The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

18 MARINE REVIEW AND MARINE RECORD. r machine, as some time was lost in the shifting of cars. We oveece number of tons for the first hour for all be a was 44534. The number of tons unloaded was 5,331. It 1s pace that these machines do not require a special type of boat an : a the performance of unloading the Hoyt does not represent : a maximum efficiency. They recently unloaded 97 per et : it € cargo of the Roebling, another large ore freighter, in a litt e ess than five hours. In the accompanying illustration, reproduced on account of its relation to the present article, they are shown at work upon the steamer James Gayley, from which they pe 95 per cent. of the cargo. It would be possible to work one : these machines in each alternate hatch. Extra speed in unload- ing could consequently be secured by the installation of extra the highest type of the Hulett automatic unloader is now being installed on the docks of the Lackawanna Iron & Steel Co. Buffalo, N. Y., the mechanism of which is shown in the accom- panying line etching. In principle these machines are duplicates of the machines at the Conneaut docks, but different in so far as that they will be electrically operated. The machines are also provided with an extended cantilever bridge, carried on the frame of the unloading machine. The ore is taken out of the boat by «the automatic bucket and dropped into a bridge car near the front of the dock and is then drawn back along the cantilever bridge and unloaded onto the dock for storage. The bucket is also somewhat of a change from the one at Conneaut, having an extended horizontal reach, and it is expected that it will take out 98 per cent. of the ore in any of the modern boats without hand work, two men to each machine being necessary to shovel the remainder of the ore within reach of the bucket. As the bucket swings around under the beams of the boat after it has passed through the hatch, it has a reach of 16 a in either direction under the deck of the vessel. The machine will work in any vessel having hatches 7 ft. wide and 1o ft. long. It is hoped that the [Aug, 21, estimony at our conference that an agreement had eee eels ig the apie between tug men and the Great Lakes Towing Co., which was in fact a contract. The Cleveland men stopped work because they claimed their work was heavier than at other ports, and their demands for particular consideration were not granted. President McCarle of the -Tugmen's union ordered a strike, and the men of his union, with the exception of 30 or 40, refused to work. These were retained in the Great Lakes company's employ. When the whole matter was laid before me I suggested as the only means of adjustment that the Great Lakes company let go all men who were not tugmen. I asked that the union men who had been true to their contracts be retained and that they be taken back into the union from which they had been expelled. President Newman of the towing com- pany agreed to my plan and Mr. Keefe was of a similar mind, but Mr. McCarle flatly objected and insisted in his demand that the union men who were in the Great Lakes employ be discharged at the resumption of operations with the striking men. This put an end to further negotiations on my part, for while I will con- tend for the rights of the 'fellow that's down,' I want to be assured that what he asks for is right and that he has the right to make his demand. My position in this tug matter is based entirely on the fact that the men violated an agreement, a con- tract, which they had made. Mr. Keefe, who has something like 48,000 men under him, concurred in my position, but Mr. Mc- Carle did not. I could not have interested myself in the coal miners' strike if a similar condition had obtained. It seems to me the grandest spectacle ever furnished by organized labor was the stand taken by the soft coal miners who were asked by their brothers to join the striking forces. They remembered a con- tract by which they were morally bound, and this they would not violate. 'They promised money and all the assistance they could give, but would not go on strike for the same reason that should have prevented the strike of tugmen." The Hulett unloading and conveying machines at the Lackawanna Iron & Steel Co's Plant at Buffalo, N. Y. speed will be fully equal to the machines now in use at Conneaut. The Conneaut machines have a record of unloading 354. gross tons of ore in twenty-nine minutes, and four machines have taken out nearly 600 tons to each machine in one hour's time and have unloaded from 95 to 97 per cent. of the ore of modern vessels. _ At the Lackawanna plant after the ore is deposited on-the dock by the unloading machines, double cantilever conveyors. that move along tracks and command the whole storage yard hoist and convey this ore with automatic buckets from the stock pile to the furnace bins, from whence it is taken to feed the furnaces, thus making an automatic proposition of unloading the vessels, ef storage of ore and of rehandling to the furnace stack. These conveyor bridges are about 500 ft. long and handle a load of 10 tons of 'ore at a time. The machines, which are known as the Hulett unloading and conveying machines, are being built by the Webster, Camp & Lane Co., Akron, O. SENATOR HANNA ON THE TUG STRIKE. In answer to an inquiry Senator Hanna has given out an interview in which he relates his connection with the tugmen's strike and what occurred at the conference held in his office with President Keefe of the Longshoremen's association and President McCarle of the Tugmen's union, Senator Hanna said: "I was asked to see what I could do towards bringing the two sides together. I was glad to lend any influence in my power, and told President Keefe of the Longshoremen's organi- zation, that I would go over the matter and learn of its merits. The conference was held at my office, merely as a convenient meeting place, and lasted from 11 to 6 o'clock owing to the interest taken by all of us in the points at issue. It was not my first connection with the strike, for when I was home early in the spring I made myself acquainted with the situation and at that time endeavored to bring the two parties together. It was NAVAL TRADING STATION ON THE LAKES. During the week Rear Admiral H. C. Taylor, Lieut. Com'dr. C. McR. Winslow and Civil Engineer Rousseau visited Cleve- land on a tour of inspection of the great lakes to determine a site for a naval training station. They came in on the light- house tender Haze, and there were drives, lunches and shakings of hands galore. Senator Hanna met them in his office and Mayor Johnson said he was glad to see them and a delegation from the chamber of commerce toted them all over town, and altogether there were many salaams and bows and speeches. All of which was well. Rear Admiral Taylor is a splendid officer and his career entitles him to homage. But the point we make is that Taylor knew that Hanna knew, that Johnson knew, that every mother's son of the chamber of commerce committee knew that there was no possible hope of the naval station being es- tablished in Cleveland. And for the best of reasons. Cleveland is no place for it. The naval station will require several hun- dred acres of land. Where are there several hundreds of acres of land to be obtained in Cleveland? And if they could be ob- tained would they be devoted to naval station purposes? Of course not. Land along the lake front within the corporate limits of Cleveland is too valuable. It is needed for commerce. A naval station needs an abundance of land and a natural harbor. It cannot be hampered by commerce any more than commerce can be hampered by it. And yet a round dozen Clevelanders, whom we have learned to respect for their sanity and their com- mon sense, actually took the admiral to the water front and solemnly pointed out to him the land at the foot of Erie street as a site for a naval station. Was there ever such nonsense? Nineteen acres of it altogether in an artificial harbor, surrounded by docks and sorely needed for commerce, and the subject of liti- gation at that. Yet the newspapers published reams upon reams of it. One would have supposed that it was one of the most important items of the day.