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12 MARINE REVIEW. DEVOTED TO THE LAKE MARINE AND KINDRED © INTERESTS. Published every Thursday at No. 409 Perry-Payne building, Cleveland, O by John M. Mulrooney and F. M. Barton. SUBSCRIPTION--$2.00 per yearin advance. Singlecopies Io cents each. Convenient binders sent, post paid, 75 cents. Advertising rates on appli- cation, Entered at Cleveland Post Office as Second-class Matl Matter. The books of the United States treasury department on June 30, 1895, | contained the names of 3,342 vessels, of 1,241,459.14 gross tons register in the lake trade. The number of steam vessels of 1,000 gross tons, and over that amount, on the lakes on June 30, 1895, was 360 and their aggregate gross tonnage 643,260.40; the number of vessels of this class owned in all other parts of the country on the same date was 309 and their tonnage 652,- 598.72, so that half of the best steamships in all the United States are owned on the lakes. The classification of the entire lake fleet on June 30, 1895, was as follows: Gross Class. Number. Tonnage. StCAM VESSClE.srccss-ceeccacsovereccecercosesrcuse) 9 15755 857,735-13 Sailing vessels. ...21.....cs0cecsccsessesossseesees Ly IOO 300,642.10 Unrigged....... wesesesceronencesssoosnesssescccnosecs 487 83,081.91 TOT soonacnaqcendaccascbodeoacoacooncond = Keyl 1,241,459.14 The gross registered tonnage of vessels built on the lakes during the past five years, according to the reports of the United States com- missioner of navigation, is as follows: Number. Gross Tonnage. Year ending June 30, I891...........000008 204 111,856.45 ss ee ne I8Q2...000000 seosesee 169 45,968.98 « es s TGQ Risensescsernssseest ee Lys 99,271.24 s se s HskeVilocoonscaccodnocco Oe 41,984.61 ff ss cs ISQEE ss cseseceventsees 293 36,352.70 POtalaccecrscccotssnecassecseceserteses 7A, 335,433 98 ST. MARY'S FALLS AND SUEZ CANAL TRAFFIC. (From Official Reports of Oanal Officers.) St. Mary's Falls Canal. 1895.* 1894. 1893. 1895. 1894. 1893. No.vessel pass'ges| _17,956/ 14,491] 12,008/ 3,434], 3,352] «3,341 T'n'ge,net registd|16,806,781)13,110,366|9,849,754||8,448,246|8,039,175/7,659,068 Days of Navigat'n 231 234 219 365 365 365 * 1895 figures include traffic of Canadian canal at Sault Ste. Marie, which was about % per cent. of the whole, but largely in American vessels. Suez Canal. It IS MORE than probable that the next marked change in the big ore and coarse freight carriers of the lakes will be to move engines and boilers forward so as to admit of at least three or four cargo hatches in the stern portion now occupied by machinery. "If we build another ship like the Coralia," said Mr. L. C. Hanna, a few days ago, "this ques- tion. must be the first to receive serious consideration, No matter how much strength or weight of material is put into a ship of 400 feet length, under the limit of beam and depth that prevails on the lakes, it would certainly seem impossible to entirely overcome the structural disadvan- tage that is involved in locating heavy triple expansion engines and big cylindrical boilers away back in the stern, actually to the fantails of these big steamers. Something must be done to overcome this disadvantage of all the weight in the stern, and a change to engines nearer amidships seems to be the only alternative." Mr. 1, C. Hanna is president of the Mutual and Menominee transportation companies and he is also a large stockholder in the Globe Iron Works Company. He is the active man- aging member of the firm of M. A. Hanna & Co., and has been in charge of the ore and vessel business of that firm since its organization. His opinion on this important question is certainly worthy of consideration. He is warranted in referring to the subject in plain language, as the steamer Coralia, to which he refers, although the biggest carrier now afloat on the lakes, is probably built as substantially as any vessel that has ever been turned out of a lake ship yard. FROM ALL, that can be learned of the grain shovelers union just organized in Buffalo, it would seem that there is no reason to expect, on account of this organization, any break in the satisfactory arrangements that have prevailed between the Lake Carriers' Association and the grain shovelers since Contractor Kennedy took hold of this work a little more than a year ago. The new organization is made up of the men who actu- ally do the grain shoveling, and reports of their meetings indicate that they are well satisfied with Mr. Kennedy and his methods. In factit is understood that the union has the approval of the contractor. In view of the outside influence. that had been exerted to disturb the present satisfactory arrangements in the grain shoveling business, itis more than probable that both Mr. Kennedy and his men concluded that it would be better that they should have a union of their own. IT IS PROBABLY unnecessary to note that Mr. Jesse H. Farwell of Detroit was by no means an uninterested spectator in the late controversy over the Detroit river bridge bill. Mr. Farwell's communications to newspapers and his correspondence generally on this subject during the past six months would make upa printed volume of a great many pages, He is deserving of special credit from the vessel interests. One thing is noted in all of his communications. He does not go into particulars as to how a bridge may obstruct. There are some things, he holds, that should be self-evident,and this is one of them. This bridge question is one in which Mr. Farwell is thoroughly interested and he will be heard from again if it comes up in congress, as it very probably will at the next session, MARKED ReEpucTIONS in lake freights during the past two weeks have discouraged vessel owners, but there is some consolation in looking back to the rates of a year ago. At this time in 1895 ore was being car- ried in large quantities from the head of Lake Superior to Ohio ports at 75 cents aton. The rate did not advance to 80 cents last year until June 1, and 90 cents was not paid until Aug. 3. The first dollar charter was made on Aug. 27 and then there was a steady rise until Nov. 2 when the $2 mark was reached. Now THatT the use of the new American lock at Sault Ste. Marie is assured for three or four months during the latter part of the present season, the engineers in charge of the Sault river improvements are also expecting to have a narrow channel of full depth completed atthe En- campment shortly after the opening of the lock. They will not talk of- ficially on the subject, but it is quite probable that a few big loads on deep draft may be expected from Lake Superior before the season is at an end. ANOTHER EFFORT to place a high tonnage tax on ore mined in the state of Minnesota is talked of. It would seem that there are some ques- tions regarding the iron ore and vessel business of the lakes that will never down, This is one of them. Iron and Steel Products in 1894 and 1895. In the latest issue of the Bulletin of the American Iron & Steel Asso- ciation the following table is presented, showing the great increase in production of iron and steel in 1895 over 1894: ARTICLES.--Gross tons, except nails. 1894. 1895. Shipments of iron ore from Lake Superior..............::cseecccseeseveeeeee 7,748,932 10,438,268 Production of pig iron, including spiegel and ferro....................- 6,657,388 9,446,308 Production of spiegeleisen and ferro-manganese.........c..c.ccseeeeeee 120,180 171,724 Production of Bessemer steel ingots ..............csscccesecsereeecsceerecceneces 3,571,313 4,909,128 Production of open-hearth steel ingots and castings.................- oe 784,936 1,137,182 Production Of All Kinds OL StCC oii... 2.2.5. cc.sccescecoctsevcsecescanccsnccsoce 4,412,032 6,114,834 Production of structural shapes, not including plates 360,305 517,920 Production of plates and sheets.................cccccc.c. eee : 682,9 991,459 Production of all rolled iron and steel, except rails 3,620,429 4,883,438 Production of Bessemer steel rails............:...:cceeeeeee 1,016,013 1,299,628 Total production Of Steel TAIIS...................ceccceoseescoeeeeceee 1,021,772 3306,1 Production of steel rails, InClUGINE ADOVE...:;..-...s....c0sesccescccuccs cesses 157,457 163,109 Production of iron and steel cut nails, in Kegs,.............cccsesseeeeseee 2,425,060 2,129,894 Production of iron and steel wire nails in KeQ'S........00..cessseeecceseee 5,681,801 5,841,403 Production of iron and steel Wire rod ...........cccccecccccccsececsenescceeces 673,402 791,1 Production of all rolled iron and steel, including rails................. 4,642,211 6,189,574 The production of iron ore in the United States in 1895 has been as- certained for the United States Geological Survey by Mr. John Birkinbine. It amounted to 15,957,614 gross tons, against 11,879,679 tonsin 1894, an increase of 4,077,935 tons. Our imports of iron ore in 1895 amounted to 524,153 gross tons, against 168,541 tons in 1894, an increase of 355,612 tons. Production of Coal in the United States. Reports of the Geological survey show that the total output of coal in this country during 1895 was 171,804,742 long tons, having a total value at the mines of $197,572,477, an increase over the production of 1894 of 19,350,000 long tons, and an increase in value of about $11,500,000. The product of bituminous coal increased from 118,820,405 short tons of 2,000 pounds in 1894 to 134,421,974 short tons in 1895, a gain of over 15,500,000 tons. The value increased about $8,000,000. There was an increased production in all but five of the twenty-nine states producing bituminous coal. The output of anthracite coal in Pennsylvania increased from 46,- 358,144 long tons in 1894 to 51,785,122 long tons in 1895, a gain of over 5,400,000 long tons. The value increased only about $3,500,(00--from $78,488,063 to $82,019,272--showing that anthracite coal was cheaper in 1895 than in 1894. General Superintendent Kimball of the life-saving service has issued a circular forbidding members of a life-saving crew, during the active sea- son, engaging in ferrying, boating, fishing or similar employment for pay or market, in competition with other persons engaged in such business.