Statistics of Transportation by Water

IN THE UNITED STATES.

United States Census Bulletin 91, issued March 25, 1908, contained a summary of the main features of a census of transportation by water, which covered the year ending December, 31, 1306, prepared by William M. Stenart, Chief Statistician for Manufacturers.

The bulletin includes the statistics for all American vessels or craft of five tons net register or over operated on the coasts and inland waters of the United States, Porto Rico and the Hawaiian Islands, or between the ports of these and other countries. All craft are included except those owned by the Federal Government, those engaged in fishing, and stationary wharfboats and houseboats used largely for residential purpose.

The statistics cover 37,321 active craft with an aggregate gross tonnage of 12,893,429 and 1,762 idle craft with an aggregate gross tonnage of 179,326. In 1889 there were reported 30,485 active craft with an aggregate gross tonnage of 8,350,135 and 1.400 idle craft with an aggregate gross tonnage of 233.39. Of the active craft, the value increased from over $200,000,000 in 1889 to over $500,000,000 in 1906. In the same period the gross income increased from about $162,000,000 to about $295,000,000, or 82 per cent.; the number of employees, from about 114,000 to about 141,000, or 23.8 per cent.; and the wages paid, from about $11,000,000 to about $72,000,000, or 72.7 per cent.

MOST IMPORTANT DIVISION.

By far the largest part of the American shipping, 20.032 vessels with an aggregate tonnage of more than 4,800,000 tons, operates on the Atlantic Coast and Gulf of Mexico, The next greatest number, 9,622 vessels with a tonnage of over 4,400.000, is shown for the Mississippi River and its tributaries. But so many of these vessels reported from the Mississippi River are coal barges and scows, that in spite of the large number and great tonnage the value is only about $23,000,000, and the income only about $17,000,000. The smaller number of vessels on the Great Lakes, 2,000, represented a value of over $130,000,000 and derived an income of over $65,050,000. Shipping on the Pacific Coast showed a great proportionate increase and did business valued at about $40,000,000.

DECREASING USE OF SAILING VESSELS.

The substantial increase in American shipping is due entirely to the increase in steam vessels and in unrigged craft, as the number of sailing vessels decreased over 10 per cent., while their tonnage increased but 1.7 per cent.

Between 1889 and 1906 the number of steam vessels increased from 5,003 to 9,927, or 77.2 per cent.; their tonnage, from 1.710,073 to 4,050,521, or 137.4 per cent.; and their value, from $131,567,427 to $386,772,727, or 194 per cent. This increase, moreover, was general on all waters except the Mississippi River and its tributaries, where the tonnage actually decreased. The greatest absolute increase, except in gross tonnage, is shown for the steam vessels operating on the Atlantic Coast and Gulf of Mexico. In gross tonnage the largest increase-one of 1,319,973 tons-was reported from the Great Lakes, and resulted from the recent construction of large vessels to carry ore and grain.

If the tugs and other towing vessels are regarded as part of the freight equipment, 67.4 per cent. of the steam vessels were engaged as freight and passenger boats. Yachts, although forming a considerable proportion of the number of steam vessels, are of comparatively little commercial importance. Ferryboats, which numbered 536, formed 5.4 per cent. of all steam vessels.

NEARLY ONE MILLION FERRY PASSENGERS DAILY.

During the year 1906, according to the census, ferryboats carried 330,737,639 passengers; over 63 per cent. of whom were carried by the ferries in and around New York harbor. Of the total number, 309,792,584 passengers rode on regular ferryboats and 20,945,055 on municipal ferryboats. While the income of ferryboats is derived largely from carrying these passengers, in some cases, particularly on the Mississippi River and its tributaries, the ferrying of wagons, teams and cattle and the carriage of freight are in excess of the passenger business.

On railroad ferries carrying passenger coaches, it is estimated, 37,455,512 additional persons were carried. These car ferries form connecting links in railway systems and transport for short distances whole trains of cars without disturbing the passengers or the freight.

FREIGHT MORE THAN DOUBLED.

In 1889 nearly 130.000.000 net tons of freight were carried by vessels of the United States; in 1906 over 265.000.000 net tons were so carried, an increase of over 100 per cent. The proportionate increases for freight carried on the Atlantic Coast and Gulf of Mexico and on the Great Lakes were even considerably larger.

On the basis of tonnage moved, coal is the most important item of freight in the water commerce of the United States. The movement, amounting to over 49,000,000 tons, is composed chiefly of shipments of hard coal from railway terminals on the New Jersey coast for consumption in Greater New York, and of soft coal from Atlantic ports further south. Next to coal the greatest tonnage is for iron ore, the transportation of which is concentrated on the Great Lakes. In 1889 shipments of iron ore amounted to about 8.000,000 tons; in 1906, to over 41,000,000 tons, an increase of over 400 per cent. In the Great Lakes region large quantities of grain-3,699.329 tons-were transported by water.

Considerable decreases are shown in the shipments of lumber and of ice. The decrease in the former is due to the exhaustion of the forests near water courses; that in the latter, to the great increase in the use of manufactured ice.

IRON AND STEEL CONSTRUCTION.

One of the striking facts brought out by the report is the rapid increase in use of iron and steel as materials for the construction of vessels. The first census at which the construction of iron and steel and of wooden vessels was given separately was that of 1880. In that year 26.5 per cent. only of the total value of new construction was of iron and steel; in 1890 the proportion was 47.2 per cent.; in 1900, 71.2 per cent.; and in 1905, 81.7 per cent. Or, to state this increase in terms of tonnage instead of value, in 1906 the gross tonnage

STATISTICS OF TRANSPORTATION BY WATER.-Continued.

reported for vessels constructed of iron and steel exceeded the gross tonnage reported in 1889 by 2,751,505 tons, an increase of more than 520 per cent. More than half of this increase occurred on the Great Lakes, where the tonnage of wooden vessels actually decreased. A further separation of the statistics for iron and steel vessels shows the great importance of tonnage for steel as compared with that for iron, wood, or composite materials. In 1906 no less than 62.4 per cent. of the tonnage of the steam vessels was reported for steel vessels.

Because of their comparatively small size, wooden vessels still predominate among the sailing vessels and the unrigged craft.

HORSEPOWER AND CHARACTER OF PROPULSION.

Comparative figures to show the increase in horsepower are wanting, but by assuming that the average horsepower per ton was the same in 1889 as in 1966, namely, 85 onehundredths of a horsepower, the actual increase is found to be nearly 2.000.000 horsepower. Of the total horsepower reported in 1906, 97.9 per cent. was steam and 2.1 per cent. gasoline; the SS horsepower reported as electric is in the shape of storage batteries on seven small yachts.

With the increased size of vessels has come the more general use of the screw propeller. Introduced into the United States in 1841, the screw propeller in 1906 was the means of propulsion of 80.1 per cent. of all vessels and of $5.5 per cent. of the entire gross tonnage. Stern wheels were in use on the next largest number of vessels. 70.4 per cent. of which were in the Mississippi River district; the side wheel type still predominates among ferryboats.

INCREASED USE OF CANALS.

In 1880 the amount of freight passing through the canals and canalized rivers of the United States was, in round numbers, 21,000,000 tons; in 1889, 49,000,000 tons; and in 1906, 122,000,000 tons, an increase of over 450 per cent. between 1880 and 1906. This increase has resulted wholly from the increased use of Government canals, which are ship canals and canalized rivers; the use of canals under State and corporation control, largely of the smaller type, has steadily decreased. In 1880 only 24.1 per cent. of the canal traffic was on ship canals; in 1889 the percentage was 79.9; and in 1906, 96.5.

In striking contrast to this great increase in the canal freight movement is the comparatively mall increase in the 'ength of the canals and canalized rivers. The total mileage of canals constructed and of rivers improved by canalization between 1880 and 1906 was 1.206.53 miles. In the same period, however, $87.71 miles were abandoned, so that the increase in the mileage in use was only 408.82 miles. The whole increase comes practically in the canalized rivers; in canals operated under State or corporation ownership the old canals abandoned exceed the rew constructed by somewhat over 700 miles.

BUSIEST CANAL IN THE WORLD,

The busiest canal in the world is the St. Mary's Falls canal connecting Lake Superior with Lake Huron. In 1906 the net tonnage of vessels passing through this canal was three times as great as that through the Suez canal and more than seven times as great as that through the Kaiser Wilhelm, or Kiel, canal. This is the more noteworthy since the St. Mary's Falls canal, on account of the severity of the cold, is open to traffic for only about eight months in the year, while the others are open twelve. The increased use of the St. Mary's Falls canal has been tremendous. In 1880 only 1.244.270 tons went through; in 1889, 7.516.022 tons; and in 1906, 41,276,862 tons, an amount 3,217.3 per cent, greater than in 1880 and 449.2 per cent. greater than in 1889. YACHTS.

The total number of yachts reported in 1006 was 3.770, of which 2,176 were steam yachts with a gross tonnage of 82,275 and valued at $21,281,861, and 1504 were sail yachts with a gross tonnage of 24,155 and valued at $4,169,253.

While yachts are, as a rule, of small tonnage, the average for the 3,770 included in the census for 1006 was slightly more than 28 gross tons per vessel; for the steam craft it was 38 tons; and for the sail, 15 tons. The average value per vessel was $7,517; for steam, $11.159, and for sail, $2,616. The steam yachts include the gasoline and electric launches and represent 57.7 per cent. of the total number of vessels included in this class. Yachts propelled by machinery are the only kind reported for the Mississippi River and its tributaries, and they also predominate on all the other waters except the Pacific Coast, where there was a larger number of sail craft.

Of the total number of yachts, 3.439, or 91.2 per cent., were owned by individuals; 243, or 6.5 per cent.. by firms; 61, or 1.7 per cent., by corporations; and 21, or six-tenths of 1 per cent. by miscellaneous forms of organizations.

FISHING CRAFT.

Vessels employed in the fishing industry are not included in the census of water transportation. They should nevertheless receive consideration as forming an important element of American shipping. The total number of fishing vessels in the United States, according to statistics collected by the Bureau of Fisheries of the Department of Commerce and Labor, was 4,915, with a net tonnage of 97,367 and valued at $8,975,626. The number of transportation vessels" was 1.995, with net tonnage of 98.765 and valued at $5,077.926. The number of persons employed was 12.319, and were those employed on fishing vessels and in transporting the catch to market and the supplies to the fishing grounds. In addition, 110,484 persons were employed in shore and boat fisheries and 66,756 on shore in canneries and in various other capacities.

The 6,910 vessels reported as fishing and transporting do not include the small boats and launches employed in the industry; these numbered 82.113 and were valued at $5,656,721. The "outfit for which the cost or value is shown for both classes of vessels consists of all supplies necessary in the industry except fishing apparatus, including fuel, provisions, preservatives, dories, etc. The value of the fishing apparatus, which includes seines, nets, lobster pots, dredges, etc., amounted to $8,551,808 for all fisheries in the United States.

Progress of the United States

IN AREA, POPULATION AND MATERIAL INDUSTRIES.

(Compiled from a statement prepared by O. P. Austin, Chief of the Bureau of Statistics, Department of Commerce and Labor.)

a Exclusive of Alaska and islands belonging to the United States. b Census figures; those for intermediate years estimated. c True valuation of real and personal property. d 1904. e Total debt prior to 1855. f Figures for the years 1800 and 1850 include the total public debt. g Gold and silver cannot be stated separately prior to 1880. From 1862 to 1875, inclusive, gold and silver were ne in circulation except on the Pacific Coast, where it is estimated that the average specie circulation was about $25,000,000, and this estimate is continued for the three following years under the head of gold. After that period gold was available for circulation. h Total specie in circulation: gold and silver not separately stated prior to 1880. i Includes notes of Bank of United States, State bank notes, demand notes of 1862 and 1863, fractional currency, 1863 to 1878, treasury notes of 1890, 1891 to date; and currency certificates, act of June, 8, 1872, 1892 to 1900. j 1905. k Exclusive of neighborhood industries and hand trades, included in previous years. "Net ordinary receipts" include receipts from customs, internal revenue, direct tax, public lands, and "miscellaneous.''

miscel

Net ordinary expenses" include expenditures for war, navy, Indians, pensions, and laneous. " n Imports for consumption after 1850. o Domestic exports only after 1850. p 1906. pr Estimate of the Director of the Mint. w Western Union to 1880; includes Postal Telegraph after 1880. x Not including messages sent by Western Union over leased wires or under railroad contracts. y 1907. z Preliminary figures. After 1850, from Rowell's Newspaper Directory † 1850, includes aliens not immigrants; fifteen months ending December 31; after 1850, fiscal years.

The Capitol at Washington.

THE Capitol is situated in latitude 38° 53′ 20.4 north and longitude 77° 00' 35.7 west from Greenwich. It fronts east, and stands on a plateau eighty-eight feet above the level of the Potomac.

The entire length of the building from north to south is seven hundred and fifty-one feet four Inches, and its greatest dimension from east to west three hundred and fifty feet. The area covered by the building is 153, 112 square feet.

The dome of the original central building was constructed of wood, covered with copper. This was replaced in 1856 by the present structure of cast iron. It was completed in 1865. The entire weight of iron used is 8, 909,200 pounds.

The dome is crowned by a bronze statue of Freedom, which is nineteen feet, six inches high and weighs 14,985 pounds. It was modelled by Crawford. The height of the dome above the base line of the east front is two hundred and eighty-seven feet five inches. The height from the top of the balustrade of the building is two hundred and seventeen feet eleven inches. The greatest diameter at the base is one hundred and thirty-five feet five inches.

The rotunda is ninety-seven feet six inches in diameter, and its height from the floor to the top of the canopy is one hundred and eighty feet three inches.

The Senate Chamber is one hundred and thirteen feet three inches in length, by eighty feet three inches in width, and thirty-six feet in height. The galleries will accommodate one thousand persons.

The Representatives' Hall is one hundred and thirty-nine feet in length, by ninety-three feet in width, and thirty-six feet in height.

The southeast corner-stone of the original building was laid September 18, 1793, by President Washington with Masonic ceremonies. The corner-stone of the extensions was laid July 4, 1851, by President Fillmore.

The room now occupied by the Supreme Court was, until 1859, occupied as the Senate Chamber. Previous to that time the court occupied the room immediately beneath, now used as a law library.

Enterstate Commerce Law.

THE following is a synopsis of the provisions of the Interstate Commerce law and acts amendatory thereof, prepared for the Official Congressional Directory:

Under "An Act to Regulate Commerce," approved February 4, 1887; as amended March 2, 1889; February 10, 1891; February 8, 1895; the "Eikins act" of February 19, 1903, and the amending act approved June 29, 1906, the Interstate Commerce Commission is composed of seven members, each receiving a salary of $10,000 per annum. The regulating statutes apply to all common carriers engaged in the transportation of oil or other commodity, except water and except natural or artificial gas, by means of pipe lines, or partly by pipe line and partly by rail, or partly by pipe line and partly by water, and to common carriers engaged in the transportation of passengers or property wholly by railroad (or partly by railroad and partly by water when both are used under a common control, management, or arrangement for a continuous carriage or shipment). The statutes apply generally to interstate traffic, including import and domestic traffic, and also that which is carried wholly within any territory of the United States. Only traffic transported wholly within a single State is excepted.

The Commission has jurisdiction on complaint, and, after full hearing, to determine and prescribe reasonable rates, regulations, and practices, and order reparation to injured shippers; to require any carriers to cease and desist from unjust discrimination, or undue or unreasonable preference, and to institute and carry on proceedings for enforcement of the law. The Commission may also inquire into the management of the business of all common carriers subject to the provisions of the regulating statutes, and it may prescribe the accounts, records, and memoranda which shall be kept by the carriers, and from time to time inspect the same. The carriers must file annual reports with the Commission, and such other reports as may from time to time be required. Various other powers are conferred upon the Commission. Carriers failing to file and publish all rates and charges, as required by law, are prohibited from engaging in interstate transportation, and penalties are provided in the statute for failure on the part of carriers or of shippers to observe the rates specified in the published tariffs.

The Commission also appoints a Secretary and clerks, whose duties are not specifically defined by the act.

The act of February 11, 1903, provides that suits in equity brought under the act to regulate commerce, wherein the United States is complainant, may be expedited and given precedence over other suits, and that appeals from the Circuit Court lie only to the Supreme Court. The act of February 19, 1903, commonly called the Elkins law, penalizes the offering, soliciting, or receiving of rebates, allows proceedings in the courts by injunction to restrain departures from published rates, and makes the Expediting act of February 11, 1903, include cases prosecuted under the direction of the AttorneyGeneral in the name of the Commission.

Under the act of August 7, 1888, all railroad and telegraph companies to which the United States have granted any subsidy in lands or bonds or loan of credit for the construction of either railroad or telegraph lines are required to file annual reports with the Commission and such other reports as the Commission may call for. The act also directs every such company to file with the Commission copies of all contracts and agreements of every description existing between it and every other person or corporation whatsover in reference to the ownership, possession, or operation of any telegraph lines over or upon the right of way, and to decide questions relating to the interchange of business between such government-aided telegraph company and any connecting telegraph company. The act provides penalties for failure to perform and carry out within a reasonable time the order or orders of the Commission,

The act of March 2, 1893, known as the "Safety Appliance act," provides that within specified periods railroad cars used in interstate commerce must be equipped with automatic couplers and standard height of drawbars for freight cars, and have grab irons or hand holds in the ends and sides of each car. A further provision is that locomotive engines used in moving interstate traffic shall be fitted with a power driving-wheel brake and appliances for operating the train-brake system, and a sufficient number of cars in the train shall be equipped with power or train brakes The act directs the Commission to lodge with the proper District-Attorneys information of such violations as may come to its knowledge, The Commission is authorized to, from time to time, upon full hearing and for good cause, extend the period within which any common carrier shall comply with the provisions of the statute. The act of March 2, 1903, amended this act so as to make its provisions apply to Territories, and the District of Columbia to all cases when couplers of whatever design are brought together, and to all locomotives, cars, and other equipment of any railroad engaged in interstate traffic, except logging cars and cars used upon street railways, and also to power or train brakes, used in railway operation.

The act of June 1, 1898, concerning carriers engaged in interstate commerce and their employés, known as the "Arbitration Act," directs the Chairman of the Interstate Commerce Commission and the Commissioner of Labor to use their best efforts, by mediation and conciliation, to settle controversies between railway companies and their employés. Every agreement of arbitration made under. the act must be forwarded to the Chairman of the Interstate Commerce Commission, who shall file the same in the office of that Commission. When the agreement of arbitration is signed by employés individually instead of a labor organization, the act provides, if various specified conditions have been complied with, that the Chairman of the Commission shall, by notice in writing, fix a time and place for the meeting of the Board of Arbitrators. If the two arbitrators chosen by the parties fail to select a third within five days after the first meeting, the third arbitrator shall be named by the Chairman of the Interstate Commerce Commission and the Commissioner of Labor.

The act of March 3, 1901, "requiring common carriers engaged in interstate commerce to make reports of all accidents to the Interstate Commerce Commission," makes it the duty of such carrier to monthly report, under oath, all collisions and derailments of its trains and accidents to its passengers, and to its employés while on duty in its service, and to state the nature and causes thereof. The act prescribes that a fine shall be imposed against any such carrier failing to make the report so required,