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30 MARINE REVIEW AND MARINE RECORD. SPECIALTIES OF SUPERIOR IRON WORKS. With the great development of iron mining interests at the head of Lake Superior and the very large movement of coal and Car Haulage Engine for Dock Service. grain to and from Duluth and Superior, several engineering concerns at these ports, equipped for marine trade as well as for mine and dock work, have of late years built up quite a large business. The Superior Iren Wiorks, West Superior, Wis., of which Frank Hayes is lessee, engages in a variety of machinery and foundry work and is very well equipped for marine engine repairs. They design and construct any form of special machinery and do a general jobbing and repair business. In addition to their own foundry work they have for some time past been furnishing the Superior Ship Building Co., which is a part of the lake -ship building combination, with castings of various kinds for both hulls and engines of some of the big new steel steam freighters. Two types of special engines built at these works are shown herewith. One of these is for cable haulage, for use in shifting cars on coal docks and elsewhere. It is very much in demand and has met with approval wherever it has been used. ‘This engine is very clearly shown in the smaller illustration. The larger cut represents a special, three-drum engine for handling dump scow lines in dredging operations, which is this year being introduced by the Superior works. Wire lines are used, one on each drum, and the drums are operated by mieans of friction clutches, any one or all of which may be thrown in at any time. All are driven by a set of double engines and worm gear. Similar engines and mechanism are also being fitted to dump scows for another purpose, that of closing the hopper doors. Circulars dealing with these different machines may be had for the asking. The Superior works also has a large business in special machines for chair factory work and this is, in fact, their main output. CANADIAN PACIFIC RAILWAY CO.’S FLEETS. With the purchase of fourteen transatlantic steamers from the Elder-Dempster Steamship Co. the Canadian Pacific steps into the ranks of large steamship owners. Excluding the small steamers plying on the inland lakes and rivers of British Colum- bia, and some small steamers owned by the company at different points, the fleets owned are as follows: No. of | Gross ; steamers. tonnage. Roger dates fleet oe) eas ioc ec bch ge Secs 3 7,107 Canadian Pacific Navigation Co.’s fleet, British Oo re rs ci See os kk Sa 10 5,748 ee feet ee Sie i eo. Pape 23,715 Beaver Line (passenger and freight) ......... 6 80,327 Eider-Dempster freight line ................ 13 8 54,143 TA ee ss ata ee ete. 32 130,100 The Canadian Pacific Navigation Co. has two steamers under construction, one at Vancouver and the other at Newcastle-on- Tyne, England. In addition the Canadian Pacific Railway { : also largely interested in the Canada-Australasian Line, operating be- tween Vancouver and New Zealand and Australia, which has under charter five steamers representing zbout 25,000 tons gross. STEAMSHIP PASSENGER TRAVEL TO NEW YORK. Engineering of London has made it a point for some years to compile the westbound passenger travel to the port of New York. The figures for 1902 are now available. It is worthy of note that the ships of the Morgan combination, so-called, carried 66 per cent. of the cabin passengers and 55 per cent. of the steer- age passengers. _ When it comes to separate lines, it appears that the Bremen ships of the North German Lloyd Co. made the best record, their average of passengers per trip for 1901 being 1,130 and for [Mar. 5, last year 1,242. ‘The other leading lines make the following re- turns: Hamburg-American, 1,012; Red Star, 999; French Line, 985; Navagazione Generale Italiana (mostly steerage ships), 962; La Veloce (largely steerage), 941; Prince Line (including ships exclusively for steerage), 928; White Star, 902; North German Lloyd Mediterranean, 819; Holland-America, 807; Anchor Line Mediterranean, 795, and Cunard, 784. If attention is given exclusively to cabin passengers, though, a very different order is observed. Thus, the Cunard Line has long had the lead in this respect, the average number to a trip last year reaching 320. ‘Ihe White Star ranks second, with 283, while the Bremen ships of the North German Lloyd Co. averaged 275, the American Line 267, the Anchor Line 200 and the Ham- burg-American, 194. Probably the retirement of the Deutsch- land from service for repairs for a large part of 1902 gave the last mentioned company an exceptionally low rating. The French Line is credited with an average of 146 to the trip last year. Taking steerage passengers only into consideration the Bre- men and Southampton ships of the North German Lloyd Co. make the best showing. Their average last year was 958, or nearly 80 per cent. of all their passengers. The Cunard company had 464 steerage passengers to the trip, or only 59 per cent. of its total patronage. The Prince and two Italian lines rank next after the North German Lloyd Co. in the average number of persons carried on a trip in the steerage. The figures for them all exceeded goo. It is a curious fact that for the four years beginning with 1890 transatlantic travel to New York was very much heavier than during the five years immediately ensuing. Cabin passen- Engine for Handling Dump Scow Lines in Dredge Work. gers averaged about 135,000 during the former period and about 91,000 during the latter. The maximum (150,000) was attained in 1891, when exceptionally low. cabin rates prevailed, and the minimum (81,000) in 1898. During the four years ending with 1902 there was an irregular but marked increase, but last year’s figures (139,848) did not equal those of 1890 or 1891. Most of this time the number of emigrants has fluctuated in much the same fashion. In round numbers the average for 1890-93 was over 390,000 a year; for 1894-’98 it was about 220,000, while from 1899 to 1902 the actual figures jumped from 303,762 to 574,276. Prior to 1901 the steerage passengers were about three times as numerous as the cabin passengers, though in instances only about two to one. The proportion last year was slightly over four to one. The number of emigrants brought to New York in 1902 was about 120,000 greater than in 1891, when the next best record was made, and 135.500 more than in 1901. The Consolidated Lake Superior Co. has declined the con- tract for steel rails offered by the Temiskaming railway commis- sion. Vice-President Theodore C. Search stated to the commis- sion that the blast furnaces of the Algoma Steel Co. were still incomplete and while there were promises that they would be ready in April, yet the fact that the blowin’ engines were not ready for delivery rendered the situation uncectain. He furth- er added that the company’s co tract supply of pig iron from the United States had been exhausted and it would be unwise to accept the rail contract when delivery could not be guaranteed. The United States circuit court, southern district’ of New York, has issued a decree enjoining the Aultman & ‘Taylor Ma- chinery Co. and Thayer & Co. from using the trade name Bab- cock & Wilcox or the initials B. & W. upon any steam boilers manufactured by them. It appears that the company had used the words Babcock & Wilcox in combination with other words to describe their output and the Babcock & Wilcox Co. repre- sented that it was infringement upon their trade mark. For in- stance one of the phrases objected to, and forbidden by the court, was “The Babcock & Wilcox horizontal safety water- tube steam boilers built by the Aultman & Taylor Machinery Co.”