Marine Interests Reviving and the Outlook a Bright One

Special Correspondence of the TRIBUNE

Chicago, June 8. - Chicago's dwindling marine interests have been given fresh impetus this season and there is now more activity about the harbor than at any time in several years. During the two preceding seasons lake shipping was at a low ebb. Freights of every class and description were almost stagnant, and carrying rates were sunk to a lower basis than was ever known before. As a result vessel owners became despondent and at the close of navigation last year floating property could have been bought for a song. Fortunately for the owners no one wanted to buy, and today those who were so eager to sell out value their vessel at nearly double the figures asked for them then. Such is the mutability of lake commerce. Chicago vessel owners are peculiar. They grow hot and cold by turns, and the changes are always marked on their countenances. When freights are plenty and rates buoyant they fairly bubble over with good natured jollity, but when cargoes are scarce and their boats barely earning actual running expenses, they become sour and dyspeptic. Just now they are in a better humor than they have been before in years. Encourages by the sudden revival of the lake carrying trade, they have shaken off the old despondent feeling and are now firmly impressed with the belief that a new era of prosperity is opening before them. Of course there is no talk of a boom or anything approaching it, for every well informed marine man has long since banished all thoughts of the days returning when a little 250-ton hooker could earn over and above all expenses twice her value in a single season. Nor does any wise vessel-owner ever want to see those days again, as too much prosperity is considered to be even worse for the general good of lake shipping than times of adversity, for it always results in flooding the lakes with a vast amount of unnecessary tonnage. Rates are then cheapened, and it takes years to work of the surplus after the business settles back into its legitimate channel.

As compared with the corresponding period last year, the business moving in and out of Chicago harbor is one third greater, and the rates for carrying are much more profitable. Grain rates, for instance, are almost double, and yet they are lower now than at any time since the opening of navigation. During the winter and up to the time the ice moved out of the straits every vessel that was fit to carry grain was loaded, and in order to meet the demand many that had carried nothing but lumber for years were pressed into the grain trade. So great was the demand that rates kept advancing until 4½ cents was paid on wheat to Buffalo, a figure that had not been reached since 1880. Shippers paid it cheerfully, however, until they had exhausted every grain carrier. Consequently, when the grain fleet moved out of the harbor it carried 6,000,000 bushels, and was the largest fleet of grain carriers that ever sailed from any port in the world. Since then, freights have kept up better than anyone anticipated. Today, though weaker than at any time in the season, freight are quoted at 2½ cents to Buffalo, while at this time last year it was extremely difficult to obtain a cargo for the same port at 1 1/8 cent. Lumber and cedar freights, which furnish employment to about 90 per cent of the Chicago lake-going fleet, are also much more active than last season.

The general improvement in the lake carrying trade this season is attributable to many causes, but none more so than the preservation of east bound all-rail rates by eastern trunk lines. Last year these railroads became involved in a disastrous warfare just at the opening of navigation, and about the time the first grain vessel was leaving Chicago the all-rail rate on grain to the seaboard dropped from 30 cents per 100 pounds to 10 cents, and shipments were even made as low as 7 cents. It cost the roads 15 cents to handle and move each 100 pounds, but that fact did not prevent their keeping up the war until navigation was nearly at an end. Vessels could not enter into competition with the railroads at such ridiculously low rates, and consequently they were practically driven out of the grain trade during the greater part of the season. Added to this obstacle was the fact that the corn crop, on which the grain trade is largely dependent, was a failure, while the 15,000,000 bushels of wheat stored in the Chicago elevators was held throughout the year by speculators. The result was that many grain carriers were forced into the lumber trade, while all that could secured grain cargoes. Unfortunately the iron trade at that time was dull, and there was very little sale for mine products. Shippers, however, took advantage of the low carrying rates to move stock down from the mines. In the lumber trade there were a half-dozen vessels for every cargo to be moved, and that class of freights went from bad to worse until many vessels were compelled to give up the battle and lie idle. In short, the season, so far as low freights were concerned, is without precedent in the history of the lake marine.

This year the first indication of better times was the revival of the iron trade. Blast furnaces that had been shut down for two years started up, and then ore shippers began to talk about season contracts for carrying ore. Better figures were offered than had been paid before for several seasons, and before navigation was open contracts had been signed for moving more ore than was carried during the entire sailing season last year. Contracts had been entered into for moving upwards of 2,000,000 tons, and it is estimated that fully 1,000,000 tons more will be taken by vessels that are chartered as shippers need them. The demand for lumber carriers is fully equal to former years, and rates are so buoyed up by the fact that so many lumber carriers have taken contracts for carrying cedar. Last year there was no market at this port for cedar products, but owning to the extensive railroad building in the west, there is now and active demand for vessels to bring ties, posts and telegraph poles from not only all the shipping points on Lake Michigan but from Lake Huron and the numerous islands on Georgian bay. Thus it is that in all the branches of the lake carrying trade vessels find ready employment. The outlook for the remaining six months of the navigable season is even more flattering than the first seven weeks have been. The grain carrying trade, it is expected, will steadily increase in volume after the middle of the present month. Last Saturday there was stored in the Chicago elevators 11,837,937 bushels of grain, of which 8,243,709 bushels were wheat and 2,138,421 bushels were corn. Wheat shipments are likely to be light during the summer months, but as there is a vast amount of corn back in the country, the movement of that cereal to the seaboard promises to be very large. The farmers having got through with the heavy spring work, are now sending their corn to market, and the receipts at Chicago are steadily increasing. Last week the receipts exceeded the shipments by 663,828 bushels, and now there is a sufficient quantity in store to supply the limited amount of tonnage seeking grain cargoes. There is no indication of rates falling lower, while there is a strong probability of carriers obtaining even higher figures before the close of June. This, as compared with last year's grain rates, are doubles, and 30 per cent more is obtained for carrying ore, while lumber and cedar rates show a proportionate advance. Rates on coal cargoes are also better than last year, and as comparatively little coal has yet been received at any of the upper lake ports the chances for obtaining even higher rates during the last half of the season are good.

Some idea of the increase in the shipping business at Chicago this year can be obtained from a comparison of the number of vessel clearances issued at the custom house during the months of April and May, compared with the corresponding months last year. The clearances during those months this year were 1,989, representing a registered tonnage of 716,820, while during the same period last year the clearances were but 1,634, representing a registered tonnage of 511,816, showing a net gain this year of 205,004 tons. The number is also a little larger than the first two months of 1882, which was the greatest season in point of tonnage in the history of Chicago harbor. The following is a comparative statement of arrivals and clearances during the last sixteen years:

As compared with the business of other ports, almost as many vessel clear from Chicago during eight months of lake navigation as from New York, Boston, Baltimore, New Orleans, Philadelphia, Portland and San Francisco combined. For instance, the arrivals and clearances at those seven principal ocean ports during the year ending June 30, 1885, aggregated 39,279, while the arrivals and clearances at Chicago during the same period were 24,737. The ocean ports were open the year round, while Chicago harbor was closed four months. Thus, if the arrivals and clearances were obtainable for the eight months period that Chicago harbor was open to navigation, it is doubtful that they would aggregate as much. But counting the four winter months, the arrivals and clearances at Chicago were greater by 1,223 during the eight months than at New York, Philadelphia and San Francisco combined during the twelve months. The coastwise arrivals and clearances at the seven ocean ports was 15,129 as compared with 24,318 at Chicago. These figures are taken from the report of the commissioner of navigation, and are reliable. They illustrate the magnitude of Chicago's shipping trade when combined with the statement that, notwithstanding the unprecedented stagnation in lake commerce last year, the shipments by vessel from Chicago aggregated 36,390,533 bushels of grain and 652,373 barrels of flour. The receipts of lumber during the season were 1,744,892,000 feet, and the receipts of ore 260,788 tons. In connection with the tonnage report of Chicago it should be understood that vessels leaving New York may be gone a year before completing a round trip, while some of the vessels coming into Chicago make as many as three round trips each week. Between Chicago and Muskegon, which is the principal lumber shipping port on Lake Michigan, steam vessels average eighty round trips and sail vessels thirty-five during the season. The average round trips between Chicago and Green bay lumber ports is forty-eight for steam and twenty-two for sail. Sail vessels regularly employed in the grain trade between Chicago and Buffalo average nine round trips per season.

The are 357 vessels of all kinds, aggregating 57,038 registered tons, that hail from Chicago. Thirty-two of these are lake steamers, 83 are harbor tugs and 205 are schooners. It should be explained that the tonnage documented here does not show the full number of vessels owned and controlled by Chicago men, as excessive city taxes have driven many owners to the enrollment of their vessels in other ports. The Goodrich steamboat company, for instance, has its entire fleet of steamers enrolled at Kenosha.

Nor is Chicago much of a ship-building port, for the very reason that the cost of construction is much greater than at Detroit, Cleveland, Buffalo, Bay City or any of the smaller ports. This is due to the fact that it costs more to bring timber here than to any of those ports and labor is also higher. The first ship-yard ever established here was by Nelson R. Norton, who laid the keel for the first Chicago-built vessel in 1835. This was the schooner Clarissa. The steamer James Allen was built in 1838, and in 1842 the propeller Independence, which was the first screw steamer ever built on Lake Michigan and the third to plow its waters, was turned out by James Averell. Other vessel were built from time to time, but of late years it has been so clearly demonstrated that vessels could be built so much cheaper elsewhere the industry has gradually died out. Chicago, however, is one of the principal ports of repairs on the chain of lakes, and has the largest establishment for docking and repairing of any of the lake ports. The only new work in progress now is the construction of a new steamer, designed especially for the fish trade. She will be completed some time next month, and is guaranteed to average at least twenty miles an hour. There are several large establishments that formerly made a specialty of building marine engines and boilers, but very little work of that kind has been done of late years, owing largely to the fact that so few steamers are being built on Lake Michigan.

Next year Chicago will probably become a headquarters for marine insurance. Up to and including the present season the Inland Lloyds hull register has been issued from Buffalo, where the general agents of the leading companies engaged in lake hull underwriting are located. This year there has been no end of ill feeling by what Chicago insurance men term the arbitrary ruling of the Buffalo agents, and arrangements are being made for issuing an independent hull register from Chicago. Several new companies, including the largest engaged in ocean underwriting, have decided to take risks on lake hulls next year, and a Chicago hull and cargo pool, with which the present pool managers will have no connection, will probably be organized during the winter.

The marine hospital, located on the lake shore nearly six miles north of the harbor piers, is one of the finest in the country. It is a large, roomy building, and well-kept, commodious grounds surrounding it makes a comfortable home for disabled seamen. Last year 750 patients were quartered there and thousands more were furnished medical aid at the infirmary.

A few years from now will probably witness a remarkable change in the harbor. At present vessels arriving here are towed up the river by tugs from two to six miles, all of the ore, lumber and coal docks and nearly all of the grain elevators being located along the north and south branches of the filthy stream. There are 38 miles of dock front, and the greatest part of it is occupied by the 94 lumber companies doing business here. So rapid has been the growth of the city that the grounds now occupied by the lumber yards and elevators has doubled and trebled in value, and it is only a question of a few years when they will be driven elsewhere in order to make room for manufactories. The natural place for shipping interests is on the lake front, and just as soon as the courts decide whether the lake front is owned by the city or the Illinois Central railroad company the work of building docks and slips will probably be begun. It is estimated that the work could be accomplished in six years and would cost about $12,000,000.

The well known house of George B. Carpenter & Co., the oldest firm of ship chandlers in any port on the lakes, are located at 202 to 208 South Water street, Chicago. The business of the house was established by George A. Robb in 1840, only three years after the incorporation of Chicago as a city. In 1845, Mr. Payson was admitted to the firm, and the name changed to Payson & Robb.

Mr. Payson retired in 1850, and Mr. Gilbert Hubbard entered the firm, the style of which was then made Hubbard & Robb. After the death of Mr. Robb, George B. Carpenter became a partner in the firm: Gilbert Hubbard & Co. succeeded, and during twenty-four years, to the time of Mr. Hubbard's death in 1881, the house advanced to its present position in the trade and the name became a familiar one throughout the west.

January 1, 1882, following the death of Mr. Hubbard, the business passed into the hands of the present firm, who had been his associates for a quarter of a century, and Geo. B. Carpenter & Co. have since cared for the trade, upon the same principals which characterized the management of the old establishment.

The firm's operations are very extensive and their connections extend in every direction among the vessel community. Everything in ship chandlery, of which they have the largest stock west of New York City, may be found in their establishment, the superior quality of all goods they handle having secured them trade without a precedent in their line. In sailmaking, they lead the van, their awnings, tents, vessel, yacht and boat sails, canvas bags, cab curtains, hammocks, etc. are unsurpassed, while anything that can be made by hand or machine, or both, out of canvas, is made to order, where no tin stock, by competent and experienced workmen.

The firm's commercial standing is very high, and is one of the best examples of judicious, enterprising, and reliable business methods along the entire chain of lakes.

The Dunham Towing and Wrecking Company of Chicago is one of the best known institutions in its line on the lakes. Capt. J. S. Dunham, the pioneer tug man of Chicago, is the president, Capt. Sinclair is superintendent, and Capt. Chas. Roach is wrecking master. The tugs owned by this company have no superior for power, strength, and general appropriateness, and bear the best reputation for general efficiency. The line has contracts for all the heavy towing of the Chicago river, six large propeller lines using their services exclusively. Their patronage among sailing masters is especially large amongst the many sailing vessels to and from Chicago. Their wrecking facilities are simply unsurpassed, tugs, steam pumps, divers, hawsers, lifting screws, lighters, etc., being furnished immediately upon application by telegraph or otherwise. Their office is kept open day and night to enable them to act in an instant upon any emergency. Their pumps consist of a 14-inch Worthington for water only, a 12-inch rotary for water and grain, an 8-inch centrifugal for water, grain and coal, and a 4-inch wrecking and fire pump on board the tug A. Mosher. The tugs owned by them are the T. T. Morford, built especially for wrecking; A. Mosher, G. W. Gardner, A. Miller, R. Dunham, J. C. Ingram, Uncle Sam, and F. Thielke, and are replete with every convenience, and commanded by experienced and competent captains. This is one of the finest and most popular tug lines on the lakes, and is worthy of the large patronage bestowed upon them. Capt. Dunham is the manager of the line, and his personal direction and supervision is exercised over all their large operations. In addition to these large tugs, Mr. Dunham owns the schooners Pensaukee, 555 tons; Lottie Wolf, 334 tons; A. Mosher, 300 tons; Moses Gage, 225 tons; and F. J. King (canaller), 280 tons - all fine vessels, well equipped. One particular feature of their wrecking business of which Capt. Dunham feels proud was the pumping out of the schooner Wells Burt, which foundered off Grosse Pointe in forty feet of water two years ago. This was performed by the entirely new 8-inch centrifugal pump, the only one of its kind west of New York. This feat is unparalleled in wrecking annals. The appliances of their wrecking business are without doubt as complete and fine as can be found anywhere, and is the only complete outfit on Lake Michigan.

Some account of the largest establishment on the lakes for docking and repairs of vessels may be of interest to the readers of THE DETROIT TRIBUNE. The shipyard known as Miller Bros. was established in Chicago in 1848, by Andrew Miller and E. M. Doolittle, both originally from Lake Ontario ports. Andrew Miller, principal founder of the large concern now known by his name, learned his trade with his uncle, a prominent shipbuilder at Oswego. Leaving Oswego he went to Cleveland and constructed the first sectional dry-dock ever operated at that port. Here he built a few vessels, but soon removed to Chicago. A sectional dock, or "set of boxes," was built here and first operated at the foot of Adams street, on the west side of the river. But a better site was obtained where the Northwestern railroad bridge now crosses the North branch, near Kinzie street, and there the yard was finally established under the firm name of Doolittle & Miller. Andrew Miller attended to the duties of the yard, and E. M. Doolittle collected the bills. The "boxes" could lift a vessel of 300 tons. Excepting steamboats and propellers, few vessels were then above this tonnage. The yard remained at this point for eight years, during which time Thomas E. Miller, the present manager, served his time as apprentice to the shipwright's trade. In 1856 a lower lake shipbuilder named G. W. Weeks came to Chicago and leased a piece of ground as a site for a basin dry-dock. On completing the excavation he fell short of money to finish the dock, and in 1857 sold out to Doolittle and Miller, who went on to finish the work. This dock is Miller Bros. No. 1, situated near North Halstead street bridge, 260 feet long, 40 feet wide at the gate, and having a draft of 9 feet over the blocks. The new dock added greatly to the facilities of the firm, especially in handling the larger vessels. The "boxes" were now moved up the north branch to the point of "Goose Island," convenient to the new basin dock, and finally sold out to a new firm which embraced a number of the Miller family.

In 1860 E. M. Doolittle sold out his interest in the firm to a man named Hood from Connecticut, who remained with Andrew Miller one year and then sold out to him. Andrew then took into partnership with him his brother, Thomas E., once his apprentice, and James N. Clark, book-keeper for the old firm. At then end of a year, Mr. Clark retired, and from that time, 1861, the firm style has been Miller Brothers. At the formation of this firm another brother, Brice Miller, became book-keeper, and later on partner. The business of the firm so increased in a few years that it became necessary to build another dry-dock, of greater length and depth than the first one, in order to do propeller work to advantage. Accordingly ground was bought, and the dock begun in 1868. It was 305 feet long, 70 feet wide in the body, with a 50-foot gate, from 14 to 15 feet over the blocks, and the largest dock west of Detroit. The propeller Tacoma, loaded with 60,000 bushels of grain, drawing 15 feet of water at the time, has been safely taken out in this dock. Andrew Miller died in 1881, fairly worn out with attention to the ever-increasing business of building and repairing vessels. No shipwright along the whole chain of lakes was better known or more entitled to respect for his good qualities of head and heart. He helped hundreds of poor men to lay the foundations of fortune, by giving them credit on repairs in seasons of adversity. Andrew Miller was generous to a fault. There seemed to be no bounds to his popularity among vessel captains.

Brice Miller obtained an interest in the firm in 1875, and after Andrew died he purchased his interest from the executors of the estate. Nearly a year ago the Miller Brothers, then operating two dry-docks, secured possession of the vessel-owners dry-dock, which had been built in 1881 at the point of "Goose Island," where the "boxes" used to be operated, and close adjoining the Miller Brothers yard. This dock is a large one, excellently adapted for propeller work, and was recently purchased for $60,000. It adds very much to the Miller establishment, and to their facilities for accommodating the vessel public. In fact, there is no other concern on the lakes that has more than two dry-docks, or could find use for three docks. In January of the present year the Miller Brothers formed a joint stock company with a capital of $250,000. In conjunction with the yard they have suitable mills for sawing, cutting and beveling timber, a derrick for masting vessels, and at each of the large dry-docks there are derricks for hoisting and lowering propeller wheels. Chicago has never been much of a point for building new vessels, but has a good history for rebuilding and repairs. Wages always having been 25 cents a day higher here than elsewhere on the lakes, and timber not being close at hand and cheap were the principal reasons for the scarcity of building. Nevertheless some first class vessels of all kinds have been built at Chicago. Among them the Millers built the A. G. Morey 1860, later the schooner Thomas Simms, the Lincoln Dall and others. They have also built several steamers, among them the Boscobel, of 450 tons, and in all seventeen harbor tugs. The tugs Union and Rumsey, built before the war, were the first boats to run the rebel blockade of the Mississippi at Vicksburg. The repairing at this yard assumes very large dimensions, the facilities for which are unsurpassed on the lakes. Messrs. Miller are at present building a fine boat for the city of Chicago, to cost $35,000. It will be used to patrol the river in connection with the city fire department and will doubtless answer all purposes for which it is designed. In busy times from 200 to 250 mechanics of all kinds are employed by the Miller dry-dock company.

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