ing data contained in the Rkvyrew for the past year, there is a demand for back numbers. Copies of each issue of volume six, including all numbers from July 1 to Dec. 31, 1892 have been saved and neatly bound in cloth with leather corners and _ backs, so that we can filla limited number of orders. 'The price of this volume, prepaid to any address in the United States, is $2.50. Address the MARINE REviEw, No. 516 Perry-Payne building, Cleveland, O. The total tonnage launched in Great Britain in 1892 was 1,300,142 tons; about the same as 1891 and 1890, but 46,000 tons below 1889. Excluding war ships, the merchant tonnage floated was 1,131,816 tons which was considerably less than in 1891. A larger proportion of the total is sailing tonnage--22 per cent. as against 184% per cent in 1891. As to material 98 per cent of the shipping built was of steel. 'There was a decrease in the proportion of tonnage built for foreign orders, which has been falling off for several years, | |