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8 MARINE REVIEW. i aS: MARINE REVIEW. DEVOTED TO THE LAKE MARINE AND KINDRED INTERESTS. JOHN M. MULROONEY, F. M. BARTON, HOMER J. CARR, - - - Associate Editor and Manager Chicago Office, 210 South Water Street. Gees \ proprimrors. Published every Thursday at No. 510 Perry-Payne Building, Cleveland, O. SUBSCRIPTION—$2.00 per year in advance. Convenient binders sent, post paid, 75 cents. Advertising rates on application. The books of the United States treasury department contain the names of 3,510 vessels, measuring 1,063,063.90 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 classification is as follows: Class. Number. Tonnage. ROPE VCOBGIS auc sascuscsu sua sastetaess cosucisoos «es 1,527 652,922.25 PUHMIEEL VORBEIS cts stisihet vis svassease vessdeess 15272 328,655.96 SAU DOBUS iiss sic tSbes slcioy coeds! a8ls Sua cesust 657 67,574.90 BRACES 55s Sesh sds 560) 00855 Sasa sess opines cen sesd sph se% 54 13,910.09 AOUANscrsdhs causes Wy cn sbvsuses svesae speek 3,510 1,063,C63.90 According to the report of William W. Bates, United States com- missioner of navigation, 46 per cent of the new tonnage of the country was built on the lakes during 1889. This is a percentage greater than the work of the Atlantic coast and western rivers combined, and almost equal to the whole work on the Atlantic and Pacific coast. In 1890 the tonnage built on the lakes is but very little l«ss than that built on the Atlantic and Gulf coasts. Tonnage built on the lakes during the past five years was as follows: No. of boats. Net Tonnage. TB GO sicucsdlas teiescsseuss scbseceadcossscso sisi 5 20,400.54 TRS 7 oie rete sable sis seein siamese te saisins os 152 56,488.32 MOO reece eens ccceubabaicauess 60% ces sco 222 IOI,102.87 DOB eee sss Sa sacisarsitiecccssssecceancasasoes 225 107,080.30 NOUNS eter late ccucibrase sas secsssidecSaweaes 218 108,515.00 ANG eto oe hen ech aa vivanwssnctes sii go2 393,597.03 Annual tonnage entries and clearances of the great seaports of the world, for 1889: New York, 11,051,236 tons; all seaports in the United States, 26,983,315 tons; Liverpool, 14,175,200 tons; London, 19,245,417 tons. Tonnage passing through Detroit river during 234 days of naviga- tion in 1889, amounted to 36,203,606 fons. Ten million tons more than the entries and clearances of all the seaports in the United States, and three million tons more than the combined foreign and coastwise shipping of Liverpool and London. __ $t. Mary’s Falls and Suez canal traffic: Number of boats through St. Mary’s Falls canal in 1890, 234 days of navigation, 10,557; tonnage, net registered, 8,454,435. Number of boats through Suez canal during r18go, full year, 3,389; tonnage, net registered, 6,890,014. Entered at Cleveland Post Office as Second-class Mail Matter. DEVELOPMENT of trade between Puget sound, San Francisco and other Pacific coast districts, some prospects of a general re- vival of shipping out of Atlantic ports and the building of ves- sels on the lakes for salt water service have combined to cause an interest among lake engineers in the conditions governing their chances of securing employment in the new fields demand- ing a high class of skilled labor Among the young men in this service on the lakes there is a particular interest attached to the requirements demanded by government inspectors of steam ves- sels in charge of coast districts. The disposition of inspectors on the coast in dealing with engineers from the lakes and the extent of examinations are also matters of importance. ‘The MARINE Review has accordingly arranged with a lake engineer who re- cently secured a license for salt water service to give some in- formation on this subject. The first of a series of articles with this end in view will be found in another part of this issue. It is from Mr. F. B. Smith, who will shortly take Mr. Wade’s yacht Wadena on her two year's cruise abroad. CALIFORNIA and Washington are about to follow the ex- ample of New York, Massachusetts and other Atlantic coast states in the establishment of a naval reserve, and Puget sqund and the Pacific will soon be represented in the movement for a naval as well as a land militia. Under the New York state en- actment which followed the act of the last Congress in favor of a naval reserve, an attempt has been made within a few weeks at _ locality. Buffalo to enlist support for the formation of a battalion in the new service, but another snag has been struck in connection with the lakes taking part in the movement. The opinion is ex- pressed that that part of one of the treaties with Great Britain providing against maintaining more than one gunboat on the Great Lakes may prove a legal barrier in the way of a naval re- serve. It would probably be well to submit this question to the proper government officials before anything further is done here. Av the meeting in New York a few days ago of the National Board of Steam Navigation the question of estab- lishing a national government department of commerce was again taken up and it was agreed that the want of unity in our marine system would be remedied by such a department, the im- portance of which is recognized by other nations. Attention was called to the emormous operations of the treasury department in other lines and the neglect of the country’s marine interests on this account. The question of establishing a department of marine was before the last congress and will undoubtedly be brought up again during the coming winter. In another part of this issue will be found a letter from Hon. Richard C. Parsons, on the question of a radical enlarge- ment of the Erie canal as a means of meeting the demand for a connecting waterway between the lakes andthe Atlantic. Col. Parsons is well known to the vessel owners of the lakes who have solved the question of cheap transportation on inland water- ways and his opinion on this great question coincides with that of other leading representatives of lake marine. Leading New York newspapers are now calling on the chamber of commerce, board of trade and other like organizations in the metropolis to give attention to this question. A LONDON exchange notes the sale at auction a short time ago of a steamship, the Gillivara by name, for £18,100. The boat is of steel, twin-screw, built two years ago, classed 100 Ar in Lloyds and of 3,800 tons dead weight capacity. Such a steamer on the lakes would bring more than double the money. The Lakes and Niagara Falls. Although 265,000 cubic feet of lake water per second flows over the Falls of Niagara, representing at 216 feet fall 4,750,000 effective horse-power, the quantity of water in the Great Lakes is so vast in amount that it could be gradually drained oft and fed over the falls at this rate of flow without any fresh supply of rainfall for at least a century. This is data presented in connec- tion with the work of the Niagara Falls Water Power Company, and it means in other words that it would take with a leakage of 265,000 cubic feet of water per second across the rocky barrier, 100 years to drain the upper lakes were such a course possible. The outflow of the lake basin is about half of its rainfall, and the volume of water in the lakes including Lake Ontario is thought to be about 6,000 cubic miles. The theoretical value of the water that passes over the crest of this mighty dam has been represented as requiring all the coal that is now being mined in the world daily burned as fuel to make steam sufficient to pump back the same quantity of water. All the industries of America could be operated by this power, if it could be wholly trans- mitted. Engineering Articles. In the Engineering Magazine for September, published in the World building, New Vork, an article by E. W. Moir, assoc. M.1.C. E., treats of Tunnels and Modern Methods of Tunneling and is especially interesting to lake men, on account of its bear- ing on the St. Clair river tunnel at Port Huron and the matter of a tunnel instead of a bridge across the Detroit river at Detroit. Coleman Sellers, C. E.., contributes an article on “How Niagara’s Power will be Utilized,” which is also of special interest in this