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The original of this book is in 
 the Cornell University Library. 
 
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 http://www.archive.org/details/cu31924032599684 
 
Cornell University Library 
 HA201 1900 .B31 
 
 Transportation by water: 1906. United St 
 
 3 1924 032 599 684 
 olin Overs 
 
DEPARTMENT OF COMMERCE AND LABOR 
 BUREAU OF THE CENSUS 
 
 S. N. D. NORTH, DIRECTOR 
 
 SPECIAL REPORTS 
 
 TRANSPORTATION BY WATER 
 
 1906 
 
 WASHINGTON 
 
 GOVERNMENT PRINTING OFFICE 
 1908 
 
CONTENTS. 
 
 UNITED STATES. 
 
 Page. 
 
 Scope of the census. .• 3 
 
 Comparison with prior censuses 3 
 
 Table 1.— All vessels and craft: 1906 and 1889 4 
 
 Summary of statistics 4 
 
 Table 2. — All vessels and craft, by occupation, and per cent in each group: 1906 5 
 
 "Undocumented craft 6 
 
 Table 3. — Number and gross tonnage of active arid idle undocumented craft included in the census: 1906 6 
 
 Steam vessels * 6 
 
 Table 4. — Steam vessels, by occupation, with per cent each class is of total: 1906 6 
 
 Table 5. — Steam vessels, by divisions, with per cent of increase: 1906 and 1889 7 
 
 Table 6. — Steam vessels, per cent in each division: 1906 and 1889 7 
 
 "Unrigged craft : 8 
 
 Table 7. — Unrigged vessels, by occupation, with per cent each class is of total : 1906 8 
 
 Table 8. — Unrigged vessels, by divisions, with per cent of increase: 1906 and 1889 8 
 
 Table 9. — Unrigged vessels, per cent in each division: 1906 and 1889 9 
 
 Sailing vessels 9 
 
 Table 10. — Sail vessels, by occupation, with per cent each class is of total: 1906 9 
 
 Table 11. — Sail vessels, by divisions, with per cent of increase: 1906 and 1889 9 
 
 Table 12. — Sail vessels, per cent in each division: 1906 and 1889 10 
 
 Schooner barges , 10 
 
 Table 13.— Schooner barges : 1906 10 
 
 Ferryboats 10 
 
 Table 14. — Ferryboats, by divisions, with per cent of increase: 1906 and 1889 11 
 
 Table 15. — Ferryboats, by districts, with per cent in each district: 1906 11 
 
 Municipal ferries 11 
 
 Table 16.— Municipal ferries: 1906 12 
 
 Yachts 12 
 
 Table 17. — Yachts — number, gross tonnage, and value, by divisions: 1906 12 
 
 Railway shipping 12 
 
 Table 18. — Craft operated in connection with steam railroads: 1906 13 
 
 Government vessels 13 
 
 Table 19. — Vessels owned and operated by state and city governments: 1906 13 
 
 Fishing craft 13 
 
 Table 20. — Vessels engaged in the commercial fisheries of the United States and the persons employed thereon 13 
 
 Geographic divisions 14 
 
 Table 21. — All classes of vessels and craft, by divisions, with per cent of increase : 1906 and 1889 14 
 
 Ownership of vessels 15 
 
 Table 22. — Ownership for steam and sail vessels on the Atlantic coast and Gulf of Mexico and the Pacific coast: 1906 and 1889. 16 
 
 Table 23. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent in each class: 1906 16 
 
 Individual ownership 16 
 
 Firm 16 
 
 Incorporated company 16 
 
 Table 24. — Number and gross tonnage of vessels, by character of ownership and by occupation: 1906 17 
 
 Miscellaneous --. . 17 
 
 Construction 17 
 
 Table 25. — Shipbuilding — value of new construction: 1880 to 1905 17 
 
 Table 26. — Number, gross tonnage, and value of vessels in each division, by character of construction, with per cent of increase: 
 
 1906 and 1889 18 
 
 Table 27. — Vessels of each occupation in each division, grouped by character of construction: 1906 19 
 
 Table 28. — Per cent of gross tonnage of iron and steel, wood, and composite vessels, by divisions: 1906 and 1889 20 
 
 Number and tonnage of vessels 20 
 
 Table 29. — Gross and net tonnage, with per cent net is of gross tonnage, by class of vessels: 1906 20 
 
 Table 30. — Number, gross tonnage, and value of different classes of vessels, by divisions: 1906 and 1889 21 
 
 Table 31. — Vessels grouped according to gross tonnage, by divisions: 1906 23 
 
 Valuation of vessels 23 
 
 Table 32. — Number, gross tonnage, and value of vessels, by character of construction : 1906 and 1889 24 
 
 Table 33. — Average gross tonnage and value per vessel and average value per ton: 1906 and 1889 26 
 
 (iii) 
 
iv CONTENTS. 
 
 Pago. 
 
 Value of land property 26 
 
 Character of propulsion and horsepower 27 
 
 Table 34. — Character of power and propulsion, by divisions: 1906 28 
 
 Table 35. — Vessels propelled by steam, gasoline, and electricity, arid per cent each is of total: 1906 28- 
 
 Table 36. — Character of propulsion and horsepower of steam vessels, by occupation: 1906 29> 
 
 Income 29> 
 
 Table 37. — Gross income — all vessels and craft, by divisions and occupations: 1906 30 
 
 Employees and wages 31 
 
 Table 38. — Employees, and salaries and wages, by divisions: 1906 31 
 
 Range of rates of monthly wages 33 
 
 Freight 331 
 
 Table 39. — Freight transportation, including harbor traffic, by divisions: 1906 and 1889 33 
 
 Table 40.— Freight shipped, by commodities: 1906 : : 34 
 
 Table 41. — Freight carried and income received for freight, exclusive of harbor work, by divisions: 1906 35 
 
 Table 42. — Number of tons carried by vessels engaged in harbor work, by divisions: 1906 36 
 
 Table 43. — Value of the foreign trade of the United States in American and foreign vessels: 1889 to 1906 36 
 
 Table 44. — Tonnage of the sail and steam vessels of the merchant marine of the United States employed in the foreign and coast- 
 wise trade, not including fishing vessels: 1889 to 1906 36 
 
 Passengers 36 
 
 Table 45. — Number of passengers, by divisions: 1906 and 1889 37 
 
 Table 46. — Passengers reported for the principal districts of the United States Steamboat Inspection Service: 1906 37 
 
 Idle vessels 37 
 
 Table 47.— Idle vessels: 1906 38 
 
 Porto Rico and the Hawaiian Islands 38 
 
 Table 48. — Vessels operating locally at Porto Rico and the Hawaiian Islands: 1906 38 
 
 Conditions between census years ; 38 
 
 Table 49. — Number and gross tonnage of registered, enrolled, and licensed sail and steam vessels constituting the total merchant 
 
 marine of the United States, including fishing vessels: 1889 to 1906 39 
 
 Canal boats S9 
 
 Table 50. — Canal boats, by divisions: 1906 40 
 
 Table 51. — Steam vessels operating on canals: 1906 40 
 
 Canals and canalized rivers 40 
 
 Table 52. — Number, mileage (including slack water), and cost of canals and canalized rivers in the United States: 1906, 1889, and 
 
 ' 1880 40 
 
 Table 53. — Length and cost of abandoned canals and canalized rivers: 1906, 1889, and 1880 40 
 
 Table 54. — Name, length, and cost of construction of canals and canalized rivers abandoned between 1889 and 1906 41 
 
 Table 55. — Tons of freight carried on state and corporation canals, Government canals, and canalized rivers: 1906, 1889, and 1880. 41 
 Table 56. — Net tonnage of vessels and total freight passing through both American and Canadian canals at Sault Ste. Marie: 1895 
 
 to 1906 42 
 
 Table 57. — Net tons of freight carried on ship canals and all other canals: 1906, 1889, and 1880 42 
 
 Table 58. — Net tonnage of vessels on St. Marys Falls, Suez, and Kaiser Wilhelm canals: 1895 to 1906 42 
 
 Table 59. — Dimensions and cost of construction of Suez, Manchester, Kaiser Wilhelm, and St. Marys Falls canals 42 
 
 Table 60. — Floating equipment — number, tonnage, and valuation of canal boats on other than ship canals: 1906 and 1889 43 
 
 Table 61. — Tons of freight carried on state and corporation canals, Government canals, and canalized rivers: 1906, 1889, and 1880. 43 
 Table 62. — Number, dimensions, date of construction, and cost of state and corporation canals, Government canals, and canalized 
 
 rivers: 1906 44 
 
 Congressional appropriations 46, 
 
 Table 63. — Congressional appropriations for the survey, improvement, and maintenance pf harbors and waterways of the 
 
 United States, by periods and divisions 47 
 
 Table 64. — All vessels, by class, occupation, and division: 1906 48 
 
 Table 65. — All vessels, by class, ownership, and division: 1906 52 
 
 DIAGRAMS. 
 
 Diagram 1. — Gross tonnage of all vessels, by classes: 1906 and 1889 5 
 
 Diagram 2. — Value of all vessels, by classes: 1906 and 1889 5 
 
 Diagram 3. — Gross tonnage of all vessels: 1906 15 
 
 Diagram 4. — Value of all vessels: 1906 25 
 
 Diagram 5. — Gross tonnage of all vessels, by character of construction: 1906 and 1889 jg 
 
 Diagram 6. — Gross tonnage of all vessels, by divisions: 1906 and 1889 22 
 
 Diagram 7. — Value of all vessels, by divisions: 1906 and 1889 25 
 
 Diagram 8. — Horsepower of steam vessels: 1906 28 
 
CONTENTS. v 
 ATLANTIC COAST AND GULF OF MEXICO. 
 
 Page. 
 
 Uses of words "ton" and "tonnage" : 57 
 
 American fleet on the Atlantic and Gulf coasts 58 
 
 Table 1.— All vessels and craft: 1906 and 1889 '. 58 
 
 Table 2. — Number and gross tonnage of registered, enrolled, and licensed sail and steam vessels constituting the total merchant 
 
 marine of the Atlantic coast and Gulf of Mexico, including fishing vessels: 1889 to 1906 59 
 
 Table 3. — All vessels and craft, by occupation, and per cent in each group: 1906 60 
 
 Table 4.— Number and gross tonnage of active and idle undocumented craft: 1906 60 
 
 Table 5. — Steam vessels, by occupation, with per cent each class is of total: 1906 61 
 
 Table 6. — Unrigged vessels, by occupation, with per cent each class is of total : 1906 61 
 
 Table 7. — Sail vessels, by occupation, with per cent each class is of total: 1906 61 
 
 Table 8.— Schooner barges: 1906 61 
 
 Ferryboats 61 
 
 Table 9.— Ferryboats, by districts, with per cent in each district: 1906 61 
 
 Table 10.— Ferryboats, with per cent of increase: 1906 and 1889 62 
 
 Table 11.— Municipal ferries: 1906 62 
 
 Railway shipping •. 62 
 
 Table 12.— Craft operated in connection with steam railroads: 1906 62 
 
 Government vessels 63 
 
 Table 13. — Vessels owned and operated by state and city governments: 1906 63 
 
 Fishing craft 63 
 
 Table 14. — Vessels engaged in the commercial fisheries of the Atlantic coast and Gulf of Mexico, and the persons employed 
 
 thereon : 1902 and 1904 63 
 
 Ownership of vessels 64 
 
 Table 15. — Ownership for steam and sail vessels: 1906 and 1889 , 64 
 
 Table 16. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent in each class: 1906 64 
 
 Classification of vessels by occupation or use 64 
 
 Table 17. — Number and gross tonnage of vessels, by character of ownership and by class and occupation: 1906 65 
 
 Construction ; 65 
 
 Table 18. — Number, gross tonnage, and value of vessels, by character of construction and by class and occupation : 1906 and 1889 . 65 
 Table 19. — Number and gross tonnage of vessels built and documented each year, by class and by character of construction: 
 
 1889 to 1906 66 
 
 Registered and documented vessels 67 
 
 Table 20. — Number and gross tonnage of vessels admitted at Atlantic and Gulf ports to American registry by general act of Con- 
 gress, by class and by character of construction: 1889 to 1906 68 
 
 Table 21. — Number and gross tonnage of vessels added to the documented fleet each year, by class and by character of construc- 
 tion : 1889 to 1906 = 69 
 
 Number and tonnage of vessels 69 
 
 Table 22. — Gross and net tonnage, with per cent net is of gross tonnage, by class and occupation of vessels: 1906 70 
 
 Table 23. — Number, gross tonnage, and value of different classes of vessels: 1906 and 1889 70 
 
 Table 24. — Vessels grouped according to gross tonnage: 1906 70 
 
 Table 25. — Average gross tonnage and value per vessel and average value per ton : 1906 and 1889 71 
 
 Character of propulsion and horsepower '. 71 
 
 Table 26. — Character of propulsion and power of steam vessels: 1906 71 
 
 Table 27. — Character of propulsion and horsepower of steam vessels, by occupation: 1906 71 
 
 Income - 72 
 
 Table 28. — Gross income — all vessels and craft, by occupation: 1906 72 
 
 Employees and wages - 72 
 
 Table 29. — Employees, and salaries and wages: 1906 72 
 
 Freight 72 
 
 Table 30. — Freight shipped, by commodities: 1906 72 
 
 Table 31. — Shipments and receipts of principal commodities, by ports: 1906 73 
 
 Traffic at and about New York city 75 
 
 Table 32. — Shipments and receipts of principal commodities at Hoboken, Jersey City, Newark, New York, Perth Amboy, and 
 
 South Amboy: 1906 75 
 
 Table 33. — Unrigged craft operating in and around New York harbor: 1906 : 76 
 
 Foreign commerce handled at the Atlantic and Gulf ports 76 
 
 Table 34. — Value of imports and exports of merchandise, by principal customs districts, for year ending June 30, 1906 77 
 
 Entrances and clearances of vessels— foreign trade of Atlantic and Gulf ports 77 
 
 Table 35. — Vessels entered and cleared in the foreign trade, by principal seaboard customs districts: 1906 78 
 
 Table 36. — Vessels entered and cleared in the foreign trade: 1906 78 
 
vi .CONTENTS. 
 
 Page. 
 
 Passengers '. 79 
 
 Table 37.— Number of passengers: 1906 and 1889 79 
 
 Table 38.— Passengers reported for each district of the United States Steamboat Inspection Service on the Atlantic coast and 
 
 Gulf of Mexico: 1906 79 
 
 Idle vessels 79 
 
 Table 39.— Idle vessels: 1906 79 
 
 Vessels operated and traffic carried between Porto Rican ports 79 
 
 Table 40. — Vessels operating locally at Porto Eico: 1906 79 
 
 Congressional appropriations 80 
 
 Table 41. — Congressional appropriations for the survey, improvement, and maintenance of harbors and waterways of the Atlantic 
 
 coast, by periods and states. 80 
 
 Table 42. — Congressional appropriations for the survey, improvement, and maintenance of harbors and waterways of the Gulf 
 
 of Mexico, by periods and states 80 
 
 Table 43. — Congressional appropriations for the survey, improvement, and maintenance of harbors and waterways of the Atlantic 
 
 coast, by periods and localities .;...:.:::: 80 
 
 Table 44. — Congressional appropriations for the survey, improvement, and maintenance of harbors and waterways of the Gulf of 
 
 Mexico, by periods and localities 83 
 
 Conclusion 84 
 
 Table 45. — All vessels, by class, occupation, and ownership: 1906 86 
 
 DIAGRAMS. 
 
 Diagram 1. — Relative amount of tonnage of metal and wooden vessels: 1875 to.1906 58 
 
 Diagram 2. — Relative amount of tonnage, steam, sail, and unrigged vessels: 1870 to 1906 58 
 
 PACIFIC COAST. 
 
 General analysis 91 
 
 Table 1.— All vessels and craft: 1906 and 1889 92 
 
 Table 2. — All vessels and craft, by occupation, and per cent in each group: 1906 93 
 
 Table 3. — Number, gross tonnage, and value of vessels, by class and occupation: 1906. .• 94 
 
 List of steamers on the Pacific coast having a sustained speed of 12 knots and over 94 
 
 Railway shipping 95 
 
 Table 4. — Craft operated in connection with steam railroads: 1906 95 
 
 Government vessels 95 
 
 Table 5. — Vessels owned and operated by state and city governments: 1906 .' 95 
 
 Ferryboats '. 95 
 
 Table 6.— Ferryboats: 1906 and 1889 96 
 
 Fishing craft 96 
 
 Table 7. — Vessels engaged in the commercial fisheries and the persons employed thereon 96 
 
 Ownership of vessels 96 
 
 Table 8. — Ownership for steam and sail vessels: 1906 and 1889 97 
 
 Table 9. — Number, gross tonnage, and value of vessels, by class and by character of ownership, with per cent of total and per 
 
 cent of class: 1906 97 
 
 Number and tonnage of vessels 98 
 
 Table 10. — Vessels grouped according to gross tonnage: 1906 98 
 
 Construction and valuation 98 
 
 Table 11. — Number, gross tonnage, and value of vessels, by class and occupation and by character of construction : 1906 and 1889.. 99 
 
 Table 12. — Number, gross tonnage, and value of vessels, by class and by character of construction, with per cent of total and 
 
 per cent of increase: 1906 and 1889 .. 100 
 
 Table 13. — Number and gross tonnage of vessels added to the documented fleet each year, by class and by character of con- 
 struction: 1880 to 1906 101 
 
 Table 14. — Average gross tonnage and value per vessel and average value per ton: 1906 and 1889 102 
 
 Character of propulsion and horsepower 103 
 
 Table 15. — Number, gross tonnage, and horsepower of vessels, by character of propulsion and power, with average tonnage and 
 
 horsepower: 1906 , 103 
 
 Table 16. — Character of propulsion and horsepower of steam vessels, by occupation: 1906 104 
 
 Income 104 
 
 Table 17. — Gross income — all vessels and craft, by class and occupation: 1906 104 
 
 Employees and wages 105 
 
 Table 18. — Employees, and salaries and wages: 1906 I05 
 
 Freight 105 
 
 Table 19. — Freight shipped from selected ports and Alaska, by commodities: 1906 105 
 
CONTENTS. vii 
 
 Page. 
 
 Passengers , 107 
 
 Table 20.— Number of passengers, with per cent of total and per cent of increase: 1906 and 1889 107 
 
 Idle vessels 107 
 
 Table 21.— Idle vessels: 1906 107 
 
 Conditions between census years 107 
 
 Table 22. — Number and gross tonnage of registered, enrolled, and licensed sail and steam vessels constituting the total merchant 
 
 marine of the Pacific coast, including fishing vessels: 1889 to 1906 108 
 
 Waters operated upon 109 
 
 Table 23. — Number of vessels, tonnage, etc. , by waters operated upon: 1906 109 
 
 Table 24. — Per cent, number of vessels, tonnage, etc. , by waters operated upon : 1906 109 
 
 Exports 110 
 
 Table 25.— Exports of domestic merchandise on vessels, for the United States and the Pacific coast: 1906 110 
 
 Congressional appropriations : Ill 
 
 Table 26. — Congressional appropriations for the survey, improvement, and maintenance of harbors and waterways of the Pacific 
 
 coast, by periods and localities. - 111 
 
 Columbia river .7 112 
 
 Lakes Union and Washington 112 
 
 Willamette Falls canal 112 
 
 The Cascades canal 113 
 
 Statement of operations 113 
 
 Yamhill river 113 
 
 Statement of operations 113 
 
 Table 27. — All vessels, by class, occupation, and ownership: 1906 114 
 
 DIAGRAMS. 
 
 Diagram 1. — Relative amount of tonnage of metal and wooden vessels: 1875 to 1906 103 
 
 Diagram 2. — Relative amount of tonnage, steam, sail, and unrigged vessels: 1870 to 1906 107 
 
 GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 Table 1. — All vessels and craft on the Great Lakes and St. Lawrence river: 1906 and 1889 121 
 
 Table 2. — Steam navigation, Northern Lakes: 1880 121 
 
 Great Lakes compared with United States 121 
 
 Table 3. — Water transportation, United States and the Great Lakes: 1906 121 
 
 Undocumented craft 122 
 
 Table 4. — Number and gross tonnage of active and idle undocumented craft: 1906 122 
 
 Character of shipping ■ 122 
 
 Steam, sail, and unrigged craft 122 
 
 Table' 5. — Number, gross tonnage, and value of different classes of vessels: 1906 and 1889 122 
 
 Table 6. — Number and gross tonnage of different classes of vessels, with average tonnage per vessel: 1870 to 1906 122 
 
 Metal and wooden vessels 124 
 
 Table 7. — Number, gross tonnage, and value of vessels, by character of construction: 1906 and 1889 124 
 
 Table 8. — Number and gross tonnage of metal and wooden vessels, with average tonnage per vessel: 1875 to 1906 124 
 
 Statement of the old vessels engaged in transportation on the Great Lakes 125 
 
 Tonnage 125 
 
 Table 9. — Number of vessels, tonnage, horsepower of engines, and value, by character of construction and class: 1906 125 
 
 Table 10. — Vessels grouped according to gross tonnage: 1906 126 
 
 Table 11. — Steam and sail vessels, including schooner barges, classified according to gross tonnage: 1889 to 1906 127 
 
 Value of shipping 127 
 
 Table 12. — Value of vessels — per cent of total, by class and character of construction: 1906 and 1889 127 
 
 Shipbuilding 128 
 
 Table 13.— Vessels built: 1880 to 1906 128 
 
 Government vessels 128 
 
 Table 14. — Vessels owned and operated by state and city governments: 1906 _ 128 
 
 The fisheries 129 
 
 Income 129 
 
 Table 15.— Gross income: 1906 129 
 
 Freight traffic , 129 
 
 Supplementary manifest 130 
 
 Table 16. — Domestic receipts and shipments of principal commodities, with per cent each commodity is of total: 1906 and 
 
 1889 132 
 
viii CONTENTS. 
 
 Freight traffic — Continued. Page. 
 
 Freight, by ports 133 
 
 Table 17. — Domestic shipments and receipts of freight at principal ports, with per cent each port shows of total: 1906 and 
 
 1889 134 
 
 Table 18.— Domestic arrivals and clearances of vessels on the Great Lakes, by ports: 1906, with totals for 1904 and 1905. . . 135 
 
 Iron ore 135 
 
 Table 19. — Movement of iron ore for the principal ports of the Great Lakes: 1906 and 1889 135 
 
 Table 20. — Movement of coal and coke for the principal ports of the Great Lakes: 1906 and 1889 136 
 
 Coal 136 
 
 Lumber 137 
 
 Table 21. — Movement of lumber for the principal ports of the Great Lakes: 1906 and 1889 137 
 
 Wheat '. 137 
 
 Table 22. — Movement of wheat for the principal ports of the Great Lakes: 1906 and 1889 137 
 
 Corn 137 
 
 Table 23. — Movement of corn for the principal ports of the Great Lakes: 1906 and 1889 138 
 
 Freight, by lakes 138 
 
 Table 24. — Shipments and receipts of freight on each of the Great Lakes, with per cent each is of total: 1906 and 1889 138 
 
 Table 25. — Domestic receipts and shipments at principal ports, of principal commodities: 1906 141 
 
 Passenger traffic .' 144 
 
 Table 26.— Passengers carried: 1880 to 1906 : - 144 
 
 Table 27. — Passengers reported for each district of the United States Steamboat Inspection Service on the Great Lakes: 1906 . . 144 
 
 Employees and wages 145 
 
 Table 28. — Employees and wages, by class, with per cent of increase: 1906 and 1889 145 
 
 Card of wages adopted by the Lake Carriers' Association for the year 1906 146 
 
 Monthly wages paid on the Great Lakes: 1906 and 1887 '. ., 147 
 
 Fuel consumption 147 
 
 Railway shipping 148 
 
 Table 29. — Craft operated in connection with steam railroads: 1906 148 
 
 Eastward movement of package freight by the Association of Lake Lines: 1895 to 1906 149 
 
 Character of ownership 149 
 
 Table 30. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent in each class: 1906 150 
 
 Table 31. — Number and gross tonnage of vessels, by character of ownership and by occupation: 1906 150 
 
 The Lake Carriers' Association 150 
 
 Character of operations , 151 
 
 Table 32. — All vessels, by occupation, with per cent of increase: 1906 and 1889 151 
 
 Table 33. — All vessels, by occupation, with per cent each is of total: 1906 151 
 
 Congressional appropriations .' 151 
 
 Table 34. — Congressional appropriations for the survey, improvement, and maintenance of the harbors, channels, and tributary 
 
 streams of the Great Lakes and St. Lawrence river, by periods and lakes 152 
 
 Table 35. — Congressional appropriations for the survey, improvement, and maintenance of the harbors, channels, and tributary 
 
 streams of the Great Lakes and St. Lawrence river, by periods and states 152 
 
 Table 36. — Statistical report of lake commerce through canals at Sault Ste. Marie, Michigan and Ontario, for the fiscal year 
 
 ending June 30, 1906 153 
 
 Table 37. — Domestic freight movement through the Detroit river: 1906 153 
 
 Table 38. — Maximum draft that can be carried at mean low water in channels and harbors 154 
 
 Table 39. — Congressional appropriations for the survey, improvement, and maintenance of the harbors, channels, and tributary 
 
 streams of the Great Lakes and St. Lawrence river, by localities and periods 154 
 
 Population and lake commerce. . . , 155 
 
 Table 40. — Population of lake ports of 8,000 population and over: 1880 to 1900 156 
 
 Conclusion ' 157 
 
 Table 41. — All vessels, by class, occupation, and ownership: 1906 158 
 
 DIAGRAMS. 
 
 Diagram 1. — Relative amount of tonnage, steam, sail, and unrigged vessels: 1870 to 1906 122 
 
 Diagram 2. — Relative amount of tonnage of metal and wooden vessels: 1875 to 1906 124 
 
 MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 Comparison with prior censuses jgg 
 
 Table 1.— All vessels and craft: 1906 and 1889 164 
 
 Table 2. — Water transportation on the rivers of the Mississippi valley: 1880 Ig4 
 
 Table 3.— Steam vessels on the rivers of the Mississippi valley, by occupation: 1880 264 
 
 Documented vessels for which no reports were received : 1906 j^ 
 
CONTENTS. ix 
 
 Comparison with prior censuses — Continued. Page. 
 
 Growth of steam navigation 165 
 
 Table 4. — Documented steam vessels, built by quinquennial periods: 1811 to 1906 165 
 
 Table 5.— Number and gross tonnage of documented steam vessels, by tonnage groups: 1889 to 1906 166 
 
 Documented steam vessels of 100 to 499 tons, by tonnage groups: 1889 to 1898 166 
 
 Table 6. — Per cent distribution of number and gross tonnage of documented steam vessels, by tonnage groups: 1889 to 1906. 167 
 Table 7.- — Number, gross tonnage, and average tonnage of all documented steam vessels, and of such vessels built during 
 
 each year, with per cent new vessels are of all vessels, and new vessels, by character of propulsion: 1880 to 1906. 167 
 
 Table 8. — Steam vessels built and documented, by customs districts: 1880 to 1906 168 
 
 New steam vessels, by customs districts: 1880 to 1885 and 1901 to 1906 169 
 
 Table 9. — Documented steam vessels, by customs districts, arranged by systems: 1906, 1900, 1895, and 1889 169 
 
 Table 10. — Tonnage of documented steam vessels by customs districts groups, with per cent of decrease: 1906 and 1889 170 
 
 Construction 170- 
 
 Table 11. — Number, gross tonnage, and value of vessels, by character of construction and by occupation, with average tonnage 
 
 per vessel and average value per ton : 1906 170 
 
 Table 12. — Number, gross tonnage, and value of vessels, by character of construction, with per cent of increase: 1906 and 1889. . 17L 
 
 Character of propulsion 171 
 
 Table 13. — Number and gross tonnage of all power vessels, by character of propulsion and by occupation: 1906 171 
 
 Character of power 171 
 
 Table 14. — Number, gross tonnage, and horsepower of all power vessels, by character of power and by occupation: 1906 171 
 
 Table 15. — Average gross tonnage and horsepower of all power vessels, by character of propulsion and power, and by occu- 
 pation: 1906 172 
 
 Table 16. — Number, gross tonnage, and horsepower of power vessels, by character of power and propulsion: 1906 172 
 
 Table 17. — Number and gross tonnage of gasoline power boats, by tonnage groups: 1906 - - 172 
 
 Table 18. — Number and gross tonnage of gasoline power boats, by occupation: 1906 172 
 
 Table 19. — Vessels grouped according to gross tonnage, by class, ownership, river systems and occupation: 1906 173 
 
 Ownership of vessels 174 
 
 Table 20. — Number, gross tonnage, and value of vessels, by class and character of ownership: 1906 175 
 
 Table 21. — Number and gross tonnage of vessels, by character of ownership and by class and occupation: 1906 175 
 
 Table 22. — Number of proprietors owning three or more steam vessels, classified by occupation of vessel and by river systems: 
 
 1906 175 
 
 Table 23. — Proprietors of unrigged craft, grouped according to number of vessels owned and river systems: 1906 176 
 
 Valuation of vessels 176- 
 
 Table 24. — Number, gross tonnage, and value of vessels by class: 1906 and 1889 176 
 
 Value of land property 176 
 
 Employees and wages 177 
 
 Table 25. — Employees, and salaries and wages, by occupation of vessel: 1906 177 
 
 Gross income 177 
 
 Table 26. — Gross income of all vessels and craft, by source of income and by occupation of vessel: 1906 178 
 
 Freight .' 178 
 
 Aggregate freight, all craft: 1906 -. 17& 
 
 Table 27. — Freight shipments, by river systems, with amount and per cent of decrease: 1906 and 1889 178 
 
 Table 28. — Freight, by commodities, with amount and per cent of increase: 1906 and 1889 179 
 
 Table 29. — Freight shipments, by commodities, and by river systems and rivers: 1906 and 1889 179 
 
 Shipment of bulk grain by river from St. Louis to New Orleans: 1889 to 1903 180 
 
 Table 30. — Freight shipments on steam vessels and on unrigged craft, by commodities and by river systems and rivers: 1906. . 181 
 
 Table 31. — Per cent of freight carried on steamers and towed on unrigged vessels: 1906 182 
 
 Table 32. — Freight receipts, by commodities and by river systems and rivers: 1906 183 
 
 Table 33. — Freight shipments and receipts and total freight handled, by river systems and ports: 1906 184 
 
 Table 34. — Ports where the stone, sand, etc., received form the bulk of all freight handled: 1906 184 
 
 Table 35. — Harbor work, by river systems, rivers, and ports: 1906 185 
 
 Table 36. — Total freight and harbor work for ports reporting harbor work: 1906 185 
 
 Ports showing over 100,000 tons of freight shipped and received: 1906 185 
 
 Passengers 185 
 
 Table 37. — Number of passengers, by river systems, with per cent of increase and per cent of total: 1906, 1889, and 1880 186 
 
 Table 38. — Number of passengers, by class of vessels and by river systems and rivers: 1906 186 
 
 Ferryboats 187 
 
 Table 39. — Ferryboats, with per cent of increase: 1906 and 1889 187 
 
 Table 40. — Ferryboats, by river systems: 1906 187 
 
 Table 41. — Ferryboats, by districts, with per cent in each district: 1906 ' 187 
 
 1 Table 42.— Team boats: 1906 187 
 
x CONTENTS. 
 
 Page. 
 
 Tachts 188 
 
 Table 43. — Yachts — number, gross tonnage, and value, by character of power: 1906 188 
 
 Table 44. — Yachts — number, gross tonnage, and value, by character of propulsion and river systems: 1906 188 
 
 Work boats 188 
 
 Table 45. — Statistics of derrick, elevator, diving, and pile driving barges, by river systems: 1906 189 
 
 Table 46. — Statistics of dredges and sand pump boats, by river systems: 1906 189 
 
 Railway shipping 189 
 
 Table 47. — Craft operated in connection with steam railroads, by class: 1906 189 
 
 Table 48. — Craft operated in connection with steam railroads, by river systems: 1906 189 
 
 •Government vessels 189 
 
 State and city 189 
 
 Table 49. — Vessels owned and operated by state and city governments: 1906 189 
 
 Federal 189 
 
 Fishing craft 190 
 
 Vessels engaged in commercial fisheries: 1903 •..'..'. .'.'; 190 
 
 Idle vessels 190 
 
 Table 50.— Idle vessels: 1906 190 
 
 ■Congressional appropriations 190 
 
 Table 51. — Congressional appropriations for the survey, improvement, and maintenance of the tributary streams and harbors of 
 
 the Mississippi river, by periods and river systems 191 
 
 Table 52. — Congressional appropriations for the survey, improvement, and maintenance of the tributary streams and harbors of 
 
 the Mississippi river, by periods and localities , 191 
 
 'Table 53. — All vessels, by class, occupation, and ownership: 1906 : 194 
 
 CANALS AND OTHER INLAND WATERS. 
 
 Table 1.— All vessels and craft: 1906 199 
 
 Table 2. — Number, gross tonnage, and value of vessels, by class: 1906 and 1889 199 
 
 Table 3.— Idle vessels: 1906 ' 200 
 
 Table 4. — Per cent that steam, sail, and unrigged vessels form of total: 1906 200 
 
 Table 5. — Per cent that canals and other inland waters of New York state, and all other inland waters, form of total, for all vessels and 
 
 for each class: 1906 200 
 
 Table 6. — Steam vessels operating on canals of New York state, and of all other states: 1906 201 
 
 Table 7. — All vessels and craft, by occupation, and per cent in each group: 1906 201 
 
 Number and tonnage of vessels 201 
 
 Table 8. — Vessels grouped according to gross tonnage: 1906 202 
 
 Ownership of vessels 202 
 
 Table 9. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent in each class: 1906 202 
 
 Table 10. — Number and gross tonnage of vessels, by character of ownership and by occupation: 1906 202 
 
 Table 11. — Unrigged vessels, by occupation, with per cent each class is of total: 1906 203 
 
 •Construction 203 
 
 Table 12. — Number, gross tonnage, and value of vessels, by character of construction: 1906 and 1889 203 
 
 Table 13. — Canal boats, by character of construction : 1906 203 
 
 Table 14. — Average gross tonnage and value per vessel and average value per ton: 1906 and 1889 204 
 
 Income 204 
 
 Table 15. — Gross income — all vessels and craft, by divisions and occupation : 1906 _ 205 
 
 Employees and wages 205 
 
 Table 16. — Employees, and salaries and wages, by divisions: 1906 205 
 
 Character of propulsion and horsepower 205 
 
 Table 17. — Character of propulsion and horsepower of steam vessels, by occupation: 1906 205 
 
 Freight 205 
 
 Table 18. — Freight shipped, by commodities: 1906 206 
 
 Freight on inland waterways of New York 206 
 
 Table 19. — Canals of New York — freight carried, by commodities and canals: 1906 206 
 
 Table 20. — Canals of New York — way and through freight: 1906 206 
 
 Table 21. — Canals of New York — freight to New York city, by commodities: 1906 207 
 
 Table 22. — Erie canal — freight, by commodities: 1906 207 
 
 Table 23. — Canals and other inland waters of New York state — freight, by commodities: 1906 207 
 
 Table 24. — Hudson river and New York city — freight to and from New York canals, by commodities: 1906 207 
 
 Table 25. — Hudson river traffic: 1906 208 
 
 Table 26. — Hudson river receipts and shipments of freight, by commodities: 1906 208 
 
CONTENTS. xi 
 
 Freight — Continued. Page. 
 
 Freight on inland waterways of states other than New York 208 
 
 Table 27. — Freight carried on canals and other inland waters of states exclusive of New York, by commodities and by divi- 
 sions and states: 1906 209 
 
 New Jersey 209 
 
 Freight on canals of New Jersey: 1906 209 
 
 Pennsylvania 209 
 
 Freight on waterways of Pennsylvania: 1906 209 
 
 Delaware 210' 
 
 Maryland 210 
 
 Virginia 210 
 
 West Virginia 210 
 
 Georgia 210 
 
 Florida 210 
 
 Ohio..... 210 
 
 Illinois 210- 
 
 Freight on waterways of Illinois: 1906 210 
 
 Michigan , 210 
 
 Wisconsin 210 
 
 Minnesota 211 
 
 Freight on waterways of Minnesota: 1906 211 
 
 Iowa 211 
 
 North Dakota 211 
 
 Kentucky 211 
 
 Freight on canalized rivers of Kentucky: 1906 211 
 
 Tennessee 211 
 
 Alabama 211 
 
 Louisiana 211. 
 
 Freight on canals of Louisiana: 1906 211 
 
 Arkansas 211 
 
 Texas 211 
 
 Montana 211 
 
 Arizona 212 
 
 Idaho 212 
 
 Washington 212 
 
 Oregon 212 
 
 Freight on inland waterways of Oregon: 1906 212 
 
 Passengers 212 
 
 Table 28. — Canals and other inland waters of New York state, and all other inland waters — passengers on steam vessels, by 
 
 states: 1906 212 
 
 Table 29. — Canals and other inland waters of New York state — regular and excursion passengers on steam vessels, by canals 
 
 and lakes: 1906 212 
 
 Power of canals 212 
 
 Steam 212 
 
 Electric 213 
 
 Congressional appropriations 214 
 
 Lake Champlain ._ '. 214 
 
 Congressional appropriations for the survey, improvement, and maintenance of the harbors and tributary streams of Lake 
 
 Champlain, by periods and localities 214 
 
 Red River (of the North) and Warroad harbor and river 214 
 
 Congressional appropriations for the survey, improvement, and maintenance of Red River (of the North) and Warroad 
 
 harbor and river 215- 
 
 THE DEVELOPMENT OF INLAND WATERWAYS. 
 
 North Atlantic division 216 
 
 Massachusetts 216 
 
 New York .- 216 
 
 New Jersey 217 
 
 Pennsylvania 217 
 
 South Atlantic division 218 
 
 Delaware 218 
 
 Maryland 218 
 
 District of Columbia 21& 
 
xii CONTENTS. 
 
 South Atlantic division — Continued. Page. 
 
 Virginia 218 
 
 West Virginia 218 
 
 North Carolina 219 
 
 South Carolina r 219 
 
 Georgia 219 
 
 Florida 219 
 
 North Central division 219 
 
 Ohio ; : 219 
 
 Indiana 220 
 
 Illinois -.., 220 
 
 Michigan 221 
 
 Wisconsin 221 
 
 Minnesota and North Dakota 221 
 
 Missouri -. 221 
 
 South Central division 221 
 
 Kentucky 221 
 
 Alabama 222 
 
 Mississippi 223 
 
 Louisiana and Arkansas ■. ' 223 
 
 Texas 223 
 
 Western division 224 
 
 Washington 224 
 
 Oregon 224 
 
 California 224 
 
ILLUSTRATIONS. 
 
 Facing page. 
 
 Municipal ferry terminal, St. George, Staten Island, N. Y 61 
 
 Barge Phoenix of the Philadelphia and Reading Coal and Iron Company's fleet , 61 
 
 Ferry building, San Francisco, Cal 106 
 
 Comprehensive view of the water front at Seattle, Wash '. • 106 
 
 Making a lockage in the Soo canal, St. Marys river at the Falls, Michigan - 153 
 
 Whaleback passing through the Soo canal '. 153 
 
 Departure of coal fleets from Pittsburg, Pa. 178 
 
 (xiii) 
 
LETTER OF TRANSMITTAL. 
 
 DEPARTMENT OF CpMMERCE AND LABOR, 
 
 Bureau of the Census, 
 Washington, B.C., June 22, 1908, 
 Sir: 
 
 I have the honor to transmit herewith a report containing the results of the census of transportation by 
 water, which was taken in conformity with section- 7 of the act of Congress of March 6, 1902, as amended by 
 act of June 7, 1906. This report covers the calendar year ending December 31, 1906, and has been prepared 
 under the supervision of Mr. William M. Steuart, chief statistician for manufactures. 
 
 The results -of this census were published on March 16, 1908, in Census Bulletin 91, which constitutes the 
 first section of this report. The other sections present the statistics in detail for the Atlantic coast and Gulf 
 of Mexico, Pacific coast, the Great Lakes and St. Lawrence river, the Mississippi river and its tributaries, and 
 canals and all other inland waters, respectively. 
 
 Representatives of a number of the principal shipping companies were consulted in regard to the scope 
 of this census, and it was decided that it would be impossible to secure reliable statistics concerning cost of 
 operating all of the craft necessarily included in the census. The schedule was designed principally to develop 
 statistics which would show the magnitude of the water transportation interests on the coasts and inland 
 waters of the United States, and it was believed that a simple schedule was best adapted for this purpose. 
 Very respectfully, 
 
 Hon. Oscar S. Straus, 
 
 Secretary of Commerce and Labor. 
 
 (XV) 
 
 32576—08 2 
 
UNITED STATES 
 
 (i) 
 
TRANSPORTATION BY WATER: 1906. 
 
 UNITED STATES. 
 
 scope Of the census. 
 
 This report presents statistics for the year ending 
 December 31, 1906, for all American documented and 
 undocumented vessels or craft of 5 tons net register or 
 over. It therefore includes all craft of the required 
 ownership and tonnage 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. It also includes a few craft of 
 American ownership that did not visit American ports 
 during 1906, but does not include craft operating exclu- 
 sively in the waters of the Philippine Islands, or 
 between such waters and ports of foreign countries. 
 
 All classes of floating equipment were included except 
 those owned by the Federal Government, those engaged 
 in fishing, stationary wharf boats, and house boats used 
 largely for residence purposes. Craft engaged in fish- 
 ing were omitted because they form a part of the 
 fishing industry of the country, and are to be included 
 in the census of that industry which is provided for by 
 section 7 of the act of Congress of March 6, 1902. 
 
 Vessels that were in operation during all or a portion 
 of the year are classed as "active craft" as distinguished 
 from those idle during the entire year. The statistics 
 for these two classes are given separately. 
 
 While a census of water transportation should cover 
 all classes of floating equipment, manifestly it would 
 be impracticable, and of no economic value, to include 
 rowboats, canoes, small sailboats, launches, etc. ; 5 
 tons was therefore fixed as the minimum size of the 
 craft to be included. 
 
 As a basis for the fieldwork the names of vessels 
 together with the addresses of the managing owners of 
 all documented craft were obtained from the records of 
 the Bureau of Navigation, Department of Commerce, and 
 Labor, and those of the undocumented craft from the 
 offices of the collectors and surveyors of customs. The 
 entire country was divided into districts, and the agents 
 were instructed to make a thorough canvass of their re- 
 spective districts and, in addition to accounting for all 
 the names on the lists, to make careful inquiry and secure 
 reports for all other craft that should be included in 
 the census. 
 
 The managing owners of a number of the craft of 
 American ownership have no established office on land 
 
 at which census data can be obtained, and as such 
 craft move from port to port they frequently can not 
 be reached through the mail. While the agents made 
 every effort to secure reports for them, some were evi- 
 dently omitted from the canvass; a few unimportant 
 craft operating on small lakes, difficult of access, were 
 also omitted. In the aggregate, however, these omis- 
 sions were insignificant, and it is believed that the 
 canvass was as thorough as possible under existing 
 conditions. 
 
 Each managing owner was required to report the 
 class of the craft operated, the gross and net tonnage, 
 character of materials from which constructed, motive 
 power, waters in which operated, terminal points of 
 regular routes, commercial value of the craft and of 
 the land property incident to its operation, gross in- 
 come for the year, persons employed and amount paid 
 in salaries and wages, number of passengers carried, 
 and the quantity of the different varieties of freight 
 shipped from and delivered at the principal ports. 
 This section of the report contains a summary of 
 the statistics for most of the features developed by the 
 schedule, but the details for each division are presented 
 in the separate sections. 
 
 In deference to the wishes of the shipowners, and in 
 view of the fact that it was impracticable to obtain 
 definite information concerning the operating expenses 
 for all of the craft included in the census, no in- 
 quiries were made concerning expenses other than 
 the amounts paid in salaries and wages. The pri- 
 mary object of the census, moreover, was to show 
 the magnitude of the transportation interests on the 
 different waters of the United States, and it was 
 believed that this could be most readily accomplished 
 by a simple schedule applicable to all classes of 
 craft. The report contains, therefore, no information 
 in regard to profits, cost of carrying passengers or 
 freight, or other features depending upon statistics of 
 expenditures. 
 
 COMPARISON WITH PRIOR CENSUSES. 
 
 When possible the statistics for 1906 have been com- 
 pared with those for prior censuses. The census of 
 1880 contains statistics and general information for 
 the "merchant steam marine" and also the approxi- 
 
 (3) 
 
TRANSPORTATION BY WATER. 
 
 mate number, tonnage, and value of sailing vessels, 
 canal boats, barges, and flat and wharf boats. The 
 statistics were compiled largely from the records of the 
 Register of the Treasury and of the offices of local 
 United States inspectors, and from other official 
 sources. No organized canvass of all classes of craft 
 was made as in 1906 and, with the exception of those 
 for steam vessels, the totals are so incomplete that they 
 should not be placed in comparison with those for 1889 * 
 or 1906. 
 
 At the census of 1889 an attempt was made to 
 . secure reports from all classes of craft of over 5 tons 
 burden, but it appears to have been difficult at that 
 time to apply a uniform schedule and instructions to 
 all sections of the country. For example, fishing 
 vessels were included in the statistics for the Pacific 
 coast, but were excluded from the totals for other 
 sections of the country; pile drivers, sand dredges, 
 sand boats, and fire boats were reported for some 
 sections of the country but not for others. A con- 
 siderable proportion of the craft included in the 
 census of 1889 failed also to make report of income, 
 employees, wages, passengers or freight, and estimates 
 for these items were prepared in the Census Office. 
 At the census of 1889 no attempt was made to secure 
 information respecting vessel interests upon state 
 
 'The Eleventh Census of Transportation by Water, which is 
 known as the census of 1890, covered the year ending December 
 31, 1889, and to avoid confusion is referred to in this report as the 
 census of that year. 
 
 waters, while at the census of 1906 all waters were 
 covered. 
 
 While it is probable that a more thorough enumera- 
 tion was made at the census of 1906 than at that of 
 1889, it is known that some craft were omitted from 
 both censuses. The extent of these omissions can not 
 be determined, but a comparison of the reports for the 
 census of 1906 with the records of the Bureau of Navi- 
 gation establishes the fact that the documented, 
 enrolled, and licensed vessels omitted from the census 
 of 1906 are of small tonnage and that their exclusion 
 has no appreciable effect on the totals. 
 
 The report for the census of 1889 does not include 
 returns for Alaska. In 1889 very little shipping was 
 carried on entirely within Alaskan waters, and the 
 majority of the craft operating between Alaska and 
 ports in California, Washington, or Oregon were cred- 
 ited to the states and not to Alaska. Under these 
 conditions, to show the increase, it is proper to com- 
 pare the totals for the shipping on the Pacific coast 
 including Alaska in 1906 with those for the Pacific 
 coast in 1889. 
 
 The statistics for Porto Rico and the Hawaiian 
 Islands were not included in the census of 1889; they 
 are now presented separately and not included in the 
 totals for the-United States. The totals for 1889 and 
 1906 have been made further comparable by including 
 as far as possible the same class of craft in each of the 
 three groups shown in Table 1. 
 
 Table 1.— ALL VESSELS AND CRAFT: 1906 AND 1889. 
 
 [Vessels operating as connecting lints in railroad systems did not uniformly report the tonnage of freight carried or income for the year. In addition to the craft 
 reported in this table there were 1,762 vessels, with a gross tonnage of 179,326, reported as idle in 1906, and 1,490, with a gross tonnage of 233,639, reported as idle, 
 untraceable, or lost prior to or during 1889.] 
 
 
 TOTAL. 
 
 STEAM. 1 
 
 SAIL. 2 
 
 UNKIGGED. 
 
 
 1906 
 
 1889 " 
 
 Per 
 cent 
 of in- 
 crease. 
 
 1906 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease. 
 
 1906 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease. 
 
 1906 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease. 
 
 
 37,321 
 
 12,893,429 
 
 $507,973,121 
 
 $294,854,532 
 
 140,929 
 
 $71,636,521 
 
 366,825,663 
 
 "265,545,804 
 
 30, 485 
 
 8,359,135 
 
 $206,992,352 
 
 s $161, 994, 066 
 
 "113,870 
 
 •$41,482,812 
 
 198,992,438 
 
 129,851,658 
 
 22.4 
 54.2 
 145.4 
 82.0 
 23.8 
 72.7 
 
 84.3 
 
 104.5 
 
 9,927 
 
 4,059,521 
 
 $386,772,727 
 
 $262,167,342 
 
 115,525 
 
 $61,265,474 
 
 366,800,748 
 
 5,603 
 
 1,710,073 
 
 $131,567,427 
 
 '$113,715,700 
 
 870, 347 
 
 '$28,521,220 
 
 198,992,438 
 
 77.2 
 137.4 
 194.0 
 130.5 
 
 64.2 
 114.8 
 
 84.3 
 
 7,131 
 
 1,704,277 
 
 $56,206,145 
 
 $32,687,190 
 
 25,404 
 
 $10,371,047 
 
 24,915 
 
 7,945 
 
 1,675,706 
 
 $53,192,972 
 
 $48,278,366 
 
 43,523 
 
 $12,961,592 
 
 U0. 2 
 1.7 
 5.7 
 <32.3 
 ■141.6 
 •120.0 
 
 20,263 
 
 7,129,631 
 
 $64,994,249 
 
 ( 6 ) 
 
 ( 6 ) 
 
 m 
 
 ( 5 ) 
 
 16,937 
 4,973,356 
 $22,231,953 
 ( e ) 
 
 m 
 
 ( 6 ) 
 ( 6 ) 
 
 19.6 
 
 
 43.4 
 
 
 192.3 
 
 
 
 Number of employees ' 
 
 
 Number of passengers car- 
 
 
 Freight carried, including 
 harbor work (net tons) ». 
 
 
 
 
 
 
 
 
 
 
 
 
 
 » Includes all craft propelled by machinery. 
 
 2 Includes schooner barges, scow schooners, etc. 
 
 3 Includes 52 craft with a gross tonnage of 2,553, valued at $75,360, for which no report was made for income, employees, wages, number of passengers and freight 
 carried. 
 
 * Decrease. 
 
 » Exclusive of income for canal boats. 
 
 6 Included in statistics for steam vessels. 
 
 7 Does not include employees or wages for yachts on the Atlantic coast in 1889. 
 'Exclusive of employees on canal boats. 
 
 » Statistics for freignt not directly comparable; for explanation, see page 33. 
 1° Includes 2,003,453 net tons of bunker coal. 
 
 SUMMARY OF STATISTICS. 
 
 The increase in the shipping interests of the country 
 has been due to the increase in steam vessels and un- 
 rigged craft. During the period of seventeen years 
 the tonnage and value of the steam vessels more than 
 doubled and there were also large increases for the 
 unrigged craft, but the tonnage and value of sailing 
 vessels increased only 1.7 and 5.7 per cent, respec- 
 
 tively, while a considerable decrease occurred in their 
 number and in the extent of their operations. 
 
 From the report of the Bureau of Navigation it 
 appears that there were 24,898 vessels, with a tonnage 
 of 6,647,007, registered, enrolled, and licensed in the 
 United States on June 30, 1906, exclusive of Porto 
 Rico, Hawaii, and the Philippines. The census covers 
 19,586 documented, registered, enrolled, or licensed 
 craft, of which 18,199, with 6,362,215 tonnage, were 
 
UNITED STATES. 
 
 in operation all or a portion of the year, and 1,387, 
 with a tonnage of 131,138, were idle during the entire 
 year. Of the remaining 5,312 documented craft, 
 some were engaged in the fishing industry, others 
 had been destroyed or abandoned, and still others 
 could not be located by the agents of the Census Office. 
 Craft of all classes, whether active or idle, exclusive 
 
 of vessels owned by the Federal Government, num- 
 bered 31,975 at the census of 1889 and had a combined 
 tonnage of 8,592,774, while at the census of 1906 they 
 numbered 39,083 and had a combined tonnage of 
 13,072,755. These figures represent an increase in 
 number of 7,108, or 22.2 per cent, and an increase in 
 tonnage of 4,479,981, or 52.1 per cent. 
 
 Table 2.— ALL VESSELS AND CRAFT, BY OCCUPATION, AND PER CENT IN EACH GROUP: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 GKOSS INCOME. 
 
 EMPLOYEES. 
 
 WAGES. 
 
 OCCUPATION. 
 
 Number. 
 
 Per 
 cent. 
 
 Gross tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Number. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 
 37,321 
 
 100.0 
 
 12,893,429 
 
 100.0 
 
 8507,973,121 
 
 100.0 
 
 $294, 854, 532 
 
 100.0 
 
 140,929 
 
 100.0 
 
 871,636,521 
 
 100.0 
 
 
 
 
 32,674 
 
 87.5 
 
 12,736,529 
 
 98.8 
 
 471,268,723 
 
 92.8 
 
 291, 418, 998 
 
 98.8 
 
 130, 315 
 
 92.5 
 
 67,013,594 
 
 93.5 
 
 
 
 
 8,796 
 
 536 
 
 3,079 
 
 20,263 
 
 3,770 
 877 
 
 23.6 
 1.4 
 8.3 
 
 54.3 
 
 10.1 
 2.3 
 
 5,084,450 
 261,073 
 261, 375 
 
 7,129,631 
 
 106, 430 
 50,470 
 
 39.4 
 2.0 
 2.0 
 
 55.3 
 
 0.8 
 0.4 
 
 337, 633, 845 
 29, 578, 380 
 39,062,249 
 64,994,249 
 
 28, 451, 114 
 8,253,284 
 
 66.5 
 5.8 
 7.7 
 
 12.8 
 
 5.6 
 1.6 
 
 193,565,044 
 17,291,073 
 43,943,328 
 
 136,619,553 
 
 28, 578 
 3, 406, 956 
 
 65.6 
 5.9 
 14.9 
 12.4 
 
 « 
 1.2 
 
 84, 853 
 
 4,519 
 
 20.870 
 
 120,073 
 
 7,807 
 2,807 
 
 60.2 
 3.2 
 14.8 
 14.2 
 
 5.5 
 2.0 
 
 40,220,763 
 
 3,537,180 
 
 12, 494, 685 
 
 U0,760,966 
 
 2,848,728 
 1,774,199 
 
 56.1 
 
 
 4.9 
 
 Tugs and other towing vessels 
 
 17.4 
 15.0 
 
 
 4.0 
 
 
 2.5 
 
 
 
 i In many eases the income, employees, and wages lor unrigged craft were not reported separately but were included in the reports for towing vessels. 
 2 Less than one-tenth of 1 per cent. 
 
 The majority of the craft and by far the largest 
 proportion of the tonnage are engaged directly or indi- 
 rectly in the transportation of freight and passengers. 
 This class of service is represented not only by the 
 steam and sail freight and passenger vessels, but by 
 ferries, towing vessels, and unrigged craft, designated 
 in the above table as "commercial vessels;" their 
 tonnage was 12,736,529, and represents 98.8 per cent 
 of the total for all craft. While a large part of the 
 American tonnage is identified with the movement of 
 freight and passengers, only 8,796 steam and sail 
 vessels were classed as "regular freight and passenger," 
 and the tonnage of this class formed only 39.4 per cent 
 of the total. But the commercial value and amount 
 of business done by these vessels was of much greater 
 relative importance, the percentage of value repre- 
 sented by them amounting to as much as 66.5 of the 
 value of all craft. They earned 65.6 per cent of the 
 gross income, gave employment to 60.2 per cent of 
 the persons required to operate the 37,321 vessels and 
 craft included in the census, and paid 56.1 per cent of 
 the total wages. 
 
 Diagram 1. — Gross tonnage of all vessels, by classes: 1906 and 1889. 
 
 MILLIONS OF TONS 
 
 yyyyyyyyyyyyyyyyyyyyyyyyyyyyy/yy/yyyyyyyyy/yyyy 
 
 yyyyyyyyyyyy/yyyyyyyyyyyyy. 
 
 Diagram 2. — Value of all vessels, by classes: 1906 and 1889. 
 
 MILLIONS OF DOLLARS 
 
 yy/yyyyyy/yyyyyyyyyyyyyyyyyyyy/yyyyyyyyyyy/yyyyyyyA 
 
 The unrigged class represents more than half of the 
 number and tonnage engaged in the freight move- 
 ment, but their value forms a very much smaller pro- 
 portion of the total. The group includes some 
 dredges, pile drivers, and similar craft, the tonnage 
 
6 
 
 TRANSPORTATION BY WATER. 
 
 of which, however, represents only a small proportion 
 of the total tonnage of unrigged vessels. 
 
 UNDOCUMENTED CKAFT. 
 
 In analyzing the census data it is interesting to 
 know the number and tonnage of undocumented craft 
 included. Such information is given in Table 3. 
 
 Table 3. — Number and gross tonnage of active and idle undocu- 
 mented craft included in the census: 1906. 
 
 CLASS. 
 
 Number 
 
 oi 
 vessels. 
 
 Gross 
 tonnage. 
 
 
 19, 497 
 
 6,579,402 
 
 
 
 
 19, 122 
 
 6,531,214 
 
 
 
 
 1,250 
 
 533 
 
 17,339 
 
 375 
 
 46, 705 
 
 Sail 
 
 5,355 
 
 
 6, 479, 154 
 48, 188 
 
 Idle 
 
 
 
 
 
 107 
 33 
 
 235 
 
 7,689 
 
 Sail 
 
 559 
 
 
 39,940 
 
 
 The undocumented craft, consisting principally of 
 yachts, harbor craft, canal boats, and barges operat- 
 ing on the rivers and other inland waters, form a 
 considerable proportion of the number and tonnage 
 of all vessels included in the census. As it is not 
 compulsory for such craft to have documents, it is 
 probable that the only official record concerning them 
 is contained in the Census reports. 
 
 STEAM VESSELS. 
 
 The total for steam vessels includes all craft of 
 every description propelled by steam, gasoline, elec- 
 tricity, or any motive power utilized by machinery; 
 also craft equipped for propulsion by both machinery 
 and sails. This includes vessels carrying freight, pas- 
 sengers, or both; tugs and towing vessels; towboats 
 working with dredges, pile drivers, lighters, etc., and 
 regular seagoing tugs; ferryboats which make regular 
 or irregular trips between two designated points which 
 are so close that the service is classed as " ferriage' ' rather 
 than freight or passenger ; and vessels operated for the 
 pleasure of their owners and not for profit. In addition 
 to these general classes the total includes steam vessels 
 engaged primarily in taking out fishing parties, 
 wreckers, pile drivers, dredges, dredge tenders, mail 
 boats, news boats, pilot boats, floating grain elevators, 
 
 dispatch boats, patrol boats, and other boats engaged 
 in work incident to but not directly allied to the 
 freight and passenger movement. The miscellaneous 
 character of the craft included makes it necessary to 
 classify the total as far as possible by the class of work 
 in which the vessels were engaged during the census 
 year, and this is done in Table 4. 
 
 Table 4. — Steam vessels, by occupation, with per cent each class is 
 of total: 1906. 
 
 OCCUPATION. 
 
 Num- 
 ber ol 
 vessels. 
 
 Per 
 cent. 
 
 Gross 
 tonnage. 
 
 Per 
 cent. 
 
 Value of | /Per 
 vessels. cent. 
 
 Total 
 
 9,927 
 
 100.0 
 
 4,059,521 
 
 100.0 
 
 $386,772,727 
 
 100.0 
 
 Freight and passenger 
 
 Tugs and other towing 
 
 3,615 
 
 3,079 
 536 
 
 2,176 
 521 
 
 36.4 
 
 31.0 
 5.4 
 
 21.9 
 5.2 
 
 3, 411, 588 
 
 261,375 
 
 261,073 
 
 82, 275 
 
 43,210 
 
 84.0 
 
 6.4 
 6.4 
 2.0 
 1.1 
 
 286,218,089 
 
 39,062,249 
 
 29,578,380 
 
 24,281,861 
 
 7,632,148 
 
 740 
 10.1 
 
 
 7.6 
 
 
 6.3 
 
 
 2.0 
 
 
 
 Of the 9,927 steam vessels included in the census 
 of 1906 only a little more than one-third were regular 
 freight and passenger steamers, but their tonnage 
 formed 84 per cent of the gross tonnage and their 
 value almost three-fourths of the total value reported 
 for all steam craft. In' consideration of the large 
 quantities of freight moved by tugs and other towing 
 vessels they should be accepted as a part of the 
 freight equipment. By combining the two groups it 
 is found that they represent more than 90 per cent 
 of the gross tonnage and more than 84 per cent of the 
 value of the entire fleet 'of steam vessels. The tonnage 
 of the ferryboats is about equal to that of the tugs and 
 other towing vessels, but they are a distinct class 
 of craft, for which the statistics are shown separately 
 in Table 14. While a large number of yachts were 
 propelled by the use of machinery, their tonnage and 
 value form but a small proportion of the total. The 
 group of "all other" includes steam dredges, pile 
 drivers, etc. 
 
 The dependence of the unrigged craft upon steam 
 vessels for power and the consequent close relation 
 between the two kinds of craft make it impossible 
 to arrive at a satisfactory separation of the income, 
 employees, and wages for the two classes, and there- 
 fore they are combined in Table 5, which is introduced 
 to show the increase in the steam craft operating on 
 the various waters of the United States. 
 
UNITED STATES. 
 
 Table 5.— STEAM VESSELS, BY DIVISIONS, WITH PER CENT OF INCREASE: 1906 AND 1889. 
 [The statistics of gross income, number of employees, and wages include the totals for unrigged craft.] 
 
 DIVISION. 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value 
 of vessels. 
 
 Gross 
 income. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Total 
 
 1906 
 1880 
 
 9,927 
 
 5,603 
 
 77.2 
 
 4,059,521 
 
 1,710,073 
 
 137.4 
 
 8386,772,727 
 
 131,567,427 
 
 194.0 
 
 $262,167,342 
 
 113,715,700 
 
 130.5 
 
 115,525 
 
 70,347 
 
 64.2 
 
 $61,265,474 
 
 Per cent of increase 
 
 28,521,220 
 114.8 
 
 
 1906 
 1889 
 
 
 Atlantic coast and Gulf of Mexico 
 
 5,413 
 2,536 
 113.4 
 
 1,066 
 
 465 
 
 129.2 
 
 1,676 
 1,467 
 14.2 
 
 1,435 
 972 
 47.6 
 
 337 
 
 163 
 
 106.7 
 
 1,457,894 
 
 741,770 
 
 96.5 
 
 518, 107 
 
 160,293 
 
 223.2 
 
 1,915,786 
 
 595,813 
 
 221.5 
 
 146,227 
 
 192,974 
 
 2 24.2 
 
 21,507 
 
 19,223 
 
 11.9 
 
 193,926,327 
 
 65,518,640 
 
 196.0 
 
 60,440,145 
 
 14,767,355 
 
 309.3 
 
 116,983,812 
 
 40,868,824 
 
 186.2 
 
 13,196,770 
 
 9,622,608 
 
 37.1 
 
 2,225,673 
 
 790,000 
 
 181.7 
 
 139,717,909 
 
 57,034,216 
 
 145.0 
 
 40,220,388 
 
 12,959,914 
 
 210.3 
 
 60,933,528 
 
 27,223,207 
 
 123.8 
 
 17,342,038 
 
 16,331,872 
 
 6.2 
 
 3,953,479 
 166,491 
 ( 8 ) 
 
 58,470 
 
 130,528 
 
 91.5 
 
 15,661 
 6,682 
 134.4 
 
 22,658 
 
 16,968 
 
 33.5 
 
 15-, 016- 
 
 15,951 
 
 25.9 
 
 3,720 
 218. 
 
 31,664.945 
 
 Per cent of increase 
 
 113,284,325 
 138.4 
 
 Pacific coast (including Alaska) 
 
 1906 
 1889 
 
 10,230,828 
 
 Per cent of increase 
 
 3,567,226 
 186.8 
 
 Great Lakes and St. Lawrence river 
 
 1906 
 1889 
 
 12,318,174 
 
 Per cent of increase 
 
 6,294,188 
 95.7 
 
 Mississippi river and its tributaries 
 
 1906 
 1889 
 
 5,692,117 
 
 Per cent of increase 
 
 5,337,185 
 6.7 
 
 AH other inland waters 
 
 1906 
 1889 
 
 1,359,410 
 
 
 38,296 
 ( s ) 
 
 
 
 
 1 The employees and wages for yachts were not reported. 
 
 2 Decrease. 
 
 8 Income, number of employees, and wages were not reported for canal boats at the census of 1889, and therefore the percentage of increase is not given. 
 
 There has been a considerable increase in the number 
 and magnitude of the operations of the steam craft on 
 all waters except the Mississippi river and its tribu- 
 taries, where the tonnage of the vessels and the num- 
 ber of persons employed have actually decreased. 
 There has been an increase in the size of the steam 
 vessels operating on the Great Lakes and the Pacific 
 coast. 
 
 The greatest absolute increase, except in the gross 
 tonnage, is shown for the vessels operating on the At- 
 lantic coast and Gulf of Mexico ; in tonnage the largest 
 increase occurred on the Great Lakes, and is due princi- 
 pally to the large steel vessels recently constructed to 
 carry grain and ore. There was also a large increase in 
 the steam shipping on the Pacific coast, the percentages 
 being larger than those for any of the other divisions. 
 The increase in the income, employees, and wages for 
 
 "all other inland waters" is due principally to the in- 
 clusion of the unrigged craft, for which it is probable 
 a more thorough enumeration was made in 1906. But 
 as no income, employees, or wages were reported for 
 canal boats in 1889, the figures are not comparable 
 and the percentages of increase are omitted. 
 
 The limitation of the census to vessels of 5 tons or 
 over results in the exclusion of a large number of 
 steam, gasoline, and electric launches engaged in the 
 regular freight and passenger traffic on the lakes, bays, 
 and rivers of the country. The number of these small 
 vessels has increased very rapidly during recent years, 
 and their aggregate annual business has now assumed 
 considerable proportions. 
 
 The relative importance of the steam shipping in 
 each of the five divisions at the censuses of 1889 and 
 1906 is shown in Table 6. 
 
 Table 6.— STEAM VESSELS, PER CENT IN EACH DIVISION: 1906 AND 1889. 
 
 Census. 
 
 Total 
 
 Atlantic coast and Gulf of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river 
 Mississippi river and its tributaries. 
 All other inland waters 
 
 1906 
 1889 
 
 1906 
 
 1906 
 
 ISMI 
 
 1906 
 1889 
 
 1906 
 
 Number 
 of vessels. 
 
 100.0 
 100.0 
 
 54.5 
 45.3 
 
 10.7 
 8.3 
 
 16.9 
 26.2 
 
 14.5 
 17.3 
 
 3.4 
 2.9 
 
 Gross 
 tonnage. 
 
 100.0 
 100.0 
 
 35.9 
 43.4 
 
 12.8 
 9.4 
 
 47.2 
 34.8 
 
 3.6 
 11.3 
 
 0.5 
 1.1 
 
 Value of 
 vessels. 
 
 100.0 
 100.0 
 
 50.1 
 49.8 
 
 15.6 
 11.2 
 
 30.2 
 31.1 
 
 3.4 
 
 7.3 
 
 0.6 
 
 0.6 
 
 Gross 
 income. 
 
 100.0 
 100.0 
 
 53.3 
 50.2 
 
 15.3 
 11.4 
 
 23.2 
 23.9 
 
 6.6 
 14.4 
 
 1.5 
 0.1 
 
 Number 
 of em- 
 ployees. 
 
 100.0 
 100.0 
 
 50.6 
 43.4 
 
 13.6 
 9.5 
 
 19.6 
 24.1 
 
 13.0 
 22.7 
 
 3.2 
 0.3 
 
 Wages. 
 
 100.0 
 100.0 
 
 51 7 
 46.6 
 
 16.7 
 12.5 
 
 20.1 
 22.1 
 
 9.3 
 
 18.7 
 
 2.2 
 0.1 
 
 With the exception of tonnage, the relative impor- 
 tance of the steam vessels operating on the Atlantic 
 and Gulf coasts has increased since 1889 until these 
 
 craft now represent more than half of this class of 
 American shipping. There has been also an increase 
 in the relative importance of this class of vessels on 
 
8 
 
 TRANSPORTATION BY WATER. 
 
 the Pacific coast, but the proportions for the Mississippi 
 river and its tributaries have decreased. The steam 
 vessels operating on other inland waters form such a 
 small proportion of the total that changes in their 
 relative importance are of slight significance. The 
 tonnage of the steam vessels on the Great Lakes has 
 increased much more rapidly than the number and is 
 now in excess of that for the Atlantic and Gulf coasts, 
 but the Value and volume of business, as measured by 
 the income, employees, and wages, were much less than 
 on the Atlantic coast. 
 
 UNRIGGED CKAFT. 
 
 This class includes all craft that have no motive 
 power of their own — all, in fact, that can not be 
 classed as either steam or sailj such as barges, flat- 
 boats, lighters, scows, dredges, derricks, hoisting 
 barges, floating elevators, and also canal boats, irre- 
 spective of the waters in which they were operated 
 during 1906. The number and tonnage of the un- 
 rigged craft exceed the totals for steam and sail, and 
 their value is in excess of that reported for the sailing 
 class. Since unrigged vessels are largely dependent 
 upon steam vessels for motive power, and since the 
 same crew frequently operates both the towing vessel 
 and the tow, it is impossible to segregate the income 
 so as to show the amount derived from the operation 
 of the steam vessel as distinct from the barge or scow. 
 For this reason the statistics of income, employees, 
 wages, etc., are included in comparative tables with 
 those for the steam vessels. The unrigged craft are a 
 very important factor in the movement of freight, 
 especially on the inland waters and in and around the 
 principal harbors. The majority of them are built of 
 wood, but the use of iron and steel as material during 
 recent years has added greatly to their value and 
 durability, and accounts in part for the greater increase 
 in value than in number and tonnage. 
 
 Table 1. — Unrigged vessels, by occupation, with per cent each class 
 is of total: 1906. 
 
 OCCUPATION. 
 
 Number 
 of ves- 
 sels. 
 
 Per 
 cent. 
 
 Gross ton- 
 nage. 
 
 Per 
 cent. 
 
 Value of ves- 
 sels. 
 
 Per 
 cent. 
 
 Total 
 
 20,263 
 
 100.0 
 
 7,129,631 
 
 100.0 
 
 564,994,249 
 
 100.0 
 
 Canal boats 
 
 2,237 
 18, 026 
 
 11.0 
 89.0 
 
 303, 581 
 6,826,050 
 
 4.3 
 95.7 
 
 2, 952, 197 
 62,042,052 
 
 4.5 
 95.5 
 
 
 
 Canal boats now form a comparatively small pro- 
 portion of the fleet of unrigged craft, and their relative 
 importance has been decreasing. 
 
 The increase in the variety of work in which unrigged 
 craft can be employed — their use in the shipment of 
 coal and other heavy freight between coast ports, as well 
 as on the lakes, rivers, and canals, and between points 
 within harbors — has caused great activity in their 
 construction. Barges, lighters, and similar craft can 
 be used most economically for this class of work, and, 
 
 as shown in Table 2, their number and tonnage now 
 form a considerable proportion of the total American 
 shipping. They are used most extensively on the 
 Atlantic coast and the Mississippi river and its tribu- 
 taries, the greatest increase in the number and tonnage 
 being reported for these waters. Large increases are 
 also shown for those operating on the Pacific coast and 
 the Great Lakes. The decrease in those' reported for 
 "all other inland waters" is due primarily to the de- 
 crease in the canal boats. 
 
 Table 8. — Unrigged vessels, by divisions, with per cent of increase: 
 1906 and 1889. 
 
 DIVISION. 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 
 vessels. 
 
 Total 
 
 1906 
 1889 
 
 20,263 
 
 16,937 
 
 19.6 
 
 7,129,631 
 
 4,973,356 
 
 43.4 
 
 $64,994,249 
 
 
 22,231,953 
 192.3 
 
 
 1906 
 1889 
 
 
 Atlantic coast and Gulf of Mexico 
 
 8,699 
 3,425 
 154.0 
 
 805 
 
 489 
 
 64.6 
 
 783 
 
 308 
 
 154.2 
 
 8,187 
 6,328 
 29.4 
 
 1,789 
 6,387 
 172.0 
 
 2,260,622 
 
 623, 483 
 
 262.6 
 
 154,297 
 
 63,356 
 
 143.5 
 
 211,506 
 
 139, 400 
 
 51.7 
 
 4,265,740 
 
 3,171,636 
 
 34.5 
 
 237, 466 
 
 975,481 
 
 175.7 
 
 41,658,685 
 
 7, 837, 440 
 
 431.5 
 
 Pacific coast (including Alaska) 
 
 1906 
 1889 
 
 4,649,317 
 
 825,345 
 
 463.3 
 
 Great Lakes and St. Lawrence river. . 
 
 1906 
 1889 
 
 6,686,557 
 
 3,472,500 
 
 92.6 
 
 Mississippi river and its tributaries. . 
 
 1906 
 1889 
 
 9,655,372 
 
 4,784,554 
 
 101.8 
 
 
 1906 
 1889 
 
 2,344,318 
 
 5, 312, 114 
 
 155.9 
 
 
 
 
 
 1 Decrease. 
 
 The larger portion of the freight received at the 
 boroughs of Manhattan and Bronx and at Brooklyn, 
 N. Y., is delivered by water craft, and a considerable 
 proportion comes from surrounding places by means 
 of lighters or barges. Large numbers of these craft 
 were operated in and around New York harbor during 
 1906, and as they are in constant movement from 
 place to place, probably some were missed in the enu- 
 meration. They do virtually an express and drayage 
 business for the harbor, and it was almost as difficult to 
 ascertain the quantity of freight handled on them as 
 it would have been to secure similar data for the 
 wagons and other vehicles moving freight between 
 points on land. lightering freight is a cheaper means 
 of handling cargoes than the transportation on trucks, 
 as large consignments can be handled on a single 
 lighter, thus keeping the shipment together, and the 
 entire amount can be delivered at one time and dis- 
 charged directly into the vessel, thus avoiding extra 
 handling. Steamers will not receive cargo after a fixed 
 time, and it is a great advantage to get the entire ship- 
 ment alongside at once, instead of delivering it on 
 numerous trucks. In some instances, too, large steam- 
 ers do not come to the wharves, but are loaded and 
 unloaded by lighters, which obtain and deliver the 
 freight at points most convenient to the consignors and 
 consignees. These craft are thus indispensable to the 
 
UNITED STATES. 
 
 9 
 
 delivery and shipment of freight in many harbors. 
 Estimates for the freight handled by these harbor craft 
 aggregated 88,026,046 tons 'for the entire country, ex- 
 clusive of the Great Lakes, in 1906. 
 
 The relative importance of the unrigged craft oper- 
 ating in the different divisions is shown in Table 9. 
 
 Table 9. — Unrigged vessels, per cent in each division: 1906 and 1889 . 
 
 DIVISION. 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 
 
 100.0 
 
 Atlantic coast and Gulf oi Mexico 
 
 42.9 
 20.2 
 
 4.0 
 2.9 
 
 3.9 
 
 1.8 
 
 40.4 
 37.4 
 
 8.8 
 37.7 
 
 31.7 
 12.5 
 
 2.2 
 1.3 
 
 3.0 
 
 2.8 
 
 59.8 
 63.8 
 
 3.3 
 
 19.6 
 
 64.1 
 35.8 
 
 7.2 
 
 Great Lakes and St. Lawrence river 
 
 3.7 
 
 10.3 
 15.6 
 
 14.9 
 21.5 
 
 3.6 
 
 
 23.9 
 
 The number, tonnage, and value of the unrigged 
 craft on the Atlantic and Gulf coasts and the Missis- 
 sippi river and its tributaries greatly predominate over 
 those of the other divisions. The greatest increase in 
 relative importance is shown for the Atlantic and Gulf 
 coasts. Although the tonnage on the Mississippi has 
 actually increased more rapidly than the number of 
 craft, larger barges now being used for the trans- 
 portation of coal, the importance of the tonnage as 
 compared with that in the other sections has decreased. 
 There has been also an increase in the number and 
 
 tonnage of these vessels on the Pacific coast and the 
 Great Lakes, but the greater increase for other divi- 
 sions has resulted in but a slight advance in their 
 relative importance. 
 
 SAILING VESSELS. 
 
 This class includes all craft propelled exclusively by 
 the use of sails, irrespective of their employment, and 
 embraces the large vessels engaged in regular traffic, 
 pleasure craft, yachts, pilot boats, etc. 
 
 Table lO.— Sail 
 
 by occupation, with per cent each 
 of total: 1906. 
 
 OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Per 
 cent. 
 
 Gross 
 tonnage. 
 
 Per 
 cent. 
 
 Value of 
 vessels. 
 
 Per 
 
 cent. 
 
 Total 
 
 7,131 
 
 100.0 
 
 1,704,277 
 
 100.0 
 
 $56,206,145 
 
 100.0 
 
 
 
 Freight and passenger 
 
 5,181 
 
 1,594 
 
 356 
 
 72.7 
 
 22.4 
 
 5.0 
 
 1,672,862 
 24, 155 
 7,260 
 
 98.2 
 1.4 
 0.4 
 
 51, 415, 756 
 
 4,169,253 
 
 621, 136 
 
 91.5 
 7.4 
 
 
 1.1 
 
 
 
 The regular freight vessels represent 98.2 per cent of 
 the tonnage of the sailing fleet and 91.5 per cent of its 
 value. The 356 sailing craft included in the total of 
 "all other" were engaged in a great variety of work, 
 such as carrying fishing, gunning, and pleasure par- 
 ties; wrecking; lightering; police duty; and removing 
 garbage. While there were almost 2,000 yachts and 
 miscellaneous sailing craft of 5 tons or over, their 
 aggregate tonnage amounts to less than 2 per cent of 
 the total for sailing vessels and their value less .than 9 
 per cent of the total value. 
 
 Table 11.— SAIL VESSELS, BY DIVISIONS, WITH PER CENT OF INCREASE: ]906 AND 1889. 1 
 
 Total 
 
 Per cent of increase 
 
 Atlantic coast and Gulf of Mexico. . . 
 
 Per cent of increase 
 
 Pacific coast (including Alaska) 
 
 Percent of increase 
 
 Great Lakes and St. Lawrence river. 
 
 Per cent of increase 
 
 All other inland waters 
 
 Per cent of increase 
 
 Census. 
 
 1906 
 
 1906 
 
 1900 
 
 1900 
 
 Number of 
 
 7,131 
 7,945 
 s 10. 3 
 
 5,920 
 6,277 
 2 5. 7 
 
 660 
 
 681 
 
 22.2 
 
 531 
 902 
 
 14 
 
 25 
 
 2 44.0 
 
 Gross ton- 
 nage. 
 
 1,704,277 
 
 1, 075, 700 
 
 1.7 
 
 1,132,905 
 
 1,293,192 
 
 2 12.4 
 
 305,283 
 
 195,508 
 
 56.1 
 
 265,571 
 
 185,081 
 
 43.5 
 
 518 
 1,925 
 2 73.1 
 
 $56,206,145 
 
 53,192,972 
 
 5.7 
 
 37,520,903 
 
 42,685,982 
 
 2 12.1 
 
 11,533,171 
 
 6,231,340 
 
 85.1 
 
 7,135,271 
 
 4,238,850 
 
 68.3 
 
 16,800 
 36,800 
 2 54.3 
 
 Gross in- 
 come. 
 
 $32, 687, 190 
 
 48,278,366 
 
 2 32.3 
 
 20,042,015 
 
 33, 113, 416 
 
 2 39.5 
 
 8,299,751 
 
 6,912,824 
 
 20.1 
 
 4,341,174 
 
 8,240,645 
 
 2 47.3 
 
 4,250 
 11,481 
 263.0 
 
 Number of 
 employees. 
 
 25, 404 
 43, 523 
 '241.6 
 
 18, 654 
 
 333,097 
 
 243.6 
 
 4,481 
 4,633 
 23.3 
 
 2,258 
 5,758 
 260.8 
 
 11 
 35 
 
 Wages. 
 
 $10,371,047 
 
 12,961,592 
 
 2 20.0 
 
 6,687,314 
 
 '8,838,774 
 
 2 24.3 
 
 2,719,571 
 
 2,313,195 
 
 17.6 
 
 962,542 
 
 1,804,003 
 
 2,46.7 
 
 1,620 
 5,620 
 2 71.2 
 
 2 Decrease. 
 
 1 Including schooner barges, etc. 
 
 The total for sailing vessels shows a decrease in every 
 item except tonnage and value, both of which increased 
 slightly. The only exception to this general decrease 
 is reported for the Pacific coast, where there was a 
 considerable increase in the tonnage, value, and busi- 
 
 3 The employees and wages for yachts were not reported. 
 
 ness of the vessels, though the number decreased from 
 681 in 1889 to 666 in 1906. No sail vessels were 
 reported for the Mississippi river or its tributaries, 
 and those reported for the small lakes and other 
 inland waters are comparatively unimportant. 
 
10 
 
 TRANSPORTATION BY WATER. 
 
 Table 12.— SAIL VESSELS, PER CENT IN EACH DIVISION: 1906 AND 1889. 
 
 DIVISION. 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Gross 
 income. 
 
 Number 
 
 of 
 
 employees. 
 
 Wages. 
 
 Total i . .. .- 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 
 
 100.0 
 
 
 83.0 
 79.0 
 
 9.3 
 8.6 
 
 7.4 
 12.1 
 
 0.2 
 0.3 
 
 66.5 
 77.2 
 
 17.9 
 11.7 
 
 15.6 
 11.0 
 
 0) 
 0.1 
 
 66.8 
 80.2 
 
 20.5 
 11.7 
 
 12.7 
 8.0 
 
 0) 
 0.1 
 
 61.3 
 68.6 
 
 25.4 
 14.3 
 
 13.3 
 17.1 
 
 8 
 
 73.4 
 76.0 
 
 17.6 
 10.6 
 
 8.9 
 13.2 
 
 0.1 
 
 64.5 
 
 
 68.2 
 26.2 
 
 
 17.8 
 9.3 
 
 
 13.9 
 
 
 i Less than one-tenth of 1 per cent. 
 
 The proportional number of sail vessels on the Atlan- 
 tic and Gulf coasts has increased since 1889, but the 
 proportion of the tonnage and value, and of the 
 amount of business done by vessels operating on 
 these waters, has decreased. This relative decrease 
 is due in part to the increase on the Pacific coast, as 
 the relative number and importance, with the excep- 
 tion of the tonnage and value, have decreased also on 
 the Great Lakes. 
 
 SCHOONER BARGES. 
 
 The sailing vessels include craft built primarily to be 
 towed,' although equipped with sails which are used 
 only to assist in steering. These craft, known as 
 "schooner barges," are thus described in the report of 
 the Commissioner of Navigation for 1905 : ' 'A seagoing 
 schooner barge is a vessel usually towed from port to 
 port, but rigged with masts and furnished with sails, 
 so that if in emergency she breaks adrift from the tow- 
 ing steamer, she may not be helpless at sea. Nearly 
 all of the schooner barges before 1890 were square- 
 rigged vessels or schooners which had outlived their 
 usefulness as such and were dismantled and converted 
 into barges. Shortly before 1890, and to a consid- 
 erable extent since, such schooner barges have been 
 specially constructed, some of them with steel hulls. 
 The practice of cutting down square-rigged vessels and 
 schooners into barges still continues." The schooner 
 barges might be classed as "unrigged craft," but the 
 Census has followed the practice of the Bureau of 
 Navigation and included them in the group of sail 
 vessels. The statistics for them are shown separately 
 in Table 13, so that they may be combined with other 
 classes if desired. 
 
 Table 13. — Schooner barges: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Number of employees 
 Wages 
 
 Total. 
 
 515 
 
 492,697 
 
 913,263,423 
 
 2,300 
 
 $1,115,136 
 
 Atlantic 
 
 coast and 
 
 Gulf of 
 
 Mexico. 
 
 389 
 
 323,618 
 
 87,497,833 
 
 1,458 
 
 $721,911 
 
 Pacific 
 coast. 
 
 9,077 
 
 $491,706 
 
 74 
 
 $53,024 
 
 Great 
 Lakes and 
 St. Law- 
 rence river. 
 
 117 
 
 160,002 
 
 $5,273,884 
 
 768 
 
 $340,201 
 
 The classification of craft as sail or unrigged depends 
 upon the designation given by the managing owners, 
 and it is probable that some equipped with a limited 
 amount of sail, to be used in case of emergency, were 
 reported as "unrigged." It was impracticable to 
 make the classification of the craft depend upon the 
 character or amount of sail, and the line of demarca- 
 tion, therefore, between the sail and the unrigged is 
 not as clearly defined as may be desirable, but as a 
 rule only those- craft that had no sail or other motive 
 power-were included in the group of "unrigged." 
 
 FERRYBOATS. 
 
 Vessels employed in ferry service form an important 
 part of the water transportation system of the country. 
 This class includes self-propelling vessels having a reg- 
 ular route between two neighboring points, carrying 
 passengers, teams, etc. It also includes a certain, 
 class of railroad car ferries on which trains are trans- 
 ported between two points on the railroad line. It 
 does not include car floats dependent upon towing 
 vessels, nor a certain class of small ferryboats oper- 
 ated by human power that are frequently found on 
 the small rivers and streams of the country. 
 
 For the Great Lakes and all other inland waters at 
 the census of 1889 the gross income, number of em- 
 ployees, and amount of wages paid were not reported 
 separately for ferryboats; therefore it is impossible 
 to make comparisons of such data for those districts. 
 The other items, however, are sufficient to indicate the 
 great increase in the ferry traffic in all the divisions 
 shown in the table with the exception of the Mississippi 
 river, where there was an actual and proportional de- 
 crease in the number of employees and wages paid and 
 a relatively small increase in the remaining items. 
 
 Ferry passengers form more than 90 per cent of all 
 passengers reported for the census year 1906, and they 
 are the principal source of income for ferryboats, but as 
 shown in Table 14 these vessels derive considerable 
 income from the carriage of freight and from other 
 sources. The income of this character is especially 
 large in proportion to the total for the Pacific coast, 
 the Great Lakes, and the Mississippi river, where a 
 
UNITED STATES. 
 
 11 
 
 large number of railroad car ferries are operated and 
 income is derived from other sources than the passenger 
 service. In many cases, particularly on the Missis- 
 
 sippi river and its tributaries, the ferrying of wagons, 
 teams, and cattle is largely in excess of the passenger 
 business. 
 
 Table 14.— FERRYBOATS, BY DIVISIONS, WITH PER CENT OF INCREASE: 1906 AND 1889. 
 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 GKOSS INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number 
 of passen- 
 gers car- 
 ried. 
 
 
 Total. 
 
 Passengers. 
 
 All other 
 sources. 
 
 Per cent of increase 
 
 1906 
 1889 
 
 536 
 
 456 
 
 17.5 
 
 261,073 
 
 146, 104 
 
 78.7 
 
 129,578,380 
 
 10, 442, 750 
 
 183.2 
 
 $17,291,073 
 
 $10, 414, 106 
 
 16,876,967 
 
 4,519 
 
 $3,537,1'80 
 
 330,737,639 
 
 182,033,991 
 
 81.7 
 
 
 1906 
 1889 
 
 
 
 
 
 
 
 Atlantic coast and Gulf of Mexico 
 
 270 
 214 
 26.2 
 
 47 
 
 38 
 
 23.7 
 
 48 
 
 40 
 
 20.0 
 
 166 
 163 
 1.8 
 
 5 
 
 1 
 
 400.0 
 
 162,834 
 
 98, 174 
 
 65.0 
 
 40,171 
 
 24,630 
 
 63.1 
 
 35,581 
 4,702 
 656.7 
 
 22, 180 
 
 18, 593 
 
 19.3 
 
 307 
 
 5 
 
 6,040.0 
 
 19,970,466 
 
 7,907,700 
 
 152.5 
 
 4,315,522 
 
 979,300 
 
 340.7 
 
 3,429,532 
 
 498,000 
 
 588.7 
 
 1, 776, 360 
 
 1,056,250 
 
 68.2 
 
 86, 500 
 
 1,500 
 
 5, 666. 7 
 
 10,571,534 
 
 5,392,969 
 
 96.0 
 
 4,208,430 
 
 - 994, 476 
 
 • 323.2 
 
 922, 838 
 
 7,386,913 
 
 3, 184, 621 
 
 2,388 
 1,710 
 39.6 
 
 759 
 
 478 
 
 58.8 
 
 656 
 0) 
 
 2,098,540 
 
 1,276,847 
 
 64.4 
 
 708,777 
 
 395, 157 
 
 79.4 
 
 308,156' 
 W 
 
 272,596,670 
 158, 644, 012 
 
 
 
 71.8 
 
 
 1906 
 1889 
 
 2, 037, 580 
 
 2,170,850 
 
 39,532,354 
 14,291,859 
 
 
 
 
 
 176.6 
 
 
 1906 
 
 456,856 
 
 465,982 
 
 ' 8, 264, 482 
 623, 474 
 1,225.6 
 
 Per cent of increase 
 
 1889 
 
 
 1906 
 1889 
 
 1, 553, 121 
 
 1,196,817 
 
 29.8 
 
 35, 150 
 
 498,747 
 
 1,054,374 
 
 699 
 
 893 
 
 2 21.7 
 
 17 
 
 413, 553 
 
 456, 676 
 
 "9.5 
 
 8,154 
 
 10,022,612 
 
 8, 474, 646 
 
 18.3 
 
 
 
 
 
 
 1906 
 1889 
 
 34, 010 
 
 1,140 
 
 321,521 
 
 
 
 
 
 
 
 
 
 
 1 Not reported separately for ferryboats in 1889. 
 
 2 Decrease. 
 
 As shown in Table 15, the ferry, traffic is largely con- 
 centrated in the neighborhood of large centers of popu- 
 lation, where different sections of the community are 
 
 separated from each other by rivers or estuaries which 
 are not spanned by bridges or by a sufficient number 
 of bridges to meet the demand for intercommunication. 
 
 Table 15.— FERRYBOATS, BY DISTRICTS, WITH PER CENT IN EACH DISTRICT: 1906. 
 
 Total 
 
 New York 
 
 Percent of total 
 Philadelphia 
 
 Percent of total. 
 New Orleans 
 
 Per cent of total. 
 San Francisco 
 
 Percent of total. 
 Detroit 
 
 Per cent of total. 
 All other districts. . . 
 
 Per cent of total. 
 
 Number 
 of 
 
 100.0 
 
 152 
 28.4 
 
 25 
 4.7 
 
 11 
 2.1 
 
 26 
 4.9 
 
 17 
 3.2 
 305 
 56.9 
 
 Gross 
 tonnage. 
 
 261,073 
 100.0 
 
 129,690 
 
 49.7 
 
 10,306 
 
 3.9 
 
 1,598 
 
 0.6 
 
 35,273 
 
 13.5 
 
 15,649 
 
 6.0 
 
 68,557 
 
 26.3 
 
 Value 
 
 of 
 vessels. 
 
 $29,578,380 
 100.0 
 
 17,098,677 
 
 57.8 
 
 918,867 
 
 3.1 
 
 214,000 
 
 0.7 
 
 3, 415, 498 
 
 11.5 
 
 1,944,882 
 
 6.6 
 
 5,986,456 
 
 20.2 
 
 Gross 
 income. 
 
 $17,291,073 
 100.0 
 
 8,423,119 
 
 48.7 
 
 1,009,295 
 
 5.8 
 
 154,415 
 
 0.9 
 
 3,924,040 
 
 22.7 
 
 351,490 
 
 2 
 
 3,428,714 
 
 19.8 
 
 Number 
 of em- 
 ployees. 
 
 4,519 
 100.0 
 
 1,622 
 35.9 
 
 217 
 4.8 
 6.5 
 1.4 
 636 
 14.1 
 
 1,671 
 37.0 
 
 Wages. 
 
 $3,537,180 
 100.0 
 
 1,578,839 
 
 44 6 
 
 195,560 
 
 5.5 
 
 25,467 
 
 0.7 
 
 598,277 
 
 16.9 
 
 176,169 
 
 5.0 
 
 962,868 
 
 27.2 
 
 Number of 
 
 passengers 
 
 carried. 
 
 330,737,039 
 100.0 
 
 208,684,123 
 
 63.1 
 
 30,616,853 
 
 9. 3 
 
 3,524,470 
 
 1.1 
 
 34,905,908 
 
 10 6 
 
 6,612,216 
 
 2 
 
 46,394,009 
 
 14.0 
 
 The statistics for each of the five cities named in the 
 table include all ferries operated in the neighborhood, 
 with the city as the central point, regardless of the 
 ownership of the lines. For example, under New York 
 are included all ferries running between the different 
 subdivisions of the greater city and between New 
 York and the cities in New Jersey. Some of these fer- 
 ries are owned by the city and others by steam railroad 
 or regular ferry companies. 
 
 In addition to the cities named, Boston, Mass., Nor- 
 folk, Va., Portland, Oreg., and Seattle, Wash., are im- 
 portant points in ferry traffic, but the statistics for 
 them are included in the total for "all other districts." 
 
 Ferry traffic on the Atlantic coast and the Gulf of 
 Mexico exceeds that in all other districts combined, 
 and in like manner the ferry traffic in New York har- 
 bor is much greater than in any other locality in the 
 United States, comprising for several items nearly one- 
 half and for passengers carried and value of vessels 
 considerably more than one-half of the total. San 
 Francisco is next in importance to New York, with 
 Philadelphia, Detroit, and New Orleans following in 
 the order named. 
 
 Municipal ferries. — Keports were received from 29 
 ferryboats owned and operated by city governments, 
 and the statistics for them are included in Table 14 and 
 shown separately in Table 16. 
 
12 
 
 TRANSPORTATION BY WATER. 
 
 Table 16.— MUNICIPAL FERKIES: 1906. 
 
 • 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 GROSS INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 DISTRICT. 
 
 Pas- 
 sengers. 
 
 All other 
 sources. 
 
 passengera 
 carried. 
 
 Total 
 
 29 
 
 20,238 
 
 $2,503,447 
 
 8621,280 
 
 $263,672 
 
 290 
 
 5458,129 
 
 20,945,055 
 
 New York harbor 
 
 16 
 7 
 2 
 3 
 1 
 
 14,829 
 
 4,448 
 
 60 
 
 857 
 
 44 
 
 2,253,000 
 
 209,347 
 
 4,100 
 
 35,000 
 
 2,000 
 
 557,437 
 
 62,373 
 
 970 
 
 220,905 
 
 41,037 
 
 1,230 
 
 188 
 72 
 
 4 
 25 
 
 1 
 
 360, 159 
 
 70,720 
 
 2,150 
 
 24,900 
 
 200 
 
 12,521,847 
 
 
 7,242,808 
 
 Small points on Connecticut river 
 
 19,400 
 
 
 1,156,000 
 
 
 500 
 
 500 
 
 5,000 
 
 
 
 Of the 16 municipal ferries reported for New York 
 harbor, 7 were operated in connection with penal or 
 eleemosynary institutions and 9, were public ferries 
 between different parts of the city on which regular 
 fare was charged. The boats operated by the city of 
 Boston and those on the Connecticut river were also 
 public ferries on which fare was charged; the ferries 
 operated between points in Portland, Oreg., were 
 owned by Multnomah county and operated free of 
 charge; and the ferry at Wabasha, Minn., was op- 
 erated across the Mississippi river and fare was 
 charged. 
 
 YACHTS. 
 
 This class includes all craft operated primarily 
 for the pleasure and convenience of the owners. 
 Although they are not operated for profit and take 
 no part in the freight and passenger movement, 
 they are considered as forming a part of the float- 
 ing equipment of the country that should be in- 
 cluded in the census. The great increase in the 
 number of these craft and the difficulty of ob- 
 taining satisfactory information concerning them 
 required special arrangements to secure the census 
 reports. The names of the documented yachts and 
 the names and addresses of the owners were obtained 
 from the records of the Bureau of Navigation and 
 those of the others from the officials of the various 
 yacht clubs. These lists were used in. mailing 
 schedules and for the guidance of the field agents, but 
 as a considerable proportion of the yachts changed 
 ownership during the year, it was frequently im- 
 possible to locate the vessels or to find any person who 
 could give information concerning their tonnage or 
 value. It is probable, therefore, that the statistics 
 in Table 17 do not represent all the yachts of 5 tons 
 or over that were in existence during 1906. 
 
 While yachts are, as a rule, of small tonnage, the av- 
 erage for the 3,770 included in the census for 1906 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 $7,547; for steam, 
 $11,159; and for sail, $2,616. The steam yachts in- 
 clude 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. 
 
 Table 17. — Yachts — number, gross tonnage, and value, by 
 divisions: 1906. 
 
 DIVISION AND CLASS. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value 
 
 of 
 vessels. 
 
 Total 
 
 3,770 
 
 106,430 
 
 $28,451,114 
 
 
 
 
 2,176 
 1,594 
 
 82,275 
 24,155 
 
 24,281,861 
 
 
 4,169,253 
 
 
 
 
 2,935 
 
 91,507 
 
 25,066,082 
 
 
 
 
 1,577 
 1,358 
 
 170 
 
 70,461 
 21,046 
 
 2,524 
 
 21,290,339 
 
 Sail 
 
 3,775,-43 
 
 
 468,910 
 
 
 
 
 66 
 104 
 
 358 
 
 1,065 
 1,459 
 
 7,668 
 
 294,800 
 
 Sail 
 
 174,110 
 
 
 1,877,850 
 
 
 
 
 236 
 122 
 
 222 
 
 6,210 
 1,458. 
 
 3,255 
 
 1,673,000 
 
 Sail ...» 
 
 204,850 
 
 
 563,400 
 
 
 
 
 222 
 
 3,255 
 
 563,400 
 
 Sail 
 
 
 Canals and other inland waters of New York 
 
 41 
 
 810 
 
 276,450 
 
 
 
 32 
 9 
 
 44 
 
 641 
 169 
 
 666 
 
 262,700 
 13,750 
 
 198, 422 
 
 Sail 
 
 
 
 
 
 43 
 1 
 
 643 
 23 
 
 197,622 
 
 Sail 
 
 800 
 
 
 
 Of the total number of yachts, 3,439, or 91.2 per 
 cent, were owned by individuals; 246, or 6.5 per cent, 
 by firms; 64, or 1.7 per cent, by corporations; and 21, 
 or six-tenths of 1 per cent, by miscellaneous forms 
 of organizations. 
 
 RAILWAY SHIPPING. 
 
 The interests of steam railroads in American ship- 
 ping are represented by car ferry lines, which form, 
 usually, a short connecting link between two points 
 of a railway system; by ferryboats, tugboats, lighters, 
 barges, scows, dredges, and other floating equipment 
 owned and operated directly by the railroad; or by 
 transportation companies having a separate corporate 
 organization, but as a rule subsidiary to the railroad 
 companies which own the whole or a majority of their 
 stock. 
 
 The companies that had a separate organization and 
 kept separate accounts of their operations could make 
 
UNITED STATES. 
 
 13 
 
 complete reports to the Census Office. These com- 
 panies, however, usually operate steamships between 
 distant points, or regular ferryboats for general pas- 
 senger and freight traffic, the statistics for which are 
 included in those for freight and passenger vessels. 
 Reasonably complete information was reported in 
 regard to the harbor craft of railroad companies for 
 all items except the income. This could not be given 
 with any degree of accuracy, because it was derived 
 from the operations of the railroads themselves, and 
 it was impracticable to furnish an estimate of the 
 amounts earned by the water craft. Car ferries 
 form connecting links in railroad lines and transport 
 for short distances whole trains of cars, both 
 freight and passenger; the passengers are undis- 
 turbed in their journey and there is no unloading and 
 reloading of freight. In such cases, while the number, 
 tonnage, and value of these vessels form a part of the 
 water transportation facilities of the country, the pas- 
 sengers and freight carried on them form an element in 
 both railroad and water transportation. It was impos- 
 sible therefore, in many instances, to obtain ha forma- 
 tion of the business done by craft of this kind, but the 
 statistics given in Table 18 will at least indicate the 
 size of the fleet engaged in this service. 
 
 Table IS. — Craft operated in connection with steam railroads: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 
 1,464 
 
 575,596 
 
 $20,960,301 
 
 5,092 
 
 $3,655,977 
 
 37,455,512 
 
 282 
 
 113,386 
 
 $12, 738, 171 
 
 3,596 
 
 $2,665,118 
 
 37,355,512 
 
 Unrigged. 
 
 1, 182 
 
 462,210 
 
 $8,222,130 
 
 1,496 
 
 $990,859 
 
 100,000 
 
 The totals in this table represent the craft engaged 
 in the transportation of freight and passengers, or 
 freight and passenger cars as connecting links in rail- 
 way systems exclusively, freight vessels operated for 
 the purpose of extending freight business from rail- 
 road terminals to adjacent ports without additional 
 charge, vessels used in connection with construction 
 work for railroad companies, and craft owned by the 
 companies and engaged in lightering the freight 
 
 incident to the operations .of the road. The table 
 does not include public ferries operated by railroad 
 companies for foot passengers and teams, or vessels 
 owned by railroad companies but operated as regular 
 freight and passenger lines. 
 
 GOVERNMENT VESSELS. 
 
 As previously explained, this report does not in- 
 clude statistics for vessels owned by the Federal 
 Government; it does, however, include craft owned 
 by state and city governments, the statistics for 
 which are shown separately in Table 19. 
 
 Table 19.- 
 
 owned and operated by state and city govern- 
 ments: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried. 
 
 315 
 62,739 
 $8,040,696 
 i $3,177,554 
 1,884 
 $2,073,028 
 21,344,209 
 
 Steam. 
 
 143 
 36,099 
 $6,803,468 
 $1,136,594 
 1,150 
 $1,308,332 
 21,344,209 
 
 Sail. 
 
 4 
 
 132 
 
 $10,380 
 
 12 
 $5,470 
 
 Unrigged. 
 
 168 
 
 26,508 
 
 $1,226,848 
 
 1 $2,040,960 
 
 722 
 
 $759,226 
 
 1 Includes value of work done by craft of the Department of Docks and Fer- 
 ries, New York city. 
 
 The totals in this table include municipal ferry- 
 boats, fire boats, police patrol boats, oyster patrol 
 boats, scavenger and garbage boats, quarantine 
 boats, ambulance boats, boats for the protection of 
 fish and game, canal inspection and repair boats, 
 dredges and dredge tenders, steam derricks, pilot boats, 
 pile drivers, ice boats, ice breakers, boats used for 
 scientific investigation, and those used in connection 
 with eleemosynary institutions. 
 
 FISHING CEAFT. 
 
 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, and cer- 
 tain statistics for them collected by the Bureau of 
 Fisheries in connection with other information for 
 fisheries are summarized in Table 20. 
 
 Table SO.— VESSELS ENGAGED IN THE COMMERCIAL FISHERIES OF THE UNITED STATES AND THE PERSONS 
 
 EMPLOYED THEREON. 1 
 
 
 United States. 
 
 Atlantic coast 
 
 and Gulf of 
 
 Mexico, 1902 
 
 and 1904. 
 
 Pacific 
 coast, 1904. 
 
 Alaska, 1905. 
 
 Mississippi 
 
 river and its 
 
 tributaries, 
 
 1903. 
 
 Great Lakes, 
 1903. 
 
 All other 
 
 inland 
 
 waters, 
 
 1900 to 1903. 
 
 Fishing vessels: 
 
 4,915 
 
 97,367 
 
 $8,975,626 
 
 $3,534,027 
 
 1,995 
 
 98,765 
 
 $5,077,926 
 
 $354,444 
 
 32, 079 
 6,212 
 
 •*,G31 
 
 86, 076 
 
 $7,813,776 
 
 $3,088,728 
 
 1,671 
 
 29,968 
 
 $1,795,119 
 
 $278,235 
 
 29, 663 
 5,166 
 
 87 
 
 7,637 
 
 $506, 400 
 
 $289,597 
 
 139 
 
 2,745 
 
 $477,600 
 
 $68,055 
 
 1,205 
 401 
 
 3 
 
 148 
 
 $21,000 
 
 $8,000 
 
 167 
 65,552 
 $2,735,807 
 ( ! ) 
 
 
 194 
 
 3,506 
 
 $634, 450 
 
 $147, 402 
 
 12 
 
 340 
 
 $56,000 
 
 $7,854 
 
 1,211 
 
 
 
 
 
 
 
 
 
 
 
 Transporting vessels: 
 
 5 
 
 138 
 
 $11,400 
 
 1 
 
 
 22 
 
 
 $2,000 
 
 
 $300 
 
 Persons employed: 
 
 
 
 583 
 
 19 
 
 38 
 
 5 
 
 
 i Compiled from the reports of the Bureau of Fisheries. 
 
 2 Not reported. 
 
14 
 
 TRANSPORTATION BY WATER. 
 
 As the statistics for the various sections of the coun- 
 try cover different years, the totals for the United 
 States do not represent the vessels employed in the 
 fishing industry at one definitely stated time. The 
 totals for the Atlantic coast and Gulf of Mexico are a 
 combination of the figures published separately by 
 the Bureau of Fisheries for the New England states 
 and the South Atlantic and Gulf states for. the year 
 1902, and for the Middle Atlantic states for 1904. 
 
 The "persons employed" shown in the table are 
 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 can- 
 neries and in various other capacities. 
 
 The 6,910 vessels reported as fishing and transport- 
 ing do not include the small boats and launches em- 
 ployed in the industry; these numbered 82,443 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. 
 
 While the statistics do not represent all craft en- 
 
 gaged in the industry throughout the United States 
 during any given year, they convey an idea of the 
 number, tonnage, and value of the vessels employed 
 in fishing, in transporting the catch, and in other work 
 incident to the industry. 
 
 GEOGEAPHIC DIVISIONS. 
 
 Different conditions control the development of the 
 shipping on the various navigable waters of the United 
 States. The style of craft operating on the Mississippi 
 and its tributaries could not be employed with advan- 
 tage on the coasts; the vessels operating on the Great 
 Lakes are designed especially to obtain the best results 
 from the peculiar service in which they are to be em- 
 ployed on these waters. Land transportation, the 
 location of manufacturing enterprises, the develop- 
 ment of agricultural pursuits, the deterioration of 
 harbor facilities, the decrease in depth of channels, 
 and various other conditions may have greater effect 
 in some districts than in others on the volume of freight 
 moved. Although it is impracticable to localize the - 
 information so as to show exactly . the effect of the 
 various factors controlling the increase or decrease on 
 each of the rivers, lakes, or canals, and in different 
 sections of the coast, wherever possible the statistics 
 have been presented for the five divisions shown in 
 Table 21. 
 
 Table 21.— ALL CLASSES OF VESSELS AND CRAFT, BY DIVISIONS, WITH PER CENT OF INCREASE: 1906 AND 1889. 
 
 [Vessels operating as connecting links in railroad systems did not uniformly report the tonnage of freight carried or income for the year. In addition to the craft 
 reported in this table - there were 1,762 vessels with a gross tonnage of 179,326 reported as idle in 1906, and 1,490 with a gross tonnage of 233,639 reported as idle, 
 untraceable, or lost prior to or during 1889. ] 
 
 DIVISION. 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Gross in- 
 come. 
 
 Number 
 oi em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 Total 
 
 1906 
 1889 
 
 37, 321 
 
 30, 485 
 
 22.4 
 
 12, 893, 429 
 
 8, 359, 135 
 
 54.2 
 
 8507, 973, 121 
 
 206,992,352 
 
 145.4 
 
 $294, 854, 532 
 
 161,994,066 
 
 82.0 
 
 140, 929 
 
 113, 870 
 
 23.8 
 
 871,636,521 
 
 41,482,812 
 
 72.7 
 
 366, 825, 663 
 
 198,992,438 
 
 84.3 
 
 
 
 1906 
 1889 
 
 
 20,032 
 
 12,238 
 
 63.7 
 
 2,537 
 1,635 
 55.2 
 
 2,990 
 
 2,737 
 
 9.2 
 
 9,622 
 7,300 
 31.8 
 
 2,140 
 6,575 
 3 67.5 
 
 4,851,421 
 
 2, 658, 445 
 
 82.5 
 
 977, 687 
 
 419, 157 
 
 133.3 
 
 2,392,863 
 
 920,294 
 
 160.0 
 
 4,411,967 
 
 3, 304, SIO 
 
 31.1 
 
 259, 491 
 
 996, 629 
 
 3 74.0 
 
 273, 105, 915 
 
 116,042,062 
 
 135.4 
 
 76, 622, 633 
 
 21,824,040 
 
 251.1 
 
 130,805,640 
 
 48,580,174 
 
 169.3 
 
 22,852,142 
 
 14, 407, 162 
 
 58.3 
 
 4, 586, 791 
 
 6,138,914 
 
 3 25.3 
 
 159,759,924 
 
 90, 147, 632 
 
 77.2 
 
 48, 520, 139 
 
 19,872,738 
 
 144.2 
 
 65,274,702 
 
 35,463,852 
 
 84. L 
 
 17,342,038 
 
 16,331,872 
 
 6.2 
 
 3,957,729 
 ••177,972 
 
 77, 124 
 
 s 63, 625 
 
 21.2 
 
 20, 142 
 
 11,315 
 
 78.0 
 
 24,916 
 
 22, 726 
 
 9.6 
 
 15,016 
 15,951 
 3 5.9. 
 
 3,731 
 1253 
 
 38,352,259 
 
 * 22, 123, 099 
 
 73.4 
 
 12,950,399 
 
 5,880,421 
 
 120.2 
 
 13,280,716 
 
 8, 098, 191 
 
 64.0 
 
 5, 692, 117 
 
 5,337,185 
 
 6.7 
 
 1,361,030 
 1 43,916 
 
 292, 555, 416 
 
 170,225,458 
 
 71.9 
 
 44,189,971 
 
 15, 672, 093 
 
 182.0 
 
 14,080,146 
 
 2,235,993 
 
 529.7 
 
 14,122,241 
 
 10,858,894 
 
 30.1 
 
 1,877, S89 
 
 
 
 1906 
 1889 
 
 
 
 1906 
 1889 
 
 
 
 1906 
 1889 
 
 
 
 1906 
 1889 
 
 
 
 
 
 
 
 
 
 
 . l Total for 1889 includes 52 craft with a gross tonnage of 2,553, valued at §75,360, for which no report was made for income, employees, wages, passengers and 
 freight carried. 
 
 2 Doe.- not include employees or wages for yachts. 
 
 8 Decrease. 
 
 * Income; employees, and wages were not reported for canal boats at the census of 1889, and therefore the per cent of increase is not given. 
 
 Vessels were classified according to the waters on 
 which they operated principally in 1906, and not 
 according to the port at which they were documented, 
 which was the rule in 1889. The coasts and tributary 
 rivers up to what is generally known as the "head of 
 navigation" are included in the "Atlantic coast and 
 Gulf of Mexico " and the " Pacific coast." The Missis- 
 
 sippi river is an exception, the entire river system 
 being included under "Mississippi river and its tributa- 
 ries." The division " all other inland waters " includes 
 vessels operating on waters not otherwise classified. 
 
 All classes of' craft are covered by this table and the 
 statistics represent the entire floating equipment in- 
 cluded in the census for each of the five divisions. By 
 
UNITED STATES. 
 
 15 
 
 far the largest proportion oi : American shipping oper- 
 ates on the Atlantic coast and the Gulf of Mexico, and 
 the greatest increases in number, tonnage, value, and 
 the other items shown in the table are reported for 
 these waters. The next greatest number and tonnage 
 are shown for the Mississippi river and its tribu- 
 taries. The total for these rivers includes the figures 
 for a large number of coal barges and similar craft, 
 which increase the total number and tonnage out of 
 proportion to the value and amount of business done ; 
 the smaller number and tonnage reported for the Great 
 Lakes and St. Lawrence river represent a much greater 
 value, and their gross earnings for the census of 1906 was 
 almost four times as great as the income of the vessels 
 on the Mississippi. The largest percentage of increase 
 in all items covered by the table, except number of 
 vessels, gross tonnage, and passengers carried, is shown 
 for the shipping on the Pacific coast. 
 
 While the comparison of the data for the two census 
 years indicates an increase in the total for all varieties 
 of shipping on the Mississippi and its tributaries, the 
 increase is not as great as in the other divisions, and 
 
 there has been apparently a decrease in the number of 
 employees. A consideration of the statistics given in 
 Tables 5 to 17 for the different classes of vessels in each 
 division permits a better understanding of the general 
 totals for the divisions. 
 
 Diagram 3. — Gross tonnage of all vessels: 1906. 
 
 MILLIONS OF TONS 
 2 3 
 
 ATLANTIC COAST 'S/rSSS/yySS,rt&l£S8lll8&SlSSSI6lt0%%%% 
 
 AND 
 GULF OF MEXICO 
 
 MISSISSIPPI RIVER 
 
 AND 
 ITS TRIBUTARIES 
 
 GREAT LAKES AND 
 ST. LAWRENCE RIVER 
 
 PACIFIC COAST 
 INCLUDING ALASKA 
 
 CANALS AND INLAND 
 WATERS of NEW YORK 
 
 ALL OTHER 
 INLAND WATERS 
 
 Diagram 4.— VALUE OF ALL VESSELS: 1906. 
 
 MILLIONS OF DOLLARS 
 120 150 180 
 
 ATLANTIC COAST 
 
 AND 
 
 GULF OF MEXICO 
 
 GREAT LAKES AND 
 ST. LAWRENCE RIVER 
 
 PACIFIC COAST 
 INCLUDING ALASKA 
 
 MISSISSIPPI RIVER 
 
 AND 
 ITS TRIBUTARIES 
 
 CANALS AND INLAND 
 WATERS OF NEW YORK 
 
 ALL OTHER 
 INLAND WATERS 
 
 SAIL 
 UNRIGGED 
 
 OWNERSHIP OF VESSELS. 
 
 To show the relative importance of the vessels oper- 
 ating under the different forms of ownership statistics 
 are presented for the following classes: (1) Individual, 
 (2) firm, (3) incorporated company, and (4) "miscel- 
 laneous," which embraces craft owned by pilot and 
 cooperative associations, those operated by local 
 governments, etc. 
 
 At the census of 1889 the statistics of ownership were 
 limited to the number, tonnage, and value of the ves- 
 32576—08 3 
 
 sels operating on the Atlantic coast and Gulf of Mexico 
 and on the Pacific coast. The totals were shown for 
 individual ownership, joint-stock companies, and cor- 
 porations. But as it can not be determined definitely 
 whether vessels owned by firms were included with 
 those owned by joint-stock companies or with those 
 owned by individuals, in comparing the statistics for 
 these two divisions data are given only for corporate 
 companies and for all other forms of ownership com- 
 bined. 
 
16 
 
 TRANSPORTATION BY WATER. 
 
 Table 22.— OWNERSHIP FOR STEAM AND SAIL VESSELS ON THE ATLANTIC COAST AND GULF OF MEXICO AND 
 
 THE PACIFIC COAST: 1906 AND. 1889. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 DIVISION, CLASS, AND OWNERSHIP. 
 
 Number. 
 
 Per cent of 
 total. 
 
 Gross tons. 
 
 Per cent of 
 total. 
 
 Amount. 
 
 Per cent of 
 total. 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 Atlantic coast and Gulf of Mexico: 
 
 11,333 
 
 8,813 
 
 100.0 
 
 100.0 
 
 2,590,799 
 
 2,034,962 
 
 100.0 
 
 100.0 
 
 $231,447,230 
 
 $108,204,622 
 
 100.0 
 
 100.0 
 
 
 
 Incorporated company 
 
 All other forms of ownership. 
 
 2,630 
 8,703 
 
 1,019 
 7,794 
 
 2,536 
 
 23.2 
 76.8 
 
 11.6 
 88.4 
 
 1,644,044 
 946,755 
 
 571, 181 
 1,463,781 
 
 63.5 
 36.5 
 
 28.1 
 71.9 
 
 167,929,716 
 63,517,514 
 
 43,376,790 
 64,827,832 
 
 72.6 
 27.4 
 
 40.1 
 59.9 
 
 
 5,413 
 
 100.0 
 
 100.0 
 
 1,457,894 
 
 741,770 
 
 100.0 
 
 100.0 
 
 193,926,327 
 
 65,518,640 
 
 100.0 
 
 100.0 
 
 
 
 
 2,072 
 3,341 
 
 5,920 
 
 917 
 1,619 
 
 6,277 
 
 38.3 
 61.7 
 
 100.0 
 
 36.2 
 63.8 
 
 100.0 
 
 1,244,283 
 213,611 
 
 1,132,905 
 
 545,683 
 196,087 
 
 1,293,192 
 
 85.3 
 14.7 
 
 100.0 
 
 73.6 
 26.4 
 
 100.0 
 
 155,819,420 
 38,106,907 
 
 37,520,903 
 
 42,892,910 
 22,625,730 
 
 42,685,982 
 
 80.3 
 19.7 
 
 100.0 
 
 65.5 
 
 . All other forms of ownership 
 
 Sail 
 
 34 5 
 100.0 
 
 
 
 
 558 
 5,362 
 
 1,732 
 
 102 
 6,175 
 
 1,146 
 
 9.4 
 90.6 
 
 100.0 
 
 1.6 
 98.4 
 
 100.0 
 
 399,761 
 733, 144 
 
 823,390 
 
 25,498 
 1,267,694 
 
 355,801 
 
 35.3 
 64.7 
 
 100.0 
 
 2.0 
 98.0 
 
 100.0 
 
 12,110,296 
 25,410,607 
 
 71,973,316 
 
 483,880 
 42,202,102 
 
 20,998,695 
 
 32.3 
 67.7 
 
 100.0 
 
 1.1 
 
 All other forms of ownership 
 
 Pacific coast (including Alaska) : 
 
 98.9 
 100.0 
 
 
 
 Incorporated company 
 
 Allotherforms of ownership. 
 
 796 
 936 
 
 281 
 865 
 
 46.0 
 54.0 
 
 24.5 
 75.5 
 
 637,571 
 185,819 
 
 164, 398 
 191,403 
 
 77.4 
 22.6 
 
 46.2 
 53.8 
 
 61,426,691 
 10,546,625 
 
 12,313,110 
 8,685,585 
 
 85.3 
 14.7 
 
 58.6 
 41.4 
 
 
 1,066 
 
 465 
 
 100. | 100. 
 
 518, 107 
 
 160,293 
 
 100.0 
 
 100 
 
 60, 440, 145 
 
 14,767,355 
 
 100.0 
 
 100.0 
 
 
 
 
 609' 
 457 
 
 666 
 
 221 
 244 
 
 681 
 
 57. 1 47. 5 
 
 477,815 
 40,292 
 
 305,283 
 
 127,498 
 32,795 
 
 195, 508 
 
 92.2 
 7.8 
 
 100.0 
 
 79.5 
 20.5 
 
 100.0 
 
 55,560,485 
 4,879,660 
 
 11,533,171 
 
 11,575,605 
 3,191,750 
 
 6,231,340 
 
 91.9 
 8.1 
 
 100.0 
 
 78.4 
 
 All other forms of ownership 
 
 Sail 
 
 42.9 
 100.0 
 
 52.5 
 100.0 
 
 21.6 
 100.0 
 
 
 
 
 187 
 479 
 
 60 
 621 
 
 28.1 
 71.9 
 
 8.8 
 91.2 
 
 159,756 
 145, 527 
 
 36,900 
 158,608 
 
 52.3 
 47.7 
 
 18.9 
 81.1 
 
 5,866,206 
 5,666,965 
 
 737, 505 
 5,493,835 
 
 50.9 
 49.1 
 
 11.8 
 
 All other forms of ownership 
 
 88.2 
 
 The table indicates that at the census of 1906 vessels 
 operated by corporations constituted a much larger 
 proportion of the total number than at the census of 
 1889, and corresponding increases in relative im- 
 portance are shown for their tonnage and value. In 
 1889 corporations controlled 28.1 per cent of the 
 tonnage operating on the Atlantic coast and 46.2 per 
 cent of that operating on the Pacific coast; in 1906 
 these proportions had increased to 63.5 and 77.4 per 
 cent, respectively. Of the number, tonnage, and 
 value of steam vessels, the proportion under corpora- 
 tion control was larger at both censuses than the 
 corresponding proportions for sailing craft, although 
 the table shows that there has been a large increase 
 in the percentage of sail vessels operating under this 
 form of ownership. Small craft are, as a rule, owned 
 by individuals or firms, and large numbers of them 
 operate on the Atlantic coast, where vessels owned by 
 corporations represent a considerably smaller pro- 
 portion of the total than on the Pacific coast. 
 
 Table 2.3. — Number, gross tonnage, and value of vessels, by character 
 of ownership, with per cent in each class: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALOE OF VESSELS. 
 
 OWNEKSDIP. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Total 
 
 37, 321 
 
 100.0 
 
 12, 893, 429 
 
 100.0 
 
 $507,973,121 
 
 100.0 
 
 
 
 
 12, 944 
 
 4,169 
 
 19, 729 
 
 479 
 
 34.7 
 
 11.2 
 
 52.9 
 
 1.3 
 
 1,462,818 
 
 929,311 
 
 10,375,681 
 
 125, 619 
 
 11.3 
 7.2' 
 
 80.5 
 1.0 
 
 65,833,525 
 28,807,734 
 402, 419, 557 
 10,912,305 
 
 13.0 
 
 Firm 
 
 5.7 
 
 Incorporated company 
 
 79.2 
 2.1 
 
 
 
 Individual ownership. — The average tonnage of the 
 12,944 vessels owned by individuals was 113 as com- 
 pared with an average of 223 tons for those owned 
 by firms, and 526 tons for the vessels operated by 
 corporations. Many of the yachts are of greater value 
 per ton than other classes of craft, with the result that 
 this group represents a larger percentage of the total 
 value than of the total tonnage. Comparatively few 
 individual owners, however, operate very large craft, 
 so that while they still control more than a third of 
 the vessels, the tonnage and value of these craft are 
 but slightly more than one-tenth of the totals for 
 all craft. 
 
 Firm. — This class includes all vessels operated by 
 firms and partnerships, whether general or limited, 
 and all those operated by shareholders, though there 
 may be no formal articles of partnership. While the 
 average tonnage of the 4,169 vessels included in the 
 group is considerably larger than the average for 
 "individuals," the total number, tonnage, and value 
 is much less; and with the exception of the miscella- 
 neous group, this form of ownership represents the 
 smallest proportion of the floating equipment. 
 
 Incorporated company. — The principal industries of 
 the country owe their great development very largely 
 to the influence of corporations. The advantages of 
 this form of organization for the conduct of large 
 enterprises were early recognized by the shipping 
 interests and are now well established. The large 
 capital required for the construction and maintenance 
 
UNITED STATES. 
 
 17 
 
 of the lines of freight and passenger steamers operat- 
 ing on the coasts and inland waters was most readily 
 secured through the corporate form of ownership, 
 which enables numerous individuals to contribute, 
 and renders it possible to secure the advantage of the 
 economies made practicable by the concentration of 
 management and the continuity of existence that are 
 incident to the corporation. Of the 37,321 vessels 
 included in the census of 1906, corporations owned 
 more than one-half, representing more than three- 
 fourths both of the tonnage and of the value of the 
 merchant marine; of all steam vessels, they con- 
 
 trolled 42.6 per cent, representing 87.6 per cent of the 
 gross steam tonnage; and of the regular freight and 
 passenger vessels, they controlled 56.8 per cent of the 
 number with 91 per cent of the tonnage. Steam 
 yachts in fact are the only class of steam craft in 
 which corporations do not own the larger portion of 
 the gross tonnage. 
 
 Sailing vessels are more evenly distributed among 
 the different forms of ownership, but corporations own 
 43.6 per cent of the tonnage of the regular freight sail- 
 ing vessels, while of the unrigged tonnage, they control 
 i 85.4 per cent. 
 
 Table 24. 
 
 -NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY OCCUPATION: 
 
 1906. 
 
 
 TOTAL. 
 
 INDIVIDUAL. 
 
 FIRM. 
 
 INCORPORATED 
 COMPANY. 
 
 MISCELLANEOUS. 
 
 CLASS AND OCCUPATION. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 37,321 
 
 12,893,429 
 
 12,944 
 
 1,462,818 
 
 4,169 
 
 929,311 
 
 19, 729 
 
 10, 375, 681 
 
 479 
 
 125,619 
 
 
 
 
 9,927 
 
 4,059,521 
 
 4,359 
 
 316,219 
 
 1,141 
 
 145,326 
 
 4,224 
 
 3, 555, 040 
 
 203 
 
 42,936 
 
 
 
 Freight and passenger 
 
 3,615 
 3,079 
 
 536 
 2,176 
 
 521 
 
 7,131 
 
 3,411,588 
 
 261,375 
 
 261,073 
 
 82, 275 
 
 43, 210 
 
 1,704,277 
 
 1,101 
 902 
 115 
 
 1,978 
 263 
 
 4,772 
 
 189,707 
 37,079 
 
 5,423 
 78,188 
 
 5,822 
 
 483,859 
 
 437 
 488 
 
 39 
 130 
 
 47 
 
 1,403 
 
 113,611 
 
 25,286 
 
 1,752 
 
 2,415 
 
 2,262 
 
 435,756 
 
 2,055 
 
 1,644 
 
 . 352 
 
 55 
 
 118 
 
 857 
 
 3, 104, 291 
 
 192, 313 
 
 233, 630 
 
 1,500 
 
 23,306 
 
 729, 784 
 
 22 
 45 
 30 
 13 
 93 
 
 99 
 
 3,979 
 6,697 
 
 
 20,268 
 
 
 172 
 
 
 11,820 
 
 Sail ' 
 
 54,878 
 
 
 
 
 5,181 
 
 1,594 
 
 356 
 
 20,263 
 
 1,672,862 
 24, 155 
 7,260 
 
 7, 129, 631 
 
 3,028 
 
 1,461 
 
 283 
 
 3,813 
 
 457,877 
 
 22,540 
 
 3,442 
 
 662,740 
 
 1,252 
 116 
 35 
 
 1,625 
 
 433, 412 
 1,310 
 1,034 
 
 348,229 
 
 840 
 9 
 8 
 
 14, 648 
 
 728, 714 
 161 
 909 
 
 6,090,857 
 
 61 
 8 
 30 
 
 177 
 
 52,859 
 
 
 144 
 
 
 1,875 
 
 
 27,805 
 
 
 
 Miscellaneous. — This class includes all craft that 
 could not be assigned to any of the other forms of own- 
 ership. They represent less than 1 per cent of the 
 total tonnage, and are not as a rule connected with 
 the movement of freight and passengers. The majority 
 of them are owned by local governments and coopera- 
 tive associations. 
 
 CONSTRUCTION. 
 
 Iron was first used in marine construction about 
 1800, when a small canal boat was built in England 
 with wooden frames and planked with boiler iron, and 
 this marked the advent of the metal shipbuilding of 
 the present day. In 1821, at Horsley, England, was 
 built the first iron steamboat, a small vessel intended 
 for river service. For nearly a decade iron construc- 
 tion was confined to vessels intended for river and in- 
 land service, but about the year 1838 iron sailing ves- 
 sels of from 200- to 300 tons were being built for ocean 
 voyages. So far as England is concerned this period 
 marks the increase in iron construction and the decrease 
 in that from wood. 1 
 
 The first record of an iron vessel in the United 
 States is in 1825, when a small iron steamboat was 
 launched on the Susquehanna river, in Pennsylvania. 1 
 The exact dates of the launching of other iron vessels 
 are uncertain, but the abundance and cheapness of 
 wood have retarded metal shipbuilding in this country. 
 
 'Tenth Census. Rerort on Shipbuilding Industry. 
 
 Table 25. — Shipbuilding — value of new construction: 1880 to 1905.* 
 
 CENSUS. 
 
 Total. 
 
 Iron and 
 steel. 
 
 Wood. f 
 
 Per cent 
 of in- 
 crease, 
 iron and 
 steel. 
 
 Per cent 
 of in- 
 crease, 
 wood. 
 
 1905 
 
 $53,119,935 
 
 843,395,704 
 81.7 
 
 25,454,943 
 71.2 
 
 11,550,846 
 47.2 
 
 5,096,293 
 26.5 
 
 $9,724,231 
 18.3 
 
 10,295,530 
 28.8 
 
 12,933,149 
 52.8 
 
 14,129,421 
 73.5 
 
 70.5 
 
 = 5.6 
 
 
 
 1900 
 
 35,750,473 
 
 120.4 
 
 ^20.4 
 
 
 
 1890 
 
 24, 483, 995 
 
 126.7 
 
 2 8.5 
 
 
 
 
 ! 
 1880 j 19.225,714 
 
 
 
 
 
 
 
 
 1 Census of Manufactures, 1905, Shipbuilding. 
 
 3 Decrease. 
 
 The statistics in this table were obtained from the 
 Census reports on manufactures, and as the report of 
 1880 was the first at which the construction of iron and 
 steel and of wooden vessels were reported separately, 
 comparative figures begin with that date. The per- 
 centages shown in this table bring out very clearly 
 the advance in iron and steel construction and the 
 decrease in wooden shipbuilding. During the period 
 covered there was a constant increase in construc- 
 tion of the former class from a value of $5,096,293, 
 representing 26.5 per cent of the total value of new 
 construction reported in 1880, to $43,395,704, or 81.7 
 per cent, in 1905. On the other' hand, wooden con- 
 struction, which was valued at $14,129,421, or 73.5 
 
18 
 
 TRANSPORTATION BY WATER. 
 
 per cent of the total in 1880, fell to $9,724,231, or 18.3 
 per cent, in 1905. 
 
 Diagram 5. — Gross tonnage of all vessels, by character of construc- 
 tion: 1906 and 1889. 
 
 ATLANTIC COAST l90s 
 
 AND 
 GULF OF MEXICO (889 
 
 MISSISSIPPI RIVER ,90e 
 
 AND 
 ITS TRIBUTARIES | 8 gg 
 
 MILLIONS OF TONS 
 
 y///s//////y//////////Mmm 
 
 y/yy////yy////jm 
 
 v///////////yy////////Y//y/A 
 
 V/////Y//SS////S//SYA 
 
 GREAT LAKES AND 
 ST.LAWRENCE RIVER 1889 
 
 
 mm 
 
 PACIFIC COAST ,fc 
 
 ■ INCLUDING ALASKA | S 89 Zljjj] 
 
 ALL OTHER 
 INLAND WATERS 
 
 2 
 
 ^g WOOD 
 
 ^K^ IRON AND STEEL 
 
 K%%( COMPOSITE 
 
 The decrease in wood as a material of construction 
 is due largely to the superior advantages possessed by- 
 iron and steel (or at the present time more particularly 
 by steel, since the use of iron for this purpose has prac- 
 tically ceased). Among these may be mentioned 
 lightness and buoyancy of hull and a somewhat 
 greater cargo capacity for vessels of a corresponding 
 tonnage. The life of the metal vessel is very much 
 greater, the rate of insurance considerably less, and as 
 a rule a smaller outlay for repairs is required. 
 
 The census of water transportation contains no 
 information in regard to the initial cost of constructing 
 vessels. While the statistics of valuation may be 
 used as a factor to determine the relative importance 
 of the metal and the wooden vessels, the number and 
 gross tonnage are considered more reliable data in de- 
 termining the increase or decrease. 
 
 Table 26.— NUMBER, GROSS TONNAGE, AND VALUE OP VESSELS IN EACH DIVISION, BY CHARACTER OF CON- 
 STRUCTION, WITH PER CENT OF INCREASE: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IRON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 DIVISION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1906 
 1889 
 
 37,321 
 
 30,485 
 
 22.4 
 
 12,893,429 
 
 8,359,135 
 
 54.2 
 
 8507,973,121 
 
 206,992,352 
 
 145.4 
 
 1,979 
 
 548 
 
 261.1 
 
 3,276,723 
 
 525,218 
 
 523.9 
 
 $306,229,289 
 
 50,918,319 
 
 501.4 
 
 35,247 
 
 29,834 
 
 18.1 
 
 9,581,348 
 
 7,793,259 
 
 22.9 
 
 $199,135,582 
 
 153,552,913 
 
 29.7 
 
 95 
 
 103 
 
 17.8 
 
 35,358 
 40,658 
 113.0 
 
 $2,608,250 
 
 2,521,120 
 
 3.5 
 
 
 
 1906 
 1889 
 
 
 Atlantic coast and Gulf of 
 Mexico. 2 
 
 20,032 
 
 12,238 
 
 63.7 
 
 2,537 
 1,635 
 55.2 
 
 2,990 
 
 2,737 
 
 9.2 
 
 9,622 
 7,300 
 31.8 
 
 2,140 
 6,575 
 167.5 
 
 4,851,421 
 
 2,658,445 
 
 82.5 
 
 977,687 
 
 419, 157 
 
 133.3 
 
 2,392,863 
 
 920,294 
 
 160.0 
 
 4,411,967 
 
 3,364,610 
 
 31.1 
 
 259,491 
 
 996,629 
 
 174.0 
 
 273,105,915 
 
 116,042,062 
 
 135.4 
 
 76,622,633 
 
 21,824,040 
 
 251.1 
 
 130,805,640 
 
 48,580,174 
 
 169.3 
 
 22,852,142 
 
 14, 407, 162 
 
 58.6 
 
 4,586,791 
 
 6,138,914 
 
 125.3 
 
 1,148 
 
 434 
 
 164.5 
 
 130 
 
 23 
 
 465.2 
 
 572 
 
 85 
 
 572.9 
 
 107 
 
 1,247,838 
 
 364,283 
 
 242.5 
 
 354, 134 
 48, 121 
 635.9 
 
 1,634,153 
 111,410 
 1,366.8 
 
 33,893 
 
 155,776,134 
 
 33,622,030 
 
 363.3 
 
 41,375,742 
 
 6,613,065 
 
 525.7 
 
 105,729,416 
 
 10,574,224 
 
 899.9 
 
 2,580,682 
 
 18,827 
 
 11, 714 
 
 60.7 
 
 2,404 
 1,610 
 49.3 
 
 2,391 
 2,641 
 19.5 
 
 9,513 
 7,300 
 30.3 
 
 2,112 
 6,569 
 167.8 
 
 3,591,278 
 
 2,269,558 
 
 58.2 
 
 622,606 
 
 369,738 
 
 68.4 
 
 737,386 
 
 794, 128 
 
 17,1 
 
 4,377,480 
 
 3,364,610 
 
 30.1 
 
 252,598 
 
 995,225 
 
 174.6 
 
 115,877,581 
 
 81,236,912 
 
 42.6 
 
 35,168,891 
 
 15,100,975 
 
 132.9 
 
 24,075,474 
 
 36,777,950 
 
 134.5 
 
 20,213,460 
 
 14, 407, 162 
 
 40.3 
 
 3,800,176 
 
 6,029,914 
 
 137.0 
 
 57 
 
 90 
 
 136.7 
 
 3 
 
 2 
 
 50.0 
 
 27 
 
 11 
 
 145.5 
 
 2 
 
 12,305 
 24, 604 
 150.0 
 
 947 
 1,298 
 127.0 
 
 21,324 
 
 14,756 
 
 44.5 
 
 594 
 
 1,452,200 
 1, 183, 120 
 
 Pacific coast (including 
 Alaska).^ 
 
 1906 
 1889 
 
 78,000 
 
 110,000 
 
 129.1 
 
 1,000,750 
 
 1,228,000 
 
 118.5 
 
 58,000 
 
 Great Lakes and St. Lawrence 
 river. 
 
 1906 
 1889 
 
 Mississippi river and its tribu- 
 taries. 3 
 
 1906 
 1889 
 
 
 
 
 
 
 
 
 All other inland waters * 
 
 1906 
 1889 
 
 22 
 
 6 
 
 266.7 
 
 6,705 
 1,404 
 377.6 
 
 767,315 
 
 109,000 
 
 604.0 
 
 6 
 
 188 
 
 19,300 
 
 Per cent of increase 
 
 
 
 
 
 
 
 
 
 1 Decrease. 
 
 'The character of construction of unrigged craft was not reported in 1889, but for purposes of comparison in this table all were assumed to be of wood. 
 
 3 The character of construction was not reported in 1889, but for purposes of comparison in this table all vessels were assumed to be of wood. 
 
 * The character of construction was not reported for 14 vessels operating on the Red River (of the North) and 6,514 canal boats in 1889, but for purposes of compari- 
 
 T in filial +qT-i1o all *vP tVtaoa nrara a oanmai^ +n Via nf i*r/irt/1 " " 
 
 son in this table all of these were assumed to be of wood. 
 
 There were very few unrigged craft of metal con- 
 struction in 1889, and as the statistics for them were 
 not shown separately at that census they are all 
 included as "wood" in this table; all the vessels op- 
 erating on the Mississippi river and its tributaries in 
 1889 are also considered as being of wood construction. 
 The inclusion of these two groups as wooden craft has 
 tended to increase slightly the totals for such vessels 
 in 1889, but it is believed that the number, tonnage, 
 and value of the rrtetal vessels included were so small 
 that they would have no appreciable effect on the per- 
 centages. 
 
 Although in 1906, as in 1889, much the largest 
 proportion of the tonnage of the merchant marine was 
 still of wood construction, in 1906, the gross tonnage 
 reported for vessels constructed of iron or steel had 
 increased 2,751,505 gross tons, or 523.9 per cent. The 
 
 increase in wood construction was very much less, 
 being actually 1,788,089 gross tons, or 22.9 per cent. 
 Vessels of composite construction decreased by 5,300 
 tons. The most notable increase in iron and steel 
 tonnage occurred on the Great Lakes, where there was 
 a gain of 1,522,743 gross tons, accompanied by an 
 actual decrease of 56,742 gross tons for wooden vessels. 
 The largest increase in the gross tonnage of wooden ves- 
 sels — 1,321,720 tons — is shown for the Atlantic coast. 
 Of the total gross tonnage reported for 1906, 3,276,723 
 tons, or 25.4 per cent, was for vessels of iron or steel 
 construction; 9,581,348 tons, or 74.3 per cent, for 
 wooden vessels; and 35,358 tons, or three-tenths of 1 
 per cent, for vessels of composite construction. 
 
 The number, tonnage, and value of the different 
 classes of vessels, grouped according to the character 
 of construction, are given in Table 27. 
 
UNITED STATES. 
 
 19 
 
 Table 27.— VESSELS OF EACH OCCUPATION IN EACH DIVISION, GROUPED BY CHARACTER OF CONSTRUC- 
 TION: 1906. 
 
 
 TOTAL. 
 
 
 IKOf 
 
 Value of 
 vessels. 
 
 STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 OCCUPATION AND DIVISION. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Value of 
 vessels. 
 
 STEAM. 
 
 Freight and passenger 
 
 3,015 
 
 3,411,588 
 
 $280,218,089 
 
 218 
 
 314, 107 
 
 829, 361, 787 
 
 690 2, 309, 444 
 
 $209,113,544 
 
 2,690 
 
 768,857 
 
 $46, 634, 758 
 
 17 
 
 19,180 
 
 $1,108,000 
 
 Atlantic coast and Gulf of Mexico . . 
 Pacific coast (including Alaska) . . . j 
 Great Lakes and St. Lawrence river. 
 Mississippi river and its tributaries.- 
 Canals and other inland waters of 
 
 1,523 
 
 - 604 
 
 932 
 
 390 
 
 • 79 
 87 
 
 "3,079 
 
 1,045,811 
 
 451,270 
 
 1,842,251 
 
 55,779 
 
 11, 521 
 4,956 
 
 261, 375 
 
 121,136,485 
 
 52, 164, 977 
 
 107,897,440 
 
 3, 737, 450 
 
 898, 500 
 
 383,237 
 
 39,062,249 
 
 156 
 
 37 
 
 24 
 
 1 
 
 194, 638 
 
 92, 378 
 
 27, 041 
 
 50 
 
 17,735,465 
 
 9,756,072 
 
 1, 865, 750 
 
 4,500 
 
 239 654, 431 
 
 49 220,839 
 
 3881,426,876 
 
 9 2,912 
 
 5 4,386 
 
 86,647,264 
 
 28, 796, 941 
 
 92, 862, 714 
 
 317, 000 
 
 489, 625 
 
 1,123 
 517 
 510 
 379 
 
 74 
 87 
 
 2,649 
 
 193,987 
 137, 634 
 372, 453 
 52,692 
 
 7, 135 
 4,956 
 
 176, 513 
 
 16, 563, 756 
 13,561,964 
 12,308,976 
 3,407,950 
 
 408, 875 
 383, 237 
 
 24,383,332 
 
 5 
 1 
 10 
 1 
 
 2,755 
 
 419 
 
 15,881 
 
 125 
 
 190,000 
 
 50,000 
 
 860,000 
 
 8,000 
 
 
 
 
 
 
 
 
 Tugs and other towing vessel.^ 
 
 169 
 
 20, 395 
 
 3, 683, 955 
 
 251 
 
 63, 507 
 
 10, 890, 462 
 
 10 
 
 960 
 
 104,500 
 
 Atlantic coast and Gulf of Mexico. . 
 Pacific coast (including Alaska) 
 
 1,690 
 313 
 382 
 619 
 
 38 
 37 
 
 536 
 
 148, 992 
 24, 151 
 22, 663 
 62,836 
 
 1,868 
 865 
 
 261, 073 
 
 25, 894, 551 
 3, 353, 927 
 2, 630, 097 
 6,822,210 
 
 222, 812 
 138, .652 
 
 29,578,380 
 
 140 
 4 
 6 
 18 
 
 1 
 
 17,685 
 
 804 
 
 394 
 
 1,398 
 
 114 
 
 3, 185, 940 
 205, 727 
 34, 300 
 245, 988 
 
 12,000 
 
 183 
 10 
 33 
 22 
 
 3 
 
 52, 449 
 1,678 
 3,872 
 5,088 
 
 420 
 
 8,869,821 
 417, 467 
 568, 729 
 954, 445 
 
 80,000 
 
 1,363 
 299 
 342 
 
 578 
 
 32 
 35 
 
 379 
 
 78, 582 
 21,669 
 18,242 
 55,881 
 
 1,295 
 844 
 
 109,253 
 
 13, 808, 790 
 2, 730, 733 
 2,017,068 
 5,571,777 
 
 120, 812 
 134, 152 
 
 9, 715, 782 
 
 4 
 
 276 
 
 30,000 
 
 Great Lakes and St. Lawrence river. 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 1 
 
 1 
 
 2 
 2 
 
 1 
 
 155 
 469 
 
 39 
 21 
 
 414 
 
 10,000 
 50,000 
 
 10,000 
 4,500 
 
 
 
 64 
 
 43, 513 
 
 5,978,517 
 
 92 
 
 107, 893 
 
 13,861,081 
 
 23,000 
 
 
 
 
 270 
 47 
 48 
 
 166 
 
 ! 
 
 2,176 
 
 162, 834 
 40, 171 
 35, 581 
 22,180 
 
 97 
 210 
 
 82,275 
 
 19, 970, 466 
 4, 315, 522 
 3, 429, 532 
 1, 776, 360 
 
 6,500 
 80,000 
 
 24,281,861 
 
 61 
 
 42,996 
 
 5,893,517 
 
 66 
 2 
 14 
 10 
 
 71,502 
 2,964 
 
 27, 368 
 6,059 
 
 10,078,250 
 
 450,000 
 
 2,798,087 
 
 534, 744 
 
 143 
 44 
 34 
 
 153 
 
 2 
 3 
 
 2,016 
 
 48, 336 
 
 36, 793 
 
 > 8,213 
 
 15, 604 
 
 97 
 210 
 
 41, 643 
 
 3,998,699 
 
 3, 842, 522 
 
 631,445 
 
 1, 156, 616' 
 
 6, 500 1 
 80,000 
 
 11,036,641 
 
 
 
 
 
 1 
 
 414 
 
 23,000 
 
 
 
 
 
 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 3 
 
 517 
 
 85,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 13 
 
 2,121 
 
 512, 000 
 
 121 
 
 36, 173 
 
 12,012,020 
 
 26 
 
 2,338 
 
 721,200 
 
 
 
 Atlantic coast and Gulf of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river. 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 1,577 
 
 66 
 
 236 
 
 222 
 
 32 
 
 43 
 
 521 
 
 70, 461 
 1,065 
 6,210 
 3,255 
 
 641 
 
 643 
 
 43,210 
 
 21, 290, 339 
 
 294, 800 
 
 1, 673, 000 
 
 563, 400 
 
 262, 700 
 197, 622 
 
 7, 632, 148 
 
 9 
 
 1,754 
 
 383, 000 
 
 98 
 1 
 
 10 
 9 
 
 1 
 2 
 
 35 
 
 34, 615 
 102 
 955 
 318 
 
 146 
 37 
 
 14, 171 
 
 11,424,070 
 
 17,000 
 
 421, 750 
 
 57,500 
 
 75,000 
 16, 700 
 
 3,337,272 
 
 1,449 
 
 65 
 
 220 
 
 211 
 
 31 
 40 
 
 463 
 
 31,944 
 
 963 
 
 4,773 
 
 2,887 
 
 495 
 581 
 
 23, 193 
 
 8, 797, 269 
 277, 800 
 
 1, 125, 050 
 471,900 
 
 187, 700 
 176, 922 
 
 3,256,076 
 
 21 
 
 2,148 
 
 686,000 
 
 2 
 2 
 
 317 
 50 
 
 95,000 
 34,000 
 
 4 
 
 165 
 
 31,200 
 
 
 
 
 
 
 
 
 1 
 2 
 
 25 
 653 
 
 4,000 
 
 
 21 
 
 5,193 
 
 938, 800 
 
 100,000 
 
 
 
 Atlantic coast and Gulf of Mexico . . 
 Pacific coast (including Alaska) 
 
 353 
 36 
 78 
 38 
 
 29,796 
 1,450 
 9,081 
 2,177 
 
 5, 634, 486 
 310,919 
 
 1,353,743 
 297, 350 
 
 19 
 1 
 
 5,066 
 27 
 
 888,800 
 15, 000 
 
 22 
 
 1 
 
 12 
 
 11,310 
 
 203 
 
 2,658 
 
 2, 534, 150 
 
 44, 329 
 
 758, 793 
 
 310 
 34 
 66 
 37 
 
 12, 767 
 1,220 
 6,423 
 2,077 
 
 2,111,536 
 251, 590 
 594,950 
 262,350 
 
 2 
 
 653 
 
 100,000 
 
 
 
 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 1 
 
 100 
 
 35, 000 
 
 
 
 
 
 
 
 
 
 
 
 16 
 5,181 
 
 706 
 1,672,862 
 
 35, 650 
 51, 415, 750 
 
 
 
 
 
 
 
 16 
 5,069 
 
 706 
 1,442,556 
 
 35,650 
 41,347,305 
 
 
 
 
 SAIL. 
 
 Freight and passenger 
 
 34 
 
 40,345 
 
 1, 751, 471 
 
 76 
 
 185,268 
 
 8,080,980 
 
 . 2 
 
 4,693 
 
 236,000 
 
 Atlantic coast and Gulf of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river. 
 
 4,227 
 547 
 403 
 
 1,105,901 
 302, 798 
 263, 837 
 
 33,213,849 
 11,275,586 
 6,924,071 
 
 22 
 
 12 
 
 23, 639 
 16, 706 
 
 785, 471 
 966,000 
 
 35 
 
 8 
 
 33 
 
 58, 831 
 15,142 
 111,295 
 
 2, 803, 315 
 
 676,206 
 
 4,601,459 
 
 4,168 
 527 
 370 
 
 1,018,738 
 270,950 
 152, 542 
 
 29,389,063 
 9, 633, 380 
 2,322,612 
 
 2 
 
 4,693 
 
 236,000 
 
 
 
 
 1 
 
 
 
 
 
 Canals and other inland waters of 
 
 4 
 
 326 
 
 2,250 
 
 
 
 
 
 
 4 
 
 326 
 
 2,250 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1,594 
 
 24, 155 
 
 4,169,253 
 
 3 209 
 
 51,000 
 
 18 
 
 2,137 
 
 715, 300 
 
 1,549 
 
 20, 954 
 
 3,202,453 
 
 24, 855 
 
 200, 500 
 
 
 
 Atlantic coast and Gulf of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river. 
 
 1,358 
 104 
 122 
 
 21, 046 
 1,459 
 1,458 
 
 3, 775, 743 
 174, 110 
 204, 850 
 
 2 134 
 
 21, 000 
 
 17 
 
 2,122 
 
 714, 000 
 
 1,317 
 104 
 118 
 
 17,958 
 1,459 
 1,345 
 
 2,842,543 
 174, 110 
 171,250 
 
 22j 832 
 
 198, 200 
 
 1 
 
 75 
 
 30,000 
 
 1 
 
 15 
 
 i, 300 
 
 2| 23 
 
 2,300 
 
 Canals and other inland waters ol 
 
 9 
 1 
 
 356 
 
 169 
 23 
 
 7,260 
 
 13, 750 
 800 
 
 621, 136 
 
 
 1 
 
 
 
 
 9 
 1 
 
 355 
 
 169 
 23 
 
 7,146 
 
 13, 750 
 800 
 
 616, 136 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 1 
 
 114 
 
 5,000 
 
 
 
 
 
 
 
 
 Atlantic coast and Guli of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river. 
 
 335 
 15 
 6 
 
 5,958 
 
 1,026 
 
 276 
 
 531,311 
 
 83,475 
 
 6,350 
 
 
 
 
 
 
 335 
 14 
 6 
 
 5,958 
 912 
 276 
 
 531,311 
 78, 475 
 6,350 
 
 
 
 
 
 
 
 
 1 
 
 114 
 
 5,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Canals and other inland waters of 
 
 
 
 
 
 
 
 
 ! 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 UNSIGGED. 
 
 2,237 
 
 303,581 
 
 2, 952, 197 
 
 
 
 
 9 
 
 602 
 
 18, 500 
 
 2,227 
 
 302,876 
 
 2,932,897 
 
 1 
 
 103 
 
 800 
 
 Atlantic coast and Gulf of Mexico. . 
 
 663 
 
 103, 877 
 
 1, 112, 475 
 
 
 
 
 
 
 
 663 
 
 103, 877 
 
 1, 112, 475 
 
 i 
 
 
 
 
 
 
 
 
 Great Lakes and St. Lawrence river. 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 6 
 2 
 
 1,364 
 202 
 
 18, 026 
 
 8,036 
 805 
 777 
 
 8,185 
 
 120 
 103 
 
 1,134 
 323 
 
 173,388 
 24,859 
 
 6,826,050 
 
 13,800 
 4,100 
 
 1,583,835 
 
 237, 987 
 
 62, 042, 052 
 
 
 
 
 
 
 
 6 
 2 
 
 1,134 
 323 
 
 173, 285 
 24, 257 
 
 6, 688, 357 
 
 13,800 
 4,100 
 
 1,583,035 
 
 219, 487 
 
 56,010,202 
 
 i 
 
 
 
 
 
 
 
 
 
 
 
 
 1,363 
 193 
 
 17,850 
 
 i 
 1 103 
 
 800 
 
 
 
 
 9 
 156 
 
 602 
 125,967 
 
 18,500 
 5,843,750 
 
 
 
 9 
 
 5,678 
 
 78,850 
 
 11 0,048 
 
 109,250 
 
 Atlantic coast and Gulf of Mexico. . 
 
 Pacific coast (including Alaska) 
 
 Great Lakes and St. Lawrence river . 
 Mississippi river and its tributaries. 
 Canals and other inland waters of 
 
 2, 156, 745 
 154, 297 
 210, 372 
 
 4, 265, 417 
 
 21,142 
 18,077 
 
 40,540,210 
 4, 649, 317 
 6, 672, 757 
 9,651,272 
 
 303,874 
 218,622 
 
 5 
 3 
 
 2,520 
 2,525 
 
 27,350 
 19,000 
 
 74 
 2 
 48 
 31 
 
 1 
 
 74, 146 
 
 766 
 
 33,287 
 
 16,768 
 
 1,000 
 
 3, 784, 721 
 
 12,000 
 
 1,691,534 
 
 280,005 
 
 75, 490 
 
 7,956 
 800 
 719 
 
 8,153 
 
 119 
 103 
 
 2, 079, 131 
 151,006 
 171, 985 
 
 4,248,016 
 
 20, 142 
 18,077 
 
 36, 722, 139 
 4,618,317 
 4,883,973 
 9,338,767 
 
 228,384 
 218,622 
 
 1, 948 
 
 12,000 
 
 10 5,100 
 
 97,250 
 
 1 
 
 633 
 
 32,500 
 
 
 
 
 
 All other inland waters 
 
 
 
 
 
 
 
20 
 
 TRANSPORTATION BY WATER. 
 
 The separation of the statistics for iron and steel 
 vessels results in showing the great importance of 
 steel tonnage as compared with that of iron, wood, 
 or composite materials. Of the gross tonnage of 
 3,411,588 reported for the steam passenger and freight 
 vessels, 2,309,444 tons, or 67.7 per cent, was for ves- 
 sels of steel construction. While the importance of 
 steel tonnage is not so pronounced for some of the 
 other classes of vessels, it represents 24.3 per cent of 
 the total gross tonnage for tugs and 41.3 per cent of 
 that for ferryboats. A large proportion also of the 
 tonnage of yachts on the Atlantic coast is of steel 
 construction. 
 
 Vessels of wooden construction still predominate 
 among the sailing craft and represent 86.2 per cent of 
 the gross tonnage for the freight and passenger ves- 
 sels. The 33 freight and passenger steel sailing vessels 
 of 111,295 gross tons on the Great Lakes are almost 
 all schooner barges, which, as explained on page 14, 
 are included as sail rather than as unrigged craft. 
 
 The great preponderance of wooden tonnage among 
 the unrigged craft is due partly to the class of work 
 in which these craft are employed, and also to the 
 fact that large numbers of them are controlled by 
 small owners who can not command the capital 
 required for the operation of vessels constructed of 
 more expensive material. 
 
 The increase or decrease in the relative importance 
 of metal and wooden tonnage in the different divi- 
 sions is shown in Table 28. 
 
 Table 28. — Per cent of gross tonnage of iron and steel, wood, and 
 composite vessels, by divisions: 1906 and 1889. 
 
 DIVISION. 
 
 Census. 
 
 Total. 
 
 Iron and 
 steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1900 
 1889 
 
 1906 
 1889 
 
 100.0 
 100.0 
 
 25.4 
 6.3 
 
 74.3 
 93.2 
 
 
 
 0.5 
 
 Atlantic coast and Gulf of Mexico 1 . 
 
 Pacific coast (including Alaska) l . . 
 
 Great Lakes and St. Lawrence 
 river. 
 
 Mississippi river and its tributa- 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 100.0 
 100.0 
 
 25.7 
 13.7 
 
 36.2 
 11.6 
 
 68.8 
 12.1 
 
 0.8 
 
 74.0 
 85.4 
 
 63.7 
 88.2 
 
 30.8 
 86.3 
 
 99.2 
 100.0 
 
 97.3 
 99'. 9 
 
 0.3 
 0.9 
 
 0.1 
 0.3 
 
 0.9 
 1.6 
 
 
 2.6 
 0.1 
 
 
 
 
 1 The character of construction of unrigged craft was not reported in 1889, 
 but for purposes of comparison in this table they were all assumed to be of wood. 
 
 2 The character of construction was not reported in 1889, but for purposes 
 of comparison in this table all vessels were assumed to be of wood. 
 
 a Less than one-tenth of 1 per cent. 
 
 * The character of construction was not reported for 14 vessels operating on 
 the Red River (of the North) and 6,514 canal Doats in 1889, but for purposes of 
 comparison in this table all or these were assumed to be of wood. 
 
 NUMBER AND TONNAGE OF VESSELS. 
 
 The individual craft was the unit of the Census 
 enumeration, and the tonnage, which was reported for 
 each craft, is the safest unit of measurement to deter- 
 mine their size and relative importance. "Five tons 
 net register" represented the minimum size of craft 
 included in the census. This term as used for Census 
 
 purposes means a vessel the internal cubical contents 
 of which are 500 cubic feet, excluding machinery and 
 space occupied by the crew, or in the case of a vessel 
 not documented it was construed to mean a vessel car- 
 rying 10 tons of cargo of 2,000 pounds each. Both the 
 gross and net tonnage were reported, and for all docu- 
 mented vessels it was possible to make a correct report 
 of the two kinds of tonnage. For undocumented ves- 
 sels, for which the actual tonnage had not been ascer- 
 tained, an estimate was accepted, and it was impos- 
 sible, in many instances, to obtain a satisfactory report 
 of the net as distinguished from the gross tonnage. 
 
 In steam vessels the space required for boilers, en- 
 gines, and various superstructures reduces the percent- 
 age of net tonnage, though there is considerable vari- 
 ation in the proportion for the different classes of craft. 
 There being less space required for this purpose in sail- 
 ing vessels, the percentage of net tonnage is larger, and 
 it is still larger for the unrigged craft. 
 
 Table 29. — Gross and net tonnage, with per cent net is of gross ton- 
 nage, by class of vessels: 1906. 
 
 
 Gross 
 tonnage. 
 
 NET TONNAGE. 
 
 CLASS AND OCCUPATION. 
 
 Number 
 of tons. 
 
 Per cent 
 of gross 
 tonnage. 
 
 Total 
 
 12,893,429 
 
 11,484,833 
 
 
 
 
 
 4, 059, 521 
 
 2,918,476 
 
 71.9 
 
 
 
 3,411,588 
 
 261,375 
 
 261,073 
 
 82,275 
 
 43,210 
 
 1,704,277 
 
 2,474,183 
 174,373 
 187,238 
 54, 123 
 28,559 
 
 1,539,513 
 
 
 
 
 
 
 Yachts 
 
 65.8 
 66.1 
 
 90.3 
 
 
 Sail 
 
 
 
 1,672,862 
 
 24, 155 
 
 7,260 
 
 7, 129, 631 
 
 1,510,658 
 
 22, 176 
 
 6,679 
 
 7,026,844 
 
 90.3 
 91.8 
 92.0 
 
 98.6 
 
 
 
 Unrigged 
 
 
 Canal boats 
 
 303, 581 
 6,826,050 
 
 292, 386 
 6,734,458 
 
 96.3 
 98.7 
 
 
 
 While this table indicates that the proportion which 
 the net tonnage, as reported to the Census, constitutes 
 of the gross tonnage is fairly consistent for the different 
 classes of vessels, it is believed that the figures for gross 
 tonnage are the more reliable; they are therefore used 
 in all other tables of this report. 
 
 The limitation in size as established by the tonnage 
 can be applied under all conditions, and the rule for 
 the exclusion of the small craft was followed in all sec- 
 tions of the country. At the census of 1889 the rather 
 indefinite term "of over 5 tons burden" was used to 
 designate the minimum limit in the size of the vessels 
 to be included, and while it is believed that this was 
 construed to mean 5 "gross" tons, there is no positive 
 statement that this rule was followed in the canvass for 
 all sections of the country. To avoid- the possibility 
 of any misunderstanding, the term "5 tons net reg- 
 ister" was adopted for the census of 1906. 
 
UNITED STATES. 
 
 21 
 
 Table 30.— NUMBER, GROSS TONNAGE, AND VALUE OF DIFFERENT CLASSES OF VESSELS, BY DIVISIONS: 
 
 1906 AND 1889. 
 
 DIVISION AND CLASS. 
 
 Total 
 
 Steam 
 
 Sail 
 
 Unrigged 
 
 Atlantic coast and Gulf of Mexico . 
 Steam 
 
 Sail. 
 
 Unrigged 
 
 Pacific coast (including Alaska) . 
 Steam 
 
 Sail 
 
 Unrigged 
 
 Great Lakes and St. Lawrence river. 
 
 Steam . 
 
 Sail 
 
 Unrigged 
 
 Mississippi river and its tributaries. 
 
 Steam. 
 
 Unrigged 
 
 All other inland waters. 
 
 Steam 
 
 Sail 
 
 Unrigged 
 
 ens us. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Value of 
 vessels. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 1906 
 1889 
 
 37,321 
 30,485 
 
 12,893,429 
 8, 359, 135 
 
 S507, 973, 121 
 206,992,352 
 
 345 
 
 274 
 
 $39 
 25 
 
 $13, 611 
 6,790 
 
 1906 
 1889 
 
 9,927 
 5,603 
 
 4,059,521 
 1,710,073 
 
 386,772,727 
 131, 567, 427 
 
 409 
 305 
 
 95 
 77 
 
 38,962 
 23,482 
 
 1906 
 1889 
 
 7,131 
 7,945 
 
 1,704,277 
 1,675,706 
 
 56,206,145 
 53,192,972 
 
 239 
 211 
 
 33 
 32 
 
 7,882 
 6,695 
 
 1906 
 1889 
 
 20,263 
 16,937 
 
 7, 129, 631 
 4,973,356 
 
 64,994,249 
 22,231,953 
 
 352 
 294 
 
 9 
 4 
 
 3,208 
 1,313 
 
 1906 
 1889 
 
 20,032 
 12,238 
 
 4,851,421 
 2, 658, 445 
 
 273,105,915 
 116,042,062 
 
 242 
 217 
 
 56 
 44 
 
 13,633 
 9,482 
 
 1906 
 1889 
 
 5,413 
 2,536 
 
 1,457,894 
 741,770 
 
 193, 926, 327 
 65, 518, 640 
 
 269 
 292 
 
 133 
 88 
 
 35,826 
 25,835 
 
 1906 
 1889 
 
 5,920 
 6,277 
 
 1,132,905 
 1,293,192 
 
 37, 520, 903 
 42,685,982 
 
 191 
 206 
 
 33 
 33 
 
 6,338 
 6,800 
 
 1906 
 1889 
 
 8,699 
 3,425 
 
 2,260,622 
 623, 483 
 
 41, 658, 685 
 7,837,440 
 
 260 
 182 
 
 18 
 13 
 
 4,789 
 2,288 
 
 1906 
 1889 
 
 2,537 
 1,635 
 
 977,687 
 419, 157 
 
 76,622,633 
 21,824,040 
 
 385 
 256 
 
 78 
 52 
 
 30,202 
 13,348 
 
 1906 
 1889 
 
 1,066 
 465 
 
 518, 107 
 160,293 
 
 60, 440, 145 
 14,767,355 
 
 486 
 345 
 
 117 
 92 
 
 56,698 
 31,758 
 
 1906 
 1889 
 
 666 
 681 
 
 305,283 
 195, 508 
 
 11, 533, 171 
 6,231,340 
 
 458 
 287 
 
 38 
 32 
 
 17, 317 
 9,150 
 
 1906 
 1889 
 
 805 
 489 
 
 154,297 
 63,356 
 
 4, 649, 317 
 ■ 825, 345 
 
 192 
 130 
 
 30 
 13 
 
 5,776 
 1,688 
 
 1906 
 1889 
 
 2,990 
 2,737 
 
 2,392,863 
 920, 294 
 
 130,805,640 
 48,580,174 
 
 800 
 336 
 
 55 
 53 
 
 43,748 
 17, 749 
 
 1906 
 1889 
 
 1,676 
 1,467 
 
 1, 915, 786 
 595,813 
 
 116,983,812 
 40,868,824 
 
 1,143 
 406 
 
 61 
 69 
 
 69,799 
 27,859 
 
 1906 
 1889 
 
 531 
 962 
 
 265, 571 
 185,081 
 
 7,135,271 
 4,238,850 
 
 500 
 192 
 
 27 
 23 
 
 13,437 
 4,406 
 
 1906 
 1889 
 
 783 
 308 
 
 211,506 
 139, 400 
 
 6, 686, 557 
 3, 472, 500 
 
 270 
 453 
 
 32 
 25 
 
 8,540 
 11,274 
 
 1906 
 1889 
 
 9,622 
 7,300 
 
 4, 411, 967 
 3, 364, 610 
 
 22,852,142 
 14, 407, 162 
 
 459 
 461 
 
 5 
 4 
 
 2,375 
 1,974 
 
 1906 
 1889 
 
 1,435 
 972 
 
 146, 227 
 192, 974 
 
 13, 196, 770 
 9, 622, 608 
 
 102 
 199 
 
 90 
 50 
 
 9,196 
 9,900 
 
 1906 
 1889 
 
 8,187 
 6,328 
 
 4,265,740 
 3, 171, 636 
 
 9, 655, 372 
 4,784,554 
 
 521 
 501 
 
 2 
 2 
 
 1,179 
 756 
 
 1906 
 1889 
 
 2,140 
 6,575 
 
 259, 491 
 996, 629 
 
 4, 586, 791 
 6,138,914 
 
 121 
 152 
 
 18 
 ■<6 
 
 2,143 
 934 
 
 1906 
 1889 
 
 337 
 163 
 
 21,507 
 19,223 
 
 2,225,673 
 790,000 
 
 64 
 118 
 
 103 
 41 
 
 6,604 
 4,847 
 
 1906 
 1889 
 
 14 
 25 
 
 518 
 1,925 
 
 16,800 
 36,800 
 
 37 
 77 
 
 32 
 19 
 
 1,200 
 1,472 
 
 1900 
 1889 
 
 1,789 
 6,387 
 
 237,466 
 975, 481 
 
 2, 344, 318 
 5,312,114 
 
 133 
 153 
 
 10 
 5 
 
 1,310 
 832 
 
 The average gross tonnage per vessel increased 
 from 274 in 1889 to 345 in 1906, but there is a great 
 variety of craft represented by the figures on which 
 these averages are based. While the average tonnage 
 for the different classes shown in the table is of greater 
 significance, each class embraces a large number of 
 small craft that are used neither for freight nor for 
 passenger traffic, and which are not usually consid- 
 ered in connection with the average tonnage or the 
 average value per vessel or per ton of the merchant 
 
 marine. These craft form a much smaller proportion 
 of the vessels operating on the Great Lakes than of 
 those for the other waters. This circumstance and 
 the recent construction of a number of vessels of large 
 tonnage designed especially for a particular class of 
 freight have greatly increased the average size of the 
 vessels in this section, so that it is now considerably 
 larger than the general . average for any of the other 
 divisions. 
 
22 
 
 TRANSPORTATION BY WATER. 
 
 Diagram 6. — Gross tonnage of all 
 
 1889. 
 
 vessels, by divisions: 1906 and 
 
 MILLIONS OF TONS 
 
 ATLANTIC COAST 
 
 AND 
 GULF OF MEXICO 
 
 MISSISSIPPI RIVER 
 
 AND 
 ITS TRIBUTARIES 
 
 Y////A'//////s/s///://////y////s 
 
 1906 
 1689 
 
 v//y//s/////s//s//s///y/////. 
 
 GREAT LAKES AND '906 
 ST. LAWRENCE RIVER 
 
 PACIFIC COAST 
 INCLUDING ALASKA 
 
 ALL OTHER 
 INLAND WATERS 
 
 The large tonnage shown for the average vessel on 
 the Mississippi river is clue to the inclusion of the 
 unrigged craft. The waters in which the unrigged 
 craft are to operate and the class of freight to be car- 
 ried necessarily control their size and to some extent 
 the material to be used in their construction. Of the 
 4,265,740 gross tonnage reported for these craft oper- 
 ating on the Mississippi river and its tributaries, only 
 17,401, or less than 1 per 1 cent, were iron and steel. 
 In many instances the tonnage reported for these craft 
 was not the result of actual measurement, but was an 
 estimate. Considering all craft of this group, the 
 largest average tonnage is shown for the Mississippi 
 river and the largest average value for the Great 
 Lakes. Large numbers of the barges on the Missis- 
 sippi river and its tributaries are used to carry coal 
 down the stream and are constructed so as to have 
 the maximum tonnage, but with no intention of use 
 on rough water, such as must be encountered by craft 
 on the Great Lakes and other waters. 
 
 The aggregate tonnage for all vessels or the average 
 tonnage per vessel conveys only an indefinite idea of 
 the actual number of the large and small vessels. 
 The relative importance of craft of different sizes can 
 be ascertained only by arranging them in groups ac- 
 cording to their gross tonnage; this has been done in 
 Table 31. 
 
 Considering the total for all classes of craft reported 
 at the census of 1906, it appears that the largest num- 
 ber, 10,886, is included in the group of from 5 to 49 
 gross tons. The largest total gross tonnage, 4,132,702, 
 is shown for the group of from 1,000 to 2,499 tons, 
 which includes only 3,350 vessels, the average tonnage 
 being 1,234. The 124 vessels of 5,000 tons or over, 
 representing the largest vessels reported, had a total 
 tonnage of 865,385 and an average tonnage of 6,979. 
 
 While 65 per cent of the steam vessels are compara- 
 tively small craft of less than 100 gross tons, such 
 craft represent only 4.8 per cent of the total steam 
 tonnage; the large steam vessels, those of 1,000 tons 
 or more, on the other hand, form only 10.3 per cent of 
 the number, but represent 75.4 per cent of the total 
 tonnage. There were 120 steam vessels of 5,000 or 
 more tons each, the average tonnage of which was 
 7,042. 
 
 Among the sail vessels, craft of less than 100 
 gross tons constituted 69.3 per cent of the entire num- 
 ber, but represented only 7.1 per cent of the gross ton- 
 nage; while the large sail vessels of 1,000 tons or 
 over, although constituting but 6.3 . per cent of the 
 number, represented 45.9 per cent, or nearly one-half 
 of the tonnage. 
 
 The table is also significant in that it shows the im- 
 portance of the unrigged craft of large tonnage. Of 
 the 20,263 craft of this class, 26.4 per cent were of more 
 than 500 tons, but the tonnage formed 62.3 per cent of 
 the total tonnage for the class. 
 
 With the exception of 49 vessels on the Pacific coast 
 all the vessels of 2,500 tons or over were reported from 
 the Atlantic coast and Gulf of Mexico and from the 
 Great Lakes district. The largest number of such 
 vessels reported was among the steam vessels on the 
 Great Lakes, and the next largest among the sail 
 vessels on the same waters, the large vessels of the latter 
 class being represented principally by the schooner 
 barges. No vessels of this size were reported on the 
 Mississippi river, but there were 4,332 vessels, with a 
 tonnage of from 500 to 2,499, constituting 45 per cent 
 of the total number reported in this district. Of these 
 4,332 vessels, however, only 63 were steam, the remain- 
 der being comprised principally of the numerous coal 
 barges which figure so prominently in the traffic of that 
 division. 
 
 Of the vessels on the Atlantic coast, 9,542, or 47.6 
 per cent, were of less than 100 tons; on the Pacific 
 coast, 1,296 vessels, or 51.1 per cent; on the Great 
 Lakes, 1,263, or 42.2 per cent; on the Mississippi river, 
 2,065, or 21.5 per cent; on the canals and other inland 
 waters of New York state, 298, or 18.1 per cent; and 
 on all other inland waters, 228, or 46.3 per cent. Ex- 
 cluding these small vessels there are altogether on 
 the Atlantic coast 10,490 vessels, averaging 435 
 tons; on the Pacific coast, 1,241 vessels, with an 
 average tonnage of 754; on the Great Lakes, 1,727 
 vessels, with an average tonnage of 1,358; and on 
 the Mississippi river, 7,557 vessels, with an average 
 tonnage of 573. 
 
UNITED STATES. 
 
 Table 31.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS: 1906. 
 
 23 
 
 
 TOTAL. 
 
 5 TO 49 TONS. 
 
 1 
 
 50 TO 99 TONS. 
 
 100 TO 199 TONS. 
 
 200 TO 299 TONS. 
 
 300 TO 399 TONS. 
 
 DIVISION AND CLASS. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 United States 
 
 37,321 
 
 12,893,429 
 
 10,886 
 
 207,660 
 
 3,806 
 
 272, 358 
 
 7,712 
 
 1,094,373 
 
 3,452 
 
 840,078 
 
 1,843 
 
 631,247 
 
 
 Steam 
 
 9,927 
 
 7,131 
 
 20,263 
 
 4,059,521 
 1,704,277 
 7,129,631 
 
 5,068 
 4,255 
 1,563 
 
 92,344 
 72,734 
 42,582 
 
 1,386 
 
 685 
 
 1,735 
 
 101,886 
 47,731 
 122, 741 
 
 1,034 
 
 353 
 
 6,325 
 
 147,917 
 
 51,219 
 
 895,237 
 
 418 
 
 242 
 
 2,792 
 
 102,032 
 
 60, 491 
 
 677,555 
 
 257 
 
 205 
 
 1,381 
 
 89,640 
 71,241 
 470,366 
 
 Sail 
 
 Unrigged 
 
 
 Atlantic coast and Gulf of Mexico 
 
 20 032 
 
 4 R51 in 
 
 7,413 
 
 133,812 
 
 2,129 
 
 151,754 
 
 3,839 
 
 549,840 
 
 2,127 
 
 513,836 
 
 1,429 
 
 486,094 
 
 
 
 Steam 
 
 5,413 
 5,920 
 8,699 
 
 2,537 
 
 1,457,894 
 1,132,905 
 2,260,622 
 
 977,687 
 
 3,019 
 
 3,792 
 
 602 
 
 976 
 
 55,988 
 63, 191 
 14,633 
 
 18,809 
 
 763 
 592 
 774 
 
 320 
 
 55, 734 
 40,928 
 55,092 
 
 22,546 
 
 590 
 
 299 
 
 2,950 
 
 283 
 
 83,092 
 
 42,889 
 
 423,859 
 
 40,050 
 
 225 
 
 169 
 
 1,733 
 
 155 
 
 64,840 
 41,971 
 417,025 
 
 37,591 
 
 107 
 
 137 
 
 1,185 
 
 118 
 
 37,370 
 
 47,615 
 
 401,109 
 
 40,612 
 
 Sail 
 
 Unrigged 
 
 Pacific coast (including Alaska) . . . 
 
 
 Steam 
 
 1,066 
 666 
 805 
 
 2,990 
 
 518, 107 
 305,283 
 154,297 
 
 2, 392, 863 
 
 459 
 257 
 260 
 
 843 
 
 7,400 
 6,151 
 5,258 
 
 18,096 
 
 104 
 52 
 164 
 
 420 
 
 7,862 
 3,751 
 10,933 
 
 28,899 
 
 116 
 18 
 149 
 
 307 
 
 17,459 
 2,662 
 19,929 
 
 44, 130 
 
 62 
 24 
 69 
 
 199 
 
 15, 121 
 6,298 
 16, 172 
 
 49, 117 
 
 60 
 30 
 28 
 
 159 
 
 20,512 
 10,429 
 9,671 
 
 58,549 
 
 Sail 
 
 Unrigged 
 
 Great Lakes and St. Lawrence river. 
 
 
 1,676 
 531 
 783 
 
 9,622 
 
 1,915,786 
 265,571 
 211,506 
 
 4,411,967 
 
 578 
 196 
 69 
 
 1,383 
 
 12,569 
 3,266 
 2,261 
 
 31, 759 
 
 213 
 39 
 168 
 
 682 
 
 15,319 
 2,869 
 10, 711 
 
 48,654 
 
 86 
 
 34 
 
 187 
 
 1,912 
 
 12,787 
 
 5,459 
 
 25,884 
 
 295,536 
 
 49 
 49 
 101 
 
 784 
 
 11,792 
 12,222 
 25,103 
 
 196,099 
 
 49 
 38 
 72 
 
 105 
 
 17,198 
 13, 197 
 28,154 
 
 34,990 
 
 Sail 
 
 
 
 
 1,435 
 8,187 
 
 1,648 
 
 146,227 
 4,265,740 
 
 209,152 
 
 788 
 595 
 
 105 
 
 12, 346 
 19,413 
 
 1,990 
 
 265 
 417 
 
 193 
 
 19,991 
 28,663 
 
 16,244 
 
 183 
 1,729 
 
 1,153 
 
 26, 898 
 268,638 
 
 136, 313 
 
 76 
 708 
 
 174 
 
 18,839 
 177,260 
 
 40,676 
 
 39 
 66 
 
 1 
 
 13,893 
 21,097 
 
 
 Canals and other inland waters of New 
 
 
 
 
 151 
 
 13 
 
 1,484 
 
 492 
 
 14,127 
 
 495 
 
 194,530 
 
 50, 339 
 
 80 
 9 
 16 
 
 166 
 
 1,523 
 103 
 364 
 
 3,194 
 
 17 
 2 
 
 174 
 
 62 
 
 1,145 
 
 183 
 
 14, 916 
 
 4,261 
 
 45 
 
 2 
 
 1,106 
 
 218 
 
 5,924 
 
 209 
 
 130,180 
 
 28,504 
 
 4 
 
 1,006 
 
 1 
 
 
 Sail 
 
 
 
 170 
 13 
 
 39,670 
 2,759 
 
 
 
 
 31 
 
 10, 702 
 
 
 
 186 
 
 1 
 
 305 
 
 7,380 
 
 23 
 
 42,936 
 
 144 
 
 1 
 
 21 
 
 2,518 
 23 
 653 
 
 24 
 
 1,835 
 
 14 
 
 1,757 
 
 2 
 
 434 
 
 1 
 
 367 
 
 Sail 
 
 
 
 38 
 
 2,426 
 
 204 
 
 26, 747 
 
 11 
 
 2,325 
 
 30 
 
 10,335 
 
 
 
 
 400 TO 499 TONS. 
 
 500 TO 999 TONS. 
 
 1,000 TO 2,499 TONS. 
 
 2,500 TO 4,999 TONS. 
 
 5,000 TONS AND OVER. 
 
 DIVISION AND CLASS. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 
 1,562 
 
 677,488 
 
 4,175 
 
 2,654,477 
 
 3,350 
 
 4,132,702 
 
 421 
 
 1,517,661 
 
 124 
 
 865,385 
 
 
 
 215 
 
 224 
 
 1,113 
 
 96, 145 
 100, 797 
 480, 546 
 
 527 
 
 71S 
 
 2,930 
 
 366, 661 
 
 517,208 
 
 1,770,608 
 
 548 
 
 388 
 
 2,414 
 
 924, 492 
 
 581,046 
 
 2.627,164 
 
 354 
 57 
 10 
 
 1,293,364 
 181,465 
 42,832 
 
 120 
 4 
 
 845,040 
 20,345 
 
 Sail 
 
 
 
 
 
 Atlantic coast and Gulf of Mexico 
 
 869 
 
 380,276 
 
 1,441 
 
 997, 370 
 
 585 
 
 852,007 
 
 169 
 
 556, 311 
 
 31 
 
 230, 121 
 
 
 115 
 155 
 599 
 
 98 
 
 51,113 
 
 69, 299 
 
 259,864 
 
 44,079 
 
 249 
 485 
 707 
 
 361 
 
 176,096 
 356,998 
 464,276 
 
 243, 497 
 
 184 
 262 
 139 
 
 177 
 
 289,359 
 380, 716 
 181,932 
 
 271, 166 
 
 131 
 28 
 10 
 
 34 
 
 429, 399 
 84,080 
 42,832 
 
 109, 680 
 
 30 
 
 1 
 
 224,903 
 5,218 
 
 Sail 
 
 
 
 15 
 
 149, 657 
 
 
 
 60 
 30 
 
 22, 324 
 13,804 
 7,951 
 
 66, 770 
 
 106 
 156 
 100 
 
 279 
 
 71,257 
 108,095 
 64, 145 
 
 193, 546 
 
 62 
 98 
 17 
 
 339 
 
 99,677 
 151,251 
 20,238 
 
 596, 479 
 
 33 
 1 
 
 106,838 
 2,842 
 
 15 
 
 149,657 
 
 Sail 
 
 Unrigged 
 
 Great Lakes and St. Lawrence river 
 
 Steam ■. 
 
 Sail 
 
 18 
 148 
 
 
 
 218 
 
 851,670 
 
 78 
 
 485,607 
 
 28 
 39 
 81 
 
 12, 757 
 17, 694 
 36, 319 
 
 181,044 
 
 115' 
 
 77 
 87 
 
 2,087 
 
 82,850 
 52,115 
 58,581 
 
 1,215,430 
 
 293 
 28 
 18 
 
 2,245 
 
 522,907 
 49,079 
 24, 493 
 
 2, 408, 455 
 
 190 
 28 
 
 757, 127 
 94, 543 
 
 75 
 3 
 
 470,480 
 15, 127 
 
 i 
 
 
 
 
 
 
 
 
 
 21 
 
 9,482 
 171.562 
 
 56 
 2,031 
 
 7 
 
 34, 824 
 1,180,606 
 
 4,634 
 
 7 
 2,238 
 
 4 
 
 9,964 
 2,398,501 
 
 4,595 
 
 
 i| 1 
 
 
 403 
 
 
 1 
 
 Canals and other inland waters of New 
 
 11 4,400 
 
 
 1 
 
 
 
 
 
 
 2 
 
 . 1,634 
 
 2 
 
 2,595 
 
 
 
 
 
 
 
 
 
 5 
 
 3,000 
 
 2 
 
 2,000 
 
 
 
 
 
 2 919 
 
 
 
 t 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ^ '' 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 VALUATION OF VESSELS. 
 
 The census of transportation by water in 1880 em- 
 braced only steam vessels; and their valuation was 
 
 secured through the United States local inspectors 
 wherever the services of these officials were available. 
 The estimated valuation was based upon the condition 
 and age of the hull and boilers and the capacity of the 
 
24 
 
 TRANSPORTATION BY WATER. 
 
 engines. Where there was no inspection the valuation 
 was obtained from the owners or experts. The figures, 
 however, are so meager that they have not been used 
 in comparison with those of the later censuses. 
 
 In 1889 and 1906, the two years for which a regular 
 census of transportation by water was taken, the com- 
 mercial valuation of vessels was asked for, but in order 
 to comprehend the comparative value of the data it is 
 necessary to understand the varying conditions under 
 which the figures were secured. 
 
 The report on water transportation for 1889 states 
 that the valuation was high or low according to the 
 basis upon which the information was given. In some 
 instances the value was reported as the vessel's cost; 
 in other cases the basis was what would be realized by 
 sale; and in still others the valuation was given with 
 the belief that the figures might be used as a basis for 
 taxation. The report for 1889 also contains a com- 
 parative table from data collected by the Commissioner 
 of Navigation showing for the years 1886 to 1890, 
 inclusive, the insurance valuation of vessels on the 
 Great Lakes. The information contained in this table 
 was taken from Lloyd's Inland Register. It is doubt- 
 ful if the variations in reporting the valuation of ves- 
 sels in 1889 were wholly eliminated at the census of 
 1906. In fact the commercial valuation of a vessel or 
 a fleet is capable of such an honest difference in the 
 understanding of its meaning as might make com- 
 parative figures of valuation of vessels for the two 
 censuses unreliable. If, for instance, commercial val- 
 uation is based upon the earning capacity of a vessel 
 
 or fleet, the value might be subject to great fluctua- 
 tions from year to year and would largely represent 
 the business success of the enterprise. It seems mani- 
 festly unfair to report the commercial valuation as the 
 cost of the vessels, since this fails to give proper con- 
 sideration to the important elements of age and condi- 
 tion. The amount that would be realized by sale is 
 also an unreliable and unfair basis and resolves itself 
 into the question of supply and demand at the time 
 the inquiry is made. An insurance valuation, the 
 basis of a premium required by the underwriters, 
 might in consequence be excessive. It may safely be 
 assumed that the valuation given by owners, who 
 thought the information might be made the basis of 
 taxation, would be low, but it is not believed there are 
 many who now take such a false and narrow view of 
 the use of Government statistics. 
 
 A correct commercial valuation seems difficult to 
 define positively, so as to eliminate all the objections 
 here referred to, but no fair basis seems possible with- 
 out giving due weight to the age and condition of the 
 vessel as a whole, including boilers and engines, if a 
 steamer, and spars and sails, etc., if a sail vessel, 
 together with proper consideration of the cost and 
 earning capacity. Such a basis was attempted at the 
 census of 1906, but the success of the effort is uncer- 
 tain. It appears impossible also to determine the ex- 
 tent of the variation in reporting the valuation of ves- 
 sels at the two censuses. The tables and analysis 
 which follow in illustration of this subject are sub- 
 mitted, therefore, with this understanding. 
 
 Table 32.— NUMBER, GROSS TONNAGE : 
 
 AND VALUE OF VESSELS,. 
 1889. 
 
 BY CHARACTER OF CONSTRUCTION: 1906 AND 
 
 
 Census. 
 
 TOTAL. 
 
 IRON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 37, 321 
 30,485 
 
 12,893,429 
 8,359,135 
 
 1507,973,121 
 206,992,352 
 
 1 979 
 548 
 
 3,276,723 
 525,218 
 
 8306,229,289 
 50,918,319 
 
 35,247 
 29,834 
 
 9,681,348 
 7,793,259 
 
 $199, 135, 582 
 153,552,913 
 
 95 
 103 
 
 35,358 
 40,658 
 
 $2,608,250 
 2, 521, 120 
 
 
 
 9,927 
 5,603 
 
 4,059,521 
 1,710,073 
 
 386,772,727 
 131,567,427 
 
 1,674 
 534 
 
 2,916,517 
 515,003 
 
 289,689,438 
 50,153,519 
 
 8,197 
 5,033 
 
 1, 119, 459 
 1,173,860 
 
 95,026,589 
 79, 538, 108 
 
 56 
 36 
 
 23,545 
 21,210 
 
 2,056,700 
 1,875,800 
 
 
 Freight and passenger. . . 
 
 Tugs and other towing 
 vessels. 
 
 3,615 
 2,429 
 
 3,079 
 1,950 
 
 ' 536 
 456 
 
 2,176 
 230 
 
 521 
 538 
 
 7,131 
 7,945 
 
 3,411,588 
 1,290,552 
 
 261,375 
 146, 447 
 
 261,073 
 146, 104 
 
 82,275 
 13,586 
 
 43,210 
 113, 384 
 
 1,704,277 
 1,675,706 
 
 286,218,089 
 90,999,834 
 
 39,062,249 
 17,364,413 
 
 29,678,380 
 10,442,750 
 
 24,281,861 
 3,858,810 
 
 7,632,148 
 8,901,620 
 
 56,206,145 
 53, 192, 972 
 
 908 
 296 
 
 420 
 107 
 
 156 
 60 
 
 134 
 25 
 
 56 
 46 
 
 131 
 14 
 
 2,623,661 
 413,411 
 
 83,902 
 9,157 
 
 151,406 
 40,925 
 
 38,294 
 4,864 
 
 . 19,364 
 46,646 
 
 227,959 
 10,215 
 
 238,475,331 
 38,802,099 
 
 14, 574, 417 
 1,761,800. 
 
 19,839,598 
 3,976,500 
 
 12,524,020 
 1, 649, 720 
 
 4,276,072 
 3,963,400 
 
 10, 598, 751 
 764,800 
 
 2,690 
 2,111 
 
 2,649 
 1,837 
 
 379 
 396 
 
 2,016 
 202 
 
 463 
 
 487 
 
 6,973 
 7,864 
 
 768,857 
 856,979 
 
 176,513 
 137,054 
 
 109,253 
 105, 179 
 
 41,643 
 8,369 
 
 23,193 
 66,279 
 
 1, 470, 666 
 1,646,043 
 
 46,634,758 
 50,589,735 
 
 24,383,332 
 16,580,813 
 
 9,715,782 
 6,466,250 
 
 11,036,641 
 2,074,090 
 
 3,256,076 
 4,827,220 
 
 45,165,894 
 51,782,852 
 
 17 
 22 
 
 10 
 6 
 
 1 
 
 19, 180 
 20, 162 
 
 960 
 236 
 
 414 
 
 1,108,000 
 1,608,000 
 
 104,500 
 21,800 
 
 23,000 
 
 
 
 26 
 3 
 
 2 
 5 
 
 27 
 67 
 
 2,338 
 353 
 
 653 
 459 
 
 5,662 
 19, 448 
 
 721,200 
 135,000 
 
 100,000 
 111,000 
 
 441,500 
 645,320 
 
 
 
 
 Freight and passenger. . . 
 
 5,181 
 6,863 
 
 1,594 
 653 
 
 356 
 429 
 
 20,263 
 '16,937 
 
 1,672,862 
 1, 641, 846 
 
 24, 155 
 15,040 
 
 7,260 
 18,820 
 
 7,129,631 
 4,973,356 
 
 51, 415, 756 
 49, 165, 617 
 
 4,169,253 
 2, 750, 755 
 
 621, 136 
 1,276,600 
 
 64,994,249 
 22,231,953 
 
 110 
 8 
 
 21 
 6 
 
 225,613 
 9,734 
 
 2,346 
 481 
 
 9,832,451 
 554, 500 
 
 766, 300 
 210, 300 
 
 5,069 
 6,795 
 
 1,549 
 644 
 
 355 
 425 
 
 20,077 
 U6,937 
 
 1, 442, 556 
 1,612,875 
 
 20,954 
 14,487 
 
 7,146 
 18,681 
 
 6,991,233 
 4,973,356 
 
 41,347,305 
 47,996,047 
 
 3,202,453 
 2,519,955 
 
 616, 136 
 1,266,850 
 
 58,943,099 
 22,231,953 
 
 2 
 60 
 
 24 
 3 
 
 1 
 4 
 
 12 
 
 4,693 
 19,237 
 
 855 
 72 
 
 114 
 139 
 
 6,151 
 
 236,000 
 616,070 
 
 200,500 
 20,500 
 
 5,000 
 9,750 
 
 110,050 
 
 
 
 
 
 
 
 174 
 
 132,247 
 
 5, 941, 100 
 
 
 
 
 
 
 
 
 
 1 Includes a few craft of metal construction which were not segregated in 1889. 
 
UNITED STATES. 
 
 25 
 
 During the period covered by the table the total val- 
 uation of all kinds of vessels increased $300,980,769, 
 or 145.4 per cent. Of the three general classes of ves- 
 sels, the increase in the actual valuation of steamers 
 was the largest, $255,205,300, or 194 per cent, repre- 
 senting 84.8 per cent of the total increase for all kinds 
 of vessels. The value of sailing vessels increased 
 $3,013,173, or 5.7 per cent, and that of unrigged craft 
 $42,762,296, or 192.3 per cent. 
 
 Of steam craft, under which are also included any 
 vessels propelled by gasoline engines, electric power, 
 etc., those classed as freight and passenger were by far 
 the most important, their valuation constituting 74 per 
 cent of the total for all kinds of steam vessels in 1906 
 and 69.2 per cent in 1889, while in the former year 
 it represented 56.3 per cent and in the latter year 
 44 per cent of the total valuation for all vessels — 
 steam, sail, and unrigged. The actual increase in the 
 valuation of the freight and passenger vessels was 
 $195,218,255, and the average value per vessel 
 increased $41,711, or 111.3 per cent. This large in- 
 crease was due entirely to the gain in the number of 
 iron and steel vessels, as there was a decrease in the 
 value of vessels of wood or of composite construction. 
 In addition to the fact that metal construction costs 
 more per ton than wood, there has been since 1889 a 
 great advance among the merchant navies of the 
 world, not only in the size of the vessels, in which 
 American freight and passenger steam vessels showed 
 an average increase of 413 tons, or 77.8 per cent, but 
 
 also in furnishings and speed. This latter element 
 constitutes a very important factor in the cost of 
 the modern steamship, but neither the census of 1889 
 nor that of 1906 made any report in reference to this 
 feature of construction. Lloyd's Register of Ameri- 
 can Shipping, however, contains the name of but 
 one vessel of American ownership built prior to 1889 
 having a sustained speed of over 16 knots — a small 
 17-knot steamer of 1,440 gross tons — whereas since 
 that date, including those built during 1906, there 
 have been added to the American merchant marine 
 38 vessels having a sustained speed of from 161 to 20 
 knots and representing a total of 172,404 gross tons. 1 
 Tugboats increased $21,697,836 in value, or 125 per 
 cent, those of metal construction showing the largest 
 gain. The average size of tugs varied but little at 
 the two censuses. The value of ferryboats increased 
 $19,135,630, or 183.2 per cent, the increase being prin- 
 cipally for those of metal construction. Although the 
 average size of vessels of this class has increased since 
 the census of 1889, it has not been sufficient to account 
 for the gain in valuation, which no doubt represents the 
 replacing of old and worn-out vessels by those of more 
 expensive type, as well as the addition of many new 
 boats of a more modern and costly construction. In 
 fact the conditions governing the demand for better 
 vessels among passenger and freight craft apply equally 
 to ferryboats, which may be said to be their coadjutors. 
 
 1 Lloyd's Register of American Shipping, 1907-8. 
 
 Diagram 7.— VALUE OF ALL VESSELS, BY DIVISIONS: 1906 AND 1889. 
 
 ATLANTIC COAST 
 
 AND 
 GULF OF MEXICO 
 
 MILLIONS OF DOLLARS 
 120 160 18 
 
 Z^Z^Z^^^^^/^^^^^^^^>5^^^'i^^^2^^^Z^^^/ 
 
 GREAT LAKES AND 
 
 ST. LAWRENCE RIVER (889 
 
 PACIFIC COAST l906 
 
 INCLUDING ALASKA (889 
 
 MISSISSIPPI RIVER l906 
 
 AND 
 
 ITS TRIBUTARIES 1889 
 
 ALL OTHER l906 
 
 INLAND WATERS , a B9 
 
 y/////////////////////////. 
 
 y///////////ZM 
 
 Yachts, both steam and sailing, may be treated 
 together, since they are apart from the commercial or 
 the earning tonnage of the country but represent the 
 demands and taste of individual owners. Of these 
 vessels, the valuation of steam yachts showed an 
 increase of $20,423,051, or 529.3 per cent, against an 
 increase of but 81,418,498, or 51.6 per cent, for those 
 relying on sails for propulsion. The great gain in steam 
 
 yachts is further illustrated by a comparison of the 
 gain in tonnage, those using steam showing an increase 
 of 68,689 tons, or 505.6 per cent, compared with a gain 
 of 9,115 tons, or only 60.6 per cent, for those dependent 
 upon sails. Both kinds of yachts show marked in- 
 creases for composite construction, tugboats being the 
 only other class of vessels to show any definite gain in 
 this respect. 
 
26 
 
 TRANSPORTATION BY WATER. 
 
 "All other" craft embraces the great variety of 
 vessels' not covered by the specific classes referred to, 
 such as the numerous boats used for taking out pleas- 
 ure parties, dredges, pile drivers, police boats, pilot 
 boats, vessels used for scientific purposes, etc. The 
 value of steam vessels of this class decreased $1,269,472, 
 or 14.3 per cent, and sailing vessels showed a de- 
 crease of $655,464, or 51.3 per cent. The ..team ves- 
 sels included under this classification decreased in 
 number 17, or 3.2 per cent, and 70,174, or 61.9 per 
 cent, in tonnage; these losses, while seemingly incon- 
 sistent with the gain in other classes of steam vessels, 
 are due probably to the difference in the character of 
 the vessels included under this classification at the 
 two censuses. 
 
 There was an increase of $2,250,139, or 4.6 per cent, 
 in the actual value of freight and passenger sailing 
 vessels, and a gain of 31,016 tons, or 1.9 per cent, in 
 tonnage, but a decrease of 1,682, or 24.5 per cent, in 
 their number. There was a marked falling off, how- 
 ever, in the relative importance of this class of 
 vessels, as in 1906 they represented but 10.1 per cent 
 of the total valuation for all kinds of craft, against 
 
 23.8 per cent in 1889. These figures, when consid- 
 ered in connection with the increase shown for 
 steam craft, indicate the extent to which the latter 
 have superseded the sailing vessel. 
 
 The value of unrigged craft increased $42,762,296, or 
 192.3 per cent, which is entirely out of proportion to 
 the increase in number and tonnage, and indicates a 
 greater, value per vessel. The average value per ves- 
 sel increased $1,895, or 144.3 per cent. The census 
 of 1906 included a large number of undocumented 
 dredges of considerable cost, statistics for which were 
 not secured at the census of 1889, and to this fact is 
 due much of the gain shown in value. There has been 
 also a considerable decrease in the number of canal 
 boats and an increase in the number of large barges, 
 resulting to a great extent from the decreasing use of 
 the old-time sailing ships, many of which have been 
 reduced to mere hulks of large capacity, dependent 
 upon the towboat for propelling power. 
 
 The average value per vessel and per gross ton, 
 shown in Table 33, for the different classes of craft as 
 reported at the last two censuses, are of interest in 
 connection with the figures in Table 32. 
 
 Table 33.— AVERAGE GROSS TONNAGE AND VALUE PER VESSEL AND AVERAGE VALUE PER TON: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IKON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 ' per ton. 
 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 345 
 274 
 
 813,611 
 6,790 
 
 $39 
 25 
 
 1,656 
 958 
 
 $154, 739 
 92,917 
 
 893 
 97 
 
 272 
 261 
 
 $5,650 
 5,147 
 
 $21 
 20 
 
 372 
 395 
 
 $27, 455 
 24, 477 
 
 $74 
 
 
 62 
 
 
 409 
 305 
 
 38,962 
 23, 482 
 
 ■ 95 
 
 77 
 
 1,742 
 964 
 
 173,052 
 93,920 
 
 99 
 97 
 
 137 
 233 
 
 11,593 
 15,803 
 
 85 
 68 
 
 420 
 589 
 
 36, 727 
 52, 106 
 
 87 
 
 
 88 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 944 
 531 
 
 85 
 75 
 
 487 
 320 
 
 38 
 59 
 
 83 
 211 
 
 239 
 211 
 
 79, 175 
 37, 464 
 
 12,687 
 
 8,905 
 
 55, 184 
 22,901 
 
 11,159 
 16,777 
 
 14,649 
 16,546 
 
 7,882 
 6,695 
 
 84 
 71 
 
 149 
 119 
 
 113 
 
 71 
 
 295 
 284 
 
 177 
 79 
 
 33 
 32 
 
 2,889 
 1,397 
 
 200 
 86 
 
 971 
 682 
 
 286 
 195 
 
 346 
 1,014 
 
 1,740 
 730 
 
 262,638 
 131,088 
 
 34,701 
 16, 465 
 
 127, 177 
 66,275 
 
 93,463 
 65,989 
 
 76,358 
 86, 161 
 
 80,906 
 54,629 
 
 91 
 94 
 
 174 
 192 
 
 131 
 97 
 
 327 
 339 
 
 221 
 
 85 
 
 46 
 75 
 
 286 
 406 
 
 67 
 75 
 
 288 
 266 
 
 21 
 41 
 
 50 
 136 
 
 211 
 209 
 
 17,336 
 23, 965 
 
 9,205 
 8,482 
 
 25,635 
 16,329 
 
 5,475 
 10,268 
 
 7,033 
 9,912 
 
 6,477 
 6,585 
 
 61 
 59 
 
 138 
 114 
 
 89 
 61 
 
 265 
 
 248 
 
 140 
 73 
 
 31 
 31 
 
 1,128 
 916 
 
 96 
 39 
 
 414 
 
 65, 176 
 73,091 
 
 10, 450 
 3,633 
 
 23,000 
 
 58 
 80 
 
 109 
 92 
 
 56 
 
 
 90 
 118 
 
 327 
 92 
 
 210 
 290 
 
 27,738 
 45,000 
 
 50,000 
 22,200 
 
 16, 352 
 9,032 
 
 308 
 
 
 382 
 153 
 
 Sail 
 
 242 
 
 
 33 
 
 Freight and passenger 
 
 323 
 239 
 
 15 
 23 
 
 20 
 44 
 
 352 
 294 
 
 9,924 
 7,164 
 
 2,616 
 4,212 
 
 1,745 
 2,976 
 
 3,208 
 1,313 
 
 31 
 30 
 
 173 
 183 
 
 86 
 68 
 
 9 
 
 4 
 
 2,05i 
 1,217 
 
 112 
 80 
 
 89, 386 
 09,313 
 
 36,490 
 35,050 
 
 44 
 57 
 
 327 
 437 
 
 285 
 237 
 
 14 
 22 
 
 20 
 44 
 
 348 
 1294 
 
 8,157 
 7,063 
 
 2,067 
 3,913 
 
 1,736 
 2,981 
 
 2,936 
 1 1,313 
 
 29 
 30 
 
 153 
 174 
 
 86 
 68 
 
 8 
 14 
 
 2,347 
 321 
 
 36 
 24 
 
 114 
 35 
 
 513 
 
 118,000 
 10,251 
 
 8,354 
 0,833 
 
 5,000 
 2,438 
 
 9,171 
 
 50 
 32 
 
 
 285 
 
 44 
 70 
 
 
 
 
 
 
 760 
 
 34, 144 
 
 45 
 
 
 
 
 
 
 
 
 
 
 
 
 i Includes a few craft of metal construction which were not segregated in 1889. 
 
 VALUE OF LAND PROPERTY. 
 
 The $507,973,121 reported as the commercial value of 
 the vessels and craft covered by the census represents 
 only a part of the capital devoted to the water trans- 
 portation interests of the United States. The value of 
 all land, wharves, warehouses and other buildings, 
 
 fixtures, machinery, implements, tools, cash on hand, 
 and all property other than the vessels and their outfits, 
 but incident to their operation, should be theoretically 
 included in the capital for the industry. As a matter 
 of fact, although most of the large shipping com- 
 panies own their wharves, a large proportion of the 
 
UNITED STATES. 
 
 27 
 
 land property is not owned by the transportation com- 
 panies, and these companies could give no information 
 concerning its value. Much of it is owned by local 
 governments, or by dock companies, railroads, indi- 
 viduals, corporations, and others, that do not own or 
 operate craft of any kind. While the capital invested 
 in such property is employed primarily in water trans- 
 portation, it also represents other interests, such as 
 railroad traffic, storage and mercantile transactions, 
 and it would be difficult, and in many cases impracti- 
 cable, to make a segregation which would show the 
 amount that could be considered as devoted to water 
 transportation. To obtain any information on the 
 subject would necessitate a special canvass of interests 
 not represented by the owners of water craft. As this 
 would add greatly to the expense of the census and the 
 results would be of doubtful value, the inquiry con- 
 cerning land property was restricted to that owned by 
 the shipping companies. But many companies are 
 engaged in transportation by both land and water, and 
 others operate vessels in connection with a mining or 
 manufacturing business. In such cases it was imprac- 
 ticable to separate the value of the property devoted 
 to water transportation, and no amounts were reported. 
 
 It is the practice of the shipping companies operat- 
 ing out of New York to lease their dock facilities from 
 the city. The lease may require the lessee to erect, at 
 his own expense, all houses that may be necessary, 
 subject to the approval of the Department of Docks 
 and Ferries, the entire property reverting to the city on 
 the expiration of the lease. As a similar practice pre- 
 vails to some extent in other cities, the Census schedule 
 required the value of leases or annual rentals to be 
 reported separately. The answer to this inquiry 
 included the amount of the annual rent and a propor- 
 tion of the cost of the buildings, etc., if erected at the 
 expense of the lessee. 
 
 Under the foregoing conditions it was impossible 
 to obtain satisfactory data for land property, therefore 
 the statistics are defective, and are not included in the 
 tables. The value of the land property reported in an- 
 swer to this inquiry amounted, however, to $80,912,947. 
 This includes the value of the wharves and docks inci- 
 dent to the operation of the municipal ferries in New 
 York and Boston, but does not include other wharves 
 and docks owned by these or other cities. The 
 leases and annual rentals were valued at $7,642,259. 
 
 CHABACTEE OF PEOPULSION AND HOESEPOWEE. 
 
 The period between the census of transportation by 
 water for 1889 and that for 1906 witnessed a great 
 advance in the marine engine. Probably the most 
 notable achievement is the success of the turbine 
 engine and its adaptation to vessels of the largest type. 
 The gasoline engine has also developed during the 
 period, not only because of the small space required for 
 the equipment and on account of its cleanliness, but 
 by reason of the low cost of installation, cheapness of 
 gasoline, and small expense for employees to operate 
 it. The use of oil as a fuel appears to be growing in 
 favor, partly because of the decrease in the number of 
 stokers, coal trimmers, etc., which the use of this fuel 
 makes possible. The internal combustion engine is 
 rapidly developing, and if the gas engine meets the 
 expectations of its many advocates it will revolutionize 
 power in the maritime world. 
 
 Although electricity was reported as a means of pro- 
 pulsion on but few small yachts, it has an extensive 
 and growing use on shipboard as a subsidiary power. 
 Some idea of the extent to which electricity is employed 
 in the latter capacity can be obtained from the equip- 
 ment of the new Cunard liner Mauretania, on which 
 the generating plant is said to consist of four sets 
 of turbo-generators, each capable of supplying 4,000 
 amperes at 110 volts when run at a speed of 1,200 revo- 
 lutions per minute. The steampower required for this 
 would drive a 10,000-ton cargo steamer at a speed of 10 
 knots. 1 
 
 As the census of transportation by water for 1906 
 was the first at which the character and amount of 
 horsepower was secured, it is impossible to present 
 comparative figures which will show the actual growth 
 of horsepower in the merchant marine. The gain, 
 however, in steam tonnage from 1,710,073 tons in 1.889 
 to 4,059,521 tons in 1906, an increase of 137.4 per cent, 
 is significant of what might be expected in the growth 
 of horsepower. The average horsepower per ton in 
 1906 was eighty-five one-hundredths of a horsepower. 
 Assuming that this average per ton was the same in 
 1889, that census would have shown a total of 1,453,562 
 horsepower, which compared with the total for 1906 
 would give an increase of 1,998,183 horsepower. 
 
 'American Marine Engineer, January, 1908. 
 
28 
 
 TRANSPORTATION BY WATER.. 
 
 Table 34.— CHARACTER OP POWER AND PROPULSION, BY DIVISIONS: 1906. 
 
 
 Number 
 of ves- 
 sels. 
 
 Total horse- 
 power. 
 
 SCKEW. 
 
 DIVISION. 
 
 Steam. 
 
 Gasoline. 
 
 All other. 
 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Horsepower. 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Total 
 
 9,927 
 
 3, 451, 745 
 
 5,160 
 
 3,424,972 
 
 2, 717, 649 
 
 2,785- 
 
 46, 159 
 
 67, 152 
 
 7 
 
 92 
 
 88 
 
 
 Atlantic coast and Gulf of Mexico. . . 
 Pacific coast (including Alaska). . . 
 
 5,413 
 1,066 
 1,676 
 1,435 
 
 151 
 186 
 
 1,758,378' 
 445,717 
 982, 555 
 236,969 
 
 17, 767 
 10, 359 
 
 2,907 
 507 
 
 1,396 
 130 
 
 107 
 113 
 
 1,135,578 
 
 408, 849 
 
 1,862,244 
 
 6,652 
 
 8,109 
 3,540 
 
 1,413,088 
 
 357, 503 
 
 912,947 
 
 18,326 
 
 10, 324 
 5,461 
 
 1,946 
 330 
 210 
 226 
 
 30 
 34 
 
 33,655 
 6,251 
 3,122 
 2,182 
 
 521 
 428 
 
 45, 369 
 
 10, 372 
 
 5,687 
 
 4,098 
 
 812 
 814 
 
 5 
 
 72 
 
 14 
 
 Great Lakes and St. Lawrence river. 
 Mississippi river and its tributaries. 
 
 1 
 
 5 
 
 8 
 
 Canals and other inland waters of 
 New York state 
 
 1 
 
 15 
 
 16 
 
 All other inland waters 
 
 
 1 
 
 
 STERN WHEEL. 
 
 SIDE WHEEL. 
 
 ALL OTHER. 
 
 DIVISION 
 
 Steam. 
 
 Gasoline. 
 
 Steam. 
 
 Gasoline. 
 
 Steam. 
 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Total 
 
 1,055 
 
 193,208 
 
 247, 020 
 
 351 
 
 4,592 5,747 
 
 543 
 
 389,327 
 
 413, 152 
 
 19 
 
 247 
 
 305 
 
 7 
 
 924 
 
 632 
 
 
 Atlantic coast and Gulf of Mexico . . 
 Pacific coast (including Alaska) 
 
 157 
 
 184 
 
 6 
 
 678 
 
 5 
 25 
 
 17, 226 
 
 67,364 
 
 • 859 
 
 104, 476 
 
 562 
 2,721 
 
 19, 557 
 
 54,271 
 
 880 
 
 169, 210 
 
 265 
 2,837 
 
 26 
 
 7 
 
 2 
 
 312 
 
 395 
 
 175 
 
 24 
 
 3,929 
 
 533 
 
 • 208 
 
 13 
 
 4,911 
 
 368 
 34 
 51 
 72 
 
 8 
 10 
 
 270, 831 
 35,394 
 49, 339 
 28,221 
 
 4,920 
 622 
 
 279, 675 
 23,246 
 62,985 
 39,731 
 
 6,350 
 1,165 
 
 2 
 4 
 
 22 
 74 
 
 30 
 117 
 
 2 
 
 115 
 
 62 
 
 Great Lakes and St. Lawrence river . 
 
 1 
 4 
 
 193 
 616 
 
 35 
 
 Mississippi river and its tributaries. 
 
 Canals and other inland waters of 
 
 New York state 
 
 13 
 
 151 
 
 158 
 
 535 
 
 All other inland waters 
 
 4 
 
 69 
 
 82 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Table 35. — Vessels propelled by steam, gasoline, and electricity, and 
 per cent each is of total: 1906. 
 
 Diagram 8. — Horsepower of steam vessels: 1906. 
 
 
 Total. 
 
 Steam. 
 
 Gaso- 
 line. 
 
 Elec- 
 tric. 
 
 PER CENT OF TOTAL. 
 
 
 Steam. 
 
 Gaso- 
 line. 
 
 Elec- 
 tric. 
 
 Number of vessels. . 
 
 9,927 
 
 6,765 
 
 3, 155 
 
 7 
 
 68.1 
 
 31.8 
 
 0.1 
 
 
 7,952 
 
 1,406 
 
 562 
 
 7 
 
 4, 059, 521 
 3,451,745 
 
 5,160 
 
 1,055 
 
 543 
 
 7 
 
 4,008,431 
 3,378,453 
 
 2,785 
 
 351 
 
 19 
 
 7 
 
 64.9 
 75.0 
 96.6 
 100.0 
 
 98.7 
 97.9 
 
 35.0 
 25.0 
 3.4 
 
 0.1 
 
 Stern wheel 
 
 Side wheel 
 
 All other 
 
 Gross tonnage 
 
 Horsepower 
 
 50,998 
 73, 204 
 
 92 
 88 
 
 1.3 
 2.1 
 
 0) 
 (') 
 
 i I/ess than one-tenth of 1 per cent. 
 
 Of the total horsepower reported in 1906, 3,378,453, 
 or 97.9 per cent, was steam and 73,204, or 2.1 per cent, 
 was from the use of gasoline. The 88 horsepower re- 
 ported as "electric" is in the shape of storage bat- 
 teries on 7 small yachts. 
 
 The Atlantic coast and Gulf of Mexico led in the 
 amount of horsepower reported, with 50.9 per cent, 
 or slightly more than half the total, while the other 
 districts came in the following order: The Great Lakes 
 and St. Lawrence river, with 28.5 per cent of the total; 
 the Pacific coast, with 12.9 per cent; the Mississippi 
 river and its tributaries, with 6.9 per cent; the canals 
 and other inland waters of New York state, with 
 five-tenths of 1 per cent; and all other inland waters, 
 with three-tenths of 1 per cent. 
 
 ATLANTIC COAST 
 
 AND 
 
 GULF OF MEXICO 
 
 GREAT LAKES AND 
 ST. LAWRENCE RIVER 
 
 PACIFIC COAST 
 INCLUDING ALASKA 
 
 MISSISSIPPI RIVER 
 
 AND 
 
 ITS TRIBUTARIES 
 
 CANALS AND INLAND 
 WATERS OF NEW YORK 
 
 ALL OTHER 
 INLAND WATERS 
 
 In respect to the character of propulsion, 7,952, or 
 80.1 per cent, of the vessels were equipped with the 
 screw propeller, which was first applied in England in 
 1837 and in the United States in 1841. 1 Vessels 
 equipped with the stern wheel ranked second in num- 
 ber and had their greatest use on rivers, 70.4 per cent 
 being located in the Mississippi river district alone. 
 This type of craft represented 14.2 per cent of the total 
 number of all class es of vessels using power. Next 
 1 Tenth Census, Report on Shipbuilding Industry. 
 
UNITED STATES. 
 
 29 
 
 in order came those equipped with the side wheel, 
 forming 5.7 per cent of the total number, which indi- 
 cates the limited use of this kind of propulsion, the 
 first to which steampower was applied. 
 
 There is a great disproportion between the number 
 of vessels propelled by steam and by gasoline engines 
 when compared with their tonnage and horsepower. 
 Vessels reporting the use of steampower for propulsion 
 numbered C,765, or ©8.1 per cent of the total, but their 
 tonnage was 4,008,431, or 98.7 per cent of the total 
 tonnage for all classes, and their horsepower 3,378,453, 
 or 97.9 per cent of the total. Gasoline boats, on the 
 other hand, were reported to the number of 3,155, or 
 31.8 per cent of the total number for all classes of 
 vessels, but their tonnage was only 50,998, or 1.3 per 
 cent of the total, and their horsepower 73,204, or 2.1 
 per cent of the total. While the use of gasoline is 
 largely confined to small craft, there are some fairly 
 large vessels equipped with engines of this class having 
 a capacity of several hundred horsepower. The ex- 
 pense of operating gasoline engines of large power 
 together with the element of danger have undoubt- 
 edly been strong factors in confining their use to 
 small vessels. The fact should not be overlooked 
 that the Census inquiry was confined to vessels of not 
 less than 5 net tons, so that the hundreds of boats of 
 smaller tonnage using the gasoline engine do not ap- 
 
 pear in this report. Of the total tonnage shown in 
 these tables, 3,471,223 tons, or 85.5 per cent, was pro- 
 pelled by the screw propeller; 389,574 tons, or 9.6 per 
 cent, by the side wheel; 197,800 tons, or 4.9 per cent, 
 by the stern wheel; and 924 tons, or less than one- 
 tenth of 1 per cent, by other methods. The horse- 
 power reported for the several types was as follows : 
 Screw propeller, 2,784,889 horsepower, or 80.7 per cent 
 of the total; side wheel, 413,457 horsepower, or 12 
 per cent; stern wheel, 252,767 horsepower, or 7.3 per 
 cent; and for all other types, 632 horsepower, or less 
 than one-tenth of 1 per cent. 
 
 The freight and passenger vessels reported 65.9 per 
 cent of the total horsepower; tugs and towing vessels, 
 18.7 per cent; ferryboats, 7.7 per' cent; yachts, 5.9 
 per cent; and all other craft, 1.8 per cent. The figures 
 for passenger and freight vessels show that 76.5 per 
 cent were fitted with screw propellers, 15.6 per cent 
 with stern wheels, while 7.9 per cent were side wheelers. 
 Among tugs and towing vessels, 78.9 per cent used 
 screw propellers, 20.3 per cent stern wheels, and nine- 
 tenths of 1 per cent side wheels. Of the ferryboats, 
 35.1 per cent were equipped with screw propellers, 
 21.1 per cent with stern wheels, 42.5 per cent with side 
 wheels, while the equipment of 7 was of miscellaneous 
 character, representing 1.3 per cent of the total 
 number. 
 
 Table 36.— CHARACTER OF PROPULSION AND HORSEPOWER OF STEAM VESSELS, BY OCCUPATION: 1906. 
 
 OCCUPATION. 
 
 Total 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Total. 
 
 9,927 
 
 3,615 
 3,079 
 
 536 
 2,176 
 
 521 
 
 CHARACTER OF PROPULSION. 
 
 Screw 
 (num- 
 ber). 
 
 7,952 
 
 2,766 
 2,428 
 
 188 
 2,093 
 
 477 
 
 Side wheel 
 (number). 
 
 Stern wheel 
 (number) . 
 
 285 
 27 
 
 228 
 7 
 15 
 
 All other 
 (num- 
 ber). 
 
 1,406 
 
 .-,(!■) 
 624 
 113 
 76 
 29 
 
 HORSEPOWER OF ENGINES. 
 
 Total. 
 
 3,451,745 
 
 2,275,712 
 
 645, 286 
 
 265,659 
 
 201,983 
 
 63, 105 
 
 Steam. 
 
 3,378,453 73,204 
 
 line. 
 
 2,255,295 
 637,950 
 264,414 
 162,032 
 58, 762 
 
 20, 417 
 7,336 
 1,245 
 
 39,871 
 4,335 
 
 All 
 other. 
 
 INCOME. 
 
 The only financial statistics included in this cen- 
 sus relate to the value of the vessels and land property, 
 the salaries and wages paid, and the gross income 
 derived from the operation of the vessels during the 
 census year. With the exception of some of the craft 
 owned by municipalities or other local governments 
 and those used exclusively for pleasure, such as 
 yachts, all the craft included in the census were oper- 
 ated for the purpose of producing revenue. A small 
 amount of revenue was also reported for yachts, but 
 it represents income from chartering or leasing and 
 was only incident to the other objects for which the 
 craft were used. 
 
 At the census of 1889 there was no separation of the 
 gross earnings, and therefore no comparison can be 
 made of the amounts for each of the three sources of 
 income shown in Table 37 for 1906. The increase in 
 the total income for the different classes of craft and 
 
 for all craft operating on the different waters of the 
 country is shown in the comparative tables. 
 
 The income reported was the gross receipts for 
 the entire census year. In cases where the owners 
 were engaged in other business transactions entirely 
 distinct from the operation of the vessels, such as 
 the operation of railroads or mines, or manufactur- 
 ing or mercantile pursuits, an estimate of the in- 
 come derived from the vessels was given in reply to 
 the Census inquiry. In some cases it was impos- 
 sible to ascertain the exact amount of income from 
 the different sources. Although' the amount re- 
 ceived for the passenger traffic was generally kept 
 as a separate item in the account books of the 
 shipping companies, in some instances, and especially 
 for ferries, it was impracticable to obtain this 
 amount as distinct from that received for the car- 
 riage of loaded vehicles or general express and 
 freight matter, and in such cases estimates were 
 
30 
 
 TRANSPORTATION BY WATER. 
 
 accepted. It was also impossible to obtain the income 
 from craft operated as connecting links in railway- 
 systems. There are instances of duplication in the 
 combination of the amounts reported as income from 
 freight and as income from towing. Such duplication 
 arises when the two classes of craft were operated 
 under different ownership, the income from freight, 
 which necessarily included the towing charge, being 
 reported by the owner of the barges, and the in- 
 come for towing by the owner of the tugboat. 
 With these exceptions, the $294,854,532 given in 
 Table 37 may be accepted as the gross earnings of all 
 American craft during the year 1906; the totals for the 
 three items "freight," "passenger," and "all other" 
 
 do not, with the same degree of exactness, repre- 
 sent the income from each of these sources. 
 They do, however, indicate that approximately 59.5 
 per cent of the gross income was derived from freight, 
 14.8 per cent from passengers, and 25.7 per cent from 
 lightering, towing, chartering, etc. The proportion 
 of the income that was derived from freight was largest 
 on the Great Lakes and the St. Lawrence river and 
 smallest for the vessels operating on the Mississippi 
 river and its tributaries. The proportion derived from 
 the passenger service was largest for the vessels on the 
 Pacific coast and smallest for those on the Great 
 Lakes and the St. Lawrence river. 
 
 Table 37.— GROSS INCOME— ALL VESSELS AND GRAFT, BY DIVISIONS AND OCCUPATIONS: 1906. 
 
 DIVISION AND OCCUPATION. 
 
 Total 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 Allother 
 
 Atlantic coast and Gulf of Mexico 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 All other 
 
 Pacific coast (including Alaska) 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 All other 
 
 Great Lakes and St. Lawrence river 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 All other 
 
 Mississippi river and its tributaries , 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 All other -- 
 
 Canals and other inland waters of New York state. 
 
 Freight and passenger 
 
 Towmg vessels and unrigged craft 
 
 All other 
 
 All other inland waters 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 All other -■ 
 
 Total. 
 
 $294,854,532 
 
 193, 565, 044 
 80,562,881 
 20,726,607 
 
 159, 759, 924 
 
 92,096,988 
 54,727,996 
 12,934,940 
 
 48, 520, 139 
 
 37,969,854 
 6,238,856 
 4,311,429 
 
 65,274,702 
 
 56,850,553 
 7,067,422 
 1,356,727 
 
 17,342,038 
 
 5,934,029 
 9,342,145 
 2,065,264 
 
 2,781,604 
 
 Freight. 
 
 $175,545,361 
 
 151,823,094 
 
 23,673,211 
 
 49,056 
 
 83,890,161 
 
 68,185,461 
 
 15,697,425 
 
 7,275 
 
 29, 340, 102 
 
 28,155,569 
 
 1,184,118 
 
 415 
 
 52,076,533 
 
 51,150,376 
 889,511 
 36,646 
 
 7, 450, S69 
 
 4,038,002 
 3, 412, 867 
 
 387,489 
 
 2,388,965 
 
 5, 150 
 
 1,176,125 
 
 325, 531 
 
 797,497 
 
 53,097 
 
 2,198,920 
 
 108, 648 
 2,090,272 
 
 588,776 
 
 185, 038 
 
 399,018 
 
 4.720 
 
 Passenger. 
 
 843,645,365 
 
 33,147,901 
 
 80,423 
 
 10, 417, 041 
 
 25, 643, 332 
 
 18,208,365 
 
 46, 254 
 
 7,388,713 
 
 10, 424, 493 
 
 8,375,705 
 
 10,208 
 
 2,038,580 
 
 4,866,904 
 
 1,168 
 456,856 
 
 2,281,243 
 
 1,766,581 
 15,780 
 
 259,037 
 1,350 
 4,010 
 
 164,996 
 
 129,333 
 
 5,663 
 
 30,000 
 
 All other. 
 
 $75, 663, 806 
 
 8.594,049 
 56; 809, 247 
 10,260,510 
 
 50, 226, 431 
 
 5, 703, 162 
 
 38,984,317 
 
 5,538,952 
 
 8,755,544 
 
 1,438,580 
 5,044,530 
 2, 272, 434 
 
 8,331,265 
 
 1,291,297 
 
 6,176,743 
 
 863,225 
 
 7,609,926 
 
 130, 046 
 5,913,498 
 1,566,382 
 
 318,287 
 
 19,804 
 
 297,343 
 
 1,140 
 
 425,353 
 
 11,160 
 
 392, 816 
 
 18,377 
 
 The number, tonnage, and value of the vessels indi- 
 cate the magnitude of the shipping interests, but the 
 extent of their operations can only be determined by 
 statistics of earnings, persons employed, and freight 
 and passengers carried. Of these factors, it is be- 
 lieved that the totals for earnings, employees, and 
 wages are the most complete. The increase in the 
 gross income and the relation it bears to the tonnage 
 and passengers carried is of course controlled to some 
 extent by changes, in freight and passenger rates. As 
 shown in Table 1, the gross tonnage of the active ves- 
 sels during 1906 showed an increase of 54.2 per cent 
 over the tonnage for 1889, while the income increased 
 82 per cent. But on the other hand, the estimated 
 commercial value of the craft increased 145.4 per cent, 
 while in 1889 there was $78 of gross income for every 
 $100 of value as compared with a gross income of 
 
 for every $100 of value in 1906. But as the value 
 placed on the vessels and craft for Census purposes 
 was not estimated with the care and consideration 
 that should be given for values on which computa- 
 tions of this character are based, these percentages 
 should be accepted only as an indication, and not as a 
 true reflection of actual conditions. It is also proba- 
 ble that the totals for 1906 include the value of a 
 larger number of yachts and of craft operated by rail- 
 roads and others for which no income was returned 
 than was reported at the census of 1889. If the fig- 
 ures for yachts and boats owned by local governments 
 and those operated as connecting links in railwav 
 systems are excluded from the totals for 1906, there 
 remain 31,772 vessels with a gross tonnage of 
 12,148,664 and valued at $450,521,010, or $37 per ton 
 and $14,180 per vessel. The gross income from these 
 
UNITED STATES. 
 
 31 
 
 vessels for the year was $278,935,323, or $62 for each 
 $100 of value. This tonnage, value, and income is 
 almost wholly connected with the freight and passen- 
 ger traffic, but it does not represent all the vessels and 
 craft so employed, and because of the inherent de- 
 fects existing in Census work of this character, the 
 
 statistics for them should not be accepted as showing 
 actual conditions. 
 
 EMPLOYEES AND WAGES. 
 
 The following inquiry and the accompanying in- 
 structions were used to collect the statistics for this 
 feature of the census: 
 
 Employees: Account lor the entire force employed on vessels or incident to their operation. The average number is the number required 
 to operate the vessel. For employees on land give the average number employed during the entire year. If longshoremen or other persons 
 are employed for short intervals, a careful computation should be made of the average number employed during the entire year, so as to avoid 
 a duplication of the number when the reports for all craft, irrespective of ownership, are combined in the tabulations of the census. Give the 
 total amount paid in wages and salaries during the year to all employees of each group. Wages should include board and lodging furnished as 
 part compensation. 
 
 
 AVEIIAGE NUMBER. 
 
 Total amount paid in 
 salaries or wages during 
 
 THE TEAR. 
 
 Employed on vessels or craft - - .. .. 
 
 
 s 
 
 Employed on land, but incident to the operation of the vessels or craft: 
 
 Officers, managers, clerks, and all other salaried employees 
 
 
 $ 
 
 
 
 $ 
 
 Total. . 
 
 
 $ 
 
 
 
 
 The number of persons reported as employed on ves- 
 sels or craft was the number ordinarily required for 
 their operation, including officers of all grades, seamen, 
 stewards, cooks, laborers, etc. No distinction was 
 made between the officers and' the crew, because the 
 managing owners contended that it was impracticable 
 to separate the wages and salaries for the different 
 classes. As it was the endeavor in all instances, where 
 board was furnished the crew, to include, in the total 
 wages, the amount of the food bill for the year, the 
 
 wages should not be accepted as representing cash 
 payments. 
 
 The land force reported included only the persons 
 employed in connection with the operation of the ves- 
 sels, in their loading and unloading, in the care and 
 shipment of freight, in working about the warehouses, 
 etc. The officers referred to in the inquiry are the 
 general officers of corporations and do not include offi- 
 cers employed on the vessels. 
 
 Table 38.— EMPLOYEES, AND SALARIES AND WAGES, BY DIVISIONS: 1906. 
 
 
 
 
 
 
 ON LAND. 
 
 DIVISION. 
 
 TOTAL. 
 
 ON VESSELS. 
 
 Total. 
 
 Officers, managers, 
 clerks, etc. 
 
 All other. 
 
 
 Number 
 of em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Average 
 number 
 of em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Average 
 number 
 of em- 
 ployees. 
 
 Salaries. 
 
 Average 
 number 
 of em- 
 ployees. 
 
 Wages. 
 
 
 188,348 
 
 $103,092,712 
 
 140,929 
 
 $71,636,521 
 
 47, 419 
 
 $31,456,191 
 
 13,464 
 
 S12,276,420 
 
 33,955 
 
 $19,179,771 
 
 
 109,985 
 25, 519 
 31,253 
 17, 473 
 
 2,710 
 1,408 
 
 59,125,132 
 17,190,022 
 18,170,296 
 7,063,776 
 
 1,020,715 
 522,771 
 
 77,124 
 20,142 
 24; 916 
 15,016 
 
 2,472 
 1,259 
 
 38,352,259 
 12,950,399 
 13,280,716 
 5,692,117 
 
 920,260 
 440,770 
 
 32,861 
 5,377 
 6,337 
 2,457 
 
 238 
 149 
 
 20,772,873 
 4,239,623 
 4,889,580 
 1,371,659 
 
 100,455 
 82,001 
 
 8,500 
 1,853 
 1,974 
 1,011 
 
 92 
 34 
 
 7,865,181 
 
 1,768,849 
 
 1,874,357 
 
 686, 5C6 
 
 54,695 
 26,802 
 
 24,361 
 ?.,524 
 4,363 
 1,446 
 
 146 
 115 
 
 12,907,692 
 
 
 2,470,774 
 
 Great Lakes and St. Lawrence river 
 
 Mississippi river and its tributaries 
 
 Canals and other inland waters of New 
 
 3,015,223 
 685,123 
 
 45,760 
 
 
 55,199 
 
 
 
 If a company was engaged exclusively in the ship- 
 ping industry, and had a regular land force incident 
 to the operation of vessels, this land force was reported 
 in answer to the Census inquiry concerning the number 
 employed on land; but in many instances the diffi- 
 culties attending the collection of statistics concern- 
 
 32576—08 i 
 
 ing the number and wages of persons thus employed 
 were somewhat similar to those referred to in connec- 
 tion with the valuation of land property. Such em- 
 ployees frequently work for master stevedores who 
 load and unload vessels by contract. Where this 
 practice prevailed or the. stevedores were employed at 
 
32 
 
 TRANSPORTATION BY WATER. 
 
 odd intervals, it was necessary to estimate the average 
 number employed during the year and report as wages 
 the amount paid for loading and unloading. As a 
 rule, it is the large shipping companies which have the 
 freight handled exclusively by their regular em- 
 ployees and the smaller operators who employ the 
 contract stevedores. The shipments of many large 
 vessels are, however, handled through arrangements 
 with companies that make a specialty of loading and 
 unloading freight. 
 
 The roustabouts and laborers employed in connec- 
 tion with craft operating on the Mississippi river and 
 its tributaries are generally carried on the boat and in- 
 cluded in the census as a part of the crew. Coal barges 
 operating on these rivers are frequently loaded by 
 the regular employees of the coal companies, and the 
 delivery of the cargo does not include the unloading, 
 which, as a rule, is done by the consignee. When 
 this was the case the number of laborers was not in- 
 cluded in the census. Machinery, however, is used 
 extensively, especially in the shipment of ore, coal, 
 and grain, and the number of persons employed on 
 land in connection with vessels devoted to the car- 
 riage of such commodities is comparatively small. In 
 some cases the regular employees of the shipping com- 
 panies were engaged partly in branches of work not 
 directly connected with the shipping, making it diffi- 
 cult to estimate the number that should be considered 
 as employed exclusively in connection with water 
 transportation. 
 
 There is thus little uniformity in the method of 
 handling freight, and while the census includes practi- 
 cally all the land force, the statistics are not as com- 
 plete as those for the persons employed on the vessels, 
 and are presented, therefore, only in Table 38. 
 
 The number of persons employed on land was not 
 reported at the census of 1889, but the number and' 
 wages of those reported as employed on the vessels at 
 that census are given in the comparative tables. The 
 inquiry at the census of 1889 called for the "number 
 making up ordinary crew of vessel," and "total wages 
 paid during the year," but there were no definite in- 
 structions in regard to the inclusion of board furnished 
 as part compensation, and therefore a comparison of 
 the aggregate wages in 1889 with the aggregate for 
 1906, which is supposed to include an allowance for 
 board, indicates an increase that may be somewhat in 
 excess of the actual increase. 
 
 The number of persons employed on vessels in 1906, 
 when compared with the number so employed in 1889, 
 shows an increase of 27,059. The number on steam 
 vessels, including unrigged craft, increased by 45,178, 
 while the number on sail vessels decreased by 18,119. 
 The greatest number and the largest increase in em- 
 ployees is shown for vessels operating on the Atlantic 
 coast and the Gulf of Mexico. The number for vessels 
 in these waters increased 13,499, or 21.2 per cent, and 
 formed 55.9 per cent of the total for all vessels in 1889 
 
 and 54.7 per cent of the total for 1906. The next 
 greatest number, 24,916, was employed on the Great 
 Lakes and the next, 20,142, on the Pacific coast. 
 
 There were 140,929 persons employed on vessels at 
 the census of 1906, being an average of 3.7 for each 
 vessel. This includes all classes of craft, on many of 
 which none was employed. For the regular passen- 
 ger and freight steamers the average for 1906 was 
 17.1 per vessel. The average for all vessels of this 
 class can not be obtained for 1889, but the average for 
 such vessels operating on the Atlantic coast and the 
 Gulf of Mexico was 19.5 and for those on the Pacific 
 coast 16.5 as compared with 16.5 and 19.8 in 1906. 
 
 The wages reported are the total amount paid 
 during the year, but there is no indication of the 
 term of employment. A vessel requires as large a 
 crew for a cruise of one or two months as it does for 
 one of a year, but the combination of the amounts paid 
 for various periods of employment should not be used 
 as a basis to compute the annual wages. The statistics 
 include wages paid employees on dredges, pile drivers, 
 and similar craft, many of which are operated by 
 harbor commissioners or other Government officials. 
 The wages on these craft are, in many instances, much 
 higher than on other vessels. The statistics, being 
 compiled uniformly for all classes of vessels, can be 
 used to show the contribution of each class to the 
 aggregate for the United States. Of the $103,092,712 
 reported for salaries and wages, $71,636,521, or 69.5 
 per cent, were for employees on vessels and $31,456,191, 
 or 30.5 per cent, for those on land. Of the total for 
 employees on vessels, $50,504,508, or 70.5 per cent, 
 went to those on steam vessels; $10,371,047, or 14.5 
 per cent, to those on sail vessels; and $10,760,966, or 
 15 per cent, to those on unrigged craft. Unrigged 
 craft, are sometimes operated by the crew of the steam- 
 boat and in such cases the wages are credited to the 
 steam vessels. The $59,125,132 reported as salaries 
 and wages on the Atlantic coast and the Gulf of Mexico 
 forms 57.4 per cent of the total. The next largest 
 amount, $18,170,296, or 17.6 per cent, is reported for 
 the Great Lakes. The Pacific coast ranks third in this 
 respect, the total being $17,190,022, or 16.7 per cent. 
 
 The census contains no information in regard to the 
 number of the different classes of seamen or to the 
 rates of wages paid, because such information is con- 
 tained in the annual reports of the Bureau of Naviga- 
 tion, Department of Commerce and Labor. The sta- 
 tistics which are compiled by the United States ship- 
 ping commissioners show the average rates of wages 
 paid to seamen of the various grades on steam and 
 sailing vessels in the different branches of the foreign 
 and coasting trade. These figures indicate a wide 
 range of wages in the American merchant marine, 
 as is shown by the following tabular statement pre- 
 pared from that source, which presents data for the 
 year ending June 30, 1906. It should be explained 
 that the statement does not include the wages paid on 
 
UNITED STATES. 
 
 33 
 
 the Great Lakes but only on the Atlantic coast and 
 Gulf of Mexico and the Pacific coast, and that the 
 extreme rates given must not be accepted as the low- 
 est and highest wages paid in individual cases ; they 
 are simply port averages. The rates represent the 
 cash earnings of the crew and do not include board 
 furnished as part compensation. 
 
 Range of rates of monthly wages. 
 
 GRADE. 
 
 On steam 
 vessels. 
 
 On sail 
 vessels. 
 
 
 $15 to $45. 42 
 25 to 50 
 30 to 60 
 40 to 125 
 30 to 76.67 
 16 to 50 
 14 to 40.53 
 70 to 180 
 50 to 126.50 
 
 S15 to $40 
 
 
 20 to 50 
 
 
 25 to 53.57 
 
 
 25 to 61.50 
 
 
 18 to 50. 12 
 
 
 
 
 
 
 
 
 
 
 
 
 
 FREIGHT. 
 
 
 
 The annual reports and monthly summaries of com- 
 merce and finance published by the Bureau of Statistics 
 contain information concerning the quantity of freight 
 carried on the Great Lakes and other waters of the 
 United States ; the reports of the chief of engineers of 
 the United States Army and of the boards of trade and 
 chambers of commerce of various cities also contain sta- 
 tistics on this important feature of water commerce. As 
 the statistics contained in these various reports do not 
 cover the operations of all vessels, being taken for dif- 
 ferent periods and not compiled uniformly, they could 
 not be used by the Census Office to show the total quan- 
 tity of freight moved by all American craft during the 
 census year. Those compiled by the Bureau of Sta- 
 tistics for the freight carried on the Great Lakes could, 
 however, be used by the Census, and in order to make 
 use of them and thus avoid duplication of work the Cen- 
 sus schedule was made to correspond as nearly as possi- 
 ble with the schedule used by the Bureau of Statistics. 
 
 The Census inquiry was designed to obtain for each 
 vessel a report of the quantity, in net tons, of all freight 
 carried during the year 1906, classified by ports of ship- 
 ment and receipt. The quantities for the following 
 commodities were reported separately: 
 
 Canned goods. 
 
 Cement, brick, and lime. 
 
 Coal. 
 
 Cotton. 
 
 Flour. 
 
 Fruits and vegetables. 
 
 Grain. 
 
 Ice. 
 
 Iron ore. 
 
 Lumber. 
 
 Naval stores. 
 
 Petroleum and other oils. 
 
 Phosphate and fertilizer. 
 
 Pig iron and steel rails. 
 
 Stone, sand, etc. 
 
 Tobacco. 
 
 Miscellaneous merchandise. 
 
 The collection of statistics of freight was perhaps at- 
 tended by more difficulties than any other feature of 
 the census. Many of the managing owners kept no 
 record of the quantities of the different commodities 
 carried and could therefore give only estimates in reply 
 to the Census inquiry. The absence of all records was 
 
 most frequent in the case of vessels which operate on 
 rivers and bays, and ship and discharge miscellaneous 
 freight at numerous landings. Frequently package 
 freight of this character is not weighed, and if the 
 weight is taken no record of it is preserved. To meet 
 cases where no record or estimate of the quantity of the 
 different commodities could be obtained the schedule 
 called for an "estimated total quantity of freight of all 
 kinds shipped from ports during the year (tons of 2,000 
 pounds)," and a corresponding inquiry was made con- 
 cerning the deliveries. It is believed that the managing 
 owners or masters of vessels gave reasonably accurate 
 estimates of the total tonnage carried during the year, 
 even when unable to approximate the quantities of the 
 different classes of merchandise. 
 
 Estimates and uncertainties of this character neces- 
 sarily entered into the statistics of freight for the cen- 
 sus of 1889, and a comparison of the totals for that 
 census with those for 1906 should not be accepted as 
 showing the actual increase. But such a comparison 
 is of some value as an indication of general conditions. 
 
 Table 39. — Freight transportation, including harbor traffic, by 
 divisions: 1906 and 1889. 
 
 DIVISION. 
 
 Census. 
 
 Freight car- 
 ried (net 
 tons). 
 
 Per cent 
 of total. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 265,545,804 
 129,851,658 
 
 100. 
 
 
 100. 
 
 
 140,512,043 
 52,712,124 
 
 17, 622, 816 
 11,249,927 
 
 175,009,649 
 25,266,974 
 
 27, 856, 641 
 29,401,409 
 
 3,944,655 
 11,221,224 
 
 52.9 
 
 
 40.6 
 6.6 
 
 
 8.7 
 28.5. 
 
 
 19.5 
 10.5 
 
 
 22.6 
 1.5 
 
 
 8.6 
 
 1 From the report of the Bureau of Statistics on the internal commerce of the 
 United States and includes 2,003,453 net tons of bunker coal. 
 
 As this report relates only to freight carried on Amer- 
 ican vessels it does not represent the total traffic of 
 American ports. Attention is called also to the following : 
 
 The 265,545,804 net tons of freight reported for 
 1906 include 88,026,046 tons, which is the estimated 
 quantity carried on lighters and barges in and around 
 harbors for all waters except the Great Lakes. This 
 was necessary in order to obtain data as nearly as pos- 
 sible comparable with 1889. The statistics for the 
 Great Lakes were compiled by the Bureau of Statistics, 
 which does not take cognizance of harbor traffic. This 
 class of freight does not appear to have been reported 
 for the Great Lakes at the census of 1889, but it is pre- 
 sumed that at that census it was included in the sta- 
 tistics for all the other waters, though probably not as 
 fully reported then as in 1906. 
 
 The figures for the Atlantic coast and the Gulf of Mex- 
 ico include practically the same class of traffic at both 
 censuses, with the exception of the lighterage or harbor 
 
34 
 
 TRANSPORTATION BY WATER. 
 
 work reported for some ferryboats in 1906; this class of 
 freight was omitted from the statistics for the division at 
 the census of 1889 and was not fully reported for 1906. 
 
 The totals for the Pacific coast for 1889 include the 
 freight carried on fishing vessels — that is, the provisions 
 and supplies to the fishing grounds, and the catch of 
 fish to the market or cannery. All fishing vessels and 
 freight carried on them were excluded from the census 
 of 1906. The freight represented by logs towed in 
 rafts was also partially reported in 1889 but omitted 
 entirely in 1906. 
 
 Freight carried between American and Canadian 
 ports on the Great Lakes was included in 1889 but 
 omitted in 1906. 
 
 The tonnage of freight transported in vessels of the 
 United States in 1906 is more than double that reported 
 for 1889, while the proportionate increases for the 
 Atlantic coast and the Great Lakes are considerably 
 larger. In this respect the Mississippi river system 
 shows a small decrease, and "all other inland waters," 
 which is made up almost wholly of the canals of the 
 country, shows a large decrease. 
 
 Table 40.— FREIGHT SHIPPED, BY COMMODITIES: 1906. 
 
 COMMODITY. 
 
 Total. . 
 
 Atlantic 
 coast and 
 Gulf ol Mex- 
 ico. 
 
 Pacific coast 
 (including 
 Alaska). 
 
 Great Lakes 
 
 and St. 
 
 Lawrence 
 
 river.' 
 
 river and 
 its tribu- 
 taries. 
 
 All other 
 inland 
 
 waters. 
 
 Canned goods 
 
 net tons. . 
 
 402,781 
 
 5,165,051 
 
 •49,109,605 
 
 968,337 
 
 1,876,855 
 
 1,100,113 
 
 5,792,012 
 
 2,041,939 
 
 41,524,102 
 
 7,111,144 
 
 392, 027 
 
 30,029,515 
 
 1,277,215 
 
 1,165,825 
 
 14,659,972 
 
 281,892 
 
 32,592,973 
 
 193,602 
 
 4,738,177 
 
 19,149,753 
 
 793,992 
 
 104,362 
 
 796,329 
 
 530,843 
 
 1,951,188 
 
 18, 465 
 
 2,798,742 
 
 373,261 
 
 16,840,716 
 
 1,187,883 
 
 664,758 
 
 7,391,354 
 
 165,776 
 
 18,580,196 
 
 144,372 
 
 251,677 
 
 451,781 
 
 25,957 
 
 350,918 
 
 232,214 
 
 691,779 
 
 2,493 
 
 37 
 
 1,981,930 
 
 10,267 
 
 10,929,939 
 
 37, 144 
 
 19,861 
 
 2,340,008 
 
 2,115 
 
 3,536,392 
 
 ( 2 ) 
 
 ( s ) 
 
 •17,575,467 
 
 (-) 
 
 1,334,979 
 
 CO 
 3,689,329 
 
 (') 
 41,297,209 
 1,883,175 
 (*) 
 P) 
 P) 
 
 414,110 
 P) 
 P) 
 * 7, 305, 390 
 
 63,697 
 
 95,443 
 
 11,033,011 
 
 146,975 
 
 81,900 
 
 55,703 
 
 380,721 
 
 17,229 
 
 171,779 
 
 225,545 
 
 770 
 
 2,256,230 
 
 44, 413 
 
 55,346 
 
 4,004,259 
 
 11 '.000 
 
 2,385,418 
 
 1,110 
 
 79,754 
 
 Coal 
 
 Flour 
 
 
 899,593 
 
 1,413 
 
 4,696 
 
 15,867 
 
 
 
 499,340 
 71,029 
 36,612 
 
 
 Mft.. 
 
 226,752 
 7,729 
 
 
 bbls.. 
 
 2,630 
 
 7,775 
 
 
 
 11,750 
 
 
 
 924,351 
 
 
 
 1 
 
 785,577 
 
 
 
 1 From the report of the Bureau of Statistics on the internal commerce of the United States. 
 
 2 Included in " miscellaneous merchandise." 
 
 • Includes 2,003,453 net tons of bunker coal. 
 
 * Includes canned goods, cement, brick, and lime, cotton, fruits and vegetables, ice, naval stores, petroleum and other oils, phosphate and fertilizer, stone, 
 sand, etc., and tobacco. 
 
 Exact comparisons of the data shown in Table 40 
 can not be made with similar data for 1889, as it is 
 impossible to separate the harbor traffic from the fig- 
 ures for the latter census. The statistics represent 
 "shipments" of freight, in American vessels only, 
 whether from domestic or from foreign ports. A simi- 
 lar table of "receipts" would vary in the aggregate for 
 the United States but slightly from this, but owing 
 to shipments from one division to another the totals 
 for some of the divisions for certain commodities 
 might differ considerably. 
 
 The statistics for the Great Lakes were obtained 
 from the report of the Bureau of Statistics on the 
 internal commerce of the United States. This 
 report does not classify separately certain commodi- 
 ties which are classified separately on the Census 
 schedules. Therefore the total for such commodities 
 for the United States does not include the small 
 amounts possibly shipped on the Great Lakes and relate 
 to domestic traffic only. There are other limitations 
 described in the separate section on the Great Lakes. 
 
 The statistics of freight movement on the inland 
 waters as compiled by the Census do not agree with 
 those contained in the reports of the chief of engi- 
 neers of the United States Army, principally because 
 the Census reports are for the calendar year, while 
 the reports of the chief of engineers cover the fiscal 
 year ending June 30, and also because the Census 
 reports include neither the operation of boats under 5 
 
 tons nor the movement of rafted or floated material, 
 both of which are included in the reports of the War 
 Department. 
 
 Judged by the tonnage moved, coal is the most im- 
 portant single item of merchandise in the water com- 
 merce of the United States. The movement is com- 
 posed principally of shipments of hard coal from the 
 railroad terminals on the coast of New Jersey and of 
 soft coal from Atlantic coast ports farther south. Im- 
 mense quantities of anthracite and bituminous coal are 
 also carried westward on the Great Lakes from Lake 
 Erie ports. The Mississippi river coal traffic is com- 
 posed almost wholly of the shipment of soft coal on 
 barges from the Pittsburg region to Cincinnati, Louis- 
 ville, St. Louis, New Orleans, and other cities on the 
 Mississippi river and its tributaries. All available 
 statistics show that the movement of coal has in- 
 creased remarkably since 1889 in all divisions except 
 the Pacific coast. The coal taken from the New 
 Jersey railroad terminals for consumption in and about 
 Greater New York is treated as a part of the local 
 traffic of that harbor, as it was found impossible to ob- 
 tain accurate statistics of this movement. According 
 to the best information obtainable, however, it almost 
 equals the entire interport traffic in coal on the Atlantic 
 coast and Gulf of Mexico. Bunker coal, loaded for use 
 on the vessels, is not included in the Census reports. 
 
 Next to coal the greatest tonnage is shown for iron 
 ore, although the transportation of this commodity on 
 
UNITED STATES. 
 
 35 
 
 the waters of the United States other than the Great 
 Lakes is insignificant. The movement was greatest 
 from ports on Lake Superior and on Lake Michigan, 
 and was perhaps greater than that of any single com- 
 modity in an equally small field in any other part of 
 the world. Iron ore shipments in 1889 amounted to 
 only 8,279,032 tons, while in 1906 they amounted to 
 41,524,102 tons, an increase of over 400 per cent. 
 
 "Miscellaneous merchandise" embraces a multiplic- 
 ity of articles, but disregarding these, building mate- 
 rials — stone, sand, brick, cement, and lime — form the 
 third most important class of freight. Vast quan- 
 tities of these materials are transported by water. 
 The movement, moreover, is not localized, but re- 
 ported for all waters where large cities create a de- 
 mand for such materials. 
 
 The quantity of lumber or timber shipped by water 
 in 1889 was 24,935,636 tons, or approximately 12,000,- 
 000 thousand feet, and in 1906 it was only 7,111,144 
 thousand feet, a very large decrease. Except for "all 
 other inland waters" a decrease in lumber transporta- 
 tion is noted on all the waters of the United States. 
 With the gradual exhaustion of the forests near the 
 water courses, the lumber industry has been pushed so 
 far into the interior that water transportation of the 
 product is impracticable. The figures for 1889 in- 
 cluded to some extent the movement of timber in rafts, 
 which was omitted in 1906, because it was impossible 
 to secure correct information concerning the quantity 
 moved in this manner. This change in methods 
 accounts for the apparent decrease in the quantity of 
 lumber moved on the Pacific coast, as upon the waters 
 of this division large quantities of timber are still 
 shipped in the form of rafts. If the statistics of this 
 movement in 1906 were fully reported, it would doubt- 
 less show a large increase over 1889. 
 
 The largest quantities of grain and flour are shown 
 for the Great Lakes, the movement being eastward 
 from Duluth, Superior, Chicago, and Milwaukee. 
 Much of the grain reaches the seaboard for export by 
 way of the Erie canal, and forms one of the most im- 
 portant items in the foreign trade of the country. The 
 principal ports of shipment for exported breadstuffs 
 are Boston, New York, Philadelphia, Baltimore, and 
 Newport News on the Atlantic coast; New Orleans and 
 Galveston on the Gulf; and San Francisco, Portland, 
 and the Puget Sound ports on the Pacific. 
 
 The transportation of petroleum by water consists 
 largely of exports of crude and refined oil from the cus- 
 toms districts of New York, Philadelphia, Wilmington, 
 Del., Galveston, and San Francisco, and the coastwise 
 movement of crude petroleum from the Texas oil 
 territory to eastern ports for refining. The tank 
 steamers employed in this commerce present probably 
 the most economical method of water transportation. 
 
 The transportation of ice is confined largely to the 
 Atlantic coast, and consists chiefly in the shipment of 
 
 the natural product from Maine and other New Eng- 
 land states to southern cities, and from points on the 
 Hudson river to New York city. The census of 1889 
 reports 2,692,873 tons of ice shipped on the Atlantic 
 coast, while only 1,951,188 tons are reported for 1906. 
 The decrease is due probably to the increase in the 
 manufacture of ice, for which the gross value of prod- 
 ucts increased from $4,900,983 in 1890 to $23,790,045 
 in 1904. 1 
 
 A large proportion of the phosphate and fertilizer 
 produced in this country is transported by water, 
 either in coastwise commerce or as exports. Much 
 of the crude rock is either exported in that form or is 
 transported from Florida or South Carolina to cities 
 farther north for manufacture into the finished fer- 
 tilizer. In no division except the Atlantic coast and 
 Gulf of Mexico are phosphate and fertilizer carried 
 by water to any considerable extent. 
 
 Table 41. — Freight carried and income received for freight, exclusive 
 of harbor work, by divisions: 1906. 
 
 DIVISION. 
 
 Freight 
 (net tons) . 
 
 Per cent 
 of total. 
 
 Income. 
 
 Per cent 
 of total. 
 
 Total 
 
 177,519,758 
 
 100.0 
 
 $175,545,361 
 
 100.0 
 
 
 
 Atlantic coast and Gulf of 
 
 65,360,958 
 13,301,293 
 
 175,609,649 
 
 19,531,093 
 3,716,705 
 
 36.8 
 7.5 
 
 42.6 
 
 11.0 
 2.1 
 
 83,890,161 
 29,340,102 
 
 52, 076, 533 
 
 7,450,869 
 2,787,696 
 
 47.8 
 
 Pacificcoast(includingAlaska). 
 
 Great Lakes and St. Lawrence 
 
 river 
 
 Mississippi river and its tribu- 
 
 16.7 
 
 29.7 
 
 4.2 
 
 All other inland waters 
 
 1.6 
 
 1 From the report of the Bureau of Statistics on the internal commerce of the 
 United States and includes 2,003,453 net tons of bunker coal. 
 
 The true relation of freight and income can not be 
 determined without complete information in regard to 
 the distances the freight was carried, the character of 
 the commodities, the kind of vessels, and many other 
 considerations that have an important bearing upon 
 the subject. The Census schedule called for the dis- 
 tance sailed by each vessel during the year, but such 
 a large number of shipowners declared their inability 
 to furnish the information, that the inquiry was aban- 
 doned. The absence of such information renders it im- 
 possible to make any comparison of the tonnage and 
 gross income from freight. The figures show, how- 
 ever, that the proportions in which the divisions con- 
 tribute to the total income are very different from the 
 proportions in which they contribute to the total 
 quantity of freight. The Pacific coast contributes 7.5 
 per cent of the total quantity of freight as contrasted 
 with 16.7 per cent of the total income, a fact which 
 indicates that the average haul is longer and the 
 work generally more costly than in other sections 
 of the country. To a less degree the same condi- 
 tions are apparent for the Atlantic coast and the 
 Gulf of Mexico. On the other hand, the proportions 
 for the Great Lakes and the Mississippi river are 
 reversed, the amount of freight forming a much larger 
 
 'Census of Manufactures, 1905, Bulletin 83. 
 
36 
 
 TRANSPORTATION BY WATER. 
 
 per cent of the total than the income. In both these 
 divisions the bulky commodities — iron ore, grain, and 
 coal on the Great Lakes, and coal on the Mississippi 
 river — form overwhelming proportions of the total 
 freight carried, and the charges in proportion to the 
 tonnage and distance are very low. The conditions 
 surrounding water transportation in different parts of 
 the country are matters of common knowledge and 
 confirm the general accuracy of the statistics. 
 
 Table 41 embraces all freight transported from one. 
 port to another, but does not include harbor work, 
 lightering, etc. While the statistics reported for ves- 
 sels engaged in harbor traffic are included in the gen- 
 eral tables, the different varieties of merchandise trans- 
 ported by such craft between different points in the 
 harbor' were not reported. Shipmasters were not 
 required to make a report of the various commodities 
 thus transported, but did report the total quantity 
 carried during the year, which is presented in Table 42. 
 
 Table 42. — Number of tons carried by vessels engaged in harbor work, 
 by divisions: 1906. 1 
 
 Total. 
 
 Atlantic coast and Gulf of Mexico. . . 
 
 Pacific coast (including Alaska) 
 
 Mississippi river and its tributaries. 
 All other inland waters 
 
 Tons. 
 
 88,026,046 
 
 75,151,085 
 
 4,321,523 
 
 8,325,548 
 
 227,890 
 
 i This table does not include harbor freight on the Great Lakes. 
 
 The fact that harbor freight on the Great Lakes is 
 not included should always be given due weight in 
 accepting the statistics for this feature of water 
 transportation. Harbor traffic about Chicago, Cleve- 
 land, Buffalo, Milwaukee, and other large cities on the 
 Great Lakes is undoubtedly of immense proportions, 
 and if the returns of such operations had been obtained, 
 the total amount of harbor freight would be much 
 larger than is shown in Table 42. 
 
 Nearly all the harbor work represented by the 
 88,026,046 tons of freight moved was reported for 
 ports on the Atlantic coast and Gulf of Mexico. 
 New York, with its long water front provided with 
 docks and piers and navigable at almost all points 
 for the largest vessels, and with its immense popula- 
 tion, must necessarily require a large number of 
 vessels to meet the demands for service of this char- 
 acter. It is safe to state that a very large proportion 
 of the whole is represented by operations in that 
 harbor. The single item of coal consumed in New 
 York, particularly anthracite, practically all of which 
 is transported from the railroad terminals in New 
 Jersey, amounts to several millions of tons annually. 
 All supplies for the city except those produced within 
 it£ own borders, those delivered by the railroads enter- 
 ing at the north, and the limited amount coming 
 from the outlying counties of Long Island, must be 
 delivered by water. 
 
 A more detailed discussion of freight is presented in 
 the separate sections of this report, which give details 
 for the several divisions and for the shipments and 
 receipts of freight to and from foreign countries. 
 
 The value of the foreign trade of the United States 
 is given for a series of years in Table 43, which shows 
 the proportion in which this value was divided between 
 American and foreign vessels. 
 
 Table 44 shows the tonnage of the sailing and steam 
 vessels of the United States merchant marine, ex- 
 clusive of fishing vessels, classified in accordance with 
 the character of trade in which the tonnage was em- 
 ployed, whether coastwise or foreign. 
 
 Table 43. — Value of the foreign trade of the United States in Ameri- 
 can and foreign vessels: 1889 to 1906. } 
 
 YEAR ENDING JUNE 30— 
 
 Total. 
 
 In American 
 vessels. 
 
 In foreign 
 vessels. 
 
 Per cent 
 
 in 
 American 
 
 vessels. 
 
 1889 
 
 $1,420,868,649 
 1,573,567,830 
 1,656,540,812 
 1,784,733,386 
 1,626,082,075 
 1,468,290,672 
 1,456,403,388 
 1,565,665,408 
 1,714,829,043 
 1,743,820,496 
 1,806,876,063 
 2,089,528,616 
 2,151,935,411 
 2,104,849,301 
 2,240,801,420 
 2,230,938,633 
 2,393,809,408 
 2,690,014,559 
 
 $203,806,108 
 202,451,086 
 206,459,725 
 220,173,735 
 197, 766, 507 
 195,268,216 
 170,507,196 
 187,691,887 
 189,075,277 
 161,328,017 
 160,612,206 
 195,084,192 
 177,398,615 
 185, 819, 987 
 214, 695, 032 
 229,735 119 
 290,607,946 
 322,347,205 
 
 $1,217,063,541 
 1,371,116,744 
 1,450,081,087 
 1,564,559,651 
 1,428,316,568 
 1,273,022,456 
 1,285,896,192 
 1,377,973,521 
 1,525,753,766 
 1,582,492,479 
 1,646,263,857 
 1,894,444,424 
 1,974,536,796 
 1,919,029,314 
 2,026,106,388 
 2,001,203,514 
 2,103,201,462 
 2,367,667,354 
 
 14,3 
 
 1890 
 
 12.9 
 
 1891 
 
 12.5 
 
 1892 
 
 12.3 
 
 1893 
 
 12.2 
 
 1894 
 
 13.3 
 
 1895 
 
 11.7 
 
 1896 
 
 12.0 
 
 1897 
 
 11.0 
 
 1898 
 
 9.3 
 
 1899 
 
 8.9 
 
 1900 
 
 9.3 
 
 1901 
 
 a2 
 
 1902 
 
 8.8 
 
 1903 
 
 9.6 
 
 1904 
 
 10.3 
 
 1905 
 
 12.1 
 
 1906 
 
 12.0 
 
 
 
 i Statistical Abstract of the United States, 1906, page 620. 
 
 Table 44.- — Tonnage of the sail and steam vessels of the merchant 
 marine of the United States employed in the foreign and coastwise 
 trade, not including fishing vessels: 1889 to 1906. 1 
 
 YEAR ENDING JUNE 30 — 
 
 Total 
 (tons). 
 
 Foreign 
 
 (tons) . 
 
 Coastwise 
 (tons). 
 
 1889 
 
 4,211,035 
 4,337,497 
 4, 598, 595 
 4,678,397 
 4,737,892 
 4,595,974 
 4,551,061 
 4,620,129 
 4, 689, 696 
 4,685,915 
 4,802,542 
 5,103,311 
 5,462,240 
 5,731,949 
 6,020,301 
 6,223,792 
 6,385,438 
 6,602,510 
 
 999,619 
 928,062 
 988,719 
 977, 624 
 883, 199 
 899,698 
 822,347 
 829,833 
 792,870 
 726,213 
 837, 229 
 816,795 
 879, 595 
 873,235 
 879,264 
 888,628 
 943,750 
 928, 466 
 
 
 1890 
 
 3,409,435 
 3,609,876 
 3,700,773 
 3,854,693 
 3,696,276 
 3,728,714 
 3,790,296 
 3,896,826 
 3,959,702 
 3,965,313 
 4,286,516 
 4,582,645 
 4,858,714 
 5,141,037 
 5,335,164 
 5,441,688 
 5,674,044 
 
 1891 
 
 1892 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 1904 
 
 1905 
 
 1906 
 
 
 i Statistical Abstract of the United States, 1906, page 604. 
 PASSENGERS. 
 
 While the majority of the vessels included in the 
 class of "freight and passenger" make a specialty of 
 freight traffic, a considerable proportion of the gross 
 earnings for the entire fleet is derived from the pas- 
 senger service. During 1906 the income from this 
 source amounted to $43,645,365, or 14.8 per cent of 
 the annual gross earnings for all craft. 
 
UNITED STATES. 
 
 37 
 
 Table 45. — Number of passengers, by divisions: 1906 and 1889. 
 
 
 Cen- 
 sus. 
 
 NUMBER OP PASSENGERS. 
 
 
 Total. 
 
 Ferry. 
 
 All other. 
 
 Total 
 
 1906 
 1889 
 
 366,825,663 
 
 108,992,438 
 
 84.3 
 
 330,737,639 
 
 182,033,991 
 
 81.7 
 
 36,088,024 
 16, 958, 447 
 
 Per cent of increase 
 
 
 1906 
 1889 
 
 
 Atlantic coast and Gulf of Mexico. 
 Per cent of increase 
 
 292, 555, 416 
 
 170,225,458 
 
 71.9 
 
 44,189,971 
 
 15,672,093 
 
 182.0 
 
 14,080,146 
 
 2,235,993 
 
 529.7 
 
 14,122,241 
 
 10,858,894 
 
 30.1 
 
 1,877,889 
 W 
 
 272,596,670 
 
 158,644,012 
 
 71.8 
 
 39,532,354 
 
 14,291,859 
 
 176.6 
 
 8,264,482 
 623, 474 
 1,225.6 
 
 10,022,612 
 
 8,474,646 
 
 18.3 
 
 321,521 
 (') 
 
 19,958,746 
 
 11,581,446 
 
 72.3 
 
 4,657,617 
 
 1,380,234 
 
 237.5 
 
 5,815,664 
 
 1,612,519 
 
 260.7 
 
 4,099,629 
 
 2,384,248 
 
 71.9 
 
 1,556,368 
 
 Pacific coast (including Alaska) 
 
 Per cent of increase 
 
 1906 
 1889 
 
 Great Lakes and St. Lawrence river. 
 Per cent of increase 
 
 1906 
 1889 
 
 Mississippi river and its tributaries. 
 Per cent of increase 
 
 1906 
 1889 
 
 All other inland waters 
 
 1906 
 1889 
 
 
 1 Not reported. 
 
 The 330,737,639 passengers carried by ferryboats 
 during 1906 formed over nine-tenths of the total num- 
 ber carried by all classes of vessels, and the percentage 
 of such passengers was somewhat less than in 1889. 
 The greatest actual increase, 148,703,648, is shown for 
 this class of passengers, but the largest percentage 
 of increase, 112.8, occurred in the other class of pas- 
 sengers, which includes excursionists. 
 
 It would be of considerable interest if it were pos- 
 sible to ascertain from the returns the number of 
 passengers that traveled by water for pleasure as dis- 
 tinguished from those traveling for business or other 
 purposes, but such information could only be obtained 
 from the individual passenger, and it would be im- 
 possible to secure the statistics in connection with a 
 general census. It seems safe-to assert, however, that, 
 exclusive of ferry passengers, much the larger pro- 
 portion of passengers is composed of summer excur- 
 sionists taking short trips solely for pleasure. 
 
 Practically all the passengers reported were carried 
 on steam passenger and ferry boats, but som.e were 
 reported by vessels that were not engaged regularly in 
 the passenger and freight business, such as tugboats, 
 sailing vessels, and unrigged craft of various kinds. 
 These passengers, altogether, numbered 785,447, of 
 which 24,915 were carried on sailing vessels, and 
 760,532 on unrigged craft, towboats, etc. 
 
 The Atlantic coast and Gulf of Mexico is by far the 
 most important district in the number of passengers, 
 due in a large degree to the enormous number of ferry 
 passengers carried about New York city and to the 
 coastwise passenger traffic from this port. Large 
 numbers of ferry passengers were also reported for 
 Philadelphia and Boston. Passenger traffic on the 
 Pacific coast, which is second in importance, centers 
 in San Francisco bay, and is made up largely of ferry 
 passengers in that neighborhood and of regular pas- 
 sengers to Portland, Seattle, and other coast cities. 
 
 In commenting on the statistics for passengers car- 
 ried on the Great Lakes the report for 1889 states 
 that "the figures of passenger traffic are interesting 
 as far as they go, but it must be confessed that the 
 returns were not made with that scrupulous care 
 which characterized the schedule reports of traffic 
 and equipment." It is evident from this that the 
 statistics for that division are defective; presumably 
 the full number was not reported, and the large per- 
 centage of increase, especially in ferry passengers, 
 should not be accepted as representing the actual 
 increase. The passenger service on these waters has, 
 however, increased rapidly, probably in a greater 
 ratio than for any other division. 
 
 In the annual reports of the United States Steam- 
 boat Inspection Service the number of passengers 
 carried is reported for the various inspection dis- 
 tricts, and the number reported by that office for the 
 United States by all the vessels subject to its super- 
 vision in 1906 is 357,794,491. The different methods 
 followed in collecting the statistics, and the fact that 
 they were collected at different times, account in 
 part for the discrepancy of about 9,000,000 between 
 these totals. But the statistics for many vessels are 
 necessarily estimates, and it is seldom that the same 
 total can be obtained when compiled from different 
 sources of information or at different times. 
 
 The tabulation of the census figures was not made 
 with the idea of localizing the statistics of passenger 
 traffic, but in a measure this is done in the reports 
 of the Steamboat Inspection Service. Table 46, pre- 
 pared from that source, presents the figures reported 
 by the local inspectors for several of the more im- 
 portant inspection districts for 1906. 
 
 Table 46. — Passengers reported for the principal districts of the 
 United States Steamboat Inspection Service: 1906. 1 
 
 LOCAL INSPECTION DISTRICT. 
 
 Number of 
 passengers. 
 
 Total. 
 
 New York,N.Y 
 
 San Francisco, Cal 
 
 Philadelphia, Pa 
 
 Boston, Mass 
 
 Detroit, Mich 
 
 Norfolk, Va 
 
 New Orleans, La 
 
 Albany, N. Y 
 
 Baltimore, Md 
 
 Seattle, Wash 
 
 St. Louis, Mo 
 
 Providence. R.I 
 
 Portland, Me 
 
 Portland, Oreg 
 
 Chicago, 111 
 
 Cincinnati, Ohio 
 
 Toledo, Ohio 
 
 New London, Conn 
 
 Point Pleasant, W. Va. 
 
 Dubuque, Iowa 
 
 Duluth, Minn 
 
 All other 
 
 357,794,491 
 
 575,838 
 482,941 
 228,294 
 665,329 
 403, 154 
 964,799 
 030,718 
 840, 186 
 702,873 
 170, 452 
 900,233 
 785,293 
 372,900 
 318,850 
 818, 194 
 649,038 
 565,056 
 335,745 
 297, 152 
 053,115 
 051,074 
 583,257 
 
 1 Annual report of the Steamboat Inspector-General. 
 IDLE VESSELS. 
 
 Craft that were not in operation during any portion 
 of the year 1906 were considered as idle. Many of 
 these craft are carried on the records of the Bureau of 
 
38 
 
 TRANSPORTATION BY WATER. 
 
 Navigation of the Department of Commerce and 
 Labor, but in this report the statistics for them are 
 not included with those for the active craft. As 
 the collection of data for idle craft was merely inci- 
 dent to the census, the enumeration of them was not 
 as thorough as that of the active craft. 
 
 Table 47. — Idle vessels: 1906. 
 
 DIVISION AND CLASS. 
 
 Num- 
 ber ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1,762 
 
 179, 326 
 
 810,511,363 
 
 
 
 
 830 
 565 
 367 
 
 99,897 
 20,014 
 59,415 
 
 8, 735, 852 
 
 Sail 
 
 936, 890 
 
 
 838,621 
 
 
 
 
 1,074 
 
 87,254 
 
 6, 895, 147 
 
 
 
 
 450 
 475 
 149 
 
 252 
 
 49, 131 
 11,971 
 26,152 
 
 ' 28, 229 
 
 5,801,871 
 
 Sail 
 
 780,405 
 
 
 312,871 
 
 
 2,062,793 
 
 
 
 
 145 
 43 
 64 
 
 197 
 
 21,994 
 1,391 
 4,844 
 
 41,437 
 
 1,851,731 
 
 Sail 
 
 69,935 
 
 
 141, 127 
 
 
 1,049,969 
 
 
 
 
 117 
 46 
 34 
 
 171 
 
 23,639 
 6,642 
 11, 156 
 
 15,038 
 
 758,930 
 
 Sail 
 
 85,550 
 
 
 205,489 
 
 
 310,"685 
 
 
 
 
 100 
 
 4,482 
 
 256,220 
 
 
 
 
 71 
 32 
 
 10,556 
 5,121 
 
 54,465 
 
 Canals and other inland waters of New York 
 
 128,869 
 
 
 
 
 9 
 1 
 
 22 
 
 36 
 
 330 
 
 10 
 
 4,781 
 
 2,247 
 
 28,600 
 
 
 1,000 
 
 
 99,269 
 
 
 63,900 
 
 
 
 
 9 
 
 321 
 
 38,500 
 
 
 
 
 27 
 
 1,926 
 
 25,400 
 
 
 *■ 
 
 The majority of the 1,762 idle craft enumerated 
 
 were small and comparatively unimportant. The 
 average tonnage per vessel for the entire number was 
 102 as compared with an average of 345 tons for the 
 active vessels. 
 
 Income or earnings can not be considered a factor in 
 estimating the value of idle craft, and the amount re- 
 ported is necessarily an arbitrary value fixed by the 
 owner. The average value per vessel was $5,966 as 
 compared with $13,611 for active craft. 
 
 The comparatively large number of steam vessels re- 
 ported as idle is due partly to the fact that they are of 
 greater value than the sail or the unrigged vessels, not 
 easily convertible into vessels of another character, 
 and because of machinery and furnishings more 
 liable to deterioration, hence when they go out of 
 commission or suspend operations they are preserved 
 so that they can be put into use again later. Steam 
 vessels, too, were more easily located by the Census 
 agents than were those of the other classes, which are 
 more often laid up in waters that would not be visited 
 for the purpose of finding active vessels, and therefore 
 it is possible that more of them were missed in the 
 canvass. 
 
 Another reason why the number of sail and unrigged 
 craft reported as idle was not so great as for steam 
 vessels, is the fact that these smaller craft of the 
 first two classes, which have been idle for an entire 
 year, are more liable to be considered as abandoned 
 and therefore not included in the statistics. 
 
 PORTO RICO AND THE HAWAIIAN ISLANDS. 
 
 The statistics for the local shipping of these islands 
 are not included in the totals for the United States, 
 but are shown separately in Table 48. 
 
 Table 48.— VESSELS OPERATING LOCALLY AT PORTO RICO AND THE HAWAIIAN ISLANDS: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 Freight carried (net tons) 
 
 PORTO RICO. 
 
 Total. 
 
 I 
 
 205 
 
 5,566 
 
 $180, 519 
 
 $227, 031 
 
 603 
 
 $121, 533 
 
 2,400 
 
 24, 120 
 
 Steam. 
 
 4 
 
 94 
 
 $29,200 
 
 $7,600 
 
 16 
 
 $5,381 
 
 Sail. 
 
 43 
 
 905 
 
 $43, 175 
 
 $42,258 
 
 132 
 
 $24, 861 
 
 2,400 
 
 24, 120 
 
 Unrigged. 
 
 158 
 
 4,567 
 
 $108,144 
 
 $177, 173 
 
 455 
 
 $91,291 
 
 HAWAIIAN ISLANDS. 
 
 52 
 
 10,682 
 
 $1,204,100 
 
 $1,488,090 
 
 767 
 
 $428, 679 
 
 75, 614 
 
 380,811 
 
 Steam. 
 
 26 
 
 8,828 
 
 $1,142,250 
 
 $1,424,702 
 
 685 
 
 $401,215 
 
 75, 614 
 
 373, 755 
 
 10 
 
 592 
 
 $16,900 
 
 $12,042 
 
 43 
 
 $9,044 
 
 7,056 
 
 Unrigged. 
 
 16 
 
 1,262 
 
 $44,950 
 
 $51, 346 
 
 39 
 $18, 420' 
 
 As the statistics for the craft covered by Table 48 
 were collected entirely by correspondence, the canvass 
 was not as thorough as it was for other districts. In 
 addition to the probability that some active craft 
 failed to make reports, it is apparent that the statistics 
 of income, employees, wages, passengers, and freight 
 for the craft that did report are not complete. 
 
 CONDITIONS BETWEEN CENSUS YEARS. 
 
 All comparisons of data in this report relate to the 
 conditions during two periods of twelve months each 
 
 which are sixteen years apart. While these compari- 
 sons show that as a whole the American tonnage was 
 very much larger in 1906 than it was in 1889, it does 
 not follow that a constant increase was maintained 
 from year to year in the number and tonnage of ves- 
 sels. The most accurate information concerning 
 the annual increase or decrease is contained in the 
 reports of the Bureau of Navigation, Department of 
 Commerce and Labor, which statistics for the regis- 
 tered, enrolled, and licensed vessels are reproduced in 
 Table 49. 
 
UNITED STATES. 
 
 39 
 
 Table 49,— NUMBER AND GROSS TONNAGE OF REGISTERED, ENROLLED, AND LICENSED SAIL AND STEAM VES- 
 SELS CONSTITUTING THE TOTAL MERCHANT MARINE OF THE UNITED STATES, INCLUDING FISHING VESSELS: 
 1889 TO 1906. ' 
 
 
 TOTAL MERCHANT MARINE. 
 
 ENROLLED AND LICENSED VESSELS, UNDER 20 TONS. 
 
 REGISTERED VESSELS. 
 
 
 Total. 
 
 d ^- 
 
 - to 
 
 CO 
 
 ffS, 
 
 Sail.ii 
 
 Steam. 
 
 Total. 
 
 CO 
 
 a d 
 
 Sail.' 
 
 Steam. 
 
 Total. 
 
 .ss 
 
 b 
 
 as 
 
 Sail.a 
 
 Steam. 
 
 YEAR. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Num- 
 
 
 3 M 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 Num- 
 
 
 
 ber 
 
 Gross 
 
 ~ s • 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 ber 
 
 Gross 
 
 
 of 
 
 ton- 
 
 03 fl*3 
 
 of 
 
 ton- 
 
 ol 
 
 ton- 
 
 ol 
 
 ton- 
 
 d OC 
 
 of 
 
 ton- 
 
 of 
 
 ton- 
 
 of 
 
 ton- 
 
 
 of 
 
 ton- 
 
 of 
 
 ton- 
 
 
 ves- 
 
 nage. 
 
 fi=>S 
 
 "ves- 
 
 nage. 
 
 ves- 
 
 nage. 
 
 ves- 
 
 nage. 
 
 3 s 
 
 w OJ 
 
 a*> 
 
 < 
 
 ves- 
 
 nage. 
 
 ves- 
 
 nage. 
 
 ves- 
 
 nage. 
 
 < 
 
 ves- 
 
 nage. 
 
 ves- 
 
 nage. 
 
 
 sels. 
 
 
 ■4 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 sels. 
 
 
 1906 
 
 25,006 
 
 6,674,969 
 
 3.4 
 
 15,506 
 
 2,699,682 
 
 9,500 
 
 3,975,287 
 
 23,565 
 
 5,735,483 
 
 4.2 
 
 14,471 
 
 2,351,481 
 
 9,094 
 
 3,384,002 
 
 1,441 
 
 939,486 
 
 <1.6 
 
 1,035 
 
 348,201 
 
 406 
 
 591,285 
 
 1905 
 
 24,681 
 
 6,456,543 
 
 2.6 
 
 15,784 
 
 2,715,049 
 
 8,897 
 
 3,741,494 
 
 23,309 
 
 5,502,030 
 
 2.0 
 
 14,792 
 
 2,361,716 
 
 8,517 
 
 3,140,314 
 
 1,372 
 
 954,513 
 
 6.2 
 
 992 
 
 353,333 
 
 380 
 
 601,180 
 
 
 24,558 
 
 6,291,536 
 
 3.4 
 
 16,095 
 
 2,696,117 
 
 8,463 
 
 3,595,418 
 
 23,354 
 
 5,392,767 
 
 3.7 
 
 15,239 
 
 2,351,505 
 
 8,115 
 
 3,041,262 
 
 1,204 
 
 898,768 
 
 1.1 
 
 856 
 
 344,612 
 
 348 
 
 554,156 
 
 1903 
 
 24,425 
 
 6,087,345 
 
 5.0 
 
 16,371 
 
 2,679,257 
 
 8,054 
 
 3,408,088 
 
 23,255 
 
 5,198,569 
 
 5.8 
 
 15,558 
 
 2,317,891 
 
 7,697 
 
 2,880,678 
 
 1,170 
 
 888,776 
 
 0.7 
 
 813 
 
 361,366 
 
 357 
 
 527.410 
 
 1902 
 
 24,273 
 
 5,797,902 
 
 5.0 
 
 16,546 
 
 2,621,028 
 
 7,727 
 
 3,176,874 
 
 23,047 
 
 4,915,347 
 
 6.0 
 
 15,661 
 
 2,197,298 
 
 7,386 
 
 2,718,049 
 
 1,226 
 
 882,555 
 
 «0.7 
 
 885 
 
 423,730 
 
 341 
 
 458,825 
 
 1901 
 
 24,057 
 
 5,524,218 
 
 7.0 
 
 16,643 
 
 2,603,265 
 
 7,414 
 
 2,920,953 
 
 22,730 
 
 4,635,089 
 
 6.8 
 
 15,671 
 
 2,143,858 
 
 7,059 
 
 2,491,231 
 
 1,327 
 
 889,129 
 
 7.6 
 
 972 
 
 459,407 
 
 355 
 
 429,722 
 
 1900 
 
 23,333 
 
 5,164,839 
 
 6.2 
 
 16,280 
 
 2,507,042 
 
 7,053 
 
 2,657,797 
 
 22,003 
 
 4,338,145 
 
 8.0 
 
 15,288 
 
 2,021,690 
 
 6,715 
 
 2,316,455 
 
 1,330 
 
 826,694 
 
 <2.5 
 
 992 
 
 485,352 
 
 338 
 
 341,342 
 
 1899 
 
 22,728 
 
 4,864,238 
 
 2.4 
 
 15,891 
 
 2,388,227 
 
 6,837 
 
 2,476,011 
 
 21,397 
 
 4,015,992 
 
 0.1 
 
 14,927 
 
 1,900,011 
 
 6,470 
 
 2,115,981 
 
 1,331 
 
 848,246 
 
 15.0 
 
 964 
 
 488,216 
 
 367 
 
 360,030 
 
 1898 
 
 22,705 
 
 4,749,738 
 
 <0.4 
 
 15,993 
 
 2,377,815 
 
 6,712 
 
 2,371,923 
 
 21,569 
 
 4,012,029 
 
 1.2 
 
 15,169 
 
 1,934,170 
 
 6,400 
 
 2,077,859 
 
 1,136 
 
 737,709 
 
 <8.4 
 
 824 
 
 443,645 
 
 312 
 
 294,064 
 
 1897 
 
 22,633 
 
 4,769,020 
 
 1.4 
 
 16,034 
 
 2,410,462 
 
 6,599 
 
 2.3.58,558 
 
 21,403 
 
 3,963,436 
 
 2.7 
 
 15,051 
 
 1,863,352 
 
 6,352 
 
 2,100,084 
 
 1,230 
 
 805,584 
 
 <4.7 
 
 983 
 
 547,110 
 
 247 
 
 258,474 
 
 1896 
 
 22,908 
 
 4,703,880 
 
 1.5 
 
 16,313 
 
 2,396,672 
 
 6,595 
 
 2,307,208 
 
 21,651 
 
 3,858,926 
 
 1.6 
 
 15,300 
 
 1,816,600 
 
 6,351 
 
 2,042,326 
 
 1,257 
 
 844,954 
 
 0.8 
 
 1,013 
 
 580,072 
 
 244 
 
 264,882 
 
 1895 
 
 23,240 
 
 4,635,960 
 
 <1.0 
 
 16,686 
 
 2,423,159 
 
 6,554 
 
 2,212,801 
 
 21,980 
 
 3,797,773 
 
 0.8 
 
 15,665 
 
 1,837,017 
 
 6,315 
 
 1,960,756 
 
 1,260 
 
 838,187 
 
 <8.5 
 
 1,021 
 
 586,142 
 
 239 
 
 252,045 
 
 1894 
 
 23,586 
 
 4,684,029 
 
 <2.9 
 
 17,060 
 
 2,494,599 
 
 6,526 
 
 2,189,430 
 
 22,236 
 
 3,767,849 
 
 «4.0 
 
 15,956 
 
 1,844,510 
 
 6,280 
 
 1,923,339 
 
 1,350 
 
 916,180 
 
 1.8 
 
 1,104 
 
 650,089 
 
 246 
 
 266,091 
 
 1893 
 
 24,512 
 
 4,825,071 
 
 1.3 
 
 17,951 
 
 2,641,799 
 
 6,561 
 
 2,183,272 
 
 23,169 
 
 3,925,268 
 
 4.1 
 
 16,857 
 
 2,003,099 
 
 6,312 
 
 1,922,169 
 
 1,343 
 
 899,803 
 
 <9.5 
 
 1,094638,700 
 
 249 
 
 261,103 
 
 1892 
 
 24,383 
 
 4,764,921 
 
 1.7 
 
 17,991 
 
 2,690,504 
 
 6,392 
 
 2,074,417 
 
 22,851 
 
 3,770,246 
 
 2.5 
 
 16,713 
 
 1,924,728 
 
 6,138 
 
 1,845,518 
 
 1,532 
 
 994,675 
 
 U.l 
 
 1,278765,776 
 
 254 
 
 228,899 
 
 1891 
 
 23,899 
 
 4,684,759 
 
 £9 
 
 17,683 
 
 2,668,495 6,216 
 
 2,016,264 
 
 22,312 
 
 3,678,809 
 
 5.8 
 
 16,367 
 
 1,902,540 
 
 5,945 
 
 1,776,269 
 
 1,587 
 
 1,005,950 
 
 6.3 
 
 1,316,765,955 
 
 271 
 
 239,995 
 
 1890 
 
 23,467 
 
 4,424,497 
 
 2.7 
 
 17,502 
 
 2,565,409 5,965 
 
 1,859,088 
 
 21,940 
 
 3,477,802 
 
 5.8 
 
 16,2081,816,344 
 
 5,732 
 
 1,661,458 
 
 1,527 
 
 946,695 
 
 <7.3 
 
 1,294 749,065 
 
 233 
 
 197,630 
 
 1889., 
 
 23,623 
 
 4,307,475 
 
 
 17,699 
 
 2,541,924 5,924 
 1 
 
 1,765,551 
 
 21,942 
 
 3,285,880 
 
 
 16,237,1,714,801 
 
 5,705 
 
 1,571,079 
 
 1,681 
 
 1,021,595 
 
 
 1,462 827.124 
 
 1 
 
 219 
 
 194,471 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 a Including canal boats and barges. 
 ' Including barges. 
 4 Decrease. 
 
 The figures for twelve of the years shown in Table 49 
 represent an increase over the preceding year in the 
 number of vessels constituting the merchant marine, 
 while the figures for five of the years represent a de- 
 crease. The largest percentages of increase occurred in 
 1900 and 1901. With the exception of three years, the 
 tonnage increased over that of the preceding year. To 
 this increase steam vessels have contributed most 
 largely, as the tonnage of the sailing vessels shows 
 an actual decrease during many years. 
 
 The enrolled and licensed vessels, which engage in 
 trade on the coasts and inland waters, form the largest 
 proportion of the merchant marine. In 1889 the ton- 
 nage of these vessels formed 76.3 per cent of the total, 
 and this proportion has been increasing almost con- 
 stantly each year until 1906, when it amounted to 
 85.9 per cent. With the exception of one year, 1894, 
 there has been an actual increase each year in their 
 tonnage. 
 
 Registered vessels are engaged primarily in foreign 
 trade, and it is among this class of craft that the 
 greatest decreases have occurred in both number and 
 tonnage. The decrease, however, is in the sailing 
 vessels, as the number and tonnage of the steam craft 
 is larger in 1906 than in 1889. Not only has the propor- 
 tion which registered vessels formed of the total mer- 
 chant marine decreased, but during nine of the years 
 there was an actual decrease in their tonnage. In 1906 
 as compared with 1889 there was a decrease of 240 in 
 the number of these vessels and of 82,109 in their 
 tonnage. The smallest registration, 737,709 tons, was 
 reported for 1898, since which date there has been a 
 slight increase except in 1900, 1902, and 1906. The 
 largest registration reported for the period covered 
 by the table, 1,021,595 tons, is shown for 1889. 
 
 In this connection it is interesting to know that 
 1,183 vessels, of 941,864 tonnage, valued at 
 $87,503,676, reported to the Census that they carried 
 freight to or from foreign ports during all or a portion 
 of the year 1906. This, however, does not include the 
 vessels operating on the Great Lakes, considerable 
 numbers of which touch at Canadian ports, but it does 
 include 523 canal boats, of 55,034 tonnage, valued at 
 $584,190, which operate on the Champlain canal and 
 Lake Champlain and visit ports in Canada. Of the 
 1,183 vessels, 489, of 538,082 tonnage, valued at 
 $52,329,924, operated on the Atlantic coast, and 171, 
 of 348,748 tonnage, valued at $34,589,562, on the 
 Pacific coast. 
 
 CANAL BOATS. 
 
 For the purpose of this report all boats operated by 
 the use of machinery have been included in the group 
 of steam vessels, which therefore includes some ordi- 
 narily classed as canal boats. With this exception, 
 the statistics for canal boats given in Table 50 repre- 
 sent all craft commonly known as such, although they 
 may have been actually employed on canals during 
 only a portion of the year 1906. 
 
 At the census of 1906 reports were secured for canal 
 boats, irrespective of the waters in which they oper- 
 ated. In 1889 reports for such boats were secured 
 in connection with other information obtained for 
 the operations of the canals from the canal com- 
 missioners and other officers who have general super- 
 vision of the canal property. Comparative statistics 
 are given in Table 60, which represents the floating 
 equipment as reported by the officials in charge of the 
 various canals. A comparison of the available data 
 indicates that the number and tonnage of canal boats 
 have been constantly decreasing. More than three- 
 
40 
 
 TRANSPORTATION BY WATER. 
 
 fifths of them are now operated on the canals and other 
 waters of New York state. Numbers of these boats 
 winter in New York harbor, and are used for con- 
 veying freight on the surrounding waters and between 
 points on the coast. The 8 canal boats reported for 
 the Great Lakes and the Mississippi river are used as 
 harbor barges and could properly be classed as such. 
 
 Table 50. — Canal boats, by divisions: 1906. 1 
 
 DIVISION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value 
 
 of 
 vessels. 
 
 Gross 
 income. 
 
 Num- 
 ber of 
 em- 
 ployees. 
 
 Wages. 
 
 
 '2,237 
 
 303, 581 
 
 $2,952,197 
 
 $3,338,347 
 
 2,772 
 
 $1,015,591 
 
 
 Atlantic coast and 
 Gulf of Mexico 
 
 Great Lakes and St. 
 Lawrence river 
 
 Mississippi river and 
 its tributaries 
 
 Canals and other in- 
 land waters of New 
 York state 
 
 All other inland 
 
 663 
 6 
 2 
 
 1,364 
 202 
 
 103,877 
 
 1,134 
 
 323 
 
 173,388 
 24,859 
 
 1,112,475 
 13,800 
 4,100 
 
 1, 583, 835 
 237,987 
 
 943,552 
 7,790 
 12,500 
 
 2,049,277 
 325,228 
 
 652 
 15 
 8 
 
 1,582 
 515 
 
 281,599 
 2,801 
 2,000 
 
 588, 672 
 140,519 
 
 
 
 1 This table does not include steam canal boats. 
 
 2 Does not include 49 boats with 5,745 gross tonnage that were idle during 
 the entire year. 
 
 There were 138 steam canal boats reported at the 
 census of 1889, of 14,676 tonnage, valued at $453,000. 
 The statistics for steam craft of this class as reported 
 for the census of 1906 are presented in Table 51. 
 
 Table 51. — Steam vessels operating on canals: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Freight carried (net tons) 
 
 1906 
 
 84 
 
 7,280 
 
 $418,800 
 
 $370, 101 
 
 362 
 
 $145, 701 
 
 189, 522 
 
 There has been a decided decrease in the number 
 of canal boats since the census of 1889, and while it 
 is possible that the number propelled by steam de- 
 creased from 138 to 84, it may be that some boats of 
 this class which operated on canals and also on other 
 waters were classed as canal boats in 1889 but as 
 steam vessels other than canal boats in 1906. The 
 figures for the two censuses should therefore not be 
 used to show the increase or decrease. 
 
 CANALS AND CANALIZED EIVEKS. 
 
 In connection with the statistics for canal boats it 
 is important to present information for the waters on 
 which they are operated. For convenience the data 
 for canals and canalized rivers will be considered as 
 representing one general group. Canals may be di- 
 vided into three classes, according as they are owned 
 and operated by the Federal Government, by state 
 governments, or corporations. 
 
 Canalized rivers are streams which have been made 
 navigable, or on which navigation has been improved, 
 by the construction of locks or dams. In all in- 
 
 stances, except on the Illinois river at Henry and 
 Copperas creek, the locks on the canalized rivers are 
 owned and operated by the Federal Government, ' 
 which either constructed or purchased them. While 
 most of the state and corporation canals are used only 
 for the transportation of freight in canal boats, the 
 Government canals are all ship canals and the canal- 
 ized rivers are classed as such. 
 
 All data in this report relative to canals or canalized 
 rivers operated by the Federal Government are for 
 the fiscal year ending June 30, unless otherwise noted, 
 and were obtained from the annual reports of the 
 chief of engineers of the United States Army; those 
 for state and corporation canals are for the calendar 
 year and were obtained directly from the canal 
 officials. 
 
 Table 52. — Number, mileage (including slack water), and cost of 
 canals and canalized rivers in the United States: 1906, 1889, and 
 1880. 
 
 
 Total. 
 
 State and 
 
 corporation 
 
 canals. 
 
 Government 
 canals. 
 
 Canalized 
 rivers. 
 
 Number: 
 
 1906 
 
 64 
 67 
 52 
 
 3, 644. 60 
 3,383.27 
 3,235.78 
 
 $283,208,863 
 188,185,880 
 183,952,302 
 
 29 
 37 
 39 
 
 2,046.01 
 2,264.60 
 2,746.18 
 
 $213,797,297 
 150,481,825 
 167,205,810 
 
 12 
 9 
 2 
 
 78.19 
 40.63 
 10.00 
 
 $26, 524, 588 
 
 20, 517, 133 
 
 7,832,009 
 
 23 
 
 1889 
 
 21 
 
 1880 . 
 
 11 
 
 Mileage: 
 
 1906 
 
 1,520.40 
 
 1889 .. 
 
 1,078.04 
 
 1880 
 
 479.60 
 
 Cost: 
 
 1906 
 
 $42,886,978 
 
 1889 
 
 17,186,922 
 
 1880 
 
 8,914,483 
 
 
 
 While there has been a decrease of 700.17 miles 
 since 1880 in the mileage of canals operated under 
 state and corporation ownership, the mileage of canals 
 owned by the Federal Government increased 68.19 
 miles, and that of canalized rivers 1,040.80 miles. 
 The net increase in mileage of canals and canalized 
 rivers in 1906 over 1880 is 408.82 miles. In order, 
 however, to show the total increase since the latter 
 census, the mileage of canals abandoned since 1880 
 should be considered. 
 
 Table 53. — Length and cost of abandoned canals and canalized 
 rivers: 1906, 1889, and 1880. 
 
 Total 
 
 Abandoned canals up to 1880 . . 
 Abandoned canals, 1880 to 1889 
 Abandoned canals, 1889 to 1906 
 
 Length 
 (miles). 
 
 Cost of con- 
 struction 
 and im- 
 provement. 
 
 1,953.56 
 261. 69 
 626. 02 
 
 $73,168,795 
 
 44,013,166 
 
 7,157,850 
 
 21,997,779 
 
 The mileage of canals and canalized rivers aban- 
 doned since 1880 amounts to 887.71 miles, which, 
 added to the 408.82 miles of increase given in Table 
 52, shows an increase of 1,296.53 miles of canals or 
 canalized rivers operated since 1880. 
 
 Between 1889 and 1906 there were 626.02 miles of 
 canals and canalized rivers abandoned, while the in- 
 
UNITED STATES. 
 
 41 
 
 crease in mileage shown in Table 52 amounts to' 26 1.33, 
 indicating an increase of 887.35 miles of canals or 
 canalized rivers operated since the Eleventh Census. 
 In 1889, however, the Chesapeake and Ohio canal, 
 built and enlarged during the period from 1828 to 
 1850, with a length of 186 miles, inclusive of 5 miles 
 of slack v-ater, was omitted, as the canal was not oper- 
 ated during that year. The actual increase in mile- 
 age, therefore, in 1906 over 1889 would be but 701.35 
 miles. 
 
 Since 1880 there has been a large decrease in the 
 mileage of canals operated by states or corporations, 
 and an increase in the mileage of Government canals 
 and canalized rivers which, with the exceptions al- 
 ready mentioned, are controlled by the Federal 
 Government. 
 
 Of the 626.02 miles of canals and canalized rivers 
 abandoned since the Eleventh Census, 522.32 mileswere 
 state or corporation canals and 103.70 miles canalized 
 
 rivers. 
 
 Table 54.— Name, length, and cost of construction of canals and 
 canalized rivers abandoned between 1889 and 1906. 
 
 STATE AND NAME. 
 
 Aggregate 
 
 State and corporation canals 
 
 New York: 
 
 Erie and branches (part) 
 
 Delaware and Hudson (part) 
 
 New Jersey: 
 
 Penns Neck 
 
 Pennsylvania: 
 
 Pennsylvania 
 
 Susquehanna and Tidewater ■_ 
 
 Muncy 
 
 Schuylkill Navigation Company (part) 
 Virginia: 
 
 Albemarle and Chesapeake (part) 
 
 Dismal Swamp (part) 
 
 North Carolina: 
 
 Fairfield (part) 
 
 Illinois: 
 
 Illinois and Michigan (part) 
 
 Georgia: 
 
 Ogeechee 
 
 Florida: 
 
 Santa Fe 
 
 Ohio: 
 
 Walhonding 
 
 Hocking 
 
 Miami and Erie (part) . - 
 
 Canalized rivers 
 
 Maine: 
 
 Songo 
 
 New York: 
 
 Black 
 
 Oneida 
 
 Seneca 
 
 Pennsylvania: 
 
 Beaver 
 
 Virginia: 
 
 Upper Appomattox 
 
 Wisconsin: 
 
 Chippewa 
 
 Length 
 (miles). 
 
 522. 32 
 
 26.26 
 102.00 
 
 2.02 
 
 193. 00 
 
 45.00 
 
 0.75 
 
 18.35 
 
 29.94 
 6.00 
 
 0.50 
 
 6.00 
 
 16.00 
 
 10.50 
 
 19.00 
 42.00 
 5.00 
 
 Cost to 
 and includ- 
 ing 1889. 
 
 $21,997,779 
 
 21,045,950 
 
 42.50 
 
 20.00 
 
 7.70 
 
 COO 
 
 11.50 
 
 9.00 
 
 6,274,210 
 
 41,000 
 
 7,731,750 
 
 4,931,345 
 
 7,077 
 
 407,818 
 
 70,000 
 
 607,269 
 975, 481 
 
 951,829 
 
 20,000 
 
 368, 164 
 
 19,000 
 388,617 
 156,048 
 
 The cost of the improvements abandoned between 
 1889 and 1906 for which cost is shown amounted to 
 $21,997,779. This sum is low, however, as the cost of 
 abandoned portions, which can not be estimated, must 
 have been considerable. 
 
 The cost of the canals and canalized rivers in opera- 
 tion in 1906 amounted to $283,208,863, and the cost of 
 similar improvements abandoned up to that year was 
 
 $73,168,795, making a grand total of $356,377,658 
 expended by the Federal Government, by states, or 
 corporations, on canals or the canalization of rivers. 
 
 The comparatively small increase in mileage and 
 cost between 1880 and 1889 is probably due to the 
 exclusion in the latter year of the Chesapeake and 
 Ohio canal. The inclusion at the present census of 
 this canal, as well as the Chicago Drainage and Ship 
 canal, which was only completed in 1900, accounts in 
 a great measure for the large increase in cost of these 
 public waterways in 1906 as compared with 1889. 
 The Chesapeake and Ohio canal is reported as having 
 cost, with improvements, $14,000,000, and the Chicago 
 Drainage and Ship canal $52,697,495. 
 
 For none of the Government canals or the canalized 
 rivers under Government control is any income or 
 expense account shown, although both classes of 
 waterways require an expenditure for maintenance. 
 For the fiscal year ending June 30, 1906, the amount 
 allotted under the permanent indefinite appropriation, 
 provided by the act of July 5, 1884, for the care and 
 maintenance of Government canals and canalized 
 rivers was $1,108,710. No tolls were charged on the 
 waterways under Federal controL Neither are any 
 tolls charged on the canals owned and operated by the 
 state of New York. The canals of New York state 
 were maintained by taxation and the charge for main- 
 tenance for the fiscal year ending September 30, 1906, 
 amounted to $1,191,171. 
 
 Of the remaining 24 canals under state or corpo- 
 ration ownership, 3, the Chicago Drainage and Ship 
 canal, the Newbern and Beaufort canal, and the Morris 
 and Cummings canal, did not report any income or ex- 
 penditure for 1906, and such items for the Illinois and 
 Michigan canal could not be separated from the 
 records for the locks on the Illinois river at Henry and 
 Copperas creek, which are operated by the state of 
 Illinois. The 20 canals which did report income and 
 expense derived a total revenue of $1,235,608 and 
 were operated at a cost of $1,281,361. 
 
 Table .55. — Tons of freight carried on state and corporation canals, 
 Government canals, and canalized rivers: 1906, 1889,andl880. 
 
 [The figures in this table represent the freight tonnage carried on the canals of 
 the United States, each canal being regarded as a single unit.] 
 
 CLASS. 
 
 1906 
 
 1S89 
 
 1880 
 
 
 122, 434, 405 
 
 48,668,325 
 
 21,044,292 
 
 
 
 6,606,814 
 96,729,333 
 19,098,258 
 
 13,269,600 
 
 28,904,209 
 
 6,494,516 
 
 16,304,323 
 1,244,279 
 3,495,690 
 
 
 
 " 
 
 The amount of freight carried on the canals and canal- 
 ized rivers in 1906 exceeded that carried in 1889 by 
 73,766,080 tons, or 151.6 per cent, and exceeded that 
 carried in 1880 by 101,390,113 tons, or 481.8 per cent. 
 
 "While there is a decrease of 50.2 per cent since 1889 
 and of 59.5 per cent since 1880 in the amount of freight 
 
42 
 
 TRANSPORTATION BY WATER. 
 
 carried on state and corporation canals, the increased 
 tonnage carried on Government canals amounted to 
 234.7 per cent more than in 1889 and 7,673.9 per cent 
 more than in 1880, and that carried on canalized 
 rivers was 194.1 per cent greater than in 1889 and 
 446.3 per cent greater than in 1880. 
 
 Of all the freight, a little .over 75 per cent passed 
 through the St. Clair Flats canal, which connects Lake 
 St. Clair with the St. Clair river, and the St. Marys 
 Falls canal, which connects Lake Superior with Lake 
 Huron. These two canals are controlled and operated 
 by the Federal Government. 
 
 There is necessarily a duplication in the total quantity 
 of freight carried on all canals; for example, a large 
 proportion of the freight reported for the St. Marys 
 Falls canal is included in the report for the St. Clair 
 Flats canal and duplicated when the totals for the 
 canals are combined. 
 
 La 1906 the freight tonnage passing through the 
 St. Clair Flats canal aggregated 51,359,071 tons, an 
 increase over 1889 of 160.5 per cent. The freight ton- 
 nage carried through the canal around St. Marys Falls 
 in 1880 was only 1,244,279 tons; in 1889 it amounted 
 to 7,516,022 tons; while in 1906 it was 41,276,862 tons, 
 or 3,217.3 per cent greater than in 1880 and 449.2 per 
 cent more than in 1889. 
 
 Table 56. — Net tonnage of vessels and total freight passing through 
 both American and Canadian canals at Sault Ste. Marie: 1895 to 1906. l 
 
 YEAR. 
 
 Net regis- 
 tered ton- 
 nage. 
 
 Total 
 freight 
 (tons). 
 
 1906 
 
 37, 570, 191 
 36, 617, 699 
 24,364,138 
 27,736,444 
 31,955,582 
 24,626,976 
 22,315,834 
 21,958,347 
 18, 622, 754 
 17,619,933 
 17,249,418 
 16,806,781 
 
 . 46,015,016 
 44,270,680 
 31,546,106 
 34,674,437 
 35,961,146 
 28,403,065 
 25,643,073 
 25,255,810 
 21,234,664 
 18,982,755 
 16,239,061 
 
 1905 
 
 1904 
 
 1903 
 
 1902 
 
 1901 
 
 1900 
 
 1899 
 
 1898 
 
 1897 
 
 1896 
 
 1895 
 
 15,062,580 
 
 
 1 This table is compiled from the annual report of the Chief of Engineers of the 
 United States Army, for the fiscal year ending June 30, 1906. 
 
 The American canal at Sault Ste. Marie was first 
 opened to navigation in 1855, and during that year the 
 vessels passing through the canal carried 14,503 tons 
 of freight. Up to 1895 the freight that passed through 
 the canal amounted to 101,244,462 tons, while from 
 1895 to 1906 it amounted to 343,288,393 tons, mak- 
 ing a grand total of 444,532,855 tons of freight from 
 the opening in 1855 to June 30, 1906. 
 
 Table 57. — Net tons of freight carried on ship canals and all other 
 canals: 1906, 1889, and 1880. 
 
 [The figures in this table represent the freight tonnage carried on the canals of the 
 United States, each canal being regarded as a single unit.] 
 
 
 1906 
 
 1889 
 
 1880 
 
 Total 
 
 122,434,405 
 
 48,668,325 
 
 21,044,292 
 
 
 
 
 118,114,267 
 4,320,138 
 
 38,905,820 
 9,762,505 
 
 5,076,391 
 
 
 15,967,901 
 
 
 
 Of the total freight carried on canals during 1880, 
 24.1 per cent was transported on ship canals and 75.9 
 per cent on other canals ; in 1889 the corresponding fig- 
 ures were 79.9 per cent and 20.1 per cent; in 1906 
 they were 96.5 per cent and 3.5 per cent. These figures 
 show the decrease in the transportation of freight in 
 canal boats and the tendency to use ship canals 
 through which larger vessels can pass rather than 
 the old style towpath canal of narrow width and little 
 depth. 
 
 Table 58. — Net tonnage of vessels on St. Marys Falls, Suez, and 
 Kaiser Wilhelm canals: 1895 to 1906. 1 
 
 ST. MARYS FALLS. 2 
 
 SUEZ. 
 
 KAISER WILHELM. 
 
 Calendar 
 year. 
 
 Net ton- 
 nage. 
 
 Calendar 
 year. 
 
 Net ton- 
 nage. 
 
 Year ending 
 March 31— 
 
 Net ton- 
 nage.' 
 
 
 16,806,781 
 17,249,418 
 17,619,933 
 18,622,754 
 21,958,347 
 22,315,834 
 24,626,976 
 31,955,582 
 27,736,444 
 24,364,138 
 36,617,699 
 41,098,324 
 
 1895 . 
 
 8,448,383 
 8,560,284 
 7,899,374 
 9,238,603 
 9,895,630 
 9,738,152 
 10,823,840 
 11,248,413 
 11,907,288 
 13,401,835 
 13, 132, 694 
 13,443,392 
 
 1895 
 
 
 1896 
 
 1896... 
 
 1896 
 
 U, 505, 983 
 1,848,458 
 
 1897 
 
 1897 
 
 1897 
 
 1898... 
 
 1898 
 
 1898 
 
 2,469,795 
 
 1899 
 
 1899 
 
 1899 
 
 3,117,840 
 
 1900 
 
 1900 
 
 1900 
 
 3,488,767 
 
 1901 . 
 
 1901 
 
 1901 
 
 4,282,094 
 
 1902... 
 
 1902 
 
 1902 
 
 4,285,301 
 
 1903 
 
 1903 
 
 1903 
 
 4,573,834 
 
 1904 
 
 1904 
 
 1904 
 
 4,990,287 
 
 1905 . 
 
 1905... 
 
 1905 
 
 5,270,477 
 5,796,949 
 
 1906... 
 
 1906 
 
 1906 
 
 
 
 
 !The figures for this table are compiled from the Monthly Summary of Com- 
 merce and Finance of the United States, Bureau of Statistics, Department of 
 Commerce and Labor, from the reports of the British Statistical Department, 
 Ministry of Finance, and from the Quarterly Statistical Reports of Germany. 
 
 s Traffic through the Canadian canal is included in these figures. 
 
 ■Not including German war vessels and vessels of the canal administration. 
 
 < Covers July 1, 1895, to June 30, 1896 (the first year after opening) . 
 
 Although the Suez canal is usually considered the 
 most important example of ship canals, the net tonnage 
 of vessels passing through it is much less than that of 
 vessels passing through St. Marys Falls canal. In 1906 
 the net tonnage of vessels passing through St. Marys 
 Falls canal was over three times as great as that for 
 the Suez canal, and over seven times as great as that 
 for the Kaiser Wilhelm, or Kiel, canal. This is all the 
 more remarkable in consideration of the fact that 
 while the Suez and Kiel canals are open for the entire 
 year, the St. Marys Falls canal, because of the severity 
 of the winter, is open to traffic for only about eight 
 months. The St. Marys Falls canal is also remarkable 
 because of its short length, number of locks, and im- 
 mense traffic. 
 
 Table 59. — Dimensions and cost of construction of Suez, Man- 
 chester, Kaiser Wilhelm, and St. Marys Falls canals. 1 
 
 CANAL. 
 
 Length 
 (miles) . 
 
 Depth 
 (feet). 
 
 Locks 
 (num- 
 ber). 
 
 Cost. 
 
 Suez 
 
 90.0 
 35.5 
 61.0 
 2.7 
 
 31.0 
 26.0 
 29.5 
 25.0 
 
 
 $100,000,000 
 
 75,000,000 
 
 40,000,000 
 
 U3,000,000 
 
 
 4 
 
 >2 
 
 3 
 
 
 St. Marys Falls 
 
 
 1 The figures for this table are compiled from the Monthly Summary of Com- 
 merce and Finance of the United States for January, 1905, Bureau of Statistics, 
 Department of Commerce and Labor. 
 
 "Tidal locks. 
 
 8 Includes cost of Canadian lock and approaches, which was obtained from 
 the annual report of the Chief of Engineers of the United States Army forth© 
 fiscal year ending June 30, 1906. 
 
 No reliable data were obtainable as to the number, 
 tonnage, or valuation of boats using the waterways 
 
UNITED STATES. 
 
 43 
 
 classed as ship canals. Table 60 shows such data only 
 for those canals operated in 1906 on which the freight is 
 transported by canal boats and which are all under 
 state or corporation ownership. 
 
 Table 60. — Floating equipment — number, tonnage, and valuation 
 of canal boats on other than ship canals: 1906 and 1889. 
 
 Total. 
 
 Cheeapeake and Ohio 
 
 Morris 
 
 Delaware and Hud- 
 son 
 
 Erie 
 
 Oswego 
 
 Cayuga and Seneca. 
 
 Champlain 
 
 Black River 
 
 Ohio 
 
 Miami and Erie 
 
 Lehigh Coal and 
 Navigation Com- 
 
 pany. 
 Ichu 
 
 Schuylkill Naviga- 
 tion Company . . . 
 
 1906 
 
 Num- 
 ber. 
 
 (') 
 
 120 
 
 ( 3 ) 
 
 18 
 
 (') 
 
 540 
 03 
 
 (») 
 
 127 
 42 
 
 Tonnage. 
 
 465,815 
 
 13,920 
 
 « 
 
 2,700 
 
 358,905 
 
 54,000 
 6,300 
 
 « 
 
 15,500 
 6,190 
 
 Valuation. 
 
 (') 
 
 $84,000 
 
 « 
 
 18,000 
 
 0) 
 
 648,000 
 77,331 
 
 (>5 
 
 63,000 
 30,200 
 
 1889 
 
 Num- 
 ber. 
 
 5,544 
 
 ( 2 ) 
 314 
 
 750 
 
 1,743 
 
 954 
 110 
 
 1,273 
 125 
 
 Tonnage. 
 
 ( ! ) 
 24,120 
 
 105,000 
 
 406,061 
 
 97, 597 
 10, 345 
 
 22,000 
 
 120,935 
 22,000 
 
 Valuation. 
 
 $4,823,625 
 
 m 
 
 92,275 
 
 681,500 
 
 2,403,500 
 
 893,450 
 94,950 
 
 82,500 
 
 509,200 
 66,250 
 
 'The number and valuation of boats operating on the Erie, Oswego, 
 Cayuga and Seneca canals were not reported and therefore no total could be 
 made for these items. 
 
 2 Not in operation in 1889. 
 
 8 Did not report floating equipment in 1906. 
 
 Of the 12 canals for which floating equipment is 
 shown, 7 are operated by the states in which they are 
 located and 5 by corporations. The great decrease in 
 the number, tonnage, and valuation of the boats using 
 these canals in 1906 as compared with 1889 is due to 
 the decreased use of canals whose dimensions and 
 locks do not permit boats of large tonnage to pass. 
 
 Table 61. — Tons of freight carried on state and corporation canals, 
 Government canals, and canalized rivers: 1906, 1889, and 1880. l 
 
 CLASS, STATE, AND NAME. 
 
 Aggregate. 
 
 State and corporation canals . 
 
 Government canals 
 
 Canalized rivers 
 
 State and corporation canals. 
 New York 
 
 Erie and branches 
 
 Champlain 
 
 Oswego 
 
 Cayuga and Seneca 
 
 Black River 
 
 Delaware and Hudson . 
 
 New Jersey. . 
 
 Delaware and Raritan . 
 
 Morris 
 
 Perms Neck 
 
 Pennsylvania . 
 
 1906 
 
 122, 434, 405 
 
 6,606,814 
 96, 729, 333 
 19,098,258 
 
 6, 606, 814 
 
 3,627,907 
 
 2,385,491 
 740,983 
 172,228 
 164,874 
 77,331 
 87,000 
 
 513, 043 
 
 424,986 
 88,057 
 ( 2 ) 
 
 294,979 
 
 Pennsylvania 
 
 Susquehanna and Tidewater 
 
 Schuylkill Navigation Co 
 
 Lehigh Coal and Navigation Co 
 
 Union 
 
 Muncy 
 
 i The figures relating to Government canals and canalized rivers were obtained 
 from the report of the Chief of Engineers of the United States Army for the fiscal 
 year ending June 30, 1906, and those for state and corporation canals directly from 
 the canal officials. 
 
 2 Abandoned since 1889. 
 
 ( 2 ) 
 ( 2 ) 
 
 54, 354 
 240, 625 
 
 ( ! ) 
 ( 2 ) 
 
 1889 
 
 48, 668, 325 
 
 13,269,600 
 
 28,904,209 
 
 6,494,516 
 
 13,269,600 
 
 6,816,304 
 
 3,673,554 
 
 1,187,038 
 
 170,078 
 
 196, 138 
 
 143,561 
 
 1,445,935 
 
 1,738,905 
 
 1,276,269 
 462, 636 
 ( a ) 
 
 1,359,665 
 
 423,073 
 125,555 
 219, 697 
 591, 340 
 
 (') 
 ( 3 ) 
 
 1880 
 
 21,044,292 
 
 16,304,323 
 1,244,279 
 3, 495, 690 
 
 16, 304, 323 
 
 7,766,! 
 
 4,608,651 
 
 1,200,503 
 
 427,863 
 
 125,331 
 
 75, 308 
 
 1,329,313 
 
 1,857,568 
 
 1,348,082 
 
 503, 486 
 
 6,000 
 
 2,607,535 
 
 861, 798 
 362,295 
 630, 416 
 719, 338 
 29,853 
 3,835 
 
 Table 61. — Tons of freight carried on state and corporation canals, 
 Government canals, and canalized rivers: 1906, 1889, and 1880 — ■ 
 Continued. 
 
 CLASS, STATE, AND NAME. 
 
 Delaware: 
 
 Chesapeake and Delaware. . 
 
 Virginia 
 
 Albemarle and Chesapeake 
 
 Lake Drummond (Dismal Swamp) . 
 Alexandria and Georgetown 
 
 North Carolina. . 
 
 Fairfield 
 
 Newbern and Beaufort. 
 
 Georgia. 
 
 Augusta. . 
 Ogeechee. 
 
 Louisiana 
 
 New Basin . . 
 Old Basin... 
 
 Harvey's 
 
 Company's.. 
 
 Secolas 
 
 Lake Borne . 
 
 Ohio.. 
 
 Ohio and branches. 
 
 Walhonding 
 
 Hocking 
 
 Miami and Erie 
 
 Illinois . 
 
 Illinois and Michigan 
 
 Chicago Drainage and Ship. 
 
 Maryland: 
 
 Chesapeake and Ohio 
 
 Florida: 
 
 Santa Fe. 
 
 Oregon: 
 
 Portland General Electric Co. 
 
 Texas: 
 
 Morris and Cummings 
 
 Government canals. 
 
 Kentucky: 
 
 Louisville and Portland. 
 
 Iowa: 
 
 Des Moines Rapids 
 
 Michigan. 
 
 St. Marys Falls. 
 Lake Superior'. 
 St. Clair Flats ' . 
 
 Illinois: 
 
 Illinois and Mississippi. 
 
 Wisconsin: 
 
 Sturgeon Bay and Lake Michigan. 
 
 Texas: 
 
 Port Arthur 
 
 Galveston and Brazos. 
 Morgan 
 
 South Carolina : 
 
 Fenwicks Island 
 
 Esterville-Minim Creek. 
 
 Canalized rivers. 
 Pennsylvania 
 
 Monongahela-Pennsylvania and West 
 
 Virginia 
 
 Ohio 
 
 Allegheny 
 
 Ohio: 
 
 Muskingum ' 
 
 1906 
 
 435, 404 
 
 95,269 
 340,135 
 If) 
 
 
 7,004 
 
 ,004 
 
 683,900 
 
 500,000 
 60,000 
 50,000 
 50,000 
 
 (') 
 
 23,900 
 84,052 
 
 8,818 
 
 m 
 
 ( 2 ) 
 75,234 
 
 6,470 
 
 6,470 
 
 C) 
 
 225, 143 
 
 43,826 
 
 2,000 
 729,333 
 
 96, 
 1,053,526 
 
 95 
 
 8,520 
 049,378 
 
 276,862 
 413, 445 
 359,071 
 
 617,210 
 
 ( 3 ) 
 ( 3 ) 
 ( 3 ) 
 
 ( 3 ) 
 
 m 
 
 19,098,258 
 16,091,000 
 
 447, 444 
 247, 753 
 395, 803 
 
 50,668 
 
 1889 
 
 736,879 
 395,004 
 
 316, 793 
 78,211 
 If) 
 
 2,124 
 
 2,124 
 ( 3 ) 
 
 40,392 
 
 23,668 
 16,724 
 
 293,070 
 
 226.594 
 66,476 
 («) 
 
 ( 3 ) 
 
 m 
 
 1,107,176 
 
 129,398 
 
 948 
 
 7,353 
 
 969,477 
 
 742,391 
 
 742,391 
 
 W 
 
 1,000 
 
 ( 3 ) 
 
 28,904,209 
 
 794,280 
 27,491,869 
 
 7,516,022 
 
 « 257, 987 
 
 19, 717, 860 
 
 ( 5 ) 
 
 ( 3 ) 
 
 C) 
 
 (?) 
 
 6, 494, 516 
 
 3,294,932 
 
 3,294,932 
 <■) 
 
 ( 5 ) 
 
 10,281 
 
 3 Not reported. 
 
 < Abandoned since 1880. 
 
 5 Not opened. 
 
 6 Canal not in operation in 1889. 
 
 7 Fiscal year ending June 30, 1905. 
 
 8 Includes Keweenaw Bay and Portage Lake canals. 
 
 1880 
 
 959, 146 
 532,662 
 
 400,000 
 
 6,731 
 
 125,931 
 
 40,000 
 
 40,000 
 
 2,697 
 20,905 
 
 318,096 
 
 177,108 
 140,988 
 If) 
 
 (') 
 
 m 
 if) 
 
 791,962 
 
 429,626 
 
 3,309 
 
 35,290 
 
 323,737 
 
 751,360 
 
 751,360 
 
 655, 423 
 
 ( 3 ) 
 
 <•) 
 
 (■) 
 1,244,279 
 
 ( 3 ) 
 
 ( 3 ) 
 1,244,279 
 
 1,244,279 
 (") 
 
 ( 3 ) 
 
 ( 3 ) 
 
 ( 3 ) 
 
 3,495,690 
 
 3, 450, 400 
 
 3, 450, 400 
 ( 3 ) 
 
 ( 5 ) 
 
 45,290 
 
44 
 
 TRANSPORTATION BY WATER. 
 
 Table 61. — Tons of freight carried on state and corporation canals, 
 Government canals, and canalized rivers: 1906, 1S89, and 1880 — 
 Continued. 
 
 CLASS, STATE, AND NAME. 
 
 1906 
 
 1889 
 
 1880 
 
 West Virginia 
 
 1,720,399 
 
 1,260,859 
 
 
 
 
 
 1,613,889 
 106, 510 
 ( s ) 
 
 729, 428 
 
 1, 145, 202 
 115, 657 
 
 m 
 
 1,076,228 
 
 (21 
 
 
 ( 2 ) 
 
 
 C 3 ) 
 
 
 
 
 
 
 201, 510 
 342, 495 
 148, 623 
 36,800 
 
 33, 178 
 
 256, 950 
 819,278 
 (<) 
 
 ( s ) 
 
 180,264 
 
 (2) 
 
 
 ( 2 ) 
 
 
 ( 3 ) 
 
 
 ( 6 ) 
 
 
 
 
 
 
 24,943 
 3,990 
 4,245 
 
 263,589 
 
 180,264 
 ( 6 ) 
 (?) 
 
 671,952 
 
 ( 2 ) 
 
 Wabash 
 
 (6) 
 
 
 ( 5 ) 
 
 
 
 
 
 Foxi 
 
 263, 589 
 
 346, 475 
 325, 477 
 
 (2) 
 
 
 ( 21 
 
 
 
 1 Fiscal year ending June 30, 1905. 
 
 2 Not reported. 
 
 Table 61. — Tons of freight carried on state and corporation canals, 
 Government canals, and canalized rivers: 1906, 1889, and 1880 — 
 Continued. 
 
 CLASS, STATE, AND NAME. 
 
 1906 
 
 1889 
 
 1880 
 
 South Carolina: 
 
 ( 2 ) 
 
 7,999 
 136,805 
 
 ( 6 ) 
 
 ( 6 ) 
 
 Arkansas: 
 
 ( 2 ) 
 
 
 
 
 
 
 
 119,009 
 17,796 
 
 16,281 
 
 m 
 ( 2 ) 
 
 ( s ) 
 
 
 ( 5 ) 
 
 
 
 
 
 
 
 16,281 
 M 
 
 48,911 
 
 ( 2 ) 
 
 C) 
 
 
 w 
 
 
 
 
 
 
 46,884 
 2,027 
 
 ( 2 ) 
 ( 5 ) 
 
 
 Yamhill 
 
 
 3 Included in data for this river in Pennsylvania. 
 * Abandoned since 1889. 
 6 Not opened. 
 
 Table 62.— NUMBER, DIMENSIONS, DATE OF CONSTRUCTION, AND COST OF STATE AND CORPORATION CANALS, 
 
 GOVERNMENT CANALS, AND CANALIZED RIVERS: 1906. ' 
 
 
 Points connected. 
 
 Num- 
 ber oi 
 ca- 
 nals. 
 
 Opened 
 
 for 
 traffic. 
 
 LENGTH. 
 
 WIDTH. 
 
 Qi 
 JS 
 
 LOCKS. 
 
 Cost of 
 construc- 
 tion and 
 improve- 
 ment. 
 
 CLASS, STATE, AND NAME. 
 
 Total 
 (miles) .. 
 
 Canal 
 (miles) . 
 
 Slack 
 water 
 (miles) . 
 
 Sur- 
 face 
 (feet). 
 
 Bot- 
 tom 
 (feet). 
 
 Num- 
 ber. 
 
 Length 
 (feet). 
 
 Width 
 (feet). 
 
 
 
 64 
 
 
 3,644.60 
 
 2,022.88 
 
 1,621.72 
 
 
 
 
 934 
 
 
 
 $283,208,863 
 
 
 
 
 
 
 
 
 State and corpora- 
 tion canals 
 
 29 
 12 
 23 
 
 
 2,046 01 
 
 78.19 
 
 1,520.40 
 
 1,949.09 
 73.79 
 
 96.92 
 
 4.40 
 
 1,520.40 
 
 
 
 
 784 
 
 12 
 
 138 
 
 
 
 213,797,297 
 26,524,588 
 42,886,978 
 
 Government canals. . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 State and corporation 
 
 29 
 
 
 2,046.01 
 
 1,949.09 
 
 96.92 
 
 
 
 
 784 
 
 
 
 213,797,297 
 
 
 
 
 
 
 
 
 
 6 
 
 
 549.90 
 
 539.90 
 
 10.00 
 
 
 
 
 242 
 
 
 
 76,825,458 
 
 
 
 
 
 
 
 
 Erie and branches * 
 
 
 1825 
 1822 
 1828 
 1839 
 1849 
 1828 
 
 355.13 
 81.00 
 38.00 
 24.77 
 42.00 
 9.00 
 
 172.00 
 
 355.13 
 73.00 
 38.00 
 22.77 
 42.00 
 9.00 
 
 172.00 
 
 
 70 
 50 
 70 
 70 
 42 
 50 
 
 56 
 35 
 56 
 56 
 28 
 30 
 
 7 
 5 
 7 
 7 
 4 
 7 
 
 72 
 23 
 18, 
 10 
 109 
 10 
 
 49 
 
 110 
 110 
 110 
 110 
 90 
 100 
 
 18 
 18 
 18 
 18 
 15 
 15 
 
 } 65,402,033 
 
 5,161,793 
 
 2,232,632 
 
 3,964,000 
 
 65,000 
 
 11,113,749 
 
 Cham plain " 
 
 Whitehall-Albany 
 
 
 8.00 
 
 
 
 
 Cayuga and Seneca 2 
 
 
 
 2.00 
 
 Black River and feeders 2 
 
 
 
 Delaware and Hudson 
 
 Eddyville-High Falls 
 
 
 
 
 
 3 
 
 
 
 New Brunswick-Borden- 
 town. 
 
 
 
 
 
 
 
 Delaware and Raritan 3 
 
 
 I 1838 
 1836 
 
 1850 
 
 J 44.00 
 
 ! 22.00 
 106.00 
 
 185.00 
 
 197.88 
 
 44.00 
 
 22.00 
 106.00 
 
 181. 20 
 
 146. 26 
 
 
 80 
 
 60 
 50 
 
 68 
 
 40 
 
 30 
 30 
 
 31 
 
 9 
 
 9 
 5 
 
 6 
 
 13 
 
 4 
 32 
 
 75 
 
 146 
 
 220 
 
 100 
 95 
 
 100 
 
 24 
 
 24 
 20 
 
 15 
 
 
 Delaware and Raritan feeder . 
 
 
 | 5,113,749 
 
 
 
 
 
 6,000,000 
 14,000,000 
 18,085,334 
 
 Maryland: 
 
 Chesapeake and Ohio 
 
 Pennsylvania 
 
 Washington, D. C.-Cum- 
 berland, Md. 
 
 1 
 2 
 
 3.80 
 51.62 
 
 
 
 
 
 
 
 
 Schuylkill Navigation Co 
 
 
 1826 
 1821 
 
 1829 
 
 89.88 
 108.00 
 
 29.63 
 37.00 
 
 50.26 
 96.00 
 
 13.63 
 36.00 
 
 39.62 
 12.00 
 
 16.00 
 1.00 
 
 58 
 44 
 
 60 
 
 40 
 18 
 
 40 
 
 6 
 6 
 
 10 
 
 55 
 91 
 
 3 
 3 
 
 110 
 100 
 
 220 
 
 18 
 22 
 
 24 
 
 11,018,875 
 7,066,459 
 
 5,000,000 
 4,452,849 
 
 Lehigh Coal and Navigation 
 
 Coalport-Easton-Bristol. . . 
 
 
 Co. 
 
 Delaware: 
 
 Chesapeake and Delaware 3 . . . 
 
 Delaware river-Chesapeake 
 
 bay. 
 
 1 
 2 
 
 
 Chesapeake bay-Albemarle 
 
 sound. 
 Elizabeth river, Va.-Pas- 
 
 quotank river, N. C. 
 
 
 
 
 
 
 Albemarle and Chesapeake 3 . . 
 
 
 1860 
 1794 
 
 14.00 
 23.00 
 
 14.00 
 22.00 
 
 
 80 
 70 
 
 45 
 40 
 
 10 
 9 
 
 1 
 2 
 
 220 
 250 
 
 40 
 39 
 
 1,151,849 
 3,301,000 
 
 Lake Drummond (Dismal 
 Swamp) . 3 
 
 1.00 
 
 1 The figures relating to Government canals and canalized ri vers 
 for state and corporation canals directly from the canal officials. 
 
 2 State canal. 
 'Ship canal. 
 
 were obtained from the reports of the Chief of Engineers of the United States Army and those 
 
UNITED STATES. 
 
 45 
 
 Table 62. 
 
 -NUMBER, DIMENSIONS, DATE OF CONSTRUCTION, AND COST OF STATE AND CORPORATION CANALS, 
 GOVERNMENT CANALS, AND CANALIZED RIVERS: 1906— Continued. 
 
 
 Points connected. 
 
 dum- 
 ber of 
 ca- 
 nals. 
 
 Opened 
 
 for 
 traffic. 
 
 LENGTH. 
 
 WIDTH. 
 
 CD 
 & 
 
 a 
 
 LOCKS. 
 
 Cost of 
 construc- 
 tion and 
 improve- 
 ment. 
 
 CLASS, STATE, AND NAME. 
 
 Total 
 (miles) . 
 
 Canal 
 (miles) . 
 
 Slack 
 water 
 (miles). 
 
 Sur- 
 face 
 (feet). 
 
 Bot- 
 tom 
 (feet). 
 
 Num- 
 ber. 
 
 Length 
 (feet). 
 
 Width 
 (feet). 
 
 
 
 2 
 
 
 9.00 
 
 9.00 
 
 
 
 
 
 
 
 
 895,000 
 
 
 Fairfield and Alligator 
 river. 
 
 
 
 
 
 
 
 
 
 Fairfield l 
 
 
 1868 
 1882 
 
 1847 
 
 4.00 
 5.00 
 
 9.00 
 121.85 
 
 4.00 
 5.00 
 
 7.00 
 121.35 
 
 
 26 
 
 26 
 
 7 
 5 
 
 n 
 
 
 
 
 60,000 
 
 
 
 
 
 
 35,00.1 
 
 Georgia: 
 
 Augusta-Savannah river . . . 
 
 1 
 5 
 
 2.00 
 0.50 
 
 150 
 
 106 
 
 1 
 3 
 
 100 
 
 15 
 
 2,090,263 
 
 
 3,400,OCO 
 
 
 New Orleans-Lake Pon- 
 
 chartrain. 
 New Orleans-St. Johns 
 
 bayou. 
 Mississippi river at New 
 
 Orleans-Barataria bayou. 
 Mississippi river at New 
 
 Orleans-Lafourche bayou . 
 Mississippi river-Lake 
 
 Borne. 
 
 CorpusChristi- Aransas bay . 
 
 
 
 
 
 
 
 
 1 
 2 
 
 1835 
 1794 
 1830 
 1847 
 1900 
 
 1873 
 
 7.50 
 7.00 
 5.35 
 95.00 
 7.00 
 
 9.00 
 595. CO 
 
 ' 7.00 
 7.00 
 5.35 
 
 95.00 
 7.00 
 
 9.00 
 589.00 
 
 0.50 
 
 100 
 60 
 70 
 60 
 
 100 
 
 103 
 
 90 
 40 
 65 
 45 
 85 
 
 60 
 
 9 
 
 7 
 
 6 
 
 5.5 
 
 6 
 
 8 
 
 
 
 
 2,000,000 
 
 
 
 
 
 150,000 
 
 
 
 1 
 1 
 1 
 
 184 
 174 
 280 
 
 30 
 
 28 
 44 
 
 400,000 
 
 
 
 500,000 
 
 
 
 350,000 
 
 Texas: 
 
 Morris and Cummings * 
 
 
 125,000 
 
 6.00 
 
 239 
 
 
 
 15,967,651 
 
 
 
 
 
 
 
 
 
 
 
 1835 
 1835 
 
 326.00 
 269.00 
 
 130.00 
 
 326.00 
 263.00 
 
 124.00 
 
 
 40 
 50 
 
 26 
 35 
 
 4 
 5 
 
 144 
 95 
 
 18 
 
 90 
 90 
 
 15 
 
 15 
 
 7,904,971 
 
 
 
 
 6.00 
 6.00 
 
 8,062,680 
 
 
 
 2 
 
 61,891,993 
 
 Illinois and Michigan 2 
 
 Chicago Drainage and Ship ». 
 
 Oregon: 
 
 Portland General Electric 
 C0.1 * 
 
 
 
 1848 
 1900 
 
 1873 
 
 96.00 
 34.00 
 
 0.75 
 
 78.19 
 
 96.00 
 28.00 
 
 0.75 
 
 73.79 
 
 
 60 
 244 
 
 75 
 
 30 
 158 
 
 55 
 
 8 
 22 
 
 6 
 
 w 
 
 \ 110 
 
 f 48 
 i 18 
 
 1 9,194,498. 
 52,697,495. 
 
 
 
 6.00 
 
 Around Falls of Willamette 
 river at Oregon City. 
 
 1 
 12 
 
 5 
 12 
 
 210 
 
 40 
 
 750,0CK> 
 
 4.40 
 
 26,524,588 
 
 
 
 3 
 
 
 10.54 
 
 10.54 
 
 
 
 
 
 2 
 
 
 
 13,282,305 
 
 
 (Around falls of St. Marys 
 \ river. 
 
 Lake Superior, Portage 
 Lake, Keweenaw bay. 
 
 St. Clair river-Lake St. 
 Clair. 
 
 Around falls of Rock river, 
 at Milan, 111. 
 
 Sturgeon bay-Lake Michi- 
 gan. 
 
 /Around falls of Ohio river 
 
 \ 
 
 1 
 1 
 
 } 1 
 2 
 
 1855 
 1873 
 
 1889 
 1895 
 1881 
 
 1830 
 
 1.60 
 7.75 
 
 1.19 
 4.50 
 1.36 
 
 2.40 
 5.33 
 
 1.60 
 7.75 
 
 1.19 
 4.50 
 1.36 
 
 2.40 
 5.33 
 
 
 160 
 120 
 
 
 25 
 20 
 
 20 
 7 
 21 
 
 12 
 
 2 
 
 ; 515 
 
 t 800 
 
 80 
 100 
 
 } 8, COO, 000' 
 4,246,728. 
 
 Lake Superior (including 
 Keweenaw Bay and Port- 
 age Lake canals). 
 
 
 
 
 
 
 1,035,577 
 
 Illinois: 
 
 Illinois and Mississippi 
 
 Wisconsin: 
 
 Sturgeon Bay and Lake 
 Michigan Ship. 
 
 Kentucky: 
 
 Louisville and Portland 
 
 
 
 
 3 
 
 170 
 
 35 
 
 547,230. 
 
 
 160 
 
 
 504,596. 
 
 
 { I 
 
 390 
 260 
 
 80 
 50 
 
 | 5,856,2301 
 
 
 
 
 
 
 222,175- 
 
 
 South Edisto and Ashepoo 
 rivers. 
 
 
 1906 
 1906 
 
 0.33 
 5.00 
 42.06 
 
 0.33 
 5.00 
 42.06 
 
 
 90 
 90 
 
 
 7 
 6 
 
 
 
 
 50,000! 
 
 Esterville-Minim Creek 
 
 
 
 ■ 
 
 
 172,175. 
 
 
 3 
 
 
 1 
 
 
 1,445,163: 
 
 
 Taylors bayou-Sabine 
 pass. 
 
 
 1899 
 
 1853 
 1876 
 
 1877 
 
 7.13 
 
 29.50 
 5.43 
 
 12.00 
 1,520.40 
 
 7.13 
 
 29.50 
 5.43 
 
 7.60 
 
 
 183 
 
 373 
 180 
 
 250 
 
 75 
 
 25 
 
 3 
 
 17 
 
 5 
 
 
 
 803, 49fr 
 
 
 
 1 
 
 
 369,698' 
 
 
 Galveston bay-Buffalo 
 bayou. 
 
 } 1 
 
 23 
 
 1 
 3 
 
 
 . 
 
 
 271,975. 
 
 Morgan Canal and Cut 
 
 Iowa: 
 
 4.40 
 1,520.40 
 
 3 
 
 138 
 
 325 
 
 80 
 
 4,666,889' 
 
 
 tNashville-Montrose 
 
 
 42,886,978' 
 
 Arkansas: 
 
 8 miles above to 1 mile be- 
 low Batesville. 
 
 
 9.00 
 151. 50 
 
 1 
 
 9.00 
 151. 50 
 
 
 
 5 
 
 2 
 21 
 
 175 
 
 36 
 
 684, 110'- 
 
 
 
 
 
 
 
 9,747,795- 
 
 
 Pittsburg-Dunkards creek . 
 
 
 1888 
 
 1885 
 1903 
 
 89.00 
 36.50 
 26.00 
 
 
 89.00 
 
 36.50 
 26.00 
 
 
 
 5.4,{ « ?i« 
 
 j 56 
 110 
 
 3,954,466 
 
 
 I 
 
 I 
 
 
 |l 6 
 6 6 
 
 600 
 
 
 
 4,668,56i 
 
 
 
 
 
 
 
 
 i Ship canal. 
 
 2 State canal. 
 
46 
 
 TRANSPORTATION BY WATER. 
 
 Table 62.— NUMBER, DIMENSIONS, DATE OP CONSTRUCTION, AND COST OF STATE AND CORPORATION CANALS, 
 GOVERNMENT CANALS, AND CANALIZED RIVERS'. 1906— Continued. 
 
 
 Points connected. 
 
 Num- 
 ber of 
 ca- 
 nals. 
 
 Opened 
 
 Jor 
 traffic. 
 
 LENGTH. 
 
 WIDTH. 
 
 ? 
 1 
 
 LOCKS. 
 
 Cost of 
 construc- 
 tion and 
 improve- 
 ment. 
 
 CLASS, STATE, AND NAME. 
 
 Total 
 (miles). 
 
 Canal 
 (miles) . 
 
 Slack 
 water 
 (miles). 
 
 Sur- 
 face 
 (ieet). 
 
 Bot- 
 tom 
 (teet). 
 
 Num- 
 ber. 
 
 Length 
 (feet). 
 
 Width 
 (feet). 
 
 West Virginia 
 
 
 3 
 
 
 179. 00 
 
 
 179. 00 
 
 
 
 
 22 
 
 
 
 $6,404,344 
 
 
 /Loup creek shoals-Point 
 
 \ 
 
 1889 
 
 1889 
 1899 
 
 1906 
 1840 
 
 90.00 
 
 48.00 
 41.00 
 
 2.00 
 
 75.00 
 241. 00 
 
 
 90.00 
 
 48.00 
 41.00 
 
 2.00 
 
 75.00 
 241. 00 
 
 
 
 6 
 
 4 
 7 
 
 5 
 
 7 
 
 1 i 
 
 X 1 
 
 7 
 
 1 
 
 10 
 6 
 
 300 
 
 • 340 
 
 143 
 
 182 
 
 150 
 160 
 
 50 
 
 - 55 
 23 
 56 
 
 55 
 36 
 
 | 4,165,650 
 
 
 
 
 
 
 
 519, 107 
 
 
 
 
 
 
 
 1; 719, 587 
 
 South Carolina: 
 
 Gervais street bridge, 
 Columbia-Granby. 
 
 Zanesville-M arietta 
 
 i 
 i 
 
 3 
 
 
 
 
 221,238 
 
 Ohio: 
 
 
 
 
 2,121,738 
 
 
 
 
 
 3,193,706 
 
 
 
 
 
 
 
 
 
 
 Illinois 1 
 
 
 1889 
 1893 
 
 1894 
 1856 
 
 227.00 
 12.00 
 
 2.00 
 
 160. 40 
 469.50 
 
 
 227.00 
 12.00 
 
 2.00 
 
 160.40 
 469. 50 
 
 
 
 3.5 
 2 
 
 5 
 
 4 
 1 
 
 1 
 
 27 
 22 
 
 350 
 214 
 
 307 
 160 
 
 75 
 52 
 
 52 
 35 
 
 2,963,706 
 
 
 Grand Rapids at Mt. 
 Carmel. 
 
 
 
 
 
 130,000 
 
 
 
 
 
 100,000 
 
 Wisconsin: 
 
 Portage city-Green Bay 
 
 1 
 4 
 
 
 
 
 3,149,295 
 
 
 
 
 
 4,656,564 
 
 
 
 
 
 
 
 
 
 
 
 
 1889 
 
 1889 
 
 1889 
 1896 
 
 200.00 
 f 193. 00 
 
 j 20. 00 
 
 27.00 
 29.50 
 
 94.50 
 
 
 200.00 
 193.00 
 
 20.00 
 
 27.00 
 29.50 
 
 94.50 
 
 
 
 5 
 
 5 
 
 6 
 6 
 
 { I 
 
 7 
 
 3 
 
 1 
 
 14 
 
 145 
 148 
 
 145 
 
 190 
 123 
 
 38 
 52 
 
 36 
 
 52 
 27 
 
 } 2,798,922 
 
 
 [Mouth Green river-Mam- 
 1 moth Cave. 
 (Mouth Barren river-Bowl- 
 [ ing Green. 
 
 I 
 
 
 ) 
 
 
 
 
 661,635 
 
 
 
 J 
 
 
 1,091,108 
 
 
 
 
 
 
 
 104,899 
 
 
 
 2 
 
 
 
 
 5,424,363 
 
 
 Nashville above and below. 
 
 
 
 
 
 
 
 
 
 
 1889 
 1889 
 1889 
 
 76.50 
 14.50 
 3.50 
 
 116.00 
 
 
 76.50 
 14.50 
 3.50 
 
 116.00 
 
 
 
 6 
 
 3 
 9 
 2 
 
 10 
 
 280 
 285 
 285 
 
 52 
 60 
 60 
 
 2,232,637 
 
 
 
 
 
 | 3,191,726 
 3,264,811 
 
 
 
 
 
 
 
 5 
 
 
 
 2 
 
 
 
 
 
 12 miles above Tuscaloosa- 
 79 miles below Tuscaloosa. 
 Greenport, Ala., to 25 miles 
 below. 
 
 
 
 
 
 
 
 
 
 2 
 
 1889 
 1888 
 
 91.00 
 25.00 
 
 22.50 
 
 
 91.00 
 25.00 
 
 22.50 
 
 
 
 6.5 
 4 
 
 7 
 3 
 
 3 
 
 322 
 175 
 
 52 
 40 
 
 2,223,883 
 
 
 • 
 
 
 
 1,040,928 
 
 
 
 
 
 4,019,014 
 
 
 
 
 
 
 
 
 
 
 
 
 1900 
 1889 
 
 18.00 
 4.50 
 
 
 18.00 
 4.50 
 
 
 
 5 
 8 
 
 1 
 2 
 
 265 
 462 
 
 40 
 92 
 
 202,620 
 
 
 
 
 
 
 
 3,816,394 
 
 
 
 
 
 
 
 
 1 The Federal Government controls 139 miles and the state of Illinois 88 miles. 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 For many years the Federal Government has been 
 expending large sums of money for the survey, im- 
 provement, and maintenance of the harbors and water- 
 ways of the United States. The first appropriation 
 for this purpose was made in 1802, when Congress 
 authorized the Secretary of the Treasury to expend a 
 sum not exceeding $30,000 on public piers in the 
 Delaware river. 
 
 The data on this subject have been compiled from 
 the reports of the Chief of Engineers of the United States 
 Army. The figures are from the compilation of pre- 
 liminary examinations, surveys, projects, and appro- 
 priations prepared in accordance with section 13 of 
 the rivers and harbors act of June 13, 1902, and pub- 
 
 lished in House Document 421, Fifty-seventh Congress, 
 second session, from the report of the chief of engi- 
 neers for the fiscal year ending June 30, 1906, and the 
 rivers and harbor acts of March 2,1907. The differences 
 which exist between the figures shown at the census of 
 1 890 and those presented at the present census for the 
 period up to and including that year are due either to 
 the inclusion of some figures in the present report under 
 a different locality from the one shown in 1890, to the 
 diversion of appropriations from the original project, 
 or to apparent errors in the earlier census. 
 
 The Congressional appropriations in Table 63 are 
 arranged according to districts corresponding with those 
 followed in presenting the statistics for water transpor- 
 tation. 
 
UNITED STATES. 
 
 47 
 
 Table 63. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the United States, 
 by periods and divisions. 
 
 
 Date 
 
 of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 APPROPRIATIONS . 
 
 DIVISION. 
 
 Total. 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 1906, 
 inclusive. 
 
 March 2, 
 1907. 
 
 Total 
 
 1802 
 
 1802 
 1826 
 1852 
 1823 
 1809 
 1836 
 1824 
 
 ■$552,943,525 
 
 $214,039,886 
 
 $301,447,546 ,$37,456,093 
 
 Atlantic coast 
 
 Gulf of Mexico 
 
 Pacific coast 
 
 Great Lakes 
 
 Mississippi valley . . 
 Lake Champlain. . . 
 
 141,162,891 
 64,292,362 
 34,061,782 
 97,791,108 
 
 208, 484, 720 
 
 1,347,910 
 
 2 5,802,752 
 
 56,448,541 
 21,065,470 
 10,248,592 
 37, 522, 937 
 84,211,783 
 1,133,660 
 3,408,903 
 
 73,821,826 
 38,027,940 
 21,204,844 
 50,980,283 
 115,457,054 
 211,750 
 1,743,849 
 
 10,892,524 
 5,198,952 
 2,608,346 
 9,287,888 
 8,815,883 
 2,500 
 650,000 
 
 
 1 Does not include appropriations for the following: California Debris Com- 
 mission; Permanent International Commission of Congresses of Navigation; 
 International Waterway Commission; improvement of harbors and water- 
 ways in insular possessions; prevention of deposits in New York harbor; bridge 
 construction. 
 
 9 Includes general appropriation items-for removal of wrecks, examinations, 
 surveys, and contingencies which are not capable of being segregated according 
 to divisions. 
 
 32576—08 5 
 
 Up to and including 1890 the Congressional appro- 
 priations amounted to 38.7 per cent of the total shown 
 in this table. From 1891 to 1906, inclusive, 54.5 per 
 cent of the total was appropriated, while the rivers and 
 harbors act of March 2, 1907, authorized the expendi- 
 ture of 6.8 per cent. The waterways of the Mississippi 
 valley, including the Eed River (of the North), have re- 
 ceived 37.7 per cent of all Congressional appropriations 
 for the improvement and maintenance of harbors and 
 waterways; the harbors and streams of the Atlantic 
 coast, 25.5 per cent; those of the Great Lakes, 17.7 per 
 cent; the Gulf of Mexico, including the delta and passes 
 of the Mississippi, 11.6 per cent; the Pacific coast, 6.2 
 per cent; and Lake Champlain, two-tenths of 1 per 
 cent. 
 
48 
 
 TRANSPORTATION BY WATER. 
 
 Table 64.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND DIVISION. 
 
 Number 
 of ves- 
 sels. 
 
 TONNAGE. 
 
 RIGGED. 
 
 HOHSEFOWEK OF ENGINES. | 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 AH i 
 other. 
 
 ! 
 
 1 
 
 
 37,321 
 
 12,893,429 
 
 11,484,833 
 
 7,952 
 
 562 
 
 1,406 
 
 7 
 
 3,378,453 
 
 73,204 
 
 88 [ 
 88 
 
 
 
 9 
 
 9,927 
 
 4,059,521 
 
 2,918,476 
 
 7,952 
 
 562 
 
 1,406 
 
 7 ' 
 
 3,378,453 
 
 73,204 
 
 
 
 
 3 
 
 3,615 
 3,079 
 
 536 
 '2, 176 
 
 521 
 
 7,131 
 
 3,411,588 
 
 261,375 
 
 261,073 
 
 82,275 
 
 43,210 
 
 1,704,277 
 
 2,474,183 
 174,373 
 187,238 
 54, 123 
 28,559 
 
 1,539,513 
 
 2,766 
 
 2,428 
 
 188 
 
 2,093 
 
 477 
 
 285 
 27 
 
 228 
 7 
 15 
 
 564 
 624 
 113 
 76 
 29 
 
 7 
 
 2,255,295 
 
 637,960 
 
 264,414 
 
 162,032 
 
 58,762 
 
 20,417 
 7,336 
 1,245 
 
 39,871 
 4,335 
 
 80 
 
 8 ; 
 
 ! 
 
 4 
 
 
 !S 
 
 
 6 
 
 
 7 
 
 
 S 
 
 
 
 
 
 
 
 
 
 
 
 5,181 
 
 1,594 
 
 356 
 
 20,263 
 
 1,672,862 
 
 24,155 
 
 7,260 
 
 7, 129, 631 
 
 1,510,658 
 
 22, 176 
 
 6,679 
 
 7,026,844 
 
 
 
 1 
 
 
 
 ' 
 
 
 
 
 
 
 
 
 
 11 
 
 
 
 
 
 
 
 i 
 
 
 Unrigged ' 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 IS 
 
 2,237 
 18,026 
 
 20,032 
 
 303,581 
 6,826,050 
 
 4,851,421 
 
 292,386 
 6,734,458 
 
 4,186,451 
 
 
 
 | 
 
 
 
 i 
 
 14 
 
 
 
 
 
 
 
 
 
 IS 
 
 
 4,858 
 
 370 
 
 183 
 
 2 
 
 1,712,382 
 
 45,932 
 
 64 ' 
 
 
 
 1* 
 
 5,413 
 
 1,457,894 
 
 972,320 
 
 4,858 
 
 370 
 
 183 
 
 2 
 
 1,712,382 
 
 45,932 
 
 64 | 
 
 
 
 
 , 1,523 
 
 1,690 
 
 270 
 
 1,577 
 
 353 
 
 5,920 
 
 1,045,811 
 148,992 
 162,834 
 70,461 
 29,796' 
 
 1,132,905 
 
 704,560 
 90,021 
 
 113,531 
 45,228 
 18,980 
 
 1,012,197 
 
 1,225 
 1,606 
 
 111 
 1,573 
 
 343 
 
 194 
 
 11 
 
 156 
 
 1 
 
 8 
 
 104 
 
 73 
 
 1 
 
 3 
 
 2 
 
 2 
 
 992,963 
 381,051 
 158,140 
 142,203 
 38,025 
 
 10,214 
 
 1,506 
 
 195 
 
 30,706 
 3,311 
 
 1 
 i 
 
 56 1 
 8 
 
 
 
 It 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4,227 
 
 1,358 
 
 335 
 
 8,099 
 
 1,105.901 
 21,046 
 5,958 
 
 2,260,622 
 
 987,398 
 19,317 
 5,482 
 
 2,201,934 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 663 
 8,036 
 
 2,537 
 
 103,877 
 2,156,545 
 
 977,687 
 
 101, 195 
 2,100,739 
 
 770,376 
 
 
 
 1 
 
 
 
 r 
 
 "H 
 
 
 
 
 
 
 
 
 
 
 
 837 
 
 38 
 
 191 
 
 
 435,020 
 
 10,697 
 
 
 
 
 
 1,066 
 
 518, 107 
 
 349,403 
 
 837 
 
 38 
 
 191 
 
 
 435,020 
 
 10,697 
 
 1 
 
 
 
 
 604 
 
 313 
 
 47 
 
 66 
 
 36 
 
 666 
 
 451,270 
 
 24,151 
 
 40,171 
 
 1,065 
 
 1,460 
 
 305,283 
 
 301,336 
 
 15,290 
 
 31,018 
 
 764 
 
 995 
 
 277,295 
 
 455 
 272 
 10 
 66 
 34 
 
 5 
 2 
 31 
 
 144 
 39 
 6 
 
 
 355,849 
 
 47,764 
 
 29,079 
 
 810 
 
 1,518 
 
 6,333 
 
 2,520 
 
 86 
 
 1,237 
 
 521 
 
 
 
 
 ST 
 
 
 
 
 
 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 547 
 104 
 15 
 
 805 
 
 302,798 
 1,459 
 1,026 
 
 154,297 
 
 275,060 
 
 1,298 
 
 937 
 
 143,678 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 805 
 2,990 
 
 154,297 
 2,392,863 
 
 143,678 
 1,905,176 
 
 
 
 
 
 
 
 
 
 
 1,616 
 
 51 
 
 8 
 
 1 
 
 976,847 
 
 5,700 
 
 8 ! 
 
 
 
 44 
 
 1,676 
 
 1,915,786 
 
 1,452,228 
 
 1,616 
 
 51 
 
 8 
 
 1 
 
 976,847 
 
 5,700 
 
 8 > 
 
 
 
 
 932 
 
 382 
 
 48 
 
 236 
 
 78 
 
 531 
 
 1,842,251 
 
 22,663 
 
 35,581 
 
 6,210 
 
 9,081 
 
 265,571 
 
 1,406,674 
 
 13,312 
 
 21,621 
 
 4,280 
 
 6,341 
 
 249,535 
 
 890 
 376 
 
 43 
 235 
 
 72 
 
 37 
 5 
 3 
 
 6 
 
 5 
 1 
 1 
 1 
 
 1 
 
 811,004 
 89, 451 
 49,001 
 12, 387 
 15,004 
 
 1,333 
 164 
 116 
 
 3,923 
 164 
 
 8 
 
 i 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 403 
 
 122 
 
 6 
 
 783 
 
 263,837 
 
 1,458 
 
 276 
 
 211,506 
 
 247,891 
 
 1,384 
 
 260 
 
 203, 413 
 
 
 
 
 
 
 
 i 
 
 
 
 
 
 
 
 1 
 
 
 i 
 
 
 
 
 
 
 
 
 
 ' 1 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 55 
 
 56 
 
 57 
 
 6 
 
 777 
 
 9,622 
 
 1,134 
 210,372 
 
 4,411,967 
 
 1,122 
 202,291 
 
 4,379,064 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 356 
 
 85 
 
 990 
 
 4 
 
 1 227,802 
 
 9,167 
 
 : 
 
 
 
 1,435 
 
 146,227 
 
 129,227 
 
 356 
 
 85 
 
 990 
 
 4 
 
 | 227,802 
 
 9,167 
 
 ' 
 
 
 
 59 
 60 
 
 390 
 619 
 166 
 222 
 38 
 
 8,187 
 
 55,779 
 62,836 
 22, 180 
 3,255 
 2,177 
 
 4,265,740 
 
 49,997 
 
 53,821 
 
 20,791 
 
 2,923 
 
 1,695 
 
 4,249,837 
 
 67 
 106 
 
 22 
 146 
 
 15 
 
 36 
 7 
 
 35 
 6 
 1 
 
 287 
 
 506 
 
 105 
 
 70 
 
 22 
 
 4 
 
 78, 451 
 114,696 
 
 27,372 
 3,571 
 3,712 
 
 2,241 
 2,851 
 
 848 
 2,971 
 
 256 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 8,185 
 
 323 
 4,265,417 
 
 323 
 4,249,514 
 
 
 
 
 
 
 
 * 
 
 fifi 
 
 
 
 
 
 
 
 
 
 ' The quantity of freight carried on the Great Lakes and St. Lawrence river was obtained from the report of 
 merce of the United States. As this report does not show separately the freight carried on each class of vessels, 
 obtained by classes. 
 
 the Bureau of Statistics on the internal com- 
 the total for the United States could not be 
 
UNITED STATES. 
 
 49 
 
 OCCUPATION, AND DIVISION: 1906. 
 
 
 CONSTRUCTION. 
 
 
 Value ol 
 vessels. 
 
 INCOME.' 
 
 Number 
 of em- 
 ployees. 
 
 Wageo. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 Freight car- 
 ried 
 (net tons). l 
 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers. 
 
 All other. 
 
 
 531 
 
 1,448 
 
 35,247 
 
 95 
 
 $507,973,121 
 
 $175,545,361 
 
 843,645,365 
 
 $75,663,806 
 
 140,929 
 
 $71,636,521 
 
 366, 825, 663 
 
 2177,519,758 
 
 1 
 
 485 
 
 1,189 
 
 8,197 
 
 56 
 
 386,772,727 
 
 132,473,492 
 
 43,591,987 
 
 49,482,310 
 
 95,452 
 
 50,504,508 
 
 366,322,769 
 
 
 2 
 
 218 
 
 169 
 
 64 
 
 13 
 
 21 
 
 37 
 
 690 
 251 
 
 92 
 121 
 
 35 
 
 94 
 
 2,690 
 2,649 
 
 379 
 2,016 
 
 463 
 
 6,973 
 
 17 
 10 
 
 1 
 26 
 
 2 
 
 27 
 
 286,218,089 
 
 39,062,249 
 
 29,578,380 
 
 24,281,861 
 
 7,632,148 
 
 56,206,145 
 
 119,869,929 
 12,555,487 
 
 33, 114, 629 
 
 62, 117 
 
 10,414,106 
 
 135 
 
 1,000 
 
 35,072 
 
 8,111,773 
 
 31,325,724 
 
 6,876,967 
 
 25, 590 
 
 3,142,256 
 
 697,973 
 
 61,908 
 
 20,870 
 
 4,519 
 
 5,858 
 
 2,297 
 
 25,404 
 
 30,579,417 
 12,494,685 
 3, 537, 180 
 2,291,951 
 1,601,275 
 
 10,371,047 
 
 35,302,577 
 
 281, 103 
 
 330,737,639 
 
 700 
 
 750 
 
 24,915 
 
 
 3 
 
 
 4 
 
 
 5 
 
 
 
 fi 
 
 48,076 
 31,954,145 
 
 
 7 
 
 
 
 8 
 
 34 
 3 
 
 76 
 18 
 
 5,069 
 
 1,549 
 
 355 
 
 20,077 
 
 2 
 
 24 
 
 1 
 
 12 
 
 51,415,756 
 
 4,169,253 
 
 621, 136 
 
 64,994,249 
 
 31,953,165 
 
 33,272 
 
 482,276 
 
 2,853 
 
 212,844 
 
 25,483,523 
 
 22,945 
 
 1,949 
 
 510 
 
 20,073 
 
 9,641,346 
 556, 777 
 172,924 
 
 10,760,966 
 
 23, 475 
 
 
 9 
 
 
 10 
 
 980 
 11,117,724 
 
 1,800 
 18,306, 
 
 1,440 
 477, 979 
 
 
 
 . 9 
 
 165 
 
 
 12 
 
 
 9 
 
 156 
 
 734 
 
 2,227 
 17,850 
 
 18,827 
 
 1 
 11 
 
 57 
 
 2,952,197 
 62,042,052 
 
 273,105,915 
 
 2,951,753 
 8,165,971 
 
 83, 890, 161 
 
 
 386,594 
 25,096,929 
 
 50,226,431 
 
 2,772 
 17,301 
 
 77, 124 
 
 1,015,591 
 9,745,375 
 
 38,352,259 
 
 
 
 13 
 
 9 
 
 414 
 
 18,306 
 25,643,332 
 
 477,979 
 292, 555, 416 
 
 
 14 
 
 65, 360, 958 
 
 15 
 
 385 
 
 608 
 
 4,388 
 
 32 
 
 193,926,327 
 
 57,803,325 
 
 25,601,845 
 
 32,039,317 
 
 45,388 
 
 24,433,617 
 
 292, 292, 820 
 
 19,340,893 
 
 16 
 
 156 
 140 
 
 61 
 ' 9 
 
 19 
 
 24 
 
 239 
 183 
 66 
 98 
 22 
 
 52 
 
 1,123 
 1,363 
 
 143 
 1,449 
 
 310 
 
 5,820 
 
 5 
 4 
 
 121, 136, 485 
 
 25,894,551 
 
 19,970,466 
 
 21,290,339 
 
 5,634,486 
 
 37,520,903 
 
 48,644,095 
 9,152,820 
 
 18,185,239 
 
 29,693 
 
 7,386,913 
 
 5, 418, 472 
 21,272,061 
 3,184,621 
 16,040 
 2, 148, 123 
 
 474,858 
 
 25, 177 
 11,276 
 2,388 
 5,088 
 1,459 
 
 18,654 
 
 11, 773, 117 
 7,528,564 
 2,098,540 
 2,016,936 
 1,016,460 
 
 6,687,314 
 
 19, 508, 104 
 
 188, 046 
 
 272,596,670 
 
 19, 109, 272 
 222, 540 
 
 17 
 18 
 19 
 
 21 
 2 
 
 24 
 
 
 
 ?0 
 
 6,410 
 19,542,231 
 
 
 
 9,081 
 18,637,842 
 
 n 
 
 24,926 
 
 22, 128 
 
 22 
 
 22 
 2 
 
 35 
 17 
 
 4,168 
 
 1,317 
 
 335 
 
 8,619 
 
 2 
 22 
 
 33,213,849 
 
 3,775,743 
 
 531,311 
 
 41,658,685 
 
 19,541,366 
 
 23, 126 
 
 284,690 
 
 2,681 
 
 187,487 
 
 17,712,256 
 
 16,374 
 
 1,835 
 
 445 
 
 13,082 
 
 6,016,394 
 524,374 
 146,546 
 
 7,231,328 
 
 20,688 
 
 18,630,901 
 
 23 
 ?4 
 
 865 
 6,544,605 
 
 1,800 
 16,561 
 
 1,440 
 240, 468 
 
 6,941 
 27, 382, 223 
 
 ?5 
 
 5 
 
 74 
 
 1 
 
 26 
 
 
 
 663 
 7,956 
 
 2,404 
 
 
 1,112,475 
 40,546,210 
 
 76,622,633 
 
 606,427 
 5,938,178 
 
 29,340,102 
 
 
 337, 125 
 17,375,131 
 
 8,755,544 
 
 652 
 12,430 
 
 20,142 
 
 281,599 
 6,949,729 
 
 12,950,399 
 
 
 1, 104, 209 
 26,278,014 
 
 13,301,293 
 
 ?7 
 
 5 
 57 
 
 74 
 73 
 
 1 
 3 
 
 16,561 
 10,424,493 
 
 240, 468 
 44, 189, 971 
 
 28 
 29 
 
 42 
 
 63 
 
 959 
 
 2 
 
 60,440,145 
 
 20,600,325 
 
 10,414,347 
 
 6,272,798 
 
 14,423 
 
 9,330,294 
 
 44, 187, 184 
 
 6, 685, 007 
 
 30 
 
 37 
 4 
 
 49 
 10 
 2 
 1 
 1 
 
 8 
 
 517 
 299 
 44 
 65 
 34 
 
 645 
 
 1 
 
 52,164,977 
 
 3,353,927 
 
 4,315,522 
 
 294,800 
 
 310,919 
 
 11,533,171 
 
 20,065,562 
 534,463 
 
 8,365,559 
 
 10,208 
 
 2,037,580 
 
 1,260,954 
 
 2,761,267 
 
 2,170,850 
 
 2,500 
 
 77,227 
 
 199,483 
 
 11,978 
 
 1,548 
 
 759 
 
 66 
 
 72 
 
 4,481 
 
 7,281,028 
 
 1,248,085 
 
 708,777 
 
 33,271 
 
 59,133 
 
 2,719,571 
 
 4,631,500 
 
 22,580 
 
 39,532,354 
 
 6,673,310 
 11,637 
 
 31 
 
 3? 
 
 1 
 
 31 
 
 
 
 
 34 
 
 1 
 
 12 
 
 
 300 
 8,090,122 
 
 1,000 
 10,146 
 
 750 
 2,787 
 
 60 
 3, 437, 372 
 
 35 
 
 1 
 
 36 
 
 12 
 
 8 
 
 527 
 104 
 14 
 
 800 
 
 
 11,275,586 
 174,119 
 83,475 
 
 4,649,317 
 
 8,090,007 
 
 10,146 
 
 177,626 
 
 100 
 
 21,757 
 
 2,283,263 
 
 4,401 
 28 
 52 
 
 1,238 
 
 2,683,528 
 11,890 
 24,153 
 
 900,534 
 
 2,787 
 
 3, 437, 197 
 
 37 
 
 
 38 
 
 
 
 1 
 
 115 
 649,655 
 
 
 
 175 
 3, 178, 914 
 
 39 
 
 3 
 
 2 
 
 
 
 40 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 41 
 
 3 
 33 
 
 o 
 539 
 
 800 
 2,391 
 
 
 4,649,317 
 130,805,640 
 
 649,655 
 52,076,533 
 
 
 2,283,263 
 8,331,265 
 
 1,238 
 24,916 
 
 900,534 
 13,280,716 
 
 
 3,178,914 
 2 75,609,649 
 
 4? 
 
 27 
 
 4,866,904 
 
 14, 080, 146 
 
 43 
 
 32 
 
 457 
 
 1,172 
 
 15 
 
 116,983,812 
 
 47,227,424 
 
 4,866,904 
 
 4,245,899 
 
 20,515 
 
 11,179,882 
 
 14, 080, 146 
 
 
 44 
 
 
 
 24 
 6 
 
 388 
 33 
 14 
 10 
 12 
 
 34 
 
 510 
 
 342 
 
 34 
 
 220 
 
 • 66 
 
 494 
 
 10 
 • 1 
 
 107,897,440 
 2,630,097 
 3,429,532 
 1,673,000 
 1,353,743 
 
 7,135,271 
 
 46,832,834 
 357,944 
 
 4,408,880 
 
 1,168 
 
 456,856 
 
 1,271,337 
 2,115,009 
 
 465,982 
 4,422 
 
 389,149 
 
 23,632 
 
 17,279 
 
 1,659 
 
 656 
 
 441 
 
 • 480 
 
 2,258 
 
 9,269,490 
 
 1,081,913 
 
 308,156 
 
 151,055 
 
 369,268 
 
 962,542 
 
 5,814,639 
 
 1,025 
 
 8,264,482 
 
 
 45 
 
 
 4fi 
 
 
 47 
 
 2 
 
 4 
 
 
 
 48 
 
 36,646 
 4,317,542 
 
 
 
 
 49 
 
 1 
 
 2 
 
 
 
 
 50 
 
 
 
 
 
 
 33 
 1 
 
 370 
 
 118 
 
 6 
 
 725 
 
 
 6,924,071 
 
 204,850 
 
 6,350 
 
 6,686,557 
 
 4,317,542 
 
 
 19,960 
 
 72 
 
 3,600 
 
 4,061,734 
 
 2,161 
 84 
 13 
 
 2,143 
 
 940,174 
 20,143 
 2,225 
 
 1,138,292 
 
 
 
 51 
 
 1 
 
 2 
 
 
 
 
 59 
 
 
 
 
 
 53 
 
 
 48 
 
 10 
 
 531,567 
 
 
 
 
 54 
 
 
 
 6 
 719 
 
 9,513 
 
 
 13,800 
 6,672,757 
 
 22,852,142 
 
 6,500 
 525,067 
 
 7,450,869 
 
 
 1,290 
 4,060,444 
 
 7,609,926 
 
 15 
 2,128 
 
 15,016 
 
 2,801 
 1,135,491 
 
 5,692,117 
 
 
 
 55 
 
 
 48 
 SI 
 
 10 
 2 
 
 
 
 
 56 
 
 26 
 
 2,281,243 
 
 14,122,241 
 
 19,531,093 
 
 57 
 
 25 
 
 50 
 
 1,358 
 
 2 
 
 13,196,770 
 
 6,480,655 
 
 2,279,998 
 
 6,649,483 
 
 13, 973 
 
 5, 148, 581 
 
 13, 890, 850 
 
 2,355,386 
 
 58 
 
 1 
 
 18 
 3 
 2 
 1 
 
 1 
 
 9 
 22 
 10 
 
 9 
 
 379 
 578 
 153 
 211 
 37 
 
 8,155 
 
 1 
 1 
 
 3,737,450 
 
 6,822,210 
 
 1,776,360 
 
 563, 400 
 
 297,350 
 
 9,655,372 
 
 4,038,002 
 2,442,653 
 
 1, 766, 581 
 
 14,535 
 
 498, 747 
 
 135 
 
 130,046 
 
 4,953,055 
 
 1,054,374 
 
 1,988 
 
 510,020 
 
 960, 443 
 
 6,746 
 
 6,109 
 
 699 
 
 165 
 
 '254 
 
 1,043 
 
 2,019,202 
 2, 512, 108 
 
 413,553 
 59, 168 
 
 144,550 
 
 543,536 
 
 3, 808, 850 
 
 58,688 
 
 10, 022, 612 
 
 700 
 
 2, 305, 867 
 49, 519 
 
 59 
 
 eo 
 
 61 
 
 
 
 
 62 
 
 
 
 
 63 
 
 31 
 
 
 970,214 
 
 1,245 
 
 231,391 
 
 17, 175, 707 
 
 64 
 
 
 
 2 
 8,153 
 
 
 4,100 
 9,651,272 
 
 12,500 
 957,714 
 
 2 Includes 2,0 
 
 
 
 8 
 1,035 
 
 2,000 
 541,536 
 
 
 23,250 
 17,152,457 
 
 65 
 
 
 3l 
 
 
 i,245 
 
 J3,453 net tons < 
 
 960,443 
 >f bunker coal. 
 
 23l,39l 
 
 66 
 
 
 
 
50 
 
 TRANSPORTATION BY WATER. 
 
 Table 64.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND DIVISION. 
 
 Number 
 of ves- 
 sels. 
 
 TONNAGE. 
 
 EIGGED. 
 
 HORSEPOWER OF ENGINES. 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 All 
 other. 
 
 67 
 
 Canals and other inland waters of New York state . . . 
 
 1,648 
 
 209,152 
 
 196,323 
 
 138 
 
 8 
 
 5 
 
 
 16,939 
 
 812 
 
 16 
 
 68 
 
 151 
 
 14, 127 
 
 9,751 
 
 138 
 
 8 
 
 5 
 
 
 16,939 
 
 812 
 
 16 
 
 
 
 m 
 
 79 
 38 
 2 
 32 
 
 13 
 
 11,521 
 
 1,868 
 
 97 
 
 641 
 
 495 
 
 7,940 
 
 1,284 
 
 67 
 
 460 
 
 468 
 
 66 
 38 
 2 
 32 
 
 8 
 
 5 
 
 
 11,442 
 
 3,546 
 
 72 
 
 1,879 
 
 146 
 247 
 
 
 70 
 
 
 71 
 
 
 
 
 
 79 
 
 
 
 
 
 419 
 
 16 
 
 71 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 74 
 
 4 
 9 
 
 1,484 
 
 326 
 169 
 
 194,530 
 
 309 
 159 
 
 186,104 
 
 
 1 
 
 
 
 
 
 7 1 * 
 
 
 
 
 
 
 
 
 76 
 
 
 
 i 
 
 
 
 
 
 
 
 
 [ 
 
 
 
 
 
 77 
 
 1,364 
 120 
 
 492 
 
 173,388 
 21,142 
 
 50,339 
 
 165,247 
 20,857 
 
 47,443 
 
 
 
 
 
 ' 
 
 
 
 78 
 
 
 
 
 
 
 
 
 
 79 
 
 
 147 
 
 10 
 
 29 
 
 
 9,463 
 
 896 
 
 
 
 Steam 
 
 80 
 
 186 
 
 7,380 
 
 5,547 
 
 147 
 
 10 
 
 29 
 
 
 
 9,463 
 
 896 
 
 
 81 
 
 87 
 37 
 3 
 43 
 16 
 
 1 
 305 
 
 4,956 
 865 
 210 
 643 
 706 
 
 23 
 42,936 
 
 3,676 
 645 
 210 
 468 
 548 
 
 18 
 41,878 
 
 63 
 30 
 
 41 
 13 
 
 5 
 2 
 3 
 
 19 
 5 
 
 
 5,586 
 1,442 
 
 750 
 1,182 
 
 503 
 
 150 
 48 
 
 
 R? 
 
 
 83 
 
 
 
 84 
 
 
 2 
 3 
 
 
 615 
 83 
 
 
 «■> 
 
 
 86 
 
 Sail: 
 
 87 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 88 
 
 202 
 103 
 
 24,859 
 18,077 
 
 24,499 
 17,379 
 
 
 
 
 
 
 
 
 89 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
UNITED STATES. 
 
 51 
 
 OCCUPATION, AND DIVISION: 1906— Continued. 
 
 CONSTRUCTION. 
 
 Value of 
 vessels. 
 
 INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 Freight car- 
 ried 
 (net tons). 
 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers. 
 
 All other. 
 
 
 1 
 
 10 
 
 1,634 
 
 3 
 
 $3,294,221 
 
 12,198,920 
 
 1264,397 
 
 1318,287 
 
 2,472 
 
 J 920, 260 
 
 835, 052 
 
 2,502,891 
 
 67 
 
 1 
 
 9 
 
 139 
 
 2 
 
 1,390,512 
 
 118,363 
 
 263,897 
 
 143,710 
 
 590 
 
 192,238 
 
 828, 932 
 
 103,998 
 
 68 
 
 
 • 5 
 3 
 
 74 
 
 32 
 
 2 
 
 31 
 
 13 
 
 
 898,500 
 
 222,812 
 
 6,500 
 
 262,700 
 
 16,000 
 
 104,398 
 13,965 
 
 259,037 
 
 850 
 
 4,010 
 
 19,804 
 
 122,766 
 
 1,140 
 
 407 
 
 128 
 
 5 
 
 50 
 
 11 
 
 114,443 
 60,795 
 2,154 
 14,846 
 
 1,620 
 
 804,411 
 3,000 
 21,521 
 
 100, 655 
 3,343 
 
 «<> 
 
 1 
 
 2 
 
 70 
 71 
 
 
 1 
 
 
 
 7?. 
 
 
 
 4,250 
 
 
 
 
 6,968 
 
 73 
 
 
 
 
 
 
 
 
 
 
 4 
 9 
 
 1,482 
 
 
 2,250 
 13,750 
 
 1,887,709 
 
 4,250 
 
 
 
 9 
 2 
 
 1,871 
 
 1,250 
 370 
 
 726,402 
 
 
 6,968 
 
 74 
 
 
 
 
 
 
 
 75 
 
 
 1 
 
 1 
 
 2,076,307 
 
 500 
 
 174,577 
 
 6,120 
 
 2,391,925 
 
 76 
 
 
 
 
 
 1,363 
 119 
 
 478 
 
 1 
 3 
 
 1,583,835 
 303,874 
 
 1,292,570 
 
 2,036,098 
 40,209 
 
 588,776 
 
 
 13,179 
 161,398 
 
 422,353 
 
 1,582 
 289 
 
 1,259 
 
 588,672 
 137,730 
 
 440,770 
 
 
 2,294,975 
 96,950 
 
 1,213,874 
 
 77 
 
 
 1 
 11 
 
 500 
 164,996 
 
 6,120 
 1,042,837 
 
 78 
 
 
 79 
 
 
 
 
 2 
 
 181 
 
 3 
 
 835,161 
 
 243,400 
 
 164,996 
 
 131,103 
 
 563 
 
 219,896 
 
 1,042,837 
 
 155,817 
 
 80 
 
 
 
 
 
 87 
 35 
 3 
 40 
 16 
 
 1 
 296 
 
 
 383,237 
 138,652 
 
 80,000 
 197,622 
 
 35,650 
 
 800 
 456,609 
 
 185,038 
 53,642 
 
 129,333 
 
 5,663 
 
 30,000 
 
 11,160 
 101,566 
 
 321 
 150 
 12 
 48 
 32 
 
 122,137 
 63,220 
 6,000 
 16,675 
 11,S64 
 
 735,073 
 
 7,764 
 
 300,000 
 
 141,017 
 5,600 
 
 81 
 
 
 
 2 
 
 82 
 
 
 
 83 
 
 
 2 
 
 1 
 
 
 040 
 17,737 
 
 
 84 
 
 
 4,720 
 
 
 
 9,200 
 
 85 
 
 
 
 
 
 
 86 
 
 
 9 
 
 
 345,376 
 
 
 291,250 
 
 696 
 
 220,874 
 
 
 1,058,057 
 
 87 
 
 
 
 
 
 
 9 
 
 193 
 103 
 
 
 237,987 
 218,622 
 
 290,228 
 55,148 
 
 
 35,000 
 256,250 
 
 515 
 181 
 
 140,519 
 80,355 
 
 
 733,189 
 324,868 
 
 88 
 
 
 
 
 
 89 
 
 
 
 
 
 
 
52 
 
 TRANSPORTATION BY WATER. 
 
 Table 65 — ALL VESSELS, BY CLASS, OWNERSHIP, AND DIVISION: 1906. 
 
 CLASS, OWNERSHIP, AND DIVISION. 
 
 Aggregate 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Steam 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Sail 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Unrigged 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Atlantic coast and Gull of Mexico.. . 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 . Steam 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Sail 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Unrigged 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Pacific coast (including Alaska) 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Steam 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Sail 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Unrigged 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Great takes and St. Lawrence river 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Steam 
 
 Individual 
 
 Firm 
 
 Incorporated company 
 
 Miscellaneous 
 
 Sail 
 
 Individual 
 
 Firm 
 
 Number 
 of 
 
 37, 321 
 
 12, 944 
 
 4,169 
 
 19,729 
 
 479 
 
 9,927 
 
 4,359 
 1,141 
 4,224 
 203 
 7,131 
 
 4,772 
 
 1,403 
 
 857 
 
 99 
 
 20,263 
 
 3,813 
 
 1,625 
 
 14,648 
 
 177 
 
 20,032 
 
 8,517 
 
 2,849 
 
 8,341 
 
 325 
 
 5,413 
 
 2,625 
 580 
 
 2,072 
 136 
 
 5,920 
 
 4,091 
 
 1,189 
 
 558 
 
 82 
 
 1,801 
 
 1,080 
 
 5,711 
 
 107 
 
 2,537 
 
 275 
 
 1,404 
 
 52 
 
 1,066 
 
 320 
 121 
 
 16 
 066 
 
 366 
 
 187 
 14 
 
 120 
 55 
 
 975 
 
 429 
 
 1,536 
 
 50 
 
 1,676 
 
 536 
 
 207 
 
 905 
 
 28 
 
 531 
 
 301 
 115 
 
 Gross ton- 
 nage. 
 
 12,893,429 
 
 1,462,818 
 
 929, 311 
 
 10,375,681 
 
 125, 619 
 
 4,059,521 
 
 316, 219 
 
 145, 326 
 
 3,555,040 
 
 42,936 
 
 1,704,277 
 
 483, 859 
 
 435,756 
 
 729,784 
 
 54,878 
 
 7, 129, 631 
 
 662,740 
 348,229 
 
 6,090,857 
 27,805 
 
 4,851,421 
 
 844, 064 
 
 666,005 
 
 3,246,215 
 
 95, 137 
 
 1, 457, 894 
 
 130,963 
 
 48, 015 
 
 1,244,283 
 
 34,633 
 
 1,132,905 
 
 338,536 
 
 349, 135 
 
 399, 761 
 
 45,473 
 
 2,260,622 
 
 374, 565 
 
 268, 855 
 
 1,602,171 
 
 15,031 
 
 977,687 
 
 119, 565 
 73,131 
 
 770,404 
 14, 587 
 
 518, 107 
 
 23,015 
 
 14,084 
 
 477,815 
 
 3,193 
 
 305,283 
 
 85,227 
 51,721 
 
 159,756 
 8,579 
 
 154,297 
 
 11,323 
 
 7,326 
 
 132,833 
 
 2,815 
 
 2,392,863 
 
 204, 175 
 
 132,836 
 
 2,044,131 
 
 11,721 
 
 1,915,786 
 
 126,160 
 
 71,009 
 
 1,714,669 
 
 3,948 
 
 265,571 
 
 59,578 
 34,900 
 
 CONSTRUCTION. 
 
 Iron. Steel. Wood. 
 
 531 
 
 63 
 
 411 
 24 
 
 54 
 28 
 380 
 23 
 37 
 
 414 
 
 45 
 
 29 
 
 317 
 
 23 
 
 385 
 
 37 
 25 
 301 ■ 
 
 22 
 
 24 
 
 12 
 
 1,448 
 
 169 
 40 
 
 943 
 37 
 
 7 
 165 
 
 1 
 5 
 
 159 
 
 139 
 22 
 540 
 
 121 
 21 
 
 440 
 26 
 
 35,247 
 
 12,634 
 
 4,085 
 
 18,121 
 
 407 
 
 8,197 
 
 4,104 
 1,072 
 
 2,881 
 140 
 
 6,973 
 
 4,723 
 
 1,383 
 
 767 
 
 90 
 
 20,077 
 
 3,807 
 
 1,620 
 
 14,473 
 
 177 
 
 18,827 
 
 2,796 
 
 7,475 
 
 268 
 
 2,446 
 
 533 
 
 1,322 
 
 87 
 
 5,820 
 
 4,044 
 
 1,183 
 
 519 
 
 74 
 
 8,619 
 
 1,798 
 
 1,080 
 
 5,634 
 
 107 
 
 2,404 
 
 271- 
 
 1,279 
 
 51 
 
 32 
 15 
 481 
 11 
 
 317 
 
 119 
 
 507 
 
 16 
 
 366 
 97 
 
 169 
 13 
 
 800 
 
 120 
 55 
 
 22 
 2,391 
 
 922 
 
 410 
 
 1,020 
 
 11 
 405 
 11 
 
 1,172 
 
 487 
 194 
 474 
 17 
 494 
 
 299 
 113 
 
 Com- 
 posite. 
 
 95 
 
 27 
 
 15 
 
 Value of ^ 
 sels. 
 
 5507,973,121 
 
 65,833,525 
 28,807,734 
 402,419,557 
 10,912,305 
 
 386,772,727 
 
 40,280,220 
 '9,990,927 
 328,906,262 
 7,595,348 
 56,206,145 
 
 17,854,084 
 12,843,869 
 
 2,014,540 
 
 64,994,249 
 
 7,699,221 
 
 5, 972, 938 
 
 50t 019,643- 
 
 1,302,447 
 
 273,105,915 
 
 45,457,935 
 
 19,636,772 
 
 199,516,774 
 
 8,494,434 
 
 193,926,327 
 
 27,444,680 
 
 4,588,052 
 
 155,819,420 
 
 6,074,175 
 
 37,520,903 
 
 13,245,424 
 
 10,437,943 
 
 12,110,298 
 
 1,727,240 
 
 41,658,685 
 
 4,767,831 
 4,610,777 
 
 31,587,058 
 693,019 
 
 76,622,633 
 
 60,440,145 
 
 2,912,260 
 
 1,599,400 
 
 55,560,485 
 
 368,000 
 
 11,533,171 
 
 3,455,600 
 
 1/934, 565 
 
 5,866,206 
 
 276,800 
 
 4,649,317 
 
 Gross 
 income. 
 
 $294,854,532. 
 
 32,307,887 
 
 24,352,990 
 
 233,480,197 
 
 4,713,458 
 
 225,547,789 
 
 14,735,851 
 
 10,468,009 
 
 198,804,054 
 
 1,539,875 
 
 32,681,190 
 
 10,868,065 
 9,289,172 
 
 ll,44«i 101 
 1,083,852 
 
 36,619,553 
 
 6,703,971 
 
 4,595,809 
 
 23,230,042 
 
 2,089,731 
 
 159,759,924 
 
 16,762,779 
 
 15,8*4,013 
 
 123,137, 40S 
 
 4,055, 729i 
 
 115, 444, 487 
 
 5,933,069 
 
 5, 453,014 
 
 102,728,4-?I 
 
 1,329,353 
 
 20,042,015 
 
 6,999,030 
 
 7,071,440 
 
 5,<K9,132 
 
 892,413 
 
 24,273,422 
 
 3,830,680 
 
 3,319,559 
 
 15,329,820 
 
 1,793,363 
 
 48,520,139 
 
 4,923,697 
 
 2,791,353 
 
 40,297,220 
 
 507,869 
 
 37,287,470 
 
 2,014,337 
 
 1,304,923 
 
 33,844,478 
 
 123,732 
 
 8,299,751 
 
 2,660,275 
 
 1,333,530 
 
 4,134,060 
 
 171,886 
 
 2,932,918 
 
 217, 405 
 
 144,360 
 
 3,808,324 
 
 479,228 
 
 130,805,640 
 
 8,355,470 
 
 4,025,536 
 
 117,310,941 
 
 1,113,693 
 
 249,085 
 
 152,900 
 
 2,318,682 
 
 212,251 
 
 65,274,702 
 
 5,170/969 
 
 4,052,492 
 
 56,002,405 
 
 116,983,812 
 
 6,664,550 
 
 2,813,500 
 
 106,473,369 
 
 1,032,393 
 
 7,135,271 
 
 1,136,260 
 471,361 
 
 56,340,227 
 
 3,608,513 
 
 2,446,025 
 
 50,256,556 
 
 29,133 
 
 4,341,174 
 
 1,204,510 
 884,202 
 
 Number 
 of em- 
 ployees. 
 
 140,929 
 
 33,362 
 
 15,065 
 
 89,481 
 
 3,021 
 
 95,452 
 
 16,909 
 
 70,831 
 1,477 
 
 25,404 
 
 12,285 
 
 6,520 
 
 5,825 
 
 T74 
 
 20,073 
 
 4,168 
 
 2,310 
 
 12,825 
 
 770 
 
 77,124 
 
 21,620 
 9,585 
 
 43,740 
 2,179 
 
 45,388 
 
 9,732 
 
 2,726 
 
 SI, »1» 
 
 1,011 
 
 18,654 
 
 9,775 
 
 5,258 
 
 2,975 
 
 646 
 
 13,082 
 
 2,113 
 
 1,601 
 
 8,846 
 
 522 
 
 20,142 
 
 3,022 
 1,504 
 15,233 
 
 14,423 
 
 1,236 
 
 6.98 
 
 12,377 
 
 112 
 
 4,481 
 
 1,978 
 119 
 
 1,238 
 
 150 
 
 58 
 
 878 
 
 152 
 
 24,916 
 
 3,572 
 2,386 
 18,672 
 
 20,515 
 
 2,503 
 
 1,534 
 
 16,241 
 
 237 
 
 2,258 
 
 863 
 514 
 
 Wages. 
 
 571,636,521 
 
 13,426,087 
 7,346,355 
 
 48,290,500 
 2,573,579 
 
 50,504^508 
 
 7,479,091 
 
 3,393,402 
 
 38,177,483 
 
 1,454,532 
 
 10,371,047 
 
 4,187,230 
 
 2,855,740 
 
 2,989,675 
 
 338,402 
 
 10,760,966 
 
 1,759,766 
 
 1,097,213 
 
 7,123,342 
 
 780,645 
 
 38,352,259 
 
 8,185,625 
 
 4,549,281 
 
 23,642,205 
 
 1,975,148 
 
 Number of 
 
 passengers 
 
 carried. 
 
 366,825,663 
 
 9,243,750 
 
 4,159,376 
 
 332,042,587 
 
 21,379,970 
 
 366,322,769 
 
 9,078,347 
 
 4,136,946 
 
 331,727,506 
 
 21,379,970 
 
 24,915 
 
 22,633 
 
 2,049 
 
 233 
 
 477,979 
 
 142,770 
 20,381 
 314,828 
 
 292,555,416 
 
 4,089,186 
 
 1,986,229 
 
 266,278,832 
 
 20,201,169 
 
 24,433,617 
 
 4,305,969 
 1 , ?!;„, ioU 
 17,375.127 
 1,089,361 
 
 6,687,314 
 
 2,888,624 
 2, 135, 143 
 1,397,248 
 266,299 
 7,231,328 
 
 991, 032 
 
 750, 978 
 
 4,869,830 
 
 619, 488 
 
 12,950,399 
 
 .292,292,820 
 
 C, aio, <ld3 
 
 1,984,184 
 
 266,162,014 
 
 20,201,169 
 
 22,128 
 
 20,083 
 2,045 
 
 240,468 
 
 123,650 
 
 ~" "iies," 818 
 44,189,971 
 
 9,330,294 
 
 822, 125 
 
 510,006 
 
 7,911,038 
 
 87,125 
 
 2,719,571 
 
 917,552 
 
 545,012 
 
 41,571,407 
 
 1,156,000 
 
 44,187,184 
 
 915,002 
 
 545,008 
 
 41,571,174 
 
 1,156,000 
 
 2,787 
 
 964, 470 
 
 496,254 
 
 1,192,927 
 
 65,920 
 
 900,534 
 
 89,730 
 
 40,183 
 
 661,612 
 
 109,009 
 
 13,280,716 
 
 1,642,942 
 
 1,131,976 
 
 10,238,974 
 
 266,824 
 
 11,179,882 
 
 1,216,624 
 737,711 
 
 8,992,737 
 232,810 
 
 962,542 
 
 332,516 
 224.343 
 
 2,550 
 
 4 
 
 233 
 
 14,080,146 
 
 1,333,019 
 
 592,956 
 
 12,141,171 
 
 13,000 
 
 14,080,146 
 
 1,333,019 
 
 592,956 
 
 12,141,171 
 
 13,000 
 
UNITED STATES. 
 
 Table 65 — ALL VESSELS, BY CLASS, OWNERSHIP, AND DIVISION: 1906— Continued. 
 
 53 
 
 
 Number 
 
 ol 
 vessels. 
 
 Gross ton- 
 nage. 
 
 CONSTRUCTION. 
 
 Value of ves- 
 sels. 
 
 Gross 
 income. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 CLASS, OWNERSHIP, AND DIVISION. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 passengers 
 carried. 
 
 Mississippi river and its tributaries 
 
 9,622 
 
 4, 411, 967 
 
 26 
 
 81 
 
 9,513 
 
 2 
 
 $22,852,142 
 
 117,342,038 
 
 15,016 
 
 35,692,117 
 
 14,122,241 
 
 
 1,318 
 
 533 
 
 7,752 
 
 19 
 
 134,655 
 
 49, 346 
 
 4,226,600 
 
 1,366 
 
 5 
 
 20 
 1 
 
 13 
 
 8 
 60 
 
 1,300 
 
 525 
 
 7,670 
 
 18 
 
 2 
 
 3, 114, 755 
 
 1,341,901 
 
 18,292,186 
 
 103,300 
 
 3, 166, 478 
 
 1,527,247 
 
 12,598,664 
 
 49, 649 
 
 3,132 
 
 1,403 
 
 10,403 
 
 78 
 
 1,038,563 
 
 564,360 
 
 4,059,646 
 
 29,548 
 
 2,593,811 
 
 974,054 
 
 10,549,328 
 
 5,048 
 
 Firm 
 
 
 Miscellaneous 
 
 
 
 1,435 
 
 146,227 
 
 25 
 
 50 
 
 1,358 
 
 2 
 
 13, 196, 770 
 
 15, 410, 136 
 
 13, 973 
 
 5, 148, 581 
 
 13,890,850 
 
 
 Individual 
 
 687 
 
 211 
 
 524 
 
 13 
 
 8,187 
 
 27, 524 
 
 11,360 
 
 106, 575 
 
 '768 
 
 4,265,740 
 
 5 
 
 19 
 1 
 
 1 
 
 13 
 
 7 
 
 30 
 
 31 
 
 669 
 
 204 
 
 473 
 
 12 
 
 8,155 
 
 2 
 
 2, 394, 680 
 
 935,875 
 
 9, 783, 915 
 
 82,300 
 
 9,655,372 
 
 2,852,034 
 
 1,217,607 
 
 11,296,846 
 
 43,649 
 
 1, 931, 902 
 
 2,942 
 1,210 
 9,743 
 
 78 
 
 1,043 
 
 962, 389 
 
 465.D25 
 
 3,691,619 
 
 29,548 
 
 543,536 
 
 2,580,811 
 
 953, 673 
 
 10,351,318 
 
 5,048 
 
 231, 391 
 
 Firm 
 
 
 
 
 
 
 631 
 
 322 
 
 7,228 
 
 6 
 
 1,648 
 
 107, 131 
 
 37, 986 
 
 4, 120, 025 
 
 598 
 
 209, 152 
 
 
 
 631 
 321 
 
 7,197 
 6 
 
 1,634 
 
 3 
 
 720, 075 
 
 406,026 
 
 8,508,271 
 
 21,000 
 
 3,294,221 
 
 314, 444 
 
 309, 640 
 
 1,301,818 
 
 6,000 
 
 2, 781, 604 
 
 190 
 193 
 660 
 
 76,174 
 
 99, 335 
 
 368,027 
 
 13,000 
 
 
 1 
 
 1 
 
 30 
 
 20,381 
 198, 010 
 
 
 
 Canals and other inland waters of New 
 
 1 
 
 10 
 
 2,472 
 
 920,260 
 
 
 
 
 
 1,152 
 44 
 429 
 23 
 
 143,428 
 
 4,554 
 
 59,168 
 
 2,002 
 
 
 1 
 
 1,150 
 44 
 419 
 21 
 
 1 
 2 
 
 1, 755, 585 
 54,600 
 
 1,428,836 
 55,200 
 
 1,828,375 
 
 49, 936 
 
 877,826 
 
 25, 467 
 
 1,617 
 
 76 
 
 727 
 
 52 
 
 535, 678 
 18,671 
 
 345, 573 
 20,338 
 
 160,373 
 27,886 
 
 
 
 1 
 
 9 
 
 646,793 
 
 
 
 
 
 
 
 151 
 
 14, 127 
 
 1 
 
 9 
 
 139 
 
 2 
 
 1,390,512 
 
 525, 970 
 
 590 
 
 192,238 
 
 828, 932 
 
 
 
 
 89 
 7 
 
 49 
 6 
 
 13 
 1,484 
 
 5,056 
 182 
 
 8,572 
 317 
 
 495 
 194, 530 
 
 
 1 
 
 88 
 7' 
 
 40 
 4 
 
 13 
 1,482 
 
 2 
 
 1 
 
 467, 400 
 14,000 
 
 881, 112 
 28,000 
 
 16,000 
 1,887,709 
 
 154, 141 
 
 10, 527 
 
 359,302 
 
 2,000 
 
 4,250 
 2,251,384 
 
 263 
 14 
 
 291 
 22 
 
 11 
 1,871 
 
 89, 472 
 2,931 
 
 91,622 
 8,213 
 
 1,620 
 726, 402 
 
 154, 253 
 27,886 
 
 
 
 1 
 
 8 
 
 646,793 
 
 
 .Sail: 
 
 
 
 
 
 
 1 
 
 6,120 
 
 
 1,050 
 
 37 
 
 380 
 
 17 
 
 492 
 
 137,877 
 
 4,372 
 
 50, 596 
 
 1,685 
 
 50,339 
 
 
 
 1,049 
 
 37 
 
 379 
 
 17 
 
 478 
 
 1 
 3 
 
 1, 272, 185 
 40,600 
 547, 724 
 27,200 
 
 1, 292, 570 
 
 1,669,984 
 39, 409 
 518,524 
 23, 467 
 
 1, 176, 125 
 
 1,343 
 62 
 436 
 30 
 
 1,259 
 
 444,586 
 15, 740 
 
 253,951 
 12, 125 
 
 440,770 
 
 6,120 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 • 11 
 
 1,042,837 
 
 
 
 
 176 
 39 
 
 267 
 10 
 
 16, 931 
 
 3,439 
 
 29,163 
 
 806 
 
 
 2 
 
 171 
 39 
 
 258 
 10 
 
 3 
 3 
 
 564, 515 
 70,600 
 
 635,805 
 21,650 
 
 455, 589 
 87, 949 
 
 566, 679 
 65,908 
 
 399 
 111 
 706 
 43 
 
 146, 954 
 35, 624 
 
 238,525 
 19, 667 
 
 149,809 
 
 
 33,239 
 
 
 
 9 
 
 855, 036 
 
 
 4,753 
 
 
 
 
 
 
 186 
 
 7,380 
 
 
 2 
 
 181 
 
 835, 161 
 
 539, 499 
 
 563 
 
 219,896 
 
 1,042,837 
 
 
 
 
 102 
 15 
 65 
 4 
 
 1 
 305 
 
 3,501 
 
 676 
 
 3,126 
 
 77 
 
 23 
 42,936 
 
 
 2 
 
 97 
 15 
 65 
 4 
 
 1 
 
 296 
 
 3 
 
 
 396, 650 
 40,100 
 
 387, 961 
 10,450 
 
 800 
 456, 609 
 
 173,757 
 35, 913 
 
 318, 421 
 11,408 
 
 233 
 53 
 
 260 
 17 
 
 82, 512 
 
 14,569 
 
 115,340 
 
 7,475 
 
 149,809 
 
 
 33,239 
 
 
 
 
 855,036 
 
 
 
 
 4,753 
 
 Sail: 
 
 
 
 
 
 
 9 
 
 636, 626 
 
 696 
 
 220,874 
 
 
 
 
 
 73 
 
 24 
 
 202 
 
 6 
 
 13,407 
 
 2,763 
 
 26,037 
 
 729 
 
 
 
 73 
 
 24 
 
 193 
 
 6 
 
 
 
 167, 065 
 30,500 
 
 247,844 
 11, 200 
 
 281,832 
 52,036 
 
 248,258 
 54,500 
 
 166 
 58 
 
 446 
 26 
 
 64,442 
 
 21,055 
 
 123, 185 
 
 12,192 
 
 
 
 
 
 
 
 
 9 
 
 
 
 
 
 
 
 
ATLANTIC COAST. 
 AND GULF OF MEXICO 
 
 (55) 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 By Emory R. Johnson. 
 
 This section of the report is concerned primarily 
 with the vessels employed and the traffic carried on in 
 the coastwise commerce of the Atlantic and Gulf sea- 
 board. The discussion of the vessels is supplemented 
 by an account of the men employed ashore and afloat 
 to conduct the commerce and man the marine. To 
 make more nearly complete the picture of the com- 
 mercial activities of the ports of the Atlantic and 
 Gulf coasts, the detailed data regarding the coastwise 
 traffic are followed by brief tables of the foreign trade 
 in imports and exports handled through those gate- 
 ways, and of the entrances and clearances of the 
 vessels required for the transportation of that part of 
 our foreign commerce. And lastly, to show what the 
 United States has done to aid the domestic and for- 
 eign trade of the Atlantic and Gulf ports, a full state- 
 ment is made of the appropriations that have been 
 granted by Congress, from the beginning up to 1907, 
 for the improvement of the channels and harbors of 
 each port. 
 
 The scope of this census and the extent to which 
 comparisons may be made with previous censuses 
 have been fully considered in the United States section 
 of this report, and need not be further discussed. It 
 being the general plan of the Bureau of the Census not 
 to duplicate the work of other Government bureaus, a 
 limited number of the tables here presented have 
 been compiled from the annual reports of the Bureau 
 of Navigation and the Bureau of Statistics of the 
 Department of Commerce and Labor, and from the 
 reports of the Chief of Engineers of the United States 
 Army. Credit is given to the appropriate bureau or 
 department for all data taken, and for each table 
 compiled, from any source other than the returns 
 made to the Bureau of the Census. 
 
 USES OF WORDS " TON " AND " TONNAGE." 
 
 In the following tables and in the discussion of 
 them the word tonnage is used frequently, and of 
 necessity with different meanings. Usually the ca- 
 pacity of vessels is expressed in gross tonnage; a few 
 
 references, however, are made to net tonnage. It 
 will be understood that the gross register tonnage of 
 a vessel is obtained by dividing the number of cubic 
 feet in the capacity of the ship by 100, since a vessel 
 has one gross ton for each 100 cubic feet capacity. 
 The net register tonnage is obtained by dividing by 
 100 the capacity in cubic feet of the space available 
 for cargo and passengers, this space being found by 
 deducting from the entire capacity of the ship the 
 space occupied by machinery, by accommodations 
 for the crew, and by certain other housings which are 
 carefully designated by law. 
 
 Freight rates for a part of our coastwise commerce 
 are based upon quantity units, such as barrels, bushels, 
 and bales, and not upon the hundredweight or ton. 
 The practice that obtains in the billing of coastwise 
 shipments is explained by an agent of one of the largest 
 coastwise steamship companies as follows: "Freight 
 charges on coastwise traffic are not always based on 
 the 100-pound b^sis. There are cases where the 
 freight rates are on a per ton basis; for instance, pig 
 iron, steel rails, and similar traffic. On pig iron, 
 steel rails, coal, and most other commodities of like 
 nature the freight rate per ton is based on 2,240 
 pounds. There are some few exceptions; for instance, 
 in the rates on clay, where a ton of 2,000 pounds is 
 understood to apply. There are other cases where 
 freight rates are based on so much per package; for 
 instance, oil in barrels, fruit and vegetables, etc. 
 Then in the case of lumber, freight rates are based on 
 so much per 1,000 feet. Aside from such cases as 
 these, of course the general basis is per 100 pounds, 
 this basis applying on almost everything which is 
 usually classed under the head of general merchandise." 
 
 In our foreign maritime commerce the weight ton 
 commonly used is the long ton of 2,240 pounds; 
 although charges are frequently based upon the ton 
 of 40 cubic feet of space. In this respect foreign 
 maritime commerce differs from traffic upon our rail- 
 roads and inland waterways, where the net ton of 
 2,000 pounds prevails, except in the case of shipments 
 
 (57) 
 
58 
 
 TRANSPORTATION BY WATER. 
 
 of anthracite coal from the mines to the Atlantic sea- 
 board; and differs somewhat also from the coastwise 
 trade, where the weight ton of 2,000 pounds, as has 
 just been stated, is sometimes employed. In order 
 that comparisons may be made between our maritime 
 and domestic commerce, the commerce handled coast- 
 wise has been expressed in net tons of 2,000 pounds. 
 
 AMERICAN FLEET ON THE ATLANTIC AND GULF COASTS. 
 
 The main facts regarding American vessels em- 
 ployed in the coastwise and foreign commerce of the 
 Atlantic and Gulf coasts of the United States are pre- 
 sented in a summary form in Table 1, which includes 
 data for the years 1889 and 1906, for all classes of 
 craft of 5 tons net register or over. 
 
 Table 1.— ALL VESSELS AND CRAFT: 1906 AND 1889. 
 
 [Vessels operating as connecting links in railroad systems did not uniformly report the tonnage of freight carried or income for the year. In addition to the 
 craft reported in this table there were 1,074 vessels, with a gross tonnage of 87,254, reported as idle in 1906, and 1,228, with a gross tonnage of 204,185, reported as. 
 idle or untraceable in 1889.] 
 
 1906 
 
 Number of vessels 20,032 
 
 Gross tonnage 4,851,421 
 
 Value of vessels $273, 105, 915 
 
 Gross income $159, 759, 924 
 
 77, 124 
 538,352,259 
 
 Number of employees. 
 
 Wages. 
 
 Number of passengers car- 
 ried 
 
 Freight carried, including 
 harbor work (net tons) . . . 
 
 292,555,416 
 140,512,043 
 
 1889 s 
 
 12,238 
 
 2, 658, 445 
 
 $116,042,062 
 
 $90, 147, 632 
 
 « 63, 625 
 
 '$22,123,099 
 
 170, 225, 458 
 
 52, 712, 124 
 
 Per 
 
 cent of 
 
 in- 
 crease. 
 
 63.7 
 82.5 
 135.4 
 77.2 
 21.2 
 73.4 
 
 71.9 
 
 166.6 
 
 STEAM. 1 
 
 1906 
 
 5,413 
 
 1,457,894 
 
 $193,926,327 
 
 $139,717,909 
 
 58, 470 
 
 $31,664,945 
 
 292,533,288 
 
 121,502,757 
 
 1889 
 
 2,536 
 
 741, 770 
 
 $65,518,640 
 
 $57, 034, 216 
 
 "30,528 
 
 '$13,284,325 
 
 170,225,458 
 
 (') 
 
 Per 
 cent of 
 
 113.4 
 96.5 
 
 196.0 
 
 145.0 
 91.5 
 
 138.4 
 
 71.9 
 
 SAIL. 2 
 
 1906 
 
 5,920 
 
 1,132,905 
 
 $37,520,903 
 
 $20,042,015 
 
 18, 654 
 
 $6,687,314 
 
 22, 128 
 
 19,009,286 
 
 1889 
 
 6,277 
 
 1,293,192 
 
 $42,685,982 
 
 $33,113,416 
 
 « 33, 097 
 
 '$8,838,774 
 
 (') 
 
 Per 
 cent of 
 
 <5. 7 
 U2.4 
 U2.1 
 ■139.5 
 <43.6 
 <24.3 
 
 UNRIGGED. 
 
 1906 
 
 260,622 
 658,685 
 
 ( s ) 
 
 ( 5 ) 
 
 « 
 
 1889 
 
 $7. 
 
 3,425 
 623, 483 
 837, 440 
 
 ( s ) 
 
 (?) 
 
 « 
 
 Per 
 cent of 
 
 154.0 
 262.6 
 431.5 
 
 1 Includes all craft propelled by machinery. 
 
 2 Includes schooner Darges, scow schooners, etc. 
 
 8 Includes 52 craft, with a gross tonnage of 2,553, valued at $75,360, for which no report was made for income, employees, wages, number of passengers and freight 
 carried. 
 
 < Decrease. 
 
 ' Included in statistics for steam vessels. 
 
 ' Does not include employees or wages for yachts. 
 
 7 Not reported separately. 
 
 Diagkam 1. — Relative amount of tonnage of metal and wooden vessels: 
 1875 to 1906. 
 
 [Based on data in reports of the Commissioner of Navigation which include 
 statistics of fishing vessels, omitted by the Census.] 
 I87S I8SO 1885 1890 1895 1900 IS06 
 
 32 
 30 
 28 
 26 
 24 
 22 
 20 
 18 
 IS 
 14 
 12 
 10 
 8 
 6 
 4 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 \ 
 
 \ 
 
 
 
 
 
 
 \ 
 \ 
 
 
 
 
 
 
 \ 
 
 
 
 
 
 
 
 
 
 
 *°0 r - 
 
 
 
 
 
 
 — irfv 
 
 ~.^ 
 
 ___- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 wej^< 
 
 
 
 
 
 
 
 
 
 
 ~~ 
 
 
 
 
 
 
 Diagkam 2. — Relative amount of tonnage, steam, sail, and unrigged 
 vessels: 1870 to 1906. 
 
 [Based on data in reports of the Commissioner of Navigation which include 
 statistics of fishing vessels, omitted by the Census.] 
 
 1870 1876 1880 1885 I80O 1896 1900 1906 
 
 -*"■ 
 
 
 
 
 
 
 
 y' 
 
 "s. 
 
 
 
 
 
 
 
 
 "— ' - 
 
 \ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 \ 
 \ 
 
 
 
 
 
 
 
 \ 
 
 ^ 
 
 
 
 
 
 
 
 ^. 
 
 v 
 
 
 
 
 
 
 
 V 
 
 
 
 
 
 
 
 ■s. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 s-rfcMi. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 
 ■\ 
 
 
 
 
 
 /' 
 
 / 
 
 \ 
 
 \ 
 
 
 
 
 
 
 
 \ 
 
 
 
 
 
 
 
 \ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 59 
 
 The number of sailing vessels in 1906 exceeded the 
 number of steam craft, in spite of the fact that the 
 number of steam vessels more than doubled between 
 1889 and 1906, and the number of sailing vessels 
 decreased 5.7 per cent. Over two-fifths of the total 
 number of vessels in operation from ports on these 
 coasts consisted of unrigged craft, a fact that is highly 
 significant, inasmuch as it shows the large use made 
 of lighters in harbor work and barges in coastwise 
 traffic. The tonnage of the unrigged craft was nearly 
 one-half of the total gross tonnage of the entire fleet 
 of the Atlantic and Gulf coasts. 
 
 The value of the vessels operated from the Atlantic 
 and Gulf ports increased 135.4 per cent from 1889 to 
 1906; but the gain was in the steamships and unrigged 
 craft, the most rapid growth being in the latter class 
 of shipping. The sailing vessels were valued at 12.1 
 per cent less in 1906 than they were in 1889. 
 
 Table 2.— NUMBER AND GROSS TONNAGE OF REGISTERED, ENROLLED, AND LICENSED SAIL AND STEAM VES- 
 SELS CONSTITUTING THE TOTAL MERCHANT MARINE OF THE ATLANTIC COAST AND GULF OF MEXICO, 
 INCLUDING FISHING VESSELS: 1889 TO 1906. 1 
 
 Most of the vessels, whether steam, sail, or unrigged 
 craft, are still of wood construction. Less than one- 
 fifth of the steam vessels were made of iron, steel, or 
 "composite" construction. It is a well-known fact, 
 however, that steel is rapidly displacing wood as 
 material for the construction of steamships. Steel is 
 also being used to some extent in building sailing ves- 
 sels, as is shown by the reports of the Commissioner 
 of Navigation, there having been four relatively large 
 sailing vessels constructed of steel in 1906, and the 
 same number in 1907. 
 
 The annual reports of the Commissioner of Naviga- 
 tion state the number and tonnage of all documented 
 vessels, in order to show the progress of the merchant 
 marine. The number and tonnage of the documented 
 vessels of the Atlantic and Gulf coasts are shown in 
 Table 2, for each year from 1889 to 1906. 
 
 
 TOTAL MERCHANT MARINE. 
 
 
 Total. 
 
 Sail.2 
 
 Steam. 
 
 TEAK 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Annual 
 increase 
 in ton- 
 nage 
 (per 
 cent). 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 
 17, 477 
 17, 357 
 17,330 
 17,218 
 17,040 
 16, 744 
 16, 532 
 16,275 
 16,442 
 16, 592 
 16, 786 
 17, 136 
 17, 468 
 17, 913 
 17,891 
 17,564 
 17,332 
 17,572 
 
 3,427,046 
 3, 396, 452 
 3,244,928 
 3, 149, 711 
 2,978,876 
 2,849,342 
 2,727,892 
 2,614,869 
 2,553,739 
 2,647,796 
 2, 667, 314 
 2,679,779 
 2, 712, 944 
 2, 807, 690 
 2,805,916 
 2, 780, 683 
 2,638,596 
 2,599,504 
 
 0.9 
 
 4.7 
 
 3.0 
 
 5.7 
 
 4.5 
 
 4.4 
 
 4.3 
 
 2.4 
 
 <3.6 
 
 '0.7 
 
 '0.5 
 
 '1.2 
 
 '3.4 
 
 0.1 
 
 0.9 
 
 5.4 
 
 1.5 
 
 12,628 
 12,935 
 13,184 
 13, 305 
 13,332 
 13,200 
 13, 170 
 13,028 
 13,256 
 13, 419 
 13, 612 
 13,972 
 14,342 
 14,800 
 14,852 
 14,629 
 14,532 
 14,743 
 
 1, 868, 395 
 1,869,091 
 1,803,278 
 1, 767, 003 
 1,710,835 
 1,674,030 
 1,640,260 
 1, 592, 174 
 1/580,479 
 1, 636, 694 
 1,656,445 
 1,699,717 
 1, 754, 102 
 1,853,436 
 1, 904, 029 
 1,894,308 
 1,821,488 
 1,800,595 
 
 4,849 
 4,422 
 4,146 
 3,913 
 3,708 
 3,544 
 3,362 
 3,247 
 3,186 
 3,173 
 3,174 
 3,164 
 3,126 
 3,113 
 3,039 
 2,935 
 2,800 
 2,829 
 
 1,558,651 
 
 
 1,527,361 
 
 
 1, 441, 650 
 
 
 1,382,708 
 
 
 1,268,041 
 
 
 1, 175, 312 
 
 
 1,087,632 
 
 
 1, 022, 695 
 
 
 973,260 
 
 
 1, 011, 102 
 
 
 1,010,869 
 
 
 980,062 
 
 
 958,842 
 
 
 954, 254 
 
 
 901,887 
 
 
 886,375 
 
 
 817, 108 
 
 
 798,909 
 
 
 
 
 Num- 
 ber of 
 vessels. 
 
 1906. 
 1905. 
 1904. 
 1903. 
 1902. 
 1901. 
 1900. 
 
 1897. 
 1896. 
 1895. 
 1894. 
 1893. 
 1892. 
 1891. 
 1890. 
 1889. 
 
 ENROLLED AND LICENSED VESSELS, UNDER 20 TONS. 
 
 Total. 
 
 16,912 
 16, 763 
 16, 756 
 16, 603 
 16,332 
 15,938 
 15,742 
 15,488 
 15, 770 
 15, 739 
 15,905 
 16,247 
 16, 501 
 16,928 
 16, 747 
 16, 397 
 16, 214 
 16,261 
 
 Gross 
 tonnage. 
 
 2,823,909 
 2,763,866 
 2, 672, 794 
 2,591,118 
 2, 439, 415 
 2,270,938 
 2,190,552 
 2,057,485 
 2,065,611 
 2, 034, 886 
 2, 016, 020 
 2, 033, 367 
 2, 007, 588 
 2,102,269 
 2, 024, 182 
 1,999,028 
 1, 917, 041 
 1,786,065 
 
 Annual 
 
 in- 
 crease 
 in ton- 
 nage 
 (per 
 cent). 
 
 2.2 
 3.4 
 3.2 
 6.2 
 7.4 
 3.7 
 6.5 
 
 '0.4 
 1.5 
 0.9 
 
 '0.8 
 1.3 
 
 '4.5 
 3.9 
 1.3 
 4.3 
 7.3 
 
 Sail. 2 
 
 Num- 
 ber of 
 
 12,216 
 12,500 
 12,764 
 12,850 
 12, 774 
 12,557 
 12,516 
 12, 378 
 12, 693 
 12, 678 
 12,846 
 13,190 
 13,488 
 13,933 
 13, 814 
 13,575 
 13,504 
 13,522 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 1,691,506 
 1,670,105 
 1, 619, 438 
 1,571,074 
 1, 465, 338 
 1, 370, 025 
 1, 323, 958 
 1,262,521 
 1,277,946 
 1, 219, 752 
 1, 209, 682 
 1,240,148 
 1, 249, 837 
 1,338,368 
 1,279,177 
 1,276,588 
 1,226,208 
 1, 112, 649 
 
 Steam. 
 
 4,696 
 4,263 
 3,992 
 3,753 
 3,558 
 3,381 
 3,226 
 3,110 
 3,077 
 3,061 
 3,059 
 3,057 
 3,013 
 2,995 
 2,933 
 2,822 
 2,710 
 2,739 
 
 Gross 
 tonnage. 
 
 1, 132, 403 
 1,093,761 
 1,053,356 
 1,020,044 
 974, 077 
 900,913 
 866, 594 
 794,964 
 787, 665 
 815, 134 
 806,338 
 793, 219 
 757, 751 
 763,901 
 745,005 
 722, 440 
 690,833 
 673, 416 
 
 REGISTERED VESSELS. 
 
 Total. 
 
 Num- 
 ber of 
 vessels. 
 
 565 
 
 594 
 
 574 
 
 615 
 
 708 
 
 806 
 
 790 
 
 787 
 
 672 
 
 853 
 
 881 
 
 889 
 
 967 
 
 985 
 
 1,144 
 
 1,167 
 
 1,118 
 
 1,311 
 
 Gross 
 tonnage. 
 
 603, 137 
 632, 586 
 572, 134 
 558, 593 
 539, 461 
 578, 404 
 537,340 
 557,384 
 488,128 
 612,910 
 651,294 
 646,412 
 705,356 
 705,421 
 781,734 
 781, 655 
 721,555 
 813,439 
 
 Annual 
 
 in- 
 crease 
 in ton- 
 nage 
 (per 
 cent). 
 
 '4.7 
 10.6 
 
 2.4 
 
 3.5 
 '6.7 
 
 7.6 
 '3.6 
 14.2 
 '20.4 
 '5.9 
 
 0.8 
 • 8.4 
 
 (.") 
 '9.8 
 
 ( 5 ) 
 
 8.3 
 '11.3 
 
 Sail." 
 
 Num- 
 ber of 
 
 412 
 
 435 
 
 420 
 
 455 
 
 558 
 
 643 
 
 654 
 
 650 
 
 563 
 
 741 
 
 766 
 
 782 
 
 854 
 
 867 
 
 1,038 
 
 1,054 
 
 1,028 
 
 1,221 
 
 Gross 
 tonnage. 
 
 176,889 
 198, 986 
 183, 840 
 195, 929 
 245, 497 
 304,005 
 316, 302 
 329,653 
 302, 533 
 416, 942 
 446,763 
 459,569 
 504, 264 
 515,068 
 624,852 
 617, 721 
 595, 279 
 687,946 
 
 Steam. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 153 
 159 
 
 154 
 160 
 150 
 163 
 136 
 137 
 109 
 112 
 115 
 107 
 113 
 118 
 106 
 113 
 90 
 90 
 
 426,248 
 433,600 
 388,294 
 362,664 
 293,964 
 274, 399 
 221,038 
 227,731 
 185, 595 
 195,968 
 204,531 
 186,843 
 201,092 
 190,353 
 156,882 
 163,934 
 126,276 
 125, 493 
 
 i From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 2 Including canal boats and barges. 
 « Including barges. 
 
 ' Decrease. 
 
 6 Less than one-tenth of 1 per cent. 
 
60 
 
 TRANSPORTATION BY WATER. 
 
 The census data include various classes of vessels, 
 particularly undocumented craft, not comprised in the 
 compilation made by the Bureau of Navigation. 1 
 The table taken from the report of the Commissioner 
 of Navigation shows that the progress of the marine 
 of the Atlantic and Gulf coasts was seriously checked 
 from 1894 to 1898 by the business depression during 
 those years. The lowest tonnage for the eighteen- 
 year period was reported for 1898, and it was not 
 until 1900 that the position reached in 1894 had been 
 regained. As a rule, the progress since 1900 has been 
 more rapid than during any other part of the eighteen- 
 year period. 
 
 It is hardly necessary to state that the increase in 
 tonnage has been mainly in steamships, and that there 
 has been very little growth in the tonnage of sailing 
 vessels. Indeed, sailing vessels were fewer in number 
 and less in total tonnage in 1906 than in 1892, the 
 year in which they reached their maximum. The 
 
 1 See United States section of this report, page 6. 
 
 progress of the merchant marine of the Atlantic and 
 Gulf coasts has been in the vessels employed in do- 
 mestic commerce — that is, in the enrolled and licensed 
 tonnage. The vessels engaged in foreign trade — the 
 registered vessels — numbered 1,311 and had a gross 
 tonnage of 813,439 in 1889; in 1906 the number of 
 such vessels was 565 and the tonnage 603,137. The 
 lowest figure for registered tonnage was reached in 
 1898, when the total was only 488,128. The tonnage 
 of steamers engaged in the foreign trade increased 
 from 125,493 in 1889 to 426,248 in 1906, while the 
 registered tonnage of sailing vessels fell from 687,946 
 to 176,889. The Census reports show thai 489 Amer- 
 ican vessels, with a gross tonnage of 538,082 and a 
 value of $52,329,924, carried freight between our At- 
 lantic and Gulf coasts and foreign countries during the 
 year 1906. 
 
 In Table 3 the vessels in the fleet of the Atlantic 
 and Gulf coasts are classified with reference to their 
 
 services. 
 
 Table 3.— ALL VESSELS AND CRAFT, BY OCCUPATION, AND PER CENT IN EACH GROUP: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 GKOSS INCOME. 
 
 EMPLOYEES. 
 
 WAGES. 
 
 OCCUPATION. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 20, 032 
 
 100.0 
 
 4,851,421 
 
 100.0 
 
 $273,105,915 
 
 100.0 
 
 $159,759,924 
 
 100.0 
 
 77, 124 
 
 100.0 
 
 $38,352,259 
 
 100.0 
 
 
 
 
 16,409 
 
 81.9 
 
 . 4,724,160 
 
 97.4 
 
 241,874,036 
 
 88.6 
 
 157,396,518 
 
 98.5 
 
 68,297 
 
 88.6 
 
 34,647,943 
 
 90.3 
 
 
 
 
 5,750 
 
 270 
 
 1,690 
 
 8,699 
 
 2,935 
 688 
 
 28.7 
 1.3 
 8.4 
 
 43.4 
 
 14.7 
 3.4 
 
 2, 151, 712 
 162, 834 
 148, 992 
 
 2,2.60,622 
 
 91,507 
 35,754 
 
 44:4 
 3.4 
 3.1 
 
 46.6 
 
 1.9 
 0.7 
 
 154,350,334 
 19, 970, 466 
 25,894,551 
 41, 658, 685 
 
 25, 066, 082 
 6,165,797 
 
 56.5 
 7.3 
 9.5 
 
 15.3 
 
 9.2 
 2.3 
 
 92,096,988 
 10,571,534 
 30,454,574 
 24,273,422 
 
 18,721 
 2.344,685 
 
 57.6 
 6.6 
 19.1 
 15.2 
 
 (') 
 1.5 
 
 41,551 
 2,388 
 11,276 
 13,082 
 
 6,923 
 1,904 
 
 53.9 
 3.1 
 14.6 
 17.0 
 
 9.0 
 2.5 
 
 17,789,511 
 
 2,098,540 
 
 7,528,564 
 
 , 7,231,328 
 
 2,541,310 
 1,163,006 
 
 46.4 
 
 
 5.5 
 
 
 19.6 
 
 
 
 
 6 6 
 
 
 
 
 
 1 Less than one-tenth of 1 per cent. 
 
 Probably the most significant economic fact shown 
 is the extensive use of the unrigged craft, which con- 
 stituted over one-half of the total number of com- 
 mercial vessels and comprised nearly one-half of the 
 entire tonnage of these vessels. Inasmuch as most 
 tugs are employed a larger part of the time in towing 
 unrigged craft, the totals for the two classes of ves- 
 sels may be taken as representing the craft used in 
 barge traffic and in lighterage work. The tugs and 
 unrigged craft together constitute over one-half of all 
 the vessels of the fleet of the Atlantic and Gulf coasts, 
 and their tonnage makes up nearly one-half of the 
 total tonnage of the fleet. Although they comprise 
 less than one-fourth of the total value of the fleet, 
 their earnings amounted to over one-third of the total 
 gross income. The importance of ferriage at the At- 
 lantic and Gulf ports is also shown by the table. The 
 number and value of yachts are likewise significant, 
 the use of such vessels being for the purposes of busi- 
 ness and pleasure. 
 
 About two-fifths of the 20,032 vessels of all classes of 
 
 5 tons or over operated on the Atlantic and Gulf 
 coasts consisted of undocumented craft. 
 
 Table 4. — Number and gross tonnage of active and idle undocumented 
 craft: 1906. 
 
 CLASS. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 8,065 
 
 1,831,023 
 
 
 
 
 7,880 
 
 1,813,052 
 
 
 
 
 659 
 
 404 
 
 6,817 
 
 185 
 
 28,042 
 
 3,783 
 
 1,781,227 
 
 17, 971 
 
 Sail 
 
 
 Idle 
 
 
 
 
 71 
 27 
 37 
 
 5,003 
 
 248 
 
 12,720 
 
 Sail 
 
 
 
 The gross tonnage of this undocumented shipping 
 amounted to 1,831,023, all but 37,076 tons of which 
 was credited to the unrigged craft, consisting mainly 
 of barges and lighters. All but a small portion of this 
 large tonnage was in use in 1906, during which year 
 the shipping business was regularly active. 
 
MUNICIPAL FERRY TERMINAL, ST, GEORGE, STATEN ISLAND, N. Y, 
 
 BARGE PHOENIX OF THE PHILADELPHIA AND READING COAL AND IRON COMPANY'S FLEET. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 61 
 
 Tables 5 to 10 give the details regarding each of the 
 different classes of vessels included in the fleet of the 
 Atlantic and Gulf coasts. The steam vessels of this 
 fleet numbered 5,413, with a gross tonnage of nearly 
 1,500,000, and their value approximated $200,000,000. 
 The steamships used in the transportation of freight 
 and passengers comprised only 28.1 per cent of the 
 total, the towing vessels and also the yachts outnum- 
 bering the freight and passenger steamers. 
 
 Table 5. — Steam vessels, 
 
 by occupation, with per cent each class is 
 of total: 1906. 
 
 OCCUPATION. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Per 
 cent. 
 
 Gross ton- 
 nage. 
 
 Per 
 cent. 
 
 Value of 
 vessels. 
 
 Per 
 cent. 
 
 Total ' 
 
 5,413 
 
 100.0 
 
 1,457,894 
 
 100.0 
 
 $193,926,327 
 
 
 
 
 Freight and passenger 
 Tugs and other towing 
 vessels 
 
 1,523 
 
 1,690 
 270 
 
 1,577 
 353 
 
 28.1 
 
 31.2 
 5.0 
 
 29.1 
 6.5 
 
 1,045,811 
 
 148,992 
 162,834 
 70, 461 
 29,796 
 
 71.7 
 
 10.2 
 
 11.2 
 
 4.8 
 
 2.0 
 
 121, 136, 485 
 
 25,894,551 
 19,970,466 
 21,290,339 
 5,634,486 
 
 62.5 
 
 Ferryboats 
 
 
 Yachts 
 
 
 
 
 
 
 As would be expected, the freight and passenger 
 steamers were on an average much larger than the 
 other classes of steam craft, the gross tonnage of the 
 steamships employed in the freight and passenger serv- 
 ice being 71.7 per cent of the total gross tonnage of the 
 entire fleet. Their value was 62.5 per cent of the total. 
 
 A small number of canal boats is included among 
 the unrigged craft of the Atlantic and Gulf coasts. It 
 is natural, however, that the larger part of the canal 
 boats should be included among the vessels employed 
 upon the inland waterways of the United States, the 
 unrigged craft of the Atlantic and Gulf coasts being 
 mainly the barges and lighters built for operation on 
 salt water. 
 
 Table 6. — Unrigged vessels, by occupation, with per cent each class 
 is of total: 1906. 
 
 OCCUPATION. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Per 
 cent. 
 
 1 Gross ton- 
 nage. 
 
 Per 
 cent. 
 
 Value of 
 vessels. 
 
 Per 
 cent. 
 
 Total 
 
 8,699 
 
 100.0 
 
 2,260,622 
 
 100.0 
 
 $41,658,685 
 
 100 
 
 
 
 
 663 
 8,036 
 
 7.6 
 92.4 
 
 103,877 
 2, 156, 745 
 
 4.6 
 95.4 
 
 1,112,475 
 40,546,210 
 
 2.7 
 
 
 97.3 
 
 
 
 The sailing vessels of the Atlantic and Gulf coasts 
 outnumbered the steamers but comprised a smaller 
 gross tonnage, while their value was only 19.3 per cent 
 of the value of the steamships. As would be expected, 
 a large number of yachts are included with the sailing 
 vessels; they constituted 22.9 per cent of the total, as 
 is shown in Table 7. While their gross tonnage was 
 small, forming only 1.9 per cent of the total, their 
 value was relatively high, being 10.1 per cent of the 
 total. 
 
 Table 7. — Sail vessels, by occupation, with per cent each class is of 
 total: 1906. 
 
 OCCUPATION. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Per 
 cent. 
 
 100.0 
 
 Gross ton- 
 nage. 
 
 Per 
 cent. 
 
 Value of 
 vessels. 
 
 Per 
 cent. 
 
 Total 
 
 5,920 
 
 1, 132, 905 
 
 100.0 
 
 137,520,903 
 
 
 
 
 Freight and passenger 
 
 4,227 
 
 1,358 
 
 335 
 
 71.4 
 
 22.9 
 
 5.7 
 
 1,105,901 
 21,046 
 5,958 
 
 97.6 
 1.9 
 0.5 
 
 33,213,849 
 
 3,775,743 
 
 531,311 
 
 88.5 
 10.1 
 1.4 
 
 Allother 
 
 
 The figures for sailing vessels include schooner 
 barges, which are craft usually towed, but equipped 
 with schooner-rigged masts, so that they may be able 
 to take care of themselves in case they break adrift 
 from the tugs towing them. 1 Of the 515 vessels classi- 
 fied as schooner barges, in the United States as a whole, 
 389 were on the Atlantic and Gulf coasts, and their 
 tonnage was nearly two-thirds of the total gross ton- 
 nage of all such vessels in the United States. These 
 schooner barges are used extensively in the coastwise 
 transportation of coal. The practice still continues of 
 converting old sailing vessels into schooner barges, but 
 the plan is also followed of constructing new schooner 
 barges either with wood or steel hulls. 
 
 Table 8. — Schooner barges: 1906. 
 
 Number of vessels 339 
 
 Gross tonnage 323,618 
 
 Value of vessels $7,497,833 
 
 Number of employees 1 455 
 
 Wages $721,911 
 
 FERRYBOATS. 
 
 Details regarding the ferryboats used at and about 
 the ports of the Atlantic coast and the Gulf of Mexico 
 are shown in Table 9. 
 
 1 See United States section of this report, page 10. 
 
 Table 9.— FERRYBOATS, BY DISTRICTS, WITH PER CENT IN EACH DISTRICT: 1906. 
 
 Total 
 
 New York 
 
 Per cent of total 
 
 Philadelphia 
 
 Per cent of total 
 
 All other districts . . . 
 Per cent of total 
 
 Number 
 of 
 
 270 
 100.0 
 
 152 
 56.3 
 
 25 
 9.3 
 
 93 
 34.4 
 
 tonnage. 
 
 162,834 
 100.0 
 
 129, 690 
 79.6 
 
 10, 306 
 6.3 
 
 22,838 
 14.0 
 
 Value of 
 vessels. 
 
 Gross 
 income. 
 
 Number 
 of em- 
 ployees. 
 
 2,388 
 100.0 
 
 1,622 
 67.9 
 
 217 
 9.1 
 
 .549 
 23.0 
 
 Wages. 
 
 1,578,839 
 75.2 
 
 195, 560 
 9.3 
 
 324, 141 
 15.4 
 
 Number of 
 
 passengers 
 
 carried. 
 
 208, 684, 123 
 76.6 
 
 30, 616, 853 
 11.2 
 
 33,295,694 
 12.2 
 
62 
 
 TRANSPORTATION BY WATER. 
 
 The 270 ferryboats in use in 1906 had a total vaiue 
 of nearly $20,000,000, and their gross income was 
 $10,500,000. Almost three-fifths of these boats were 
 used in the waterways about New York city. The 
 ferry service on the Delaware river between Philadel- 
 phia and Camden required only one-sixth as many 
 boats as were needed at New York city. Moreover, the 
 ferryboats in operation about New York city were 
 above the average in size and greatly exceeded the 
 average in value. The ferryboats used at New York 
 and Philadelphia numbered 177, while there were 93 
 employed at all the other ports on the Atlantic and 
 Gulf coasts. In addition to these, 11 ferries were op- 
 erated on the Mississippi river at New Orleans, and the 
 statistics for them are included in the section on the 
 Mississippi river and its tributaries. The figures for 
 ferryboats do not include car floats moved about har- 
 bors by tugs. 
 
 The number of passengers carried on ferryboats 
 would naturally be large; indeed the 272,596,670 pas- 
 sengers reported for the ferry traffic formed 93.2 per 
 cent of the total number of passengers carried on all 
 vessels of the fleet of the Atlantic and Gulf coasts. 
 Moreover, the ferryboat traffic on the Atlantic and Gulf 
 coasts was credited with 74.3 per cent of the total num- 
 ber of passengers carried on all kinds of vessels in the 
 entire United States. Over one-half (56.9 per cent) of 
 all the passengers carried in the United States was re- 
 ported for the ferry traffic on the waters about New 
 York city; and, although New York is the great center 
 of American coastwise traffic, the number of ferry pas- 
 
 sengers at that port is many times the number of other 
 passengers. At Philadelphia, the next most impor- 
 tant center of the ferry traffic on jthe Atlantic coast, 
 about 30,000,000 passengers were carried, as con- 
 trasted with over 208,000,000 at New York and with 
 about 33,000,000 in all other districts of the Atlantic 
 and Gulf coasts. 
 
 The increase in the tonnage and traffic of ferryboats 
 from 1889 to 1906 is shown in Table 10. 
 
 Table 10. — Ferryboats, 
 
 with per cent of increase: 1906 and 1889. 
 
 
 1906 
 
 1889 
 
 Per cent 
 
 of 
 increase. 
 
 
 270 
 
 162, 834 
 
 819, 970, 466 
 
 810,571,534 
 
 87, 386, 913 
 
 83,184,621 
 
 2,388 
 
 82,098,540 
 
 272,596,670 
 
 214 
 
 98, 174 
 
 87, 907, 700 
 
 85,392,969 
 
 0) 
 
 (') 
 
 1,710 
 
 81,276,847 
 
 158,644,012 
 
 26.2 
 
 
 65.9 
 
 
 152.5 
 
 
 96.0 
 
 
 
 
 
 
 39.6 
 
 
 64.4 
 
 
 71.8 
 
 
 
 1 Not reported separately. 
 
 It will be noted that the ferryboats now being built 
 are larger than their predecessors, since there was a 
 gain of 26.2 per cent in the number of ferry vessels, and 
 that increase accounted for a growth of about 66 per 
 cent in the gross tonnage. The rise in value is even 
 more striking, the gain having been 152.5 per cent. 
 The income from ferry traffic about doubled, and the 
 number of passengers carried increased 71.8 per cent. 
 
 The extent to which ferries were operated by munici- 
 pal governments is shown in Table 11. 
 
 Table 11.— MUNICIPAL FERRIES: 1906. 
 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 GROSS INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 DISTRICT. 
 
 Passengers. 
 
 All other 
 sources. 
 
 passengers 
 carried. 
 
 
 25 
 
 19,337 
 
 82, 466, 447 
 
 $620, 780 
 
 8263, 172 
 
 264 
 
 $433,029 
 
 19,784,055 
 
 
 
 
 16 
 
 7 
 2 
 
 14,829 
 
 4,448 
 
 60 
 
 2,253,000 
 
 209, 347 
 
 4,100 
 
 557, 437 
 
 62,373 
 
 970 
 
 220,905 
 
 41,037 
 
 1,230 
 
 188 
 
 72 
 
 4 
 
 360, 159 
 70, 720 
 2,150 
 
 12, 521, 847 
 
 7,242,808 
 
 19,400 
 
 
 
 
 At the ports of the Atlantic coast and Gulf of 
 Mexico there were 25 municipal ferryboats out of a 
 total of 29 for the entire country. Sixteen of the 25 
 were at New York; 7, at Boston; and 2, on the Con- 
 necticut river. New York and Boston are the only 
 cities on the Atlantic and Gulf coasts that have found 
 it necessary or desirable to operate ferryboats. Of 
 the 16 municipal ferries reported for New York harbor, 
 7 were used in connection with the management of 
 penal or charitable institutions. The number of pas- 
 sengers carried on the New York municipal ferries was 
 relatively small. These 16 municipal ferryboats oper- 
 ated in 1906 were but 10.5 per cent of the total of 152 
 ferryboats in use at New York, and the 12,521,847 
 passengers which they carried comprised only 6 per 
 cent of the total ferry traffic of New York harbor. 
 
 This condition is probably explained by the fact that 
 municipal ferries are developing new services which 
 may be expected to increase with the consequent 
 redistribution of population. 
 
 RAILWAY SHIPPING. 
 
 Information regarding the vessels used by steam 
 railroads is presented in Table 12. 
 
 Table 12. — Craft operated in connection with steam railroads: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 
 Total. 
 
 1,324 
 
 472,917 
 
 $12, 436, 261 
 
 3,582 
 
 $2,493,845 
 
 697, 127 
 
 Steam. 
 
 206 
 
 34,664 
 
 $4, 670, 207 
 
 2,147 
 
 $1,554,433 
 
 597, 127 
 
 Unrigged. 
 
 1,118 
 
 438,253 
 
 $7,766,054 
 
 1,435 
 
 $939, 412 
 
 100,000 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 63 
 
 Of the total number of craft thus employed on the 
 Atlantic coast and Gulf of Mexico, 206 were operated 
 by their own engines, and 1,118 were unrigged craft. 
 This shipping operated in connection with steam rail- 
 roads includes the "craft engaged in the transporta- 
 tion of freight and passengers, or freight and passen- 
 ger cars as connecting links in railway systems exclu- 
 sively, freight vessels operated for the purpose of 
 extending freight business from railroad terminals to 
 adjacent ports without additional charge, vessels used 
 in connection with construction work for railroad 
 companies, and craft owned by the companies and 
 engaged in lightering the freight incident to the opera- 
 tion of the road." 1 The figures in Table 12 do not 
 include vessels operated by railroad companies as 
 regular freight and passenger lines, or the enormous 
 railroad ferry traffic at New York and Philadelphia. 
 Nine- tenths of the 1,464 vessels operated in 1906 in 
 connection with steam railroads in the entire United 
 States were used on the Atlantic and Gulf coasts. 
 
 GOVERNMENT VESSELS. 
 
 While this report does not include the statistics of 
 vessels owned by the United States Government, it 
 contains the facts regarding the vessels owned and 
 operated by state and city governments. 
 
 Table 13. — Vessels owned and operated by state and city governments: 
 
 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried. 
 
 Total. 
 
 213 
 46, 264 
 $6, 169, 775 
 $2, 924, 807 
 1,369 
 $1,632,858 
 20, 183:209 
 
 Steam. 
 
 104 
 
 31,228 
 
 85,470,975 
 
 SI, 131, 594 
 
 839 
 $1,008,090 
 20, 183, 209 
 
 Sail. 
 
 3 
 
 78 
 86, 380 
 
 85, 280 
 
 Unrigged. 
 
 106 
 
 14,958 
 
 8692, 420 
 
 l 81, 793, 213 
 
 522 
 
 8619, 488 
 
 1 Includes value of work done by craft of the Department of Docks and Fer- 
 ries, New York city. 
 
 Table 13 includes "municipal ferryboats, fire boats, 
 police patrol boats, oyster patrol boats, scavenger and 
 garbage boats, quarantine boats, ambulance boats, 
 boats for the protection of fish and game, canal inspec- 
 tion and repair boats, dredges and dredge tenders, 
 steam derricks, pilot boats, pile drivers, ice boats, ice 
 breakers, boats used for scientific investigation, and 
 those used in connection with eleemosynary institu- 
 tions." 1 State and city governments in the United 
 States owned 315 such vessels, over two-thirds of 
 which were operated at the ports on the Atlantic coast 
 and Gulf of Mexico. The largest municipal owner 
 of vessels was New York city, which not only had the 
 municipal ferries already described, but also had a 
 considerable number of craft that was used by its 
 important Department of Docks and Ferries. 
 
 1 See United States section of this report, page 13. 
 32576—08 6 
 
 FISHING CRAFT. 
 
 For the purpose of making a complete statement of 
 the American fishing fleet operated from the ports of 
 the Atlantic and Gulf coasts, Table 14 is included. 
 
 Table 14. — Vessels engaged in the commercial fisheries of the Atlantic 
 coast and Gulf of Mexico, and the persons employed thereon: 1902 
 and 1904 - 1 
 
 Fishing vessels: 
 
 Number 
 
 Tonnage (net) 
 
 Value 
 
 Value of outfit 
 
 Transporting vessels: 
 
 Number 
 
 Tonnage (net) 
 
 Value 
 
 Value of outfit 
 
 Persons employed : 
 
 On fishing vessels 
 
 On transporting vesselo 
 
 Atlantic 
 coast and 
 Gulf of 
 Mexico: 
 1902 and 
 1904. 
 
 _L 
 
 4,631 
 
 86,076 
 
 $7,813,776 
 
 $3,088,728 
 
 1,671 
 
 29,968 
 
 $1, 795, 119 
 
 $278,235 
 
 29, 663 
 5,166 
 
 1 Compiled from the reports of the Bureau of Fisheries. 
 
 The table was compiled from the reports of the 
 Bureau of Fisheries, and inasmuch as all the figures 
 could not be taken from one report the different items 
 do not cover the same years; nevertheless the table 
 indicates with practical accuracy the status of the 
 Atlantic and Gulf fishing fleet. 
 
 The annual reports of the Commissioner of Naviga- 
 tion give the tonnage employed in the whale fisheries 
 and in the cod and mackerel fisheries of the United 
 States for every year from 1793 to the present. The 
 figures published by the Commissioner of Navigation 
 do not necessarily agree with those taken from the 
 reports of the Bureau of Fisheries, for the reason that 
 the periods covered are not identical. Moreover, the 
 fleet employed in the whale, cod, and mackerel fisher- 
 ies does not include all the vessels engaged in the com- 
 mercial fisheries conducted from the ports of the United 
 States. 
 
 In the American whaling fleet a decline continued 
 unchecked from the close of the Civil War until 1902, 
 when the lowest ebb was reached. From 9,320 in that 
 year the tonnage rose to 11,020 in 1906. In the cod 
 and mackerel fleet there was a decline which, with the 
 exception of short periods of increase in the early 
 seventies and in 1883, was continuous to 1899, when 
 the tonnage was 50,679. In 1906 the tonnage was 
 61,439 for the United States as a whole. The cod and 
 mackerel fleet operated from the Atlantic and Gulf 
 ports in 1906 comprised 1,503 vessels, with a tonnage 
 of 57,699.* 
 
 2 From the report of the Commissioner of Navigation, Depart- 
 ment of Commerce and Labor, 1906. 
 
64 
 
 TRANSPORTATION BY WATER. 
 
 OWNERSHIP OF VESSELS. 
 
 .The ownership of vessels is considered in three 
 tables — 15, 16,. and 17. In Table 15 the number, 
 
 tonnage, and value of steamships and sailing vessels 
 are considered, the situation in 1906 being compared 
 with that in 1889. The figures do not include unrigged 
 craft. 
 
 Table 15.— OWNERSHIP FOR STEAM AND SAIL VESSELS: 1906 AND 1889. 
 
 
 VESSELS. ' 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 CLASS AND OWNERSHIP. 
 
 Number. 
 
 Per cent of 
 total. 
 
 Gross tons. 
 
 Per cent of 
 total. 
 
 Amount. 
 
 Per cent of 
 ■ total. 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 Total 
 
 11, 333 
 
 8,813 
 
 100.0 
 
 100.0 
 
 2,590,799 
 
 2,034,962 
 
 100.0 
 
 100.0 
 
 $231,447,230 
 
 8108,204,622 
 
 100.0 
 
 100.0 
 
 
 
 
 2,630 
 8,703 
 
 1,019 
 7,794 
 
 23.2 
 76.8 
 
 11.6 
 
 88.4 
 
 1,644,044 
 946,755 
 
 571,181 
 1,463,781 
 
 63.5 
 36.5 
 
 28.1 
 71.9 
 
 167,929,716 
 63,517,514 
 
 43,376,790 
 64, 827, 832 
 
 72.6 
 27.4 
 
 40.1 
 
 All other forms of ownership 
 
 59.9 
 
 
 5,413 
 
 2,536 
 
 100.0 
 
 100.0 
 
 1,457,894 
 
 741,770 
 
 100.0 
 
 100.0 
 
 193, 926, 327 
 
 65,518,640 
 
 100.0 
 
 100.0 
 
 
 
 
 2,072 
 3,341 
 
 5,920 
 
 917 
 1,619 
 
 6,277 
 
 38.3 
 61.7 
 
 100.0 
 
 36.2 
 63.8 
 
 100.0 
 
 1,244,283 
 213, 611 
 
 1, 132, 905 
 
 545, 683 
 196,087 
 
 1, 293, 192 
 
 85.3 
 14.7 
 
 100.0 
 
 73.6 
 26.4 
 
 100.0 
 
 155, 819, 420 
 38,106,907 
 
 37,520,903 
 
 42,892,910 
 22,625,730 
 
 42,685,982 
 
 80.3 
 19.7 
 
 100.0 
 
 65.5 
 
 
 34.5 
 
 Sail 
 
 100.0 
 
 
 
 
 558 
 5,362 
 
 102 
 6,175 
 
 9.4 
 90.6 
 
 1.6 
 98.4 
 
 399, 761 
 733, 144 
 
 25, 498 
 1,267,694 
 
 35.3 
 64.7 
 
 2.0 
 98.0 
 
 12,110,296 
 25,410,607 
 
 483, 880 
 42,202,102 
 
 32.3 
 
 67.7 
 
 1.1 
 
 
 98.9 
 
 
 
 The table illustrates in a striking manner the rapid 
 substitution of corporate ownership for the partner- 
 ship and individual forms of ownership. The gross 
 tonnage of steamers and sailing vessels owned by cor- 
 porations was nearly three times as great in 1906 as 
 it was in 1889, during which period the tonnage of 
 similar vessels owned by nonincorporated firms and 
 by individuals decreased 35.3 per cent. The figures 
 for value illustrate the same fact with even greater 
 force. In 1889 the value of steamships and sailing 
 vessels owned by corporations amounted to two-fifths 
 of the total, whereas in 1906 the value of the vessels 
 belonging to corporations was nearly three-fourths of 
 the total. 
 
 The fact that the ownership of both classes of ves- 
 sels — sailing vessels as well as steamers — is passing 
 to the corporations is shown very clearly in Table 15. 
 The figures for both the tonnage and the value of the 
 steamers possessed by the corporations greatly ex- 
 ceed the figures for the steam vessels otherwise owned. 
 The average size of the steamers belonging to the cor- 
 porations is greatly in excess of that for the steam- 
 ships owned by individuals and firms. In 1906 the 
 2,072 corporately owned steamers had an average 
 gross tonnage of 601, while the 3,341 steamships not 
 belonging to corporations had an average gross ton- 
 nage of only 64. The same condition is true of sailing 
 vessels corporately and otherwise owned, as is shown 
 by the fact that the 558 vessels belonging to corpora- 
 tions in 1906 had a tonnage more than one-half that 
 of the 5,362 sailing vessels otherwise owned. In 1889 
 only 1.1 per cent of the total value of the sailing ves- 
 sels of the Atlantic and Gulf coasts was the property 
 
 of corporations, whereas in 1906, 32.3 per cent of the 
 value was credited to the corporations. In shipping 
 as well as in domestic industry the unmistakable 
 tendency is toward the increased control of property 
 by corporations. 
 
 A more detailed analysis of the ownership of the 
 entire fleet of the Atlantic and Gulf coasts, including 
 steamers, sailing vessels, and unrigged craft, is made 
 in Table 16, where the extent of individual, partner- 
 ship, and corporate ownership in 1906 is indicated. 
 
 Table 16. — Number, gross tonnage, and value of vessels, by character 
 of ownership, with per cent in each class: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 OWNERSHIP. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 20, 032 
 
 100.0 
 
 4,851,421 
 
 100.0 
 
 $273, 105, 915 
 
 100.0 
 
 
 
 Individual 
 
 8,517 
 
 2,849 
 
 8,341 
 
 325 
 
 42.5 
 
 14.2 
 
 41.6 
 
 1.6 
 
 844,064 
 
 666, 005 
 
 3,246,215 
 
 95, 137 
 
 17.4 
 
 13.7 
 
 66.9 
 
 2.0 
 
 45, 457, 935 
 
 19, 636, 772 
 
 199, 516, 774 
 
 8, 494, 434 
 
 16.6 
 7.2 
 
 Incorporated company 
 
 73.1 
 3.1 
 
 
 
 The corporations possessed somewhat over two- 
 fifths of the total number of craft, but the tonnage of 
 the corporately owned shipping formed two-thirds of 
 the total, and its value was nearly three-fourths of the 
 aggregate. In number, tonnage, and value the indi- 
 vidually owned craft exceeded those possessed by firms. 
 
 CLASSIFICATION OF VESSELS BY OCCUPATION OR USE. 
 
 By analyzing the shipping of the Atlantic and Gulf 
 coasts with reference to ownership and occupation, as 
 is done in Table 17, the character of the fleet and the 
 services performed are indicated. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 65 
 
 Table 17.— NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY CLASS AND 
 
 OCCUPATION: 1906. 
 
 
 TOTAL. 
 
 INDIVIDUAL. 
 
 FIRM. 
 
 INCORPORATED 
 COMPANY. 
 
 MISCELLANEOUS. 
 
 CLASS AND OCCUPATION. 
 
 Number 
 
 ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 20,032 
 
 4,861,421 
 
 8,517 
 
 844,064 
 
 2,849 
 
 666, 005 
 
 8,341 
 
 3,246,215 
 
 325 
 
 95, 137 
 
 
 
 5,413 
 
 1,457,894 
 
 2,625 
 
 130, 963 
 
 580 
 
 48, 015 
 
 2,072 
 
 1,244,283 
 
 136 
 
 34,633 
 
 
 
 1,523 
 1,690 
 
 270 
 1,577 
 
 353 
 
 5,920 
 
 1,045,811 
 
 148,992 
 
 162,834 
 
 70, 461 
 
 *29,796 
 
 1,132,905 
 
 492 
 455 
 25 
 1,463 
 190 
 
 4,091 
 
 37,838 
 20,236 
 
 1,874 
 67, 540 
 
 3,475 
 
 338,536 
 
 170 
 300 
 4 
 74 
 32 
 
 1,189 
 
 27, 528 
 
 17, 407 
 
 199 
 
 1,717 
 
 1,164 
 
 349, 135 
 
 845 
 911 
 216 
 36 
 64 
 
 558 
 
 977,868 
 
 107, 183 
 
 141,424 
 
 1,133 
 
 16,675 
 
 399, 761 
 
 16 
 24 
 25 
 4 
 67 
 
 82 
 
 2,577 
 
 4,166 
 
 19,337 
 
 71 
 
 Tugs and other towing vessels 
 
 
 
 
 8,482 
 45,473 
 
 Sail 
 
 
 
 4,227 
 
 1,358 
 
 335 
 
 8,699 
 
 1,106,901 
 
 21, 046 
 
 5,958 
 
 2,260,622 
 
 2,552 
 
 1,269 
 
 270 
 
 1,801 
 
 315,669 
 20, 038 
 2,829 
 
 374,565 
 
 1,082 
 75 
 32 
 
 1,080 
 
 347, 648 
 754 
 733 
 
 268,855 
 
 542 
 8 
 8 
 
 5,711 
 
 398,702 
 150 
 909 
 
 1,602,171 
 
 51 
 
 6 
 
 25 
 
 107 
 
 43,882 
 104 
 
 Yachts 
 
 
 1,487 
 
 
 15,031 
 
 
 Besides stating the total number and the gross, ton- 
 nage of the steam, sail, and unrigged craft, and sub- 
 dividing the steamships and sailing vessels into their 
 different classes, according to character of service, the 
 table shows similar data for the vessels owned by in- 
 dividuals, by firms, and by corporations. It will be 
 noted that over one-half of the tonnage of individually 
 owned steamships is credited to yachts, and that the 
 proportion of the tonnage of steamships owned by 
 individuals and used either in the freight and passenger 
 services or in the towing business is small compared 
 with the proportion which the tonnage of all vessels of 
 similar use forms of the total tonnage. On the other 
 hand, nearly all of the relatively small tonnage of 
 steamers belonging to firms is credited to freight and 
 passenger, and towing vessels. The tonnage of steamers 
 
 owned by corporations was devoted mainly to the 
 transportation of freight and passengers; at the same 
 time the corporately owned tugs and ferryboats far ex- 
 ceeded in tonnage such vessels possessed by individuals 
 and firms. Sailing vessels, however owned, were used 
 mainly in the freight and passenger services. The 
 only other important subclass of sailing vessels is the 
 yacht, the ownership of which would, in most cases, 
 naturally be individual. This table, like the preceding 
 ones, shows the preponderance of the unrigged craft 
 over steamers and over sailing vessels as regards total 
 tonnage. 
 
 CONSTRUCTION. 
 
 The classification of the shipping of the Atlantic 
 coast and Gulf of Mexico with reference to material of 
 construction is shown for 1889 and for 1906 in Table 18. 
 
 Table 18.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CHARACTER OF CONSTRUCTION AND BY 
 
 CLASS AND OCCUPATION: 1906 AND 1889. 
 
 CLASS AND OCCUPATION. 
 
 Census. 
 
 Total 
 
 Steam , 
 
 Freight and passenger 
 
 Tugs and other tow- 
 ing vessels 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Sail 
 
 Freight and passenger 
 
 Yachts 
 
 All other 
 
 Unrigged ' 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 
 1889 
 
 1906 
 '1889 
 
 1906 
 1889 
 
 1906 
 
 1889 
 
 1906 
 lsv, 
 
 1900 
 1889 
 
 1906 
 1S-S9 
 1906 
 1889 
 
 1900 
 1889 
 
 1906 
 1889 
 
 Num- 
 ber of 
 vessels 
 
 20, 032 
 12,238 
 
 5,413 
 2,536 
 
 1,523 
 810 
 
 1,690 
 1,095 
 
 270 
 214 
 
 1,577 
 170 
 
 353 
 247 
 
 5,920 
 6,277 
 
 4,227 
 5,229 
 
 1,358 
 628 
 
 335 
 420 
 
 3,425 
 
 Gross 
 tonnage. 
 
 4,851,421 
 2, 658, 445 
 
 1,457,894 
 741, 770 
 
 1,045,811 
 487,939 
 
 148,992 
 61,359 
 
 162, 834 
 98, 174 
 
 70, 461 
 11,328 
 
 29, 796 
 82, 970 
 
 1, 132, 905 
 1,293,192 
 
 1,105,901 
 1,260,362 
 
 21,046 
 14,428 
 
 5,958 
 18, 402 
 
 2, 260, 622 
 623,483 
 
 Value of 
 vessels. 
 
 1273,105,915 
 116,042,062 
 
 193,926,327 
 65, 518, 640 
 
 121, 136, 485 
 36,989,280 
 
 25, 894, 551 
 10,203,330 
 
 19,970,466 
 7,907,700 
 
 21, 290, 339 
 3,520,610 
 
 5, 634, 486 
 6,897,720 
 
 37,520,903 
 42, 685, 982 
 
 33, 213, 849 
 38, 777, 627 
 
 3, 775, 743 
 2, 681, 455 
 
 531,311 
 1,226,900 
 
 41,658,685 
 7, 837, 440 
 
 IRON AND STEEL. 
 
 Num- 
 ber of 
 
 1,148 
 434 
 
 993 
 421 
 
 :■;•>.-, 
 
 18S 
 
 323 
 103 
 
 127 
 59 
 
 107 
 25 
 41 
 46 
 
 76 
 13 
 
 Gross 
 tonnage. 
 
 1,247,838 
 364,283 
 
 $155, 776, 134 
 33, 622, 030 
 
 355,065 
 
 849,069 
 254, 457 
 
 70, 134 
 8,588 
 
 114, 498 
 40,510 
 
 36,369 
 4,864 
 
 16,376 
 46, 646 
 
 84, 726 
 9,218 
 
 82, 470 
 8,737 
 
 2,256 
 481 
 
 76, 666 
 
 Value of 
 
 147,640,277 
 32, 897, 230 
 
 104,382,729 
 21,720,810 
 
 12,055,761 
 1, 626, 800 
 
 15,971,767 
 3,936,500 
 
 11,807,070 
 1, 649, 720 
 
 3, 422, 950 
 3,963,400 
 
 4,323,786 
 724, 800 
 
 3,588,786 
 514, 500 
 
 735,000 
 210, 300 
 
 3, 812, 071 
 
 Num- 
 ber of 
 vessels. 
 
 18, 827 
 11,714 
 
 4,388 
 2,091 
 
 1,123 
 612 
 
 1,363 
 
 143 
 
 155 
 
 1,449 
 142 
 
 310 
 190 
 
 6,820 
 6,198 
 
 4,168 
 5,163 
 
 1,317 
 619 
 
 335 
 410 
 
 8,619 
 3,425 
 
 Gross 
 tonnage. 
 
 3,591,278 
 2,269,558 
 
 $115,877,581 
 81,236,912 
 
 365, 616 
 381,340 
 
 193,987 
 229, 165 
 
 78, 582 
 52,535 
 
 48,336 
 57, 664 
 
 31,944 
 6,111 
 
 12, 767 
 35, 865 
 
 1, 042, 654 
 1,264,735 
 
 1,018,738 
 1,232,597 
 
 17, 958 
 13, 875 
 
 5,958 
 18,263 
 
 2, 183, 008 
 623, 483 
 
 Value of 
 vessels. 
 
 45, 280, 050 
 32, 073, 610 
 
 16, 563, 756 
 14, 988, 470 
 
 13,808,790 
 8,554,730 
 
 3,998,699 
 3,971,200 
 
 8, 797, 269 
 1, 735, 890 
 
 2,111,536 
 2, 823, 320 
 
 32, 762, 917 
 41,325,862 
 
 29, 389, 063 
 37, 658, 057 
 
 2,842,543 
 2, 450, 655 
 
 531,311 
 1, 217, 150 
 
 37, 834, 614 
 7, 837, 440 
 
 COMPOSITE. 
 
 Num- 
 ber of 
 
 Gross 
 tonnage. 
 
 12,305 
 24, 604 
 
 5,832 
 5,365 
 
 2,755 
 4,317 
 
 276 
 236 
 
 2,148 
 353 
 
 653 
 
 459 
 
 5,525 
 19, 239 
 
 4,693 
 19,028 
 
 832 
 72 
 
 139 
 948 
 
 Value of 
 
 $1, 452, 200 
 1, 183, 120 
 
 i The character of construction was not reported in 1889, but for purposes of comparison in this table all vessels are assumed to be of wood. 
 
 1,006,000 
 547, 800 
 
 190, 000 
 280,000 
 
 30,000 
 21,800 
 
 686,000 
 135, 000 
 
 100, 000 
 111,000 
 
 434, 200 
 635, 320 
 
 236,000 
 605, 070 
 
 198, 200 
 20,500 
 
 9,750 
 12,000 
 
66 
 
 TRANSPORTATION BY WATER. 
 
 The progress made in the tonnage of iron and steel 
 vessels was much more rapid than the gains in the 
 tonnage of vessels constructed of wood. 
 
 Between 1889 and 1906 the tonnage of steamships 
 operated from the Atlantic and Gulf ports nearly 
 doubled, and the value almost trebled; at the same 
 time there was a decrease both in the tonnage and in 
 the value of sailing vessels. Since iron and steel are 
 used to a great extent in the construction of steam 
 vessels, the increase in steam tonnage means a gain in 
 the use of iron and steel. The gross tonnage of steam 
 vessels built of iron and steel was three times as great 
 in 1906 as it was in 1889, and their value was more than 
 four times as much. Wooden steamers increased in 
 number and value from 1889 to 1906, but fell off in 
 gross tonnage. There was, moreover, some gain in the 
 number, tonnage, and value of steamers of composite 
 construction, the use of wood and steel in building 
 yachts being frequent. The wooden sailing vessels, 
 except yachts, are rapidly decreasing. 
 
 The census of 1889 did not state the kind of material 
 of which the unrigged craft then operated were con- 
 structed; there could, however, have been very little, 
 if any, use of iron and steel in the construction of 
 barges and lighters at that time. The gain in the 
 tonnage of unrigged craft was extraordinarily large, 
 both absolutely and relatively. In 1889 the tonnage 
 of the unrigged craft constituted less than one-fourth 
 of the total, whereas in 1906 it comprised nearly one- 
 half of the aggregate gross tonnage. As unrigged 
 craft can be moved only by the use of tugs, the growth 
 of the tonnage of unrigged shipping has naturally been 
 accompanied by an increase in the tonnage of towing 
 "vessels. 
 
 The number and gross tonnage of steamships, sail- 
 ing vessels, and unrigged craft built along the Atlantic 
 and Gulf coasts of the United States and documented 
 each year from 1889 to 1906 are shown in Table 19, 
 grouped according to the character of the materials 
 employed in their construction. 
 
 Table 19.— NTJMBEK AND GROSS TONNAGE OF VESSELS BUILT AND DOCUMENTED EACH YEAR, BY CLASS AND 
 
 BY CHARACTER OF CONSTRUCTION: 1889 TO 1906. \ 2 . 
 
 
 AGGREGATE. 
 
 STEAM. 
 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Composite. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Composite. 
 
 TEAR. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 1906 
 
 651 
 655 
 695 
 837 
 970 
 823 
 804 
 631 
 514 
 609 
 418 
 453 
 592 
 599 
 988 
 944 
 663 
 657 
 
 126,607 
 
 210,537 
 
 186,559 
 
 244,748 
 
 236, 991 
 
 236,948 
 
 207, 652 
 
 154, 586 
 
 63,090 
 
 96,009 
 
 91,724 
 
 59,984 
 
 74, 708 
 
 89, 109 
 
 118,094 
 
 218,392 
 
 156,756 
 
 93,912 
 
 
 
 50 
 56 
 45 
 54 
 52 
 55 
 57 
 55 
 34 
 33 
 21 
 29 
 22 
 12 
 14 
 5 
 7 
 11 
 
 46,073 
 94,218 
 S4, 138 
 121, 189 
 107,349 
 100,601 
 80,030 
 60,356 
 20,078 
 22,954 
 32,034 
 20, 621 
 30, 798 
 13,500 
 16,041 
 10,671 
 12,682 
 5,849 
 
 601 
 599 
 650 
 783 
 917 
 767 
 747 
 576 
 478 
 575 
 396 
 421 
 565 
 570 
 960 
 907 
 623 
 627 
 
 80,534 
 116,319 
 102, 421 
 123, 559 
 129, 449 
 136,337 
 127,622 
 94,230 
 42,339 
 72,896 
 59, 633 
 36,924 
 43, 223 
 59, 765 
 95,975 
 172,127 
 114,980 
 70,840 
 
 
 
 293 
 239 
 232 
 231 
 251 
 215 
 170 
 168 
 134 
 123 
 98 
 111 
 141 
 139 
 207 
 216 
 155 
 149 
 
 56,030 
 94,202 
 78,321 
 119,588 
 113,370 
 98,368 
 80,001 
 61,868 
 25,341 
 31,095 
 44, 222 
 30,955 
 37,819 
 41,659 
 35,981 
 67,074 
 54,240 
 41,308 
 
 
 
 45 
 42 
 37 
 48 
 47 
 45 
 51 
 49 
 26 
 23 
 21 
 24 
 20 
 11 
 14 
 3 
 7 
 11 
 
 42, 363 
 84,894 
 66, 473 
 107,283 
 97,919 
 85, 556 . 
 70, 548 
 51, 326 
 17,014 
 21,308 
 32,034 
 19,916 
 26, 149 
 12, 119 
 16,041 
 
 9,341 
 12, 682 
 
 5,849 
 
 248 
 197 
 195 
 183 
 203 
 169 
 119 
 119 
 106 
 99 
 76 
 84 
 116 
 111 
 179 
 181 
 115 
 120 
 
 13, 667 
 9,308 
 11,848 
 12,305 
 15,258 
 12, 802 
 9,453 
 10, 542 
 7, 654 
 9,628 
 12,131 
 8,600 
 10,983 
 13, 696 
 13,802 
 22, 139 
 12,464 
 18,269 
 
 
 
 1905. . 
 
 
 
 
 
 
 
 
 
 1904 
 
 
 
 
 
 
 
 
 
 1903 
 
 
 
 
 
 
 
 
 
 1902... 
 
 1 
 1 
 
 193 
 10 
 
 
 
 1 
 1 
 
 193 
 
 10 
 
 
 
 1901 
 
 
 
 
 
 1900 
 
 
 
 
 
 1899 
 
 
 
 
 
 
 
 
 
 1898 
 
 1 
 
 1 
 
 1 
 
 3 
 
 5 
 
 16 
 
 14 
 
 3 32 
 
 <33 
 
 19 
 
 462 
 
 159 
 
 57 
 
 2,439 
 
 687 
 
 15, 441 
 
 6,078 
 
 35, 594 
 
 29,094 
 
 17,223 
 
 1 
 
 211 
 
 1 
 1 
 1 
 3 
 5 
 16 
 14 
 3 32 
 ■i 33 
 18 
 
 462 
 
 159 
 
 57 
 
 2,439 
 
 687 
 
 15, 441 
 
 6,078 
 
 35, 594 
 
 29.094 
 
 17, 190 
 
 1 
 
 211 
 
 1897 
 
 
 1896 
 
 
 
 
 
 1895 
 
 
 
 
 
 1894 
 
 
 
 
 
 1893 
 
 1 
 
 403 
 
 1 
 
 403 
 
 1892 
 
 
 1891 
 
 
 
 
 
 1890 
 
 
 
 
 
 1889 
 
 
 
 
 
 
 
 
 
 
 
 SAIL. 
 
 UNRIGGED. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Total. 
 
 Steel. 
 
 Wood. 
 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num-' 
 
 ber of 
 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 199 
 278 
 293 
 399 
 519 
 398 
 426 
 354 
 302 
 279 
 287 
 320 
 421 
 408 
 716 
 635 
 433 
 417 
 
 30,584 
 74, 912 
 60,079 
 63,794 
 71,639 
 87, 399 
 76,249 
 66, 160 
 17, 909 
 19, 959 
 37,501 
 24, 633 
 30, 659 
 33, 524 
 69, 128 
 127, 147 
 84, 631 
 37,279 
 
 
 
 4 
 5 
 4 
 4 
 3 
 8 
 6 
 2 
 
 3,077 
 3,225 
 15,290 
 12, 184 
 8,400 
 13,300 
 9,482 
 6,207 
 
 195 
 273 
 289 
 395 
 l 516 
 390 
 420 
 352 
 302 
 279 
 287 
 320 
 419 
 408 
 716 
 635 
 433 
 416 
 
 27,507 
 71,687 
 44,789 
 51,610 
 63, 233 
 74,099 
 66, 767 
 59,953 
 17, 909 
 19,959 
 37,501 
 24,633 
 26,010 
 33,524 
 69, 128 
 127,147 
 84,631 
 37,246 
 
 159 
 
 138 
 
 170 
 
 207 
 
 200 
 
 210 
 
 208 
 
 109 
 
 78 
 
 207 
 
 33 
 
 22 
 
 30 
 
 52 
 
 65 
 
 93 
 
 75 
 
 91 
 
 39,993 
 41,423 
 48, 159 
 61,366 
 51,982 
 51,181 
 51,402 
 26,558 
 19,840 
 44,955 
 10,001 
 4,396 
 6,230 
 13,926 
 12,985 
 24, 171 
 17,885 
 15,325 
 
 1 
 9 
 4 
 2 
 2 
 2 
 
 633 
 
 6,099 
 2,375 
 1,722 
 1,024 
 1,745 
 
 158 
 
 129 
 
 166 
 
 205 
 
 198 
 
 208 
 
 208 
 
 105 
 
 70 
 
 197 
 
 33 
 
 17 
 
 30 
 
 51 
 
 65 
 
 91 
 
 75 
 
 91 
 
 39,360 
 
 1905 
 
 
 
 35,324 
 45,784 
 59,644 
 50 958 
 
 1904 
 
 
 
 1903 
 
 
 
 1902 
 
 
 
 1901 
 
 
 
 
 1900 
 
 
 
 51,402 
 23,735 
 16 776 
 
 1899 
 
 
 
 4 
 8 
 10 
 
 2,823 
 3,064 
 1,646 
 
 1898 . . 
 
 
 
 1897. - 
 
 1 
 
 
 
 
 1896 
 
 
 
 
 10,001 
 3,691 
 6,230 
 12,545 
 12,985 
 
 1895 
 
 
 
 
 5 
 
 705 
 
 1894 
 
 
 2 
 
 4,649 
 
 1893 
 
 
 .1 
 
 1,381 
 
 1892 
 
 1 
 
 
 
 1891 
 
 
 
 
 o 
 
 1,330 
 
 1890 
 
 
 
 
 
 18S9 
 
 1 | 33 
 
 
 
 
 
 15,325 
 
 
 
 
 
 
 
 
 1 Exclusive of yachts. 
 
 2 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 3 Includes 2 vessels, tonnage 7,886, built of iron and steel. 
 * Includes 1 vessel, tonnage 2,707, built of iron and steel. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 67 
 
 A limited number of vessels not built in the Ameri- 
 can yards are annually admitted to American registry 
 under general acts of Congress. 
 
 The use of iron in the construction of the hulls of 
 vessels has been abandoned. In 1889, 19 of the ves- 
 sels built on the Atlantic and Gulf coasts had iron hulls ; 
 since 1895 there have been only 5 vessels thus built; 
 and since 1902 none has been so constructed. The 
 use of steel has largely increased. During 1889 only 
 11 vessels with steel hulls were built on the Atlantic 
 and Gulf coasts; during 1890 only 7 vessels of this kind 
 were constructed; and in 1891 only 5. In 1906, how- 
 ever, there were 50 vessels built of steel, but the figures 
 for 1906 understate the progress that has been made 
 in the use of steel in ship construction. The years 
 from 1900 to 1903 were especially prosperous in Ameri- 
 can shipyards, and in each of these years the number 
 and tonnage of steel-built vessels were larger than in 
 1906. With the progress of the American marine and 
 the advance of the American shipbuilding industry, 
 there will certainly be an increasing use made of steel. 
 In the construction of American vessels in the ship- 
 yards of the Atlantic coast and Gulf of Mexico, wood 
 is still used more largely than steel. Table 19, how- 
 ever, shows that the number and tonnage of wooden 
 vessels are neither increasing nor declining. During 
 the eighteen years covered by the table only 2 vessels 
 constructed of both steel and wood were documented. 
 Yachts are not included in this table. As shown in 
 Table 18 the composite steam yachts increased from 
 3 in 1889 to 21 in 1906. 
 
 Most of the vessels built of steel are propelled by 
 engines, although a few steel sailing vessels are docu- 
 mented each year. The number of wooden vessels 
 with engines exceeded the number of wooden sailing 
 ships in 1906, although the tonnage of the wooden 
 sailing vessels is double that of the wooden steamers. 
 In the construction of tugs, ferryboats, and passenger 
 vessels for operation in quiet waters, and in the build- 
 ing of yachts, wood is still largely used. Likewise 
 wood is used almost altogether in the construction of 
 barges, lighters, and unrigged craft. In 1906 there 
 
 was only 1 steel vessel of this class documented. Dur- 
 ing six of the years between 1889 and 1906 no unrigged 
 craft of steel construction was documented. 
 
 REGISTERED AND DOCUMENTED VESSELS. 
 
 The navigation laws of the United States 1 stipulate 
 that "vessels which may be captured in war by citizens 
 of the United States and lawfully condemned as prize, 
 or which may be adjudged to be forfeited for a breach 
 of the laws of the United States, being wholly owned 
 by citizens and no others, may be registered" under 
 the American flag. The law also states that — 
 
 The Commissioner of Navigation may issue a register or enroll- 
 ment for any vessel built in a foreign country, whenever such ves- 
 sel shall be wrecked in the United States, and shall be purchased 
 and repaired by a citizen of the United States, if it shall be proved 
 to the satisfaction of the Commissioner that the repairs put upon 
 such vessel are equal to three-fourths of the cost of the vessel when 
 so repaired. 
 
 .A vessel registered pursuant to law, which by sale has become 
 the property of a foreigner, shall be entitled to a new register upon 
 afterwards becoming American property, unless it has been enlarged 
 or undergone change in build outside of the United States. 
 
 Table 20 shows the number, tonnage, and material 
 used in the construction of vessels admitted to Ameri- 
 can registry under the general act of Congress of De- 
 cember 23, 1852, which was repealed February 22, 1906. 
 
 As the result of the Spanish- American War the num- 
 ber of vessels thus admitted was greater in 1898, 1899, 
 and 1900 than in any other year except 1889, when 15 
 wooden craft, 12 of them sailing vessels and 3 unrigged, 
 were added to that part of the American marine that 
 is operated from the Atlantic coast and Gulf of Mexico. 
 Some vessels have been admitted to American reg- 
 istry by special acts of Congress. For instance, the 
 acts of May 10, 1892, and February 14, 1893, made 
 possible the admission of the City of New York and the 
 City of Paris, of foreign construction but of American 
 ownership, to registration under the American flag. 2 
 
 1 Bureau of Navigation, "Navigation Laws of the United States," 
 1903, pages 17 and 18. 
 
 2 The present names of these two vessels are the New York and 
 the Philadelphia. 
 
68 
 
 TRANSPORTATION BY WATER. 
 
 Table 20.— NUMBER AND GROSS TONNAGE OF VESSELS ADMITTED AT ATLANTIC AND GULF PORTS TO AMERI- 
 CAN REGISTRY BY GENERAL ACT OF CONGRESS, BY CLASS AND BY CHARACTER OF CONSTRUCTION: 1889 
 TO 1906. 1 
 
 
 AGGREGATE. 
 
 STEAM. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 •Steel. 
 
 Wood. 
 
 Total. ' 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gruss 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 
 5 
 6 
 2 
 6 
 4 
 7 
 12 
 12 
 12 
 7 
 6 
 5 
 4 
 6 
 9 
 6 
 11 
 15 
 
 • 9,081 
 8,941 
 5,253 
 
 12,821 
 4,399 
 
 12,382 
 7,993 
 
 11,387 
 
 12,558 
 5,276 
 5,650 
 6,846 
 1,843 
 2,850 
 3,108 
 2,555 
 6,324 
 5,968 
 
 2 
 1 
 1 
 
 3,345 
 
 1,855 
 
 693 
 
 2 
 3 
 1 
 3 
 1 
 3 
 
 5,633 
 5,335 
 4,560 
 10,959 
 2,214 
 7,412, 
 
 1 
 2 
 
 103 
 1,751 
 
 3 
 4 
 1 
 3 
 1 
 5 
 1 
 2 
 4 
 1 
 1 
 1 
 1 
 1 
 1 
 si 
 3 
 
 8,554 
 7,190 
 4,560 
 
 10, 959 
 2,214 
 
 11,753 
 2,798 
 5,096 
 8,030 
 2,016 
 1,696 
 2,897 
 135 
 1,602 
 1,044 
 451 
 2,448 
 
 1 
 1 
 
 2,921 
 1,855 
 
 2 
 3 
 1 
 3 
 1 
 3 
 
 6,033 
 5,335 
 4,560 
 10,959 
 2,214 
 7,412 
 
 
 
 
 
 
 1904 
 
 
 
 
 3 
 2 
 2 
 
 10 
 8 
 7 
 6 
 3 
 3 
 3 
 5 
 8 
 5 
 8 
 
 15 
 
 1,862 
 
 838 
 
 629 
 
 3,452 
 
 4,219 
 
 2,652 
 
 3,260 
 
 319 
 
 521 
 
 1,708 
 
 1,248 
 
 2,064 
 
 2,104 
 
 3,876 
 
 5,968 
 
 
 
 
 
 
 1 
 2 
 2 
 4 
 4 
 1 
 1 
 1 
 1 
 
 1,347 
 4,341 
 4,541 
 7,168 
 6,544 
 2,016 
 2,461 
 3,428 
 135 
 
 
 
 
 
 1901 
 
 2 
 1 
 2 
 3 
 1 
 
 4,341 
 2,798 
 5,096 
 4,668 
 2,016 
 
 
 
 1900 
 
 
 
 1899 
 
 
 
 
 
 
 
 1898 
 
 1 
 
 3,362 
 
 1 
 
 3,362 
 
 
 
 1897 
 
 
 
 1896 
 
 2 
 1 
 
 2,870 
 2,897 
 
 1 
 1 
 
 1,696 
 2,897 
 
 
 
 1895 
 
 
 
 
 
 1894 - 
 
 1 
 
 135 
 
 
 
 1893 .. 
 
 1 
 1 
 
 21 
 
 1,602 
 
 1,044 
 
 451 
 
 1 
 1 
 
 «1 
 
 1,602 
 
 1,044 
 
 451 
 
 
 
 1892 
 
 
 
 
 
 
 
 1891 
 
 
 
 
 
 
 
 1890 . 
 
 3 
 
 2,448 
 
 3 
 
 2,448 
 
 
 
 1889... 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SAIL. 
 
 UNRIGGED. 
 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Total. 
 
 Iron. 
 
 Wood. 
 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 2 
 2 
 1 
 2 
 1 
 2 
 8 
 8 
 8 
 5 
 5 
 2 
 3 
 4 
 8 
 5 
 8 
 12 
 
 527 
 
 1,751 
 
 693 
 
 594 
 
 170 
 
 629 
 
 3,392 
 
 4,982 
 
 4,528 
 
 2,937 
 
 3,954 
 
 3,501 
 
 1,708 
 
 992 
 
 2,064 
 
 2,104 
 
 3,876 
 
 4,801 
 
 1 
 
 424 
 
 
 
 1 
 2 
 
 103 
 1,751 
 
 
 
 
 
 
 
 1905 
 
 
 
 
 
 
 
 
 
 1904 
 
 1 
 
 693 
 
 
 
 
 
 
 
 
 
 1903 
 
 
 
 2 
 1 
 2 
 7 
 C 
 7 
 5 
 3 
 1 
 3 
 4 
 8 
 5 
 8 
 12 
 
 594 
 
 170 
 
 629 
 
 1,649 
 
 2,910 
 
 2,652 
 
 2,937 
 
 319 
 
 73 
 
 1,708 
 
 992 
 
 2,064 
 
 2,104 
 
 3,876 
 
 4.8m 
 
 1 
 2 
 
 1,268 
 2,015 
 
 
 
 1 
 1 
 
 1,268 
 668 
 
 1902 
 
 
 
 
 
 1 
 
 1,347 
 
 1901 
 
 
 
 
 
 
 1900 :..., 
 
 1 
 2 
 1 
 
 1,743 
 2,072 
 1,876 
 
 
 
 3 
 
 2 
 
 1,803 
 1,309 
 
 
 
 3 
 
 2 
 
 1,803 
 1,309 
 
 1899 
 
 
 
 
 
 1898 
 
 
 
 
 
 1897 
 
 
 
 1 
 
 323 
 
 
 
 1 
 
 323 
 
 18% 
 
 1 
 1 
 
 2,461 
 3,428 
 
 1 
 
 1,174 
 
 
 
 
 1895 
 
 2 
 
 448 
 
 
 
 2 
 
 448 
 
 1894 
 
 
 
 
 
 
 1893 ' 
 
 
 
 
 
 1 
 
 256 
 
 
 
 1 
 
 256 
 
 1892 
 
 
 
 
 
 
 
 
 1891 
 
 
 
 
 
 
 
 
 
 
 
 1890 
 
 
 
 
 
 
 
 
 
 
 
 1889 
 
 
 
 
 
 3 
 
 1,167 
 
 
 
 3 
 
 1 167 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 The number and tonnage of documented vessels 
 added to the fleet of the Atlantic and Gulf coasts dur- 
 ing each year from 1889 to 1906 are shown in Table 21, 
 which has been compiled from the reports of the Com- 
 missioner of Navigation. This table shows almost all 
 of the yearly additions made to the fleet ; the number 
 shown falls short of the total because it does not 
 include undocumented craft. 
 
 The reports of the Commissioner of Navigation 
 include a few vessels classed as "added from other 
 sources," the number and tonnage of which the Census 
 found it impracticable to obtain. The omission of 
 
 this, small group of vessels from Table 21 is not deemed 
 a serious matter, because the craft were mainly re- 
 built vessels which really do hot constitute an addition 
 to the fleet. Table 21, accordingly, comprises practi- 
 cally all vessels, except yachts, admitted at Atlantic 
 and Gulf ports to American enrollment or registry, 
 both those constructed in the United States and those 
 built abroad and admitted to American registry under 
 acts of Congress. The facts — to which attention has 
 already been called — regarding the increasing use of 
 steel for construction and steam for power are clearly 
 shown. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 69 
 
 Table 21. 
 
 -NUMBER AND GROSS TONNAGE OF VESSELS ADDED TO THE DOCUMENTED FLEET EACH YEAR, BY 
 CLASS AND BY CHARACTER OF CONSTRUCTION: 1889 TO 1906. ' 
 
 
 AGGREGATE. 
 
 STEAM. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Composite. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Composite. 
 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 dum- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross Num " 
 na S & Jels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross Num- 
 ton- ber of 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 1906 
 
 666 
 668 
 707 
 853 
 984 
 837 
 835 
 720 
 540 
 619 
 431 
 465 
 599 
 612 
 1,001 
 970 
 680 
 677 
 
 141,809 
 224, 840 
 195, 138 
 261,701 
 248,973 
 254,786 
 230,867 
 209,544 
 94, 121 
 102,573 
 105, 188 
 72, 782 
 78,021 
 115,047 
 121,580 
 240, 446 
 166, 378 
 101,761 
 
 3 
 1 
 3 
 
 2 
 3 
 
 5 
 5 
 6 
 9 
 3 
 2 
 7 
 8 
 16 
 14 
 2 42 
 *38 
 20 
 
 3,574 
 
 1,855 
 
 2,344 
 
 386 
 
 2,129 
 
 8,055 
 
 12, 463 
 
 10,982 
 
 15, 358 
 
 2,299 
 
 2,518 
 
 9,055 
 
 1,904 
 
 15,441 
 
 6,078 
 
 46, 870 
 
 33,256 
 
 19, 058 
 
 53 
 60 
 46 
 57 
 56 
 59 
 60 
 . 57 
 39 
 33 
 25 
 30 
 22 
 16 
 15 
 39 
 7 
 1) 
 
 55,342 
 
 103,220 
 
 88,698 
 
 132, 148 
 
 114, 172 
 
 109,061 
 
 82, 498 
 
 63, 561 
 
 32,559 
 
 22, 954 
 
 41,224 
 
 23,518 
 
 30,798 
 
 37,541 
 
 17,085 
 
 16,965 
 
 12, 682 
 
 5,849 
 
 609 
 607 
 658 
 794 
 925 
 773 
 770 
 657 
 491 
 583 
 404 
 428 
 569 
 579 
 972 
 919 
 635 
 5 646 
 
 82,797 
 
 119,765 
 
 104,096 
 
 129, 167 
 
 132,672 
 
 137, 670 
 
 135,906 
 
 135,001 
 
 45, 993 
 
 77,320 
 
 61,446 
 
 40, 209 
 
 45,319 
 
 61,662 
 
 98, 417 
 
 176, 611 
 
 120, 440 
 
 76,854 
 
 1 
 
 96 
 
 303 
 247 
 242 
 237 
 255 
 223 
 182 
 182 
 150 
 125 
 104 
 115 
 145 
 146 
 210 
 233 
 162 
 152 
 
 69,491 
 
 105, 421 
 
 84,909 
 
 130,772 
 
 120,025 
 
 113, 249 
 
 92,808 
 
 80, 608 
 
 50,600 
 
 33,235 
 
 52,567 
 
 37,040 
 
 39, 424 
 
 66, 132 
 
 37,275 
 
 84,825 
 
 58, 451 
 
 43, 167 
 
 2 
 1 
 
 2 
 1 
 1 
 4 
 4 
 4 
 7 
 3 
 1 
 6 
 S 
 16 
 14 
 M2 
 <38 
 19 
 
 3,150 
 
 1,855 
 
 1,651 
 
 122 
 
 193 
 
 7,026 
 
 10, 720 
 
 8,910 
 
 12,359 
 
 2,299 
 
 57 
 
 5,627 
 
 1,904 
 
 15,441 
 
 6,078 
 
 46,870 
 
 33,256 
 
 19,025 
 
 48 
 46 
 38 
 51 
 50 
 48 
 52 
 51 
 • 31 
 23 
 24 
 25 
 20 
 15 
 15 
 
 37 
 
 7 
 11 
 
 51, 632 
 93,896 
 71,033 
 118,242 
 104,335 
 92,968 
 71,027 
 54,531 
 29, 495 
 21, 308 
 40,050 
 22, 813 
 26, 149 
 36, 160 
 17,085 
 15,635 
 12, 682 
 5,849 
 
 252 
 200 
 202 
 185 
 204 
 171 
 126 
 127 
 111 
 99 
 79 
 84 
 117 
 114 
 181 
 184 
 117 
 6J22 
 
 14, 613 
 9,670 
 12,225 
 12,408 
 15,497 
 13,255 
 11,061 
 17, 167 
 8,535 
 9,628 
 12, 460 
 8,600 
 11,371 
 14, 128 
 14, 112 
 22, 320 
 12,513 
 18,293 
 
 1 
 
 96 
 
 1905 
 
 1904 
 
 
 
 
 
 1903 
 
 
 
 
 
 1902 
 
 
 
 
 
 1901 
 
 
 
 
 
 1900 
 
 
 
 
 
 1899 
 
 
 
 
 
 1898 
 
 1 
 
 211 
 
 1 
 
 
 1897 
 
 
 1896 
 
 
 
 
 
 1895 
 
 
 
 
 
 1894 
 
 
 
 
 
 1893 
 
 1 
 
 403 
 
 1 
 
 
 1892 
 
 
 1891 
 
 
 
 
 
 1890 
 
 
 
 
 
 1889 
 
 
 
 
 
 
 
 
 
 
 
 SAIL. 
 
 UNRIGGED. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 
 Num- 
 ber of 
 vessels 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 203 
 282 
 295 
 406 
 525 
 404 
 439 
 426 
 311 
 286 
 294 
 325 
 424 
 412 
 726 
 642 
 443 
 431 
 
 32,165 
 76,725 
 62,070 
 67, 083 
 74, 405 
 90, 356 
 83,931 
 
 100, 736 
 23,560 
 • 24, 060 
 42, 620 
 30,500 
 32, 367 
 34,516 
 71,320 
 
 130,500 
 90,042 
 
 1 
 
 424 
 
 4 
 5 
 4 
 4 
 3 
 9 
 7 
 2 
 
 3; 077 
 
 3,225 
 15,290 
 12, 184 
 
 8,406 
 14, 348 
 11, 064 
 
 6,207 
 
 198 
 277 
 290 
 402 
 521 
 394 
 431 
 422 
 309 
 286 
 292 
 324 
 422 
 412 
 726 
 642 
 443 
 430 
 
 28,664 
 73,500 
 46, 087 
 54,899 
 65,410 
 74, 979 
 71,124 
 92, 457 
 20,561 
 24,060 
 38,985 
 27,072 
 27,718 
 34,516 
 71, 320 
 130,500 
 90, 042 
 42. 069 
 
 160 
 
 139 
 
 170 
 
 210 
 
 204 
 
 210 
 
 214 
 
 112 
 
 79 
 
 208 
 
 33 
 
 25 
 
 30 
 
 54 
 
 65 
 
 95 
 
 75 
 
 94 
 
 40, 153 
 42, 694 
 48, 159 
 63,846 
 54,543 
 51, 181 
 54, 128 
 28,200 
 19,961 
 45,278 
 10,001 
 5,242 
 6,230 
 14, 399 
 12, 985 
 25,121 
 17, 885 
 16,492 
 
 
 
 1 
 9 
 4 
 2 
 3 
 2 
 1 
 4 
 8 
 10 
 
 633 
 6,099 
 2,375 
 1,722 
 1,431 
 1,745 
 
 407 
 2,823 
 3,064 
 1,646 
 
 159 
 
 130 
 
 166 
 
 207 
 
 200 
 
 208 
 
 213 
 
 108 
 
 71 
 
 198 
 
 33 
 
 20 
 
 30 
 
 53 
 
 65 
 
 93 
 
 75 
 
 94 
 
 39,520 
 
 1905 
 
 
 
 36,595 
 
 1904 
 
 i 
 
 693 
 
 
 
 45,784 
 
 1903 . . . 
 
 i 
 
 1 
 
 264 
 1,347 
 
 61,860 
 
 1902 
 
 1 
 1 
 1 
 2 
 2 
 
 589 
 1,029 
 1,743 
 2,072 
 2,999 
 
 51,765 
 
 1901 
 
 49,436 
 
 1900 
 
 
 
 53,721 
 
 1899 
 
 
 
 25,377 
 
 1898 
 
 
 
 16, 897 
 
 1897 
 
 
 
 
 
 43, 632 
 
 1896 
 
 1 
 1 
 
 2,461 
 3,428 
 
 1 
 
 1,174 
 
 
 
 10,001 
 
 
 
 
 5 
 
 705 
 
 4,537 
 
 
 2 
 
 4,649 
 
 
 
 6,230 
 
 1893 
 
 
 
 
 
 1 
 
 1,381 
 
 13, 018 
 
 
 
 
 
 
 
 
 12,985 
 
 
 
 
 
 
 
 
 2 
 
 1,330 
 
 23,791 
 
 
 
 
 
 
 
 
 17,885 
 
 
 
 as 
 
 
 
 
 
 
 
 16. 492 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i Embraces all vessels, exclusive of yachts except 1 in 1889 and 1 in 1891, reported by the Commissioner of Navigation as built, admitted to registry by acts of 
 Congress, renationalized, purchased from the United States, or captured from enemy. 
 
 * Includes 2 vessels, tonnage 7,886, built of iron and steel. 
 'Includes 1 yacht, with a gross tonnage of 451. 
 
 * Includes 1 vessel, tonnage 2,707, built of iron and steel. 
 
 * Includes 1 yacht, with a gross tonnage of 13. 
 
 NUMBER AND TONNAGE OF VESSELS. 
 
 The gross and net tonnage of the various subclasses 
 of steam, sail, and unrigged craft of the Atlantic and 
 Gulf coasts in 1906 are shown in Table 22. 
 
 The net tonnage of the steamers averages two- 
 thirds the gross tonnage. In the case of sailing ves- 
 sels the average is somewhat higher, the net being ap- 
 proximately nine-tenths of the gross tonnage. In un- 
 rigged craft almost the entire capacity of the vessel 
 is available for cargo, consequently the net tonnage 
 is but slightly less than the gross. The general rule 
 among shipping men is that in a modern freight 
 steamer the net tonnage, when measured in accord- 
 
 ance with the American laws, will average about two- 
 thirds the gross. The figures in Table 22 prove this 
 general rule of business men to be an accurate one. 
 The ratio of net, gross, and cargo tonnage is some- 
 times expressed by saying that the gross tonnage is 
 \\ times the net, and the cargo 2\ times the net; 
 that is, the ratios are 1 to \\ to 2 J. With sailing 
 vessels the ratio of net to gross tonnage is ordinarily 
 stated to be as 7 to 8 ; that is, the net'tonnage is seven- 
 eighths of the gross. The table, however, shows a 
 somewhat higher ratio. Assuming the net tonnage 
 to be seven-eighths of the gross, the ratio of net, 
 gross, and cargo tonnage for sailing vessels would be 
 as 7 to 8 to 12. 
 
70 
 
 TRANSPORTATION BY WATER. 
 
 Table 22. — Oross and net tonnage, with per cent net is of gross ton- 
 nage, by class and occupation of vessels: 1906. 
 
 
 Gross 
 tonnage. 
 
 NET TONNAGE. 
 
 CLASS AND OCCUPATION. 
 
 Number 
 of tons. 
 
 Per cent 
 of gross 
 tonnage. 
 
 Total 
 
 4,851,421 
 
 4,186,451 
 
 86.3 
 
 
 
 
 1,457,894 
 
 972,320 
 
 66.7 
 
 
 
 Freight and passenger 
 
 1,045,811 
 
 148,992 
 
 162,834 
 
 70,461 
 
 29,796 
 
 1,132,905 
 
 704,660 
 90,021 
 
 113,531 
 45,228 
 18,980 
 
 1,012,197 
 
 67.4 
 60.4 
 
 
 69.7 
 
 
 64.2 
 
 
 63.7 
 
 Sail 
 
 89.3 
 
 
 
 
 1,105,901 
 21,046 
 5,958 
 
 2,260,622 
 
 987,398 
 19,317 
 5,482 
 
 2,201,934 
 
 89.3 
 
 
 91.8 
 
 
 92.0 
 
 
 97.4 
 
 
 
 
 103,877 
 2,156,745 
 
 101,195 
 2,100.739 
 
 97.4 
 
 
 97.4 
 
 
 
 The average size, value per ton, and value per ves- 
 sel of the steam, sail, and unrigged craft of the Atlantic 
 and Gulf coasts in 1889 and 1906 are stated iri Table 23. 
 
 Table 23.- 
 
 - Number, gross tonnage, and value of different classes of 
 1906 and 1889. 
 
 CLASS. 
 
 Census. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Aver- 
 age 
 ton- 
 nage 
 per 
 vessel. 
 
 Aver- 
 age 
 
 value 
 per 
 ton. 
 
 Aver- 
 age 
 
 value 
 per 
 
 vessel. 
 
 Total.... 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 20,032 
 12,238 
 
 4,851,421 
 2,658,445 
 
 1273,105,915 
 116,042,062 
 
 242 
 217 
 
 $56 
 44 
 
 $13,633 
 9,482 
 
 
 5,413 
 2,536 
 
 5,920 
 6,277 
 
 8,699 
 3,425 
 
 1,457,894 
 741,770 
 
 1,132,905 
 1,293,192 
 
 2,260,622 
 623,483 
 
 193,926,327 
 65,518,640 
 
 37,520,903 
 42,685,982 
 
 41,658,685 
 7,837,440 
 
 269 
 292 
 
 191 
 206 
 
 260 
 182 
 
 133 
 
 88 
 
 33 
 33 
 
 18 
 13 
 
 35,826 
 25,835 
 
 6,338 
 
 Sail 
 
 Unrigged 
 
 6,800 
 
 4,789 
 2,288 
 
 The somewhat surprising fact is shown that the 
 average size of both steamers and sailing vessels was 
 less in 1906 than in 1889. Only in unrigged craft was 
 there an increase in average capacity. The average 
 value per ton of the steam vessels has largely in- 
 creased; that of sailing vessels has remained constant; 
 and that of unrigged craft has become larger. 
 
 The explanation of the small average size of steam- 
 ships and sailing vessels is found in Table 24, where 
 steam, sail, and unrigged craft are grouped according 
 to gross tonnage. 
 
 It will be noted that over one-half of the steamers 
 were each of less than 50 tons gross register; that four- 
 fifths of them were of less than 200 tons gross regis- 
 ter; and that only 30 were of 5,000 tons or more gross 
 register. It will be remembered that the vessels classi- 
 fied as steamships include the considerable number of 
 those operated by gasoline and other engines. The 
 sailing vessels of the Atlantic and Gulf coasts averaged 
 less than 200 tons gross register; almost two-thirds 
 of the total number were of less than 50 tons gross 
 
 register, and about four-fifths were of less than 200 tons 
 gross register. There were only 29 sailing vessels with 
 a gross register amounting to 2,500 tons or over. The 
 unrigged craft averaged much larger than the sailing 
 vessels and nearly as great as the steamships. The 
 average size of this class of shipping is made high by 
 the extensive use of large capacity barges in the coast- 
 wise traffic. 
 
 Table 24. — Vessels grouped according to gross tonnage: 1906. 
 
 TONNAGE. 
 
 Total. 
 
 Steam. 
 
 Sail. 
 
 Unrigged. 
 
 Total: 
 
 Number of vessels 
 
 Gross tonnage 
 
 20,032 
 4,851,421 
 
 5,413 
 1,457,894 
 
 5,920 
 1,132,905 
 
 8,699 
 2,260,622 
 
 5 to 49 tons: 
 
 7,413 
 133,812 
 
 2,129 
 151, 754 
 
 3,839 
 549, 840 
 
 2,127 
 513, 836 
 
 1,429 
 486,094 
 
 869 
 380,276 
 
 1,441 
 997,370 
 
 585 
 852. 007 
 
 169 
 556,311 
 
 31 
 230, 121 
 
 3,019 
 55,988 
 
 763 
 55,734 
 
 590 
 83,092 
 
 225 
 54,840 
 
 107 
 37,370 
 
 115 
 51, 113 
 
 249 
 176, 096 
 
 184 
 289,359 
 
 131 
 429, 399 
 
 30 
 224,903 
 
 3,792 
 63, 191 
 
 592 
 40,928 
 
 299 
 42,889 
 
 169 
 41,971 
 
 137 
 47,615 
 
 155 
 69,299 
 
 485 
 356,998 
 
 262 
 380,716 
 
 28 
 84, 080 
 
 1 
 5,218 
 
 602 
 
 
 14,633 
 
 50 to 99 tons: 
 
 774 
 
 
 55,092 
 
 100 to 199 tons: 
 
 2,950 
 
 
 423,859 
 
 200 to 299 tons: 
 
 1,733 
 
 
 417,025 
 
 300 to 399 tons: 
 
 1,185 
 
 
 401,109 
 
 400 to 499 tons: 
 
 599 
 
 
 259,864 
 
 500 to 999 tons: 
 
 707 
 
 
 464,276 
 
 1,000 to 2,499 tons: 
 
 139 
 
 
 181,932 
 
 2,500 to 4,999 tons: 
 
 10 
 
 
 42,832 
 
 5,000 tons and over: 
 
 
 
 
 
 
 The information contained in Tables 22, 23, and 24 
 is supplemented by Table 25, which gives the average 
 size and the average value per vessel and per ton of 
 the iron and steel vessels, the wooden ships, and the 
 craft of composite construction. Figures for both 
 1889 and 1906 are presented. 
 
 The average value per vessel and per ton of the 
 total shipping of the Atlantic and Gulf coasts increased 
 between those years; the gain, however, was in iron 
 and steel and composite vessels and not in those of 
 wooden construction, which show a decline in value 
 both per vessel and per ton. The decline in wooden 
 vessels is most marked in steamers, wood being used 
 for small steamers and steel for larger craft. The 
 newer wooden steamers are more valuable per ton 
 than their predecessors were. Wooden steam tugs 
 and ferryboats had a higher value per vessel and per 
 ton in 1906 than in 1889. All classes of iron and steel 
 steamers except " all other" increased in size and value 
 per vessel. Iron and steel sailing vessels, as a whole, 
 and sailing yachts increased in size and value ; but the 
 iron and steel sailing- vessels used in the passenger and 
 freight services decreased in value. Unrigged craft, 
 as a whole, show a large growth in average tonnage 
 and value. 
 
ATLANTIC COAST AND GULF OF MEXICO. 71 
 
 Table 25.— AVERAGE GROSS TONNAGE AND VALUE PER VESSEL AND AVERAGE VALUE PER TON: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IKON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Average 
 
 tonnage 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 242 
 217 
 
 $13,633 
 9,482 
 
 $56 
 44 
 
 1,087 
 839 
 
 $135,693 
 77, 470 
 
 $125 
 92 
 
 191 
 194 
 
 $6, 155 
 6,935 
 
 $32 
 36 
 
 216 
 273 
 
 $25, 477 
 13, 146 
 
 $118 
 
 
 48 
 
 
 269 
 292 
 
 35,826 
 25,835 
 
 133 
 88 
 
 1,094 
 843 
 
 148, 681 
 78, 141 
 
 136 
 93 
 
 83 
 182 
 
 10,319 
 15,339 
 
 124 
 84 
 
 182 
 224 
 
 31, 438 
 22,825 
 
 172 
 
 
 102 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 687 
 602 
 
 88 
 56 
 
 603 
 459 
 
 45 
 67 
 
 84 
 336 
 
 191 
 206 
 
 79, 538 
 45,666 
 
 15, 322 
 9,318 
 
 73, 965 
 36,952 
 
 13,501 
 20, 709 
 
 15, 962 
 27,926 
 
 6,338 
 6,800 
 
 116 
 76 
 
 174 
 166 
 
 123 
 81 
 
 302 
 311 
 
 189 
 83 
 
 33 
 33 
 
 2,150 
 1,353 
 
 217 
 83 
 
 902 
 687 
 
 340 
 195 
 
 399 
 1,014 
 
 1,115 
 709 
 
 264, 260 
 115, 536 
 
 37, 324 
 15.794 
 
 125,762 
 66,720 
 
 110,346 
 65,989 
 
 83, 487 
 86, 161 
 
 56, 892 
 55, 754 
 
 123 
 
 85 
 
 172 
 189 
 
 139 
 97 
 
 325 
 339 
 
 209 
 85 
 
 51 
 79 
 
 173 
 374 
 
 58 
 53 
 
 338 
 372 
 
 22 
 43 
 
 41 
 183 
 
 179 
 204 
 
 14,750 
 24, 491 
 
 10, 131 
 8,676 
 
 27, 963 
 25,621 
 
 6,071 
 12,225 
 
 6,811 
 14, 405 
 
 5,629 
 6,668 
 
 85 
 65 
 
 176 
 163 
 
 83 
 69 
 
 275 
 284 
 
 165 
 79 
 
 31 
 33 
 
 551 
 432 
 
 69 
 39 
 
 38,000 
 28,000 
 
 7,500 
 3,633 
 
 69 
 65 
 
 109 
 92 
 
 
 
 
 
 
 102 
 118 
 
 327 
 92 
 
 230 
 292 
 
 32,667 
 45,000 
 
 50,000 
 22,200 
 
 18,092 
 9,626 
 
 319 
 
 
 382 
 153 
 
 Sail 
 
 242 
 79 
 
 
 33 
 
 Freight and passenger 
 
 262 
 241 
 
 15 
 23 
 
 18 
 44 
 
 260 
 182 
 
 7,858 
 7,416 
 
 2,780 
 4,270 
 
 1,586 
 2,921 
 
 4,789 
 2,288 
 
 30 
 31 
 
 179 
 186 
 
 89 
 67 
 
 18 
 13 
 
 1,447 
 1,248 
 
 119 
 80 
 
 62,961 
 73,500 
 
 38,684 
 35,050 
 
 44 
 59 
 
 326 
 437 
 
 244 
 239 
 
 14 
 22 
 
 18 
 44 
 
 253 
 182 
 
 7,051 
 7,294 
 
 2,158 
 3,959 
 
 1,586 
 2,926 
 
 4,390 
 2,288 
 
 29 
 31 
 
 158 
 177 
 
 89 
 67 
 
 17 
 13 
 
 2,347 
 323 
 
 38 
 24 
 
 118,000 
 10,255 
 
 9,009 
 6,833 
 
 50 
 32 
 
 238 
 
 
 285 
 
 
 
 
 
 35 
 948 
 
 2,438 
 12,000 
 
 70 
 
 
 970 
 
 48,254 
 
 50 
 
 13 
 
 
 
 
 
 
 
 
 
 
 CHARACTER OF PROPULSION AN i > HORSEPOWER Table 26. — Character of propulsion and power of steam vessels: 1906. 
 
 The vessels classified as steamers include not only 
 those propelled by steam but also those driven by 
 gasoline and other engines. The power, moreover, is 
 applied by screws, side wheels, and stern wheels. 
 
 Of the vessels propelled by mechanical power, about 
 nine-tenths were driven with screws. One of the two 
 ferryboats classed as "all other" was operated by a 
 center paddle wheel and the other by a cable device. 
 
 The large number of vessels having gasoline engines 
 is one of the striking facts shown in Table 26. Their 
 total gross tonnage, however, constitutes but a small 
 fraction of the gross tonnage of steam vessels. Most 
 of the gasoline engines are used to drive screws, but 26 
 craft having stern wheels and 2 having side wheels 
 were equipped with gasoline engines. 
 
 Table 27 shows the classification by propulsion and power of vessels, grouped with reference to occupation. 
 
 Table 27.— CHARACTER OF PROPULSION AND HORSEPOWER OF STEAM VESSELS, BY OCCUPATION: 1906. 
 
 CHARACTER OF PROPULSION AND PO"WER. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power of 
 engines. 
 
 Total 
 
 5,413 
 
 1, 457, 894 
 
 1,758,378 
 
 
 
 
 3,434 
 
 1,974 
 
 5 
 
 1, 423, 750 
 
 34,072 
 
 72 
 
 1,712,382 
 
 
 45, 932 
 
 
 64 
 
 
 
 
 4,858 
 
 1,169,305 
 
 1,458,521 
 
 
 
 
 2,907 
 
 1,946 
 
 5 
 
 370 
 
 1, 135, 578 
 
 33,655 
 
 72 
 
 270,853 
 
 1,413,088 
 
 
 45,369 
 64 
 
 
 
 279,705 
 
 
 
 
 368 
 2 
 
 183 
 
 270, 831 
 22 
 
 17,621 
 
 279,675 
 
 
 30 
 
 
 20,090 
 
 
 
 
 157 
 26 
 
 2 
 
 17,226 
 395 
 
 115 
 
 19,557 
 533 
 
 
 
 62 
 
 
 
 
 2 
 
 115 
 
 62 
 
 
 
 OCCUPATION. 
 
 Total 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 CHARACTER OF PROPULSION. 
 
 Total. 
 
 5,413 
 
 1,523 
 1,690 
 
 270 
 1,577 
 
 353 
 
 Screw 
 (num- 
 ber). 
 
 4,858 
 
 1,225 
 1,606 
 
 111 
 1,573 
 
 343 
 
 Side 
 wheel 
 (num- 
 ber). 
 
 194 
 
 11 
 
 156 
 
 1 
 
 Stern 
 wheel 
 (num- 
 ber). 
 
 183 
 
 104 
 73 
 
 1 
 3 
 
 2 
 
 AH other 
 (num- 
 ber). 
 
 HORSEPOWER OF ENGINES. 
 
 1,758,378 
 
 1,003,177 
 
 382, 557 
 
 158,335 
 
 172,965 
 
 41,344 
 
 Steam. 
 
 1,712,382 
 
 992,963 
 381,051 
 158,140 
 142, 203 
 38.025 
 
 Gasoline. 
 
 45,932 
 
 10,214 
 
 1,506 
 
 195 
 
 30,706 
 3,311 
 
 All 
 other. 
 
 64 
 
 56 
 8 
 
72 
 
 TRANSPORTATION BY WATER. 
 
 INCOME. 
 
 The gross income derived from the operation of the 
 fleet of the Atlantic and Gulf coasts in 1906 was $159,- 
 759,924, more than two-thirds of which was secured 
 from freight and passenger business, and less than one- 
 third from other sources. 
 
 Table 28. — Gross income — all vessels and Craft, by occupation: 1906. 
 
 OCCUPATION. 
 
 Total. 
 
 Freight. 
 
 Passenger. 
 
 All other. 
 
 Total 
 
 $159,759,924 
 
 $83, 890, 161 
 
 S25, 643, 332 
 
 $50, 226, 431 
 
 
 
 Freight and passenger.. 
 Towing vessels and un- 
 
 92,096,988 
 
 54,727,996 
 12,934,940 
 
 68, 185, 461 
 
 15,697,425 
 7,275 
 
 18, 208, 365 
 
 46,254 
 7,388,713 
 
 5, 703, 162 
 
 38,984,317 
 5,538,952 
 
 
 
 
 The earnings of tugs and other towing vessels which 
 are so largely used in the more important harbors and 
 in towing coal barges along the coast amounted to 
 $54,727,996. This total includes the earnings of the 
 unrigged craft, and is considerably more than one- 
 third of the gross revenue for the fleet of the Atlantic 
 and Gulf coasts. The relative unimportance of the 
 passenger business as compared with the freight is 
 also a striking fact, less than one-sixth of the total 
 income having been obtained from the transportation 
 of passengers. 
 
 EMPLOYEES AND WAGES. 
 
 During the year 1906 an average of 109,985 em- 
 ployees was engaged in conducting the transporta- 
 tion by water on the Atlantic and Gulf coasts. 
 
 Table 29. — Employees, and salaries and wages: 1906. 
 
 
 Number 
 of em- 
 ployees. • 
 
 Salaries 
 
 and 
 wages. 
 
 Total 
 
 109,985 
 
 $59, 125, 132 
 
 
 
 77, 124 
 32,861 
 
 38,352,259 
 20,772,873 
 
 
 
 
 8,500 
 24, 361 
 
 7,865,181 
 12,907,692 
 
 
 
 The salaries and wages paid amounted to $59, 125, 132. 
 The men employed on the vessels formed 70.1 pef cent 
 of all the employees, and their salaries and wages 
 formed 64.9 per cent of the total. 
 
 FREIGHT. 
 
 The freight received and shipped at the Atlantic and 
 Gulf ports includes three different categories of traffic : 
 (1) That which moves coastwise between the ports of 
 the Atlantic coast and Gulf of Mexico ; (2 ) [a] that which 
 is carried in American vessels between these ports and 
 American ports other than those of the Atlantic and 
 Gulf coasts, that is, ports of the Pacific Coast states, 
 Hawaii, and Porto Rico, and [6] traffic carried in Amer- 
 ican vessels between ports of the Atlantic and Gulf 
 coasts and foreign ports ; and (3) the imports and exports 
 of foreign trade handled in foreign vessels through the 
 
 Atlantic and Gulf gateways. The tables compiled by 
 the Census include the first two of these categories; 
 that is, coastwise and intercoast freight movements 
 and the foreign commerce handled in American ships. 
 
 The differences between the censuses of 1889 and 1906 
 have been pointed out in the United States section. 
 The total freight handled at the Atlantic and Gulf ports 
 in 1906 (including harbor traffic) was 140,512,043 tons 
 as compared with a total of 52,712,124 tons in 1889. 
 The limitations to be placed upon this comparison are 
 pointed out in the United States section. It should be 
 remembered that the shipments and receipts of prin- 
 cipal commodities by ports in 1906, as stated in Table 
 31 — 65,360,958 tons of shipments and the same quan- 
 tity of receipts — represent the freight moved from 
 port to port and do not include the traffic carried on 
 lighters and barges within the port areas. The quan- 
 tity of traffic "carried on lighters and barges in and 
 around harbors for all waters except the Great Lakes " . 
 in 1906 was estimated at 88,026,046 tons. The enor- 
 mous barge traffic at New York and the relatively 
 large barge traffic of certain other Atlantic and Gulf 
 ports account for the greater portion of the total for 
 the United States. This readily explains the differ- 
 ence between the total of shipments and receipts — 
 65,360,958 tons — and the total freight carried by all 
 craft employed on the Atlantic and Gulf seaboard in 
 1906—140,512,043 tons. 
 
 Possibly attention should be called to the fact stated 
 in the United States section, that ' ' the figures for the At- 
 lantic coast and the Gulf of Mexico include practically the 
 same class of traffic at both censuses, with the exception 
 of the lighterage or harbor work reported for some ferry- 
 boats in 1906; this class of freight was omitted from 
 the statistics for the division at the census of 1889 and 
 was not fully reported for 1906." By keeping in mind 
 this exception and the fact that it was necessary to 
 resort to estimates in determining a part of the traffic 
 included in the figures for freight carried, compari- 
 sons may be made between the figures for the total 
 freight carried in 1889 and the figures for 1906. The 
 gain in freight carried during the period was 166.6 
 per cent. 
 
 The commodities shipped at the Atlantic and Gulf 
 ports are shown in Table 30. 
 
 Table 30. — Freight shipped, by commodities: 1906. 
 
 COMMODITY. 
 
 Canned goods net tons.. 
 
 Cement, brick, and lime net tons. . 
 
 Coal net tons. . 
 
 Cotton net tons . . 
 
 Flour net tons.. 
 
 Fruits and vegetables net tons. . 
 
 Grain net tons . . 
 
 Ice net tons.. 
 
 Iron ore ne t tons. . 
 
 Lumber m feet 
 
 Naval stores net tons 
 
 Petroleum and other oils barrels 
 
 Phosphate and fertilizer net tons" " 
 
 Pig iron and steel rails net tons" " 
 
 Stone, sand, etc ne t tons 
 
 Tobacco net tons.. 
 
 Miscellaneous merchandise net tons. . 
 
 Quantity. 
 
 193,602 
 
 4,738,177 
 
 19, 149, 753 
 
 793,992 
 
 104, 362 
 
 796,329 
 
 530,843 
 
 1,951,188 
 
 18,465 
 
 2,793,742 
 
 373,261 
 
 16,840,716 
 
 1,187,883 
 
 664,758 
 
 7,391,354 
 
 165,776 
 
 18,580,196 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 73 
 
 As would be expected, the coal shipments make up 
 the largest single item of traffic. Next in point of ton- 
 nage come stone and sand; lumber; and cement, brick, 
 and lime. Petroleum and other oils amounted to 
 16,840,716 barrels, which are equivalent to 2,670,205 
 net tons. Among the other large contributors to the 
 total tonnage were ice, with nearly 2,000,000 tons, and 
 phosphate and fertilizer, with over 1,000,000 tons. A 
 large part of the total tonnage — 28.4 per cent — con- 
 sisted of the tonnage of miscellaneous merchandise and 
 of general package freight. 
 
 "Many of the managing owners [of vessels] kept no 
 record of the quantities of the different commodities 
 carried and could therefore give only estimates in 
 reply to the Census inquiry." 1 Some of the package 
 freight not being shipped by weight, it became neces- 
 sary to make estimates ot the tonnage. It is, however, 
 believed that as a result of the exercise of special care 
 the figures of freight shipments and receipts presented 
 in this report are approximately accurate. 
 
 Had it been practicable to do so, it would have been 
 desirable to show the quantity of freight shipped from 
 the ports of each state bordering on the Atlantic ocean 
 and Gulf of Mexico. The totals by states, however, 
 
 L See United States section of this report, page 33. 
 
 could not be determined with accuracy, because it 
 was not possible for the Census agents to obtain exact 
 statements of the shipments and receipts for all of the 
 small ports. The best that could be done was for the 
 agents to ascertain the exact tonnage of the traffic han- 
 dled at each of the principal ports. The coastwise 
 transportation companies furnished the information 
 for each of the principal ports with precision and then 
 supplied the figures for the traffic received and shipped 
 at "all other ports." In order to divide the, traffic 
 among the states with strict accuracy it would be nec- 
 essary to allocate the traffic handled at each. of the 
 "all other ports." Inasmuch as the traffic at these 
 " all other ports" amounted to more than one-third of 
 the total for all ports, the statement of the amount of 
 traffic shipped and received at the seaboard of each of 
 these states could be made only with approximate ac- 
 curacy. In view of these practical difficulties it was 
 deemed best to present the traffic by principal ports 
 only and not by states. . 
 
 The shipments and receipts of principal commodities 
 in 1906 are stated for each of the principal ports of the 
 Atlantic coast and Gulf of Mexico in Table 31. As 
 this table is restricted to the freight carried in Ameri- 
 can vessels, the total receipts and shipments neces- 
 sarily equal each other. 
 
 Table 31.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES, BY PORTS: 1906. 
 
 Total 
 
 Baltimore, Md 
 
 Bangor, Me 
 
 Boston, Mass 
 
 Charleston, S. C 
 
 Fall River, Mass 
 
 Galveston, Tex 
 
 Gulfport, Miss 
 
 Jacksonville, Fla 
 
 Jersey City, N. J 
 
 Mobile, Ala 
 
 New Bedford, Mass 
 
 New Haven, Conn 
 
 New London, Conn 
 
 New Orleans, 'La 
 
 New York, N. Y 
 
 Norfolk and Newport News, Va 
 
 Fensacola, Fla 
 
 Philadelphia, Pa 
 
 Port Arthur, Tex 
 
 Portland, Me 
 
 Portsmouth, N. H 
 
 Providence, R. I 
 
 Rockland, Me 
 
 Savannah, Ga 
 
 Tampaand Port Tampa City, Fla, 
 
 Washington, D. C 
 
 Wilmington, Del 
 
 Wilmington, N. C 
 
 Ports other than those on the 
 Atlantic and Gulf coasts of the 
 United States 
 
 All other Atlantic and Gulf ports 
 
 TOTAL (NET TONS). 
 
 Shipments. 
 
 65,360,938 
 
 3, 579, 407 
 255,613 
 887,001 
 303,950 
 274,646 
 
 734,915 
 48,061 
 661, 615 
 186,982 
 260, 725 
 
 163,951 
 161,666 
 240, 305 
 741,621 
 8, 598, 374 
 
 7,680,230 
 
 56, 130 
 
 5,213,485 
 
 1,052,778 
 
 303,295 
 
 25,390 
 341,524 
 175, 904 
 907, 397 
 372, 467 
 
 92,910 
 95,241 
 121,930 
 
 1,587,789 
 30,235,656 
 
 Receipts. 
 
 65,360,958 
 
 1,858,443 
 319, 546 
 
 6, 533, 573 
 414, 730 
 786,392 
 
 346,096 
 331,951 
 167, 548 
 102, 533 
 
 581. 176 
 2,156,814 
 
 887, 404 
 1,182,863 
 17,507,906 
 
 2,808,346 
 
 123, 632 
 
 2,721,456 
 
 39,363 
 
 1,357,316 
 
 362,820 
 2, 749, 511 
 149,496 
 582,966 
 188,692 
 
 599. 177 
 250, 188 
 145,209 
 
 2,340,843 
 16,803,986 
 
 CANNED GOODS 
 (NET TONS). 
 
 Ship- 
 ments. 
 
 193, 602 
 
 49,005 
 
 10 
 
 15, 156 
 
 610 
 
 1,400 
 
 25 
 
 823 
 46, 191 
 
 2,973 
 
 329 
 
 2,580 
 
 "9,5i7 
 
 1,563 
 
 2 
 
 1,057 
 
 83 
 
 40 
 
 50 
 
 1,918 
 
 501 
 57, 417 
 
 Receipts. 
 
 193, 602 
 
 18,640 
 
 16,746 
 
 581 
 
 1,050 
 
 14,312 
 27 
 
 457 
 
 3,038 
 
 10,800 
 
 60 
 
 1,056 
 
 22,880 
 
 29,158 
 
 8 
 
 9,563 
 
 "i'430 
 
 3,834 
 
 5 
 
 16,487 
 
 1,155 
 
 1,502 
 50 
 
 207 
 
 421 
 40, 135 
 
 CEMENT, BRICK, AND 
 LIME (NET TONS). 
 
 Ship- 
 ments. 
 
 4,738,177 
 
 198 
 420 
 
 10 
 
 19, 735 
 
 591 
 
 96 
 
 600 
 
 2,405 
 
 490 
 
 181, 425 
 
 4,265 
 
 134 
 
 6,427 
 
 947 
 
 19,060 
 
 2,060 
 
 124,641 
 
 15 
 
 2S5 
 
 872 
 
 990 
 
 1,719 
 
 950 
 4,355,985 
 
 Receipts. 
 
 4,738,177 
 
 21,936 
 9,799 
 77,707 
 42,553 
 2,590 
 
 13,865 
 
 18, 154 
 3,428 
 4,814 
 
 3,261 
 
 2,280 
 
 21,355 
 
 ,491,267 
 
 29,528 
 
 3,562 
 
 80 
 
 8,051 
 
 13,262 
 7,833 
 
 24, 714 
 Z, 082 
 
 2,054 
 
 25 
 
 16, 115 
 
 18,039 
 899, 823 
 
 COAL (NET TONS). 
 
 Shipments. 
 
 19, 149, 753 
 
 2,274,731 
 
 40 
 
 3,080 
 
 1,059 
 
 1,795 
 
 350 
 
 117,866 
 
 1,481 
 
 2,020 
 
 8,450 
 
 3,419 
 
 943, 592 
 
 4,081,999 
 
 4,156 
 
 3,784,825 
 
 3,138 
 
 6,130 
 
 849 
 
 1,903 
 
 2,701 
 
 46,962 
 
 6,985 
 
 242 
 
 9,004 
 7,842,976 
 
 Receipts. 
 
 19,149,753 
 
 15,026 
 
 262,981 
 
 4,699,655 
 
 83,371 
 570, 438 
 
 50,390 
 
 97,356 
 3,789 
 4,863 
 
 476, 879 
 
 1,830,953 
 
 592,555 
 
 12.631 
 
 502,345 
 
 102,521 
 
 4,131 
 
 31,911 
 
 430 
 
 1,124,065 
 
 341,261 
 2,258,375 
 
 76,270 
 130. 149 
 
 35,560 
 
 88,161 
 2,178 
 8,292 
 
 285,248 
 5,457,969 
 
 COTTON (NET 
 TONS). 
 
 Ship- 
 ments. 
 
 793,992 
 
 12,188 
 
 62,882 
 700 
 
 137,628 
 
 1,940 
 "15,383 
 
 45, 459 
 47,289 
 
 11,785 
 
 150,352 
 
 159 
 
 149 
 
 188,581 
 
 Receipts, 
 
 793,992 
 
 51, 130 
 
 145, 360 
 4,056 
 14,900 
 
 94,278 
 
 22,638 
 
 440 
 
 7,885 
 
 359, 185 
 
 10,983 
 
 6,770 
 
 8,171 
 
 3,649 
 
 29, 750 
 
 FLOUK (NET 
 TONS). 
 
 Ship- 
 ments. 
 
 104,362 
 
 4,546 
 
 40 
 
 1,010 
 
 310 
 
 200 
 
 856 
 57 
 150 
 
 78 
 200 
 
 16,605 
 37,537 
 
 4,973 
 1,954 
 4,881 
 
 1,854 
 
 1,952 
 
 1,385 
 
 520 
 
 844 
 
 20 
 
 50 
 
 3,523 
 
 18.281 
 
 Receipts. 
 
 104,362 
 
 19 
 
 648 
 
 4 
 1,850 
 
 8,400 
 55 
 
 4,029 
 2,907 
 """95 
 
 2,419 
 
 12 
 200 
 346 
 
 34,840 
 47.106 
 
74 TRANSPORTATION BY WATER. 
 
 Table 31.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES, BY PORTS: 1906— Continued. 
 
 Total. 
 
 Baltimore, Md... 
 
 Bangor, Me 
 
 Boston, Mass 
 
 Charleston, S. C. 
 Fall Rivei, Mass. 
 
 Galveston, Tex... 
 
 Gulfport, Miss 
 
 Jacksonville, Fla. 
 Jersey City, N. J. 
 Mobile, Ala 
 
 New Bedford, Mass. 
 New Haven, Conn. . 
 New London, Conn. 
 
 New Orleans. La 
 
 New York. N.Y.... 
 
 Norfolk and Newport News, Va 
 
 Pensacola, Fla 
 
 Philadelphia, Pa 
 
 Port Arthur, Tex 
 
 Portland, Me 
 
 Portsmouth, N. H 
 
 Providence, R. I 
 
 Rockland, Me 
 
 Savannah, Ga 
 
 Tampa and Port TampaCity, Fla 
 
 Washington, D. C 
 
 Wilmington, Del 
 
 Wilmington, N. C 
 
 Ports other than those on the 
 Atlantic and Gulf coasts of the 
 United States 
 
 All other Atlantic and Gulf ports. 
 
 FKUITS AND VEGE- 
 TABLES (NET TONS) . 
 
 Ship- 
 ments. 
 
 796,329 
 
 43,311 
 220 
 
 64,262 
 
 1 
 
 51,299 
 
 410 
 
 15, 707 
 105,927 
 
 105,675 
 
 39 
 
 9,528 
 
 "'5,' 455 
 
 1,653 
 
 4 
 
 23, 144 
 
 1,632 
 
 330 
 100 
 70 
 
 101,208 
 262,215 
 
 Receipts. 
 
 796,329 
 
 58,293 
 
 69, 418 
 
 12,246 
 
 575 
 
 26,262 
 
 95 
 
 10,450 
 
 380 
 
 22,079 
 
 319,304 
 
 66, 469 
 72 
 
 6,420 
 
 475 
 
 7,995 
 
 4,204 
 
 783 
 12,800 
 1,042 
 
 13,840 
 90,804 
 
 GRAIN (NET TONS). 
 
 Ship- 
 ments. 
 
 8,253 
 
 25 
 1,992 
 
 5,976 
 150,213 
 
 Receipts. 
 
 52, 185 
 150 
 
 5,911 
 850 
 
 5,074 
 ~"50i' 
 
 44 
 
 50 
 
 59,560 
 
 8,977 
 
 ""6,069 
 
 558 
 
 90 
 
 69,066 
 
 5,858 
 
 542 
 3,304 
 1,919 
 
 123, 133 
 182,840 
 
 ICE (NET TONS). 
 
 Shipments. 
 
 1,951,188 
 
 732 
 43,046 
 
 53 
 100 
 
 25 
 2 
 
 60 
 
 6 
 
 201 
 
 73 
 
 1,970 
 
 50 
 
 372 
 
 505 
 
 1,965 
 
 9,772 
 
 200 
 
 350 
 
 1,451 
 
 10 
 
 54 
 
 6,800 
 ""276 
 
 1,883,085 
 
 Receipts. 
 
 1,951,188 
 47, 154 
 ""600 
 
 1,057 
 
 5,714 
 1,769 
 1,489 
 
 1,758,179 
 
 12,330 
 
 ""36," 640 
 
 1,716 
 24,396 
 
 io 
 
 4,436 
 50,099 
 
 IEON OBE (NET 
 TONS). 
 
 Ship- 
 ments. 
 
 18, 465 
 
 1,767 
 "'736 
 
 404 
 :,018 
 
 1,850 
 10, 455 
 
 Receipts. 
 
 602 
 
 824 
 636 
 
 741 
 12, 459 
 
 LUMBER (NET TONS). 
 
 Shipments. 
 
 6,050,814 
 
 10, 447 
 201,817 
 
 19,383 
 
 136,941 
 
 3,261 
 
 19,265 
 42,703 
 
 499,865 
 583 
 
 147,566 
 
 20,934 
 
 416 
 
 1,496 
 
 55,263 
 
 129,556 
 
 446, 628 
 19,658 
 9,402 
 33,460 
 31, 782 
 
 3,103 
 
 3,585 
 
 448,930 
 
 36,607 
 
 1,866 
 
 "62," 586' 
 
 237,614 
 3,426,097 
 
 Receipts. 
 
 6,050,814 
 
 503,351 
 1,976 
 
 299,566 
 
 5,266 
 
 21,288 
 
 21,779 
 
 328,860 
 
 3,749 
 
 1,578 
 
 6,635 
 
 17,990 
 
 48,230 
 
 13,564 
 
 148, 176 
 
 122,378 
 82,561 
 
 655,017 
 33,253 
 27,788 
 
 231 
 
 55,650 
 
 11,028 
 
 5,397 
 
 1,069 
 
 41,452 
 6,693 
 9,834 
 
 288,485 
 894,276 
 
 NAVAL STORES 
 (NET TONS). 
 
 Ship- 
 ments. 
 
 373,261 
 
 ~354 
 
 162 
 
 100 
 46, 137 
 
 1,173 
 
 600 
 
 24 
 7,822 
 
 4,796 
 
 1,686 
 
 142 
 
 1,590 
 
 5 
 
 50 
 
 105,913 
 
 3,812 
 
 13,949 
 
 Receipts. 
 
 373,261 
 22,758 
 
 24, 461 
 1,308 
 
 14,990 
 1,737 
 
 1,992 
 
 15, 475 
 142,724 
 
 767 
 27,257 
 29,551 
 
 720 
 
 533 
 
 5,947 
 4,108 
 
 10,852 
 
 375 
 67,406 
 
 Total. 
 
 Baltimore, Md . . . 
 
 Bangor, Me 
 
 Boston. Mass 
 
 Charleston, S. C. . 
 Fall River, Mass. 
 
 Galveston, Tex. . . 
 
 Gulfport, Miss 
 
 Jacksonville, Fla. 
 Jersey City, N. J. 
 Mobile, Ala 
 
 New Bedford, Mass. 
 New Haven, Conn. . . 
 New London, Conn. 
 
 New Orleans, La 
 
 New York, N. Y.... 
 
 Norfolk and Newport News, Va 
 
 Pensacola, Fla 
 
 Philadelphia, Pa 
 
 Port Arthur, Tex 
 
 Portland, Me 
 
 Portsmouth, N. H 
 
 Providence, R. I 
 
 Rockland, Me 
 
 Savannah, Ga 
 
 Tampaand Port TampaCity, Fla. 
 
 Washington, D. C 
 
 Wilmington, Del 
 
 Wilmington, N. C 
 
 Ports other than those on the 
 Atlantic and Gulf coasts of the 
 United States 
 
 All other Atlantic and Gulf ports. 
 
 PETROLEUM AND 
 O T H E K OILS 
 (NET TONS). 
 
 Shipments. 
 
 2,670,205 
 
 2,670,205 
 
 83,921 
 
 34 
 
 9,192 
 
 961 
 
 73 
 
 7,417 
 
 7 
 
 3,097 
 
 225 
 
 99 
 
 25,983 
 270,619 
 
 4,150 
 
 497 
 
 211,531 
 
 1,011,164 
 
 609 
 
 1,991 
 830 
 140 
 420 
 
 17 
 
 2 
 
 378 
 
 5,328 
 1,030,653 
 
 Receipts 
 
 71, 154 
 19,200 
 188,442 
 11,338 
 4,450 
 
 39,562 
 
 146 
 
 15,424 
 
 90 
 
 1,311 
 3,607 
 4,905 
 73, 398 
 692, 482 
 
 14,215 
 
 414, 451 
 "i4,"430 
 
 8,794 
 
 169 
 
 13,250 
 
 83,369 
 
 26,093 
 23,848 
 25,282 
 
 780,904 
 
 PHOSPHATE AND 
 FERTILIZER (NET 
 TONS) . 
 
 Ship- 
 ments. 
 
 1,187,8 
 
 251, 641 
 
 42,873 
 29,210 
 
 01 
 
 420 
 
 100 
 
 15,612 
 
 370 
 
 257 
 
 2,827 
 
 108, 585 
 
 33, 737 
 
 415 
 
 66,390 
 
 471 
 
 50 
 
 7,449 
 
 273, 598 
 
 367 
 
 200 
 
 12,330 
 
 12,023 
 328, 599 
 
 Receipts. 
 
 1,187,883 
 
 167, 285 
 
 2,536 
 
 12,515 
 
 30,653 
 
 200 
 
 1,647 
 1,125 
 4,800 
 1,501 
 21,200 
 
 1,239 
 
 430 
 
 5,308 
 
 16,500 
 
 181, 479 
 
 49,228 
 ""2,961 
 
 673 
 
 25 
 
 44,075 
 
 • 100 
 21,276 
 
 8,700 
 612, 487 
 
 PIG IRON AND 
 STEEL RAILS 
 (NET TONS). 
 
 Ship- 
 ments. 
 
 664, 758 
 
 94,979 
 ""653 
 
 18, 702 
 20 
 
 1,431 
 265,663 
 
 224, 485 
 
 2,950 
 '29,'303 
 
 4,588 
 21,327 
 
 Receipts. 
 
 664, 758 
 
 22,458 
 
 1,450 
 
 32,849 
 
 2,950 
 161, 462 
 
 2,212 
 
 1,000 
 
 90 
 
 37, 445 
 
 20 
 
 15, 403 
 
 91,584 
 
 12,377 
 
 42,851 
 2,133 
 2,500 
 
 48,038 
 
 260 
 
 1,326 
 
 784 
 
 8,529 
 177, 037 
 
 STONE, SAND, ETC. 
 (NET TONS). 
 
 Shipments. 
 
 7,391,354 
 
 2,022 
 106 
 
 2,853 
 
 199 
 
 10,000 
 
 52,003 
 
 2,950 
 6,286 
 
 200 
 
 i,'669,'264 
 
 1,075 
 
 35, 592 
 ""525 
 
 3,094 
 10,936 
 
 1,800 
 
 4,431 
 15,507 
 
 4,999 
 5, 627, 512 
 
 Receipts. 
 
 7,391,354 
 
 60,805 
 
 4,655 
 
 239, 462 
 
 28,609 
 
 12, 702 
 
 71,586 
 
 149,591 
 
 2,002 
 
 28,682 
 
 1,950 
 
 551,827 
 
 3, 184, 477 
 
 153,210 
 
 324, 506 
 
 "32,"i89 
 
 20,833 
 
 33,014 
 
 10,737 
 
 55 
 
 4,770 
 
 296,930 
 
 131,341 
 
 1,434 
 
 2,884 
 2,043,103 
 
 TOBACCO (NET 
 TONS) . 
 
 Ship- 
 ments. 
 
 165,776 
 
 1,343 
 
 402 
 
 1 
 
 573 
 
 600 
 
 560 
 10,331 
 
 99,860 
 37 
 
 517 
 
 1,545 
 
 28, 407 
 18,949 
 
 Receipts. 
 
 1,404 
 '266' 
 
 55 
 
 2,000 
 
 5 
 
 50 
 
 88,707 
 
 5,532 
 3 
 
 427 
 
 200 
 
 561 
 
 1,811 
 
 1,736 
 2 
 
 638 
 2,916 
 
 
 75 
 
 42 
 
 
 509 
 6,102 
 
 Shipments. 
 
 MISCELLANEOUS MER- 
 CHANDISE (NET 
 TONSl. 
 
 18,580,196 
 
 731,298 
 10,364 
 
 742,794 
 66,005 
 
 253,002 
 
 430, 445 
 
 4,873 
 
 57, 184 
 
 689 
 
 49,637 
 
 140,633 
 156,839 
 226, 449 
 508,766 
 4,736,747 
 
 2,539,080 
 9,813 
 
 1,031,225 
 
 8,154 
 
 227,610 
 
 307,727 
 27,222 
 
 134,024 
 50,386 
 
 31,197 
 71,332 
 19,746 
 
 1,175,192 
 4.831,763 
 
 Receipts. 
 
 18, 580, 196 
 
 695,657 
 16,799 
 718,008 
 188, 190 
 152,769 
 
 462,057 
 
 944 
 
 181,043 
 
 4,912 
 
 35,412 
 
 77,280 
 168,928 
 
 - 269,227 
 308, 170 
 
 4,380,165 
 
 2,057,201 
 9,636 
 
 1,040,133 
 
 3,395 
 
 136,269 
 
 495 
 281,886 
 
 42,604 
 255,696 
 
 38,682 
 
 117,252 
 69,574 
 44,951 
 
 1,411,175 
 5,411,686 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 75 
 
 The total trade carried on between the ports covered 
 by the table was 65,360,958 tons. This table com- 
 prises, first of all, the Atlantic and Gulf coastwise 
 movements, and secondly, the relatively small amount 
 of freight traffic between the ports of the Atlantic and 
 Gulf coasts and the ports of Porto Rico, the Pacific 
 coast, Hawaii, and foreign ports. The shipments in 
 the vessels of the Atlantic coast and Gulf of Mexico 
 from ports not on the Atlantic and Gulf coasts amounted 
 to 1,587,789 tons. By taking this sum from the total 
 shipments it is found that the coastwise shipments were 
 63,773,169 tons. By similar process the coastwise traffic 
 received at the ports of the Atlantic and Gulf coasts is 
 shown to have been 63,020,115 tons. 
 
 New York naturally led all other ports both in ship- 
 ments and in receipts. It is a notable fact, moreover, 
 that the receipts at New York were more than double 
 the shipments from that port. The shipments, however, 
 were much the larger in the case of Norfolk and New- 
 port News, the combined receipts for the two ports 
 being only a little over one-third the shipments. The 
 shipments from Norfolk and Newport News were within 
 a million tons as large as those from New York. For 
 Philadelphia and Baltimore also the discrepancy be- 
 tween shipments and receipts is striking, the ship- 
 ments being nearly double the receipts. The excess 
 of shipments over receipts at such ports as Norfolk, 
 Newport News, Philadelphia, and Baltimore is mainly 
 
 accounted for by their large outbound traffic in coal; 
 on the other hand, ports like Boston, Providence, and 
 New Haven receive large shipments of coal coastwise, 
 and also considerable quantities of lumber, the com- 
 bined tonnages of which readily account for most of 
 their excess of receipts over shipments. 
 
 The trade carried on at each of the 28 ports included 
 in the table and the character of their commerce are 
 shown in detail. In the case of Port Arthur, Tex., 
 nearly all of the traffic in 1906 consisted of petroleum 
 and lumber, while in the case of Gulfport, Miss., lum- 
 ber accounts for most of the traffic in that year. On 
 the other hand, at some ports having only a compara- 
 tively small amount of tonnage the traffic comprised 
 almost all the classes of goods enumerated in the table. 
 As instances of such, Wilmington, N. C, and Mobile, 
 Ala., may be mentioned. 
 
 TRAFFIC AT AND ABOUT NEW YORK CITY. 
 
 While the port of New York alone greatly exceeds 
 all other American ports in the amount of traffic, it is 
 also the center of a much larger volume of traffic. In 
 collecting the statistics, Hoboken, Jersey City, Newark, 
 Perth Amboy, and South Amboy were treated as sep- 
 arate ports. As a matter of fact, the water-borne 
 traffic at each of these ports may properly be considered 
 as part of that handled in and about New York. 
 
 Table 32 shows the total receipts and shipments at 
 these five ports and at New York. 
 
 Table 32.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES AT HOBOKEN, JERSEY CITY, NEWARK, NEW 
 
 YORK, PERTH AMBOY, AND SOUTH AMBOY: 1906. 
 
 
 TOTAL. 
 
 HOBOKEN. 
 
 JERSEY CITY. 
 
 NEWARK. 
 
 NEW YORK. 
 
 PERTH AMBOY. 
 
 SOUTH AMBOY. 
 
 COMMODITY. 
 
 Shipments 
 (net tons). 
 
 Receipts 
 (net tons) . 
 
 Ship- 
 ments 
 (net 
 tons). 
 
 Re- 
 ceipts 
 
 (net 
 tons). 
 
 Ship- 
 ments 
 (net 
 tons) . 
 
 Re- 
 ceipts 
 
 (net 
 tons). 
 
 Ship- 
 ments 
 (net 
 tons) . 
 
 Re- 
 ceipts 
 
 (net 
 tons). 
 
 Ship- 
 ments 
 (net 
 tons). 
 
 Receipts 
 (net tons). 
 
 Ship- 
 ments 
 (net 
 tons). 
 
 Fe- 
 ceipts 
 
 (net 
 tons) . 
 
 Ship- 
 ments 
 (net 
 tons) . 
 
 Re- 
 ceipts 
 
 (net 
 tons). 
 
 Total 
 
 13,651,221 
 
 18,437,742 
 
 552, 348 
 
 43, 774 
 
 186,982 
 
 167,548 
 
 5,318 
 
 315,681 
 
 8,598,374 
 
 17,507,906 
 
 1,463,185 
 
 398,883 
 
 2,845,014 
 
 3,950 
 
 
 
 
 46, 191 
 
 232, 241 
 
 5,832,927 
 
 47,294 
 
 37,537 
 
 105,927 
 
 124, 083 
 
 122 
 
 404 
 
 131, 667 
 
 7,985 
 
 271,622 
 
 110,413 
 
 284, 639 
 
 1,656,574 
 
 10, 331 
 
 4, 761, 364 
 
 22,880 
 
 3,889,235 
 
 508, 747 
 
 359, 186 
 
 4,029 
 
 319, 304 
 
 76, 860 
 
 1,759,236 
 
 1,426 
 
 2, 462, 278 
 
 142, 724 
 
 696, 021 
 
 74, 528 
 
 92, 584 
 3, 510, 688 
 
 88, 707 
 4,429,310 
 
 
 
 
 
 
 
 46, 191 
 181,425 
 943,592 
 47,289 
 37,537 
 
 105.927 
 
 97,372 
 
 60 
 
 404 
 
 129, 556 
 
 7,822 
 
 270,619 
 
 108, 585 
 
 265,663 
 
 1,609.264 
 
 10. 331 
 
 4, 736, 747 
 
 22,880 
 
 3,491,267 
 
 502,345 
 
 359, 185 
 
 4,029 
 
 319, 304 
 
 59, 560 
 
 1,758,179 
 
 824 
 
 2.393.694 
 
 142,724 
 
 692,482 
 
 16, 500 
 
 91,584 
 3,184,477 
 
 88,707 
 4,380,165 
 
 
 
 
 
 Cement,~brick, and lime 
 
 5,070 
 546, 181 
 
 68 
 
 19, 735 
 117,866 
 
 3,428 
 3,789 
 
 2,915 
 
 92,696 
 2,613 
 
 5,100 
 
 1,441,817 
 
 5 
 
 300, 250 
 
 17,996 
 2,783,471 
 
 1,536 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Fruits and vegetables 
 
 
 
 
 
 
 
 
 
 
 
 585 
 66 
 
 17,300 
 
 26, 126 
 6 
 
 
 
 
 
 
 
 
 T 
 
 1,057 
 602 
 
 1,578 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 272 
 
 786 
 
 583 
 
 
 42,502 
 
 220 
 163 
 778 
 
 22, 136 
 
 1,036 
 
 1,582 
 
 
 
 Petroleum and other oils 
 
 Phosphate and fertilizer 
 
 Pig iron and steel rails 
 
 
 
 225 
 100 
 
 18, 702 
 2,950 
 
 90 
 1,501 
 
 1.000 
 149, 591 
 
 1,728 
 
 3,449 
 
 
 
 
 
 
 56, 527 
 
 
 
 174 
 
 5,433 
 
 
 
 
 
 171,187 
 
 7,642 
 
 
 36,718 
 
 
 
 
 
 
 Miscellaneous merchandise . . 
 
 
 20, 197 
 
 689 
 
 4,912 
 
 675 
 
 3,234 
 
 7,460 
 
 i9,970 
 
 5,793 
 
 832 
 
 
 
 The total shipments from the six ports, of which 
 New York is the immediate center, amounted to 
 13,651,221 tons, as contrasted with 8,598,374 tons for 
 the port of New York proper. Of the five ports about 
 New York, South Amboy led in the total shipments 
 and Perth Amboy came second, facts which are ac- 
 counted for by the large shipments of coal. Hoboken 
 had shipments amounting to 552,348 tons, nearly all 
 of which consisted of coal. The receipts at these six 
 ports enter mainly through New York. None of the 
 other five ports had receipts amounting to 400,000 tons. 
 
 In studying Table 32 the fact should be kept in mind 
 that the statistics presented in it cover only the traffic 
 shipped from and delivered at the ports named in the 
 table. In addition to this, 1,706,131 tons (coal 
 1,551,991 tons, other freight 154,140 tons) were shipped 
 from, and 30,514 tons were received at, minor ports 
 around New York harbor, and a vast volume of freight 
 was handled by unrigged craft in and about this great 
 port. Data relating to unrigged craft are stated in 
 Table 33. 
 
76 
 
 TRANSPORTATION BY WATER. 
 
 Table 33. — Unrigged craft operating in and around New York harbor: 
 
 1906. 
 
 KIND. 
 
 Number 
 of ves- 
 sels. 
 
 Gross ton- 
 nage. 
 
 Freight 
 lightered 
 (net tons) . 
 
 Total 
 
 5,289 
 
 1,470,791 
 
 55,131,418 
 
 
 
 305 
 1,859 
 3,125 
 
 47,640 
 453,841 
 969,310 
 
 1,338,741 
 14,691,914 
 39,100,763 
 
 
 
 
 It was found impossible to make a strict division 
 between canal boats and coal boats. It often happens 
 that canal boats are used for transporting coal for a 
 large part of the year, and when so used they were 
 classified as coal boats, and not as canal craft. It was 
 also found impossible to segregate closely the statis- 
 tics of unrigged craft used in the port of New York 
 from the statistics of other vessels engaged in the 
 commerce of New York. This difficulty is illustrated 
 by the fact that a fleet of 20 canal boats was reported 
 as being operated between Philadelphia, Pa., and 
 Newburg, N. Y., as well as between points in New 
 York harbor. This fleet of 20 boats carried "78,434 
 tons of freight and did lightering work to the amount 
 of 75,133 tons. While it was not possible to ascertain 
 just how much of this lightering was confined to New 
 York harbor, it was thought best to consider the 
 entire fleet as a part of the New York harbor craft. As 
 another instance of the difficulty just noted, reference 
 may be made to the fact that 1 boat made eight trips be- 
 tween Buffalo and New York, and two between Balti- 
 more and New York, and also did lightering to the 
 amount of 2,100 tons within New York harbor. Be- 
 cause of the lightering work done, this boat was as- 
 signed to New York. Facts such as these .show that 
 the total number and gross tonnage stated in Table 33 
 probably fully cover the number and tonnage of un- 
 rigged craft engaged in New York harbor work. 
 
 Table 33 shows 55,131,418 tons of freight to have 
 been lightered in and around New York harbor, and 
 Table 32 shows the shipments from New York and the 
 five adjacent ports to have been 13,651,221 tons, 
 and the receipts 18,437,742 tons, to which is to be 
 added the freight shipments and receipts of the minor 
 ports, 1,706,131 tons and 30,514 tons, respectively. 
 The sum of these, 33,825,608 tons, represented the 
 traffic taken into and out of the harbor area of which 
 New York is the center. This traffic and the freight 
 lightered within the port, 55,131,418 tons, make a 
 total of 88,957,026. 
 
 This tonnage, however, does not cover the entire 
 water-borne commerce handled in and about New 
 York. In order to secure that total it is necessary to 
 add the tonnage of the import and export traffic in 
 foreign vessels. Statistics in regard to the import and 
 export trade are published by the Bureau of Statistics 
 of the Department of Commerce and Labor, but these 
 statistics do not give the total tonnage of the imports 
 and exports, although they state the value and to 
 some extent the quantity of the various commodities 
 received and shipped. The exact tonnage of the 
 
 American imports and exports can not be determined 
 from official statistics. 
 
 The imports at New York in 1906 in foreign vessels 
 were valued at $622,890,044 and the exports at $536,- 
 068,474, the combined value of imports and exports 
 being $1,158,958,518. The foreign trade carried on at 
 the six ports named in Table 32 is credited by the 
 Bureau of Statistics to three customs districts — New 
 York, Perth Amboy, and Newark. The value of the 
 exports from Perth Amboy and Newark in foreign ves- 
 sels were $2,306,079 and the imports $8,599,580. By 
 combining these with the corresponding figures for New 
 York, the amounts for the three customs districts in 
 foreign vessels become: Exports, $538,374,553; im- 
 ports, $631,489,624; total, $1,169,864,177. 
 
 In an elaborate investigation made in the years 1899 
 to 1901 by the Isthmian Canal Commission into the 
 cargo tonnage of American maritime commerce, it was 
 found that the average value of the cargo ton of exports 
 from the Atlantic coast was $'35.98,, and that the 
 average value of the cargo ton of imports was $62.84. 
 Assuming that the average value per ton of the exports 
 from New York and vicinity in 1906 was $35.98, the 
 tonnage was 14,963,162; and if the average value of 
 the imports be taken as $62.84 per ton, the tonnage of 
 imports at New York, Perth Amboy, and Newark was 
 10,049,167, making a total tonnage of exports and im- 
 ports of 25,012,329. This total must be taken only as 
 an approximation, although it is probably a fairly 
 accurate one. By combining this total with the 
 88,957,026 tons of freight shipped, received, and light- 
 ered, the total traffic moved on the waterways at and 
 around New York is found to have been 1.13,969,355 
 tons in 1906. 
 
 This total represents approximately the amount of 
 freight handled by water in and around New York. 
 It does not, however, for reasons that, have already 
 been explained, include the full amount of freight car- 
 ried by ferryboats. Moreover, it was found impossible 
 to make an exact segregation of the freight carried to 
 and from points that may be considered adjacent to 
 New York as distinguished from freight that was 
 shipped and delivered at nonadjacent points. The 
 factor of uncertainty in this connection is probably 
 not a large one. The only other fact to which atten- 
 tion needs to be called is that the totals given in Table 
 33 include boats that are operated in and around the 
 harbor of New York during a part of the year and are 
 used elsewhere the remainder of the twelve months. 
 If calculations regarding the harbor -work of other 
 large ports were to be made, care would have to be 
 taken to avoid duplication. 
 
 FOREIGN COMMERCE HANDLED AT THE ATLANTIC AND 
 GULP PORTS. 
 
 Just as, in order to make a complete statement of the 
 freight traffic for the port of New York, it was neces- 
 sary to show the foreign as well as the domestic trade, 
 so a similar presentation- is necessary in the case of 
 other Atlantic and Gulf ports. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 77 
 
 Tablk 34.— VALUE OF IMPORTS AND EXPORTS OP MERCHANDISE, BY PRINCIPAL CUSTOMS DISTRICTS, FOR 
 
 YEAR ENDING JUNE 30, 1906. ' 
 
 
 AGGREGATE. 
 
 IMPORTS. 
 
 EXPORTS. 
 
 CUSTOMS DISTRICT. 
 
 Value. 
 
 Per cent 
 of group. 
 
 Value. 
 
 Per cent 
 of group. 
 
 Value. 
 
 Per cent 
 of group. 
 
 Atlantic and Gulf ports 
 
 12,459,047,706 
 
 
 $1,028,546,453 
 
 
 11,430,501,253 
 
 
 
 
 
 
 
 2,036,340,868 
 
 100.0 
 
 974,562,799 
 
 100.0 
 
 1,061,778,069 
 
 100 
 
 
 
 New York, N. Y 
 
 1,341,511,137 
 
 205,181,724 
 
 153,365,662 
 
 140,009,699 
 
 66,342,620 
 
 22,749,651 
 
 18,970,314 
 
 15,918,392 
 
 12,807,446 
 
 12,645,925 
 
 46,838,298 
 
 422,706,838 
 
 65.9 
 10.1 
 7.5 
 6.9 
 3.3 
 1.1 
 0.9 
 0.8 
 0.6 
 0.6 
 2.3 
 
 100.0 
 
 734,350,823 
 
 106,442,077 
 
 70,801,273 
 
 30,084,653 
 
 1,503,069 
 
 2,630,317 
 
 503,385 
 
 1,232,928 
 
 780,231 
 
 19,853 
 
 26,214,190 
 
 53,983,654 
 
 75.4 
 10.9 
 7.3 
 3.1- 
 0.2 
 0.3 
 0.1 
 0.1 
 0.1 
 
 607,160,314 
 98,739,647 
 82,564,389 
 
 109,925,046 
 64,839,551 
 20, 119, 334 
 18,466,929 
 14, 685, 464 
 12,027,215 
 12,626,072 
 20, 624, 108 
 
 368, 723, 184 
 
 57.2 
 
 Boston and Charlestown, Mass 
 
 9.3 
 
 Philadelphia, Pa 
 
 7.8 
 
 
 10.4 
 
 Savannah, f(a 
 
 6.1 
 
 Newport News, Va 
 
 1.9 
 
 Wilmington, N. C 
 
 1.7 
 
 Portland and Falmouth, Me 
 
 1.4 
 
 Norfolk and Portsmouth, Va 
 
 1.1 
 
 
 1.2 
 
 
 2.7 
 100.0 
 
 1.9 
 
 
 100.0 
 
 
 
 
 189,944,308 
 
 171,336,528 
 
 26,575,706 
 
 18,826,579 
 
 16,023,717 
 
 44.9 
 40.5 
 6.3 
 4.5 
 3.8 
 
 39,464,982 
 
 5,018,876 
 
 4,851,326 
 
 386, 457 
 
 4,262,013 
 
 73.1 
 9.3 
 9.0 
 0.7 
 7.9 
 
 150,479,326- 
 
 166,317,652 
 
 21,724,380 
 
 18, 440, 122 
 
 11, 761, 704 
 
 40.8 
 
 
 45.1 
 
 
 5.9 
 
 
 5.0 
 
 
 3.2 
 
 
 
 1 Bureau of Statistics, Department of Commerce and Labor, " Commerce and Navigation of the United States," 1906. 
 
 The total value. of the imports and exports handled 
 at the Atlantic and Gfulf ports amounted to nearly 
 $2,500,000,000, somewhat over two-fifths consisting of 
 imports and somewhat less than three-fifths of ex- 
 ports. The foreign trade of the Atlantic ports com- 
 prised 82.8 per cent of the total, and that of the Gulf 
 cities 17.2 per cent. New York so far outranked all 
 other ports that her foreign trade was 65.9 per cent of 
 the total for the Atlantic ports and 54.6 per cent of 
 the total for the Atlantic and Gulf ports. In the im- 
 port trade New York's leadership was more pro- 
 nounced than in the export traffic, although more than 
 half of the commodities shipped abroad from the Atlan- 
 tic ports passed through her port. Boston was second 
 among American ports in foreign trade, with a total 
 value of imports and exports amounting to less than 
 one-sixth that for New York. Philadelphia and Balti- 
 more were third and fourth, respectively, among the 
 Atlantic ports in value of foreign trade, but both 
 ranked lower than New Orleans and Galveston. 
 
 Of the Gulf ports, New Orleans held first place in the 
 total value of imports and exports, although the ex- 
 ports of Galveston were of greater value than those of 
 New Orleans. The progress of Galveston during recent 
 
 years has been rapid, and the city has. the prospect of 
 becoming the ranking port on the Gulf. 
 
 The place of New Orleans in the import trade of the 
 Gulf is similar to that held by New York in the import 
 commerce of the Atlantic, the imports of New Orleans 
 bijing valued at 73.1 per cent of the total for the Gulf, 
 and those of New York being valued at 75.4 per cent 
 of the total for the Atlantic. 
 
 ENTRANCES AND CLEARANCES OF VESSELS FOREIGN 
 
 TRADE OF ATLANTIC AND GULF PORTS. 
 
 Statistics of the tonnage of the vessels engaged in 
 foreign commerce at the Atlantic and Gulf ports afford 
 another measure of the magnitude of the foreign trade 
 of the United States. Table 35 shows the total num- 
 ber and tonnage of the vessels entered and cleared in 
 the foreign trade at the Atlantic and Gulf ports and 
 states what percentage of the tonnage was furnished 
 by American vessels. For each of the six largest 
 Atlantic and Gulf ports the facts are shown for steam- 
 ers and sailing vessels separately. Only 10.8 per cent 
 of the tonnage of the vessels entered was under the 
 American flag, and only 11.1 per cent of the tonnage 
 cleared was American. 
 
78 
 
 TRANSPORTATION BY WATER. 
 
 Table 35.— VESSELS ENTERED AND CLEARED IN THE FOREIGN TRADE, BY PRINCIPAL SEABOARD CUSTOMS 
 
 DISTRICTS: 1906. 1 
 
 
 ENTEEED. 
 
 CLEAEED. 
 
 
 CUSTOMS DISTRICT AND 
 CLASS OF VESSEL. 
 
 Total. 
 
 American 
 vessels. 
 
 Foreign vessels. 
 
 Per cent 
 tonnage 
 of Ameri- 
 can ves- 
 sels forms 
 of total. 
 
 Total. 
 
 American 
 vessels. 
 
 Foreign vessels. 
 
 Per cent 
 tonnage 
 of Ameri- 
 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 Num- 
 ber. 
 
 Tonnage. 
 
 can ves- 
 sels forms 
 of total. 
 
 Atlantic and Guli 
 
 14,343 
 
 24,345,605 
 
 2,482 
 
 2,630,072 
 
 11,861 
 
 21, 715, 433 
 
 10.8 
 
 14,425 
 
 24,131,206 
 
 2,582 
 
 2,672,794 
 
 11,843 
 
 21,458,412 
 
 11.1 
 
 
 
 Baltimore, Md.: 
 
 80 
 768 
 
 543 
 1,092 
 
 866 
 3,213 
 
 153 
 981 
 
 46 
 539 
 
 32 
 910 
 
 54,913 
 1,493,677 
 
 103, 465 
 2,854,690 
 
 400, 446 
 10,076,547 
 
 101,188 
 1,979,708 
 
 36, 134 
 1,054,549 
 
 25,508 
 1,690,498 
 
 50 
 4 
 
 36 
 108 
 
 246 
 403 
 
 72 
 52 
 
 28 
 13 
 
 6 
 56 
 
 23,140 
 3,452 
 
 8,543 
 183, 569 
 
 121,673 
 1,220,023 
 
 38,696 
 69,633 
 
 25,927 
 13,736 
 
 2,995 
 121,333 
 
 30 
 764 
 
 507 
 984 
 
 620 
 2,810 
 
 81 
 929 
 
 18 
 526 
 
 26 
 854 
 
 31,773 
 1,490,225 
 
 94,922 
 2,671,121 
 
 278,773 
 8,856,524 
 
 62, 492 
 1,910,075 
 
 10,207 
 1,040,813 
 
 22, 513 
 1,569,165 
 
 42.1 
 0.2 
 
 8.3 
 6.4 
 
 30.4 
 12.1 
 
 38.2 
 3.5 
 
 71.7 
 1.3 
 
 11.7 
 7.2 
 
 61 
 770 
 
 623 
 841 
 
 723 
 2,967 
 
 196 
 1,023 
 
 31 
 640 
 
 26 
 954 
 
 27,654 
 1,584,118 
 
 151,015 
 2,092,317 
 
 373,633 
 9,540,327 
 
 172,022 
 2,078,615 
 
 19,786 
 1,264,323 
 
 20,498 
 1,819,150 
 
 43 
 
 6 
 
 93 
 99 
 
 142 
 424 
 
 116 
 49 
 
 14 
 15 
 
 4 
 56 
 
 16,066 
 6,340 
 
 43,585 
 162,869 
 
 85,746 
 1,224,344 
 
 103,383 
 62,779 
 
 10,202 
 15,575 
 
 1,042. 
 124,510 
 
 IS 
 764 
 
 630 
 742 
 
 581 
 2,543 
 
 80 
 974 
 
 17 
 625 
 
 22 
 898 
 
 11,588 
 1,577,778 
 
 . 107,430 
 1,929,448 
 
 287,887 
 8,315,983 
 
 68,639 
 2,015,836 
 
 9,584 
 1,248,748 
 
 19,456 
 1,694,640 
 
 58.1 
 
 
 0.4 
 
 Boston and Charlestown, 
 Mass.: 
 
 28.9 
 
 
 7.8 
 
 New Yort, N. Y.: 
 
 22.9 
 
 
 12.8 
 
 Philadelphia, Pa.: 
 
 60.0 
 
 
 3.0 
 
 Galveston, Tex.: 
 
 51.6 
 
 
 1.2 
 
 New Orleans, La.: 
 
 5.1 
 
 
 6.8 
 
 
 
 1 Bureau of Statistics, Department of Commerce and Labor, "Commerce and Navigation of the United States," 1906. 
 
 It will be noted, moreover, that with the exception 
 of the clearances from New Orleans the percentage of 
 the tonnage credited to the American vessels was 
 higher for sailing vessels than for steamers in the case 
 of each of the six ports named in Table 35. 
 
 The relative rank of the Atlantic and Gulf dis- 
 tricts in total of vessels entered and cleared in the 
 foreign trade in 1906 is shown in Table 36. Taking 
 
 the two districts together the aggregate tonnage of 
 American vessels entered was 2,630,072, the figures 
 for clearances being 2,672,794. The tonnage of all 
 vessels entered at the Atlantic ports formed 79.9 per 
 cent of the total tonnage for the entrances at the 
 Atlantic and Gulf ports, and the clearances of the 
 Atlantic ports were 78.9 per cent of the corresponding 
 aggregate. 
 
 Table 36.— VESSELS ENTERED AND CLEARED IN THE FOREIGN TRADE: 1906. ' 
 
 
 ENTRANCES AND CLEAR- 
 ANCES COMBINED. 
 
 ENTEEED. 
 
 CLEAEED. 
 
 DISTRICT AND 
 CLASS OF VESSEL. 
 
 Aggregate. 
 
 Per cent 
 tonnage 
 of Ameri- 
 can ves- 
 sels forms 
 of total. 
 
 Total. 
 
 American 
 vessels. 
 
 Foreign 
 vessels. 
 
 Per cent 
 tonnage 
 of Ameri- 
 can ves- 
 sels forms 
 of total. 
 
 Total. 
 
 American 
 vessels. 
 
 Foreign 
 vessels. 
 
 Per cent 
 tonnage 
 of Ameri- 
 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 Num- 
 ber. 
 
 Ton- 
 nage*. 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 Num- 
 ber. 
 
 Ton- 
 nage. 
 
 can ves- 
 sels forms 
 of total. 
 
 Atlantic 
 and Gulf 
 districts- . 
 
 28, 768 
 
 48,476,711 
 
 10.9 
 
 14,343 
 
 24,345,505 
 
 2,482 
 
 2,630,072 
 
 11,861 
 
 21,715,433 
 
 10.8 
 
 14, 425 
 
 24,131,206 
 
 2,582 
 
 2,672,794 
 
 11,843 
 
 21,458,412 
 
 11.1 
 
 Atlantic district- . 
 
 21,052 
 
 38, 486, 520 
 
 10.9 
 
 10, 486119, 449; 990 
 
 1.642J 2,030,604 
 
 8,844 
 
 17, 419, 386 
 
 30.4 
 
 10,566 
 
 19,036,630 
 
 1,878 
 
 2,176,894 
 
 8,688 
 
 16,859,636 
 
 11.4 
 
 Sailing 
 
 Steam 
 
 Gulf district 
 
 6,379 
 14,673 
 
 7,716 
 
 2,104,073 
 36,382,447 
 
 9,990,191 
 
 34.5 
 9.6 
 
 11.0 
 
 3,049 
 7,437 
 
 3,857 
 
 966, 463 
 18,483,527 
 
 4,895,515 
 
 868| 281,656 
 774 1,748,948 
 
 840| 599,468 
 
 2,181 
 6,663 
 
 3,017 
 
 684, 807 
 16, 734, 579 
 
 4,296,047 
 
 29.1 
 9.4 
 
 12.2 
 
 3,330 
 7,236 
 
 3,859 
 
 1,137,610 
 17,898,920 
 
 5,094,076 
 
 1,091 
 
 787 
 
 704 
 
 444, 171 
 1,732,723 
 
 495,900 
 
 2,239 
 6,449 
 
 3,155 
 
 693, 439 
 16, 166, 197 
 
 4,598,776 
 
 39.0 
 9.7 
 
 9.7 
 
 Sailing 
 
 Steam 
 
 1,906 
 5,810 
 
 977, 122 
 9,013,069 
 
 27.0 
 9.2 
 
 1,013! 536,977 
 2,844 4,358,538 
 
 414; 184, 505' 599 
 426 414,903 2,418 
 
 352, 472 1 34. 4 
 3,943,575j 9.5 
 
 893 
 2,966 
 
 440, 145 
 4,654,531 
 
 282' 79, 173 
 422 416,727 
 
 611 
 2,544 
 
 360,972 
 4,237,804 
 
 18.0 
 9.0 
 
 1 Bureau of Statistics, Department of Commerce and Labor, "Commerce and Navigation of the United States," 1906. 
 
 The relation of sail to steam tonnage in the foreign 
 trade of the Atlantic and Gulf ports is brought out 
 clearly in Table 36. In both entrances and clear- 
 ances for each district the percentage of the tonnage 
 of American vessels was much higher for sailing ves- 
 sels than for steamers. Of the entrances at Gulf 
 ports and the clearances from Atlantic cities, over 
 34 per cent of the total tonnage of sailing vessels 
 was American. In the case of steam tonnage, less 
 than one-tenth of the total was American. It is a 
 
 well-known fact that steamships are steadily sup- 
 planting sailing vessels in ocean transportation, and 
 that the American deep-sea marine is gradually being 
 changed from one in which sailing vessels predom- 
 inate to one in which steamers are mainly employed. 
 The transformation, however, is still incomplete. The 
 sailing vessels are used to a larger extent by Ameri- 
 cans than by foreigners. One reason why the regis- 
 tered tonnage of the American marine does not 
 increase more rapidly is to be found in the relatively 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 79 
 
 large place held in that marine by the sailing vessel, 
 a type of ship that is steadily being abandoned in 
 favor of the steamer. 
 
 PASSENGERS. 
 
 The total number of passengers carried coastwise 
 on the Atlantic and Gulf increased 71.9 per cent from 
 1889 to 1906. 
 
 Table 37. — Number of passengers: 1906 and J 889. 
 
 CLASS OF PASSENGERS. 
 
 1906 
 
 1889 
 
 Per cent 
 
 of 
 increase. 
 
 Total 
 
 292,555,410 
 
 170,225,458 
 
 71.9 
 
 
 
 272,596,670 
 19,958,746 
 
 158,644,012 
 11,581,446 
 
 71.8 
 72.3 
 
 
 
 This traffic consists of two distinct classes of pas- 
 sengers — those carried on the ferries and those carried 
 by passenger .steamers operated from port to port. 
 There has been a steady increase in the port to port 
 traffic as the result of the establishment of new lines of 
 coastwise steamers and the development of long-estab- 
 lished services, the port to port traffic having risen 
 72.3 per cent. The great volume of passenger traffic 
 is carried by the ferries. Less than 20,000,000 pas- 
 sengers were carried from port to port in 1906, while 
 the number of ferry passengers was more than 
 272,000,000. 
 
 The United States Steamboat Inspection Service 
 keeps a record of the number of passengers carried 
 on enrolled steamers, and their reports show the passen- 
 ger traffic centering in each of the principal ports. 
 
 Table 38. — Passengers reported for each district of the United States 
 Steamboat Inspection Service on the Atlantic coast and Grulf of 
 Mexico: 1906. .' 
 
 LOCAL INSPECTION DISTRICT. 
 
 Number of 
 passengers. 
 
 Total. 
 
 Albany, N. Y 
 
 Apalachicola, Fla . . . 
 
 Baltimore, Ml 
 
 Bangor, Me 
 
 Boston, Mass 
 
 Charleston, S. C 
 
 Galveston, Tex 
 
 Jacksonville, Fla 
 
 Mobile, Ala 
 
 New Haven, Conn. . 
 New London, Conn. 
 
 New Orleans, La 
 
 New York, N. Y.... 
 
 Norfolk, Va 
 
 Philadelphia, Pa 
 
 Portland, Me 
 
 Providence, K.I 
 
 Savannah, Ga 
 
 291,053,505 
 
 840, 186 
 164,716 
 702,873 
 804,230 
 665,329 
 616,782 
 56,992 
 538,738 
 175,388 
 743,999 
 335,745 
 030, 718 
 575,838 
 964,799 
 228,294 
 372,900 
 785,293 
 450,685 
 
 i Annual report of the Steamboat Inspector-General. 
 
 The total number of passengers reported by the 
 Steamboat Inspection Service in 1906 differs slightly 
 from the total reported by the Census, but the dis- 
 crepancy is no greater than might be expected as a 
 result of the fact that the information was obtained 
 from various sources and the figures were collected at 
 
 32576—08 1 
 
 different times. The great importance of New York as 
 the center of the coastwise passenger traffic is such 
 that, according to the report of the Steamboat 
 Inspector-General, 73.4 per cent of the total for the 
 Atlantic and Gulf coasts is credited to this city in 
 1906. The enormous traffic centering at New York 
 is made up mainly of ferry passengers, although that 
 city is also the chief center of the port to port pas- 
 senger business. On account of the ferry traffic across 
 the Delaware river, Philadelphia ranked next to New 
 York in the number of passengers carried, the traffic 
 at this port being 11.1 per cent of the total. Boston 
 came third, with 6.1 per cent, and Norfolk and New 
 Orleans were fourth and fifth, respectively, in volume 
 of traffic. 
 
 IDLE VESSELS. 
 
 The Census figures for number and tonnage of ves- 
 sels include only such vessels as were used to some 
 extent during the year 1906. The vessels that were 
 not in service at any time during the year were con- 
 sidered as idle vessels. 
 
 Table 39.— Idle vessels: 1906. 
 
 CLASS. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1,074 
 
 87,254 
 
 16,895,147 
 
 
 
 450 
 475 
 149 
 
 49.131 
 11,971 
 26, 152 
 
 5,801,871 
 
 Sail 
 
 
 312,871 
 
 
 The idle vessels were mostly small craft, the average 
 tonnage being only 81.2 tons. Over two-fifths of the 
 total number of idle vessels consisted of steamers, the 
 value of which was 84.1 per cent of the total. 
 
 VESSELS OPERATED AND TRAFFIC CARRIED BETWEEN 
 PORTO RICAN PORTS. 
 
 The data concerning transportation by water in 
 the United States in 1906 do not include the statistics 
 for vessels operated locally at Porto Rico, but Table 40 
 presents information regarding such vessels and the 
 volume of the local coastwise traffic of the island. 
 
 Table 40. — Vessels operating locally at Porto Rico: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 Freight carried (net tons) 
 
 Total. 
 
 205 
 
 5,566 
 
 $180, 519 
 
 8227,031 
 
 603 
 
 $121,533 
 
 2,400 
 
 24, 120 
 
 94 
 
 $29, 200 
 
 $7,600 
 
 16 
 
 $5,381 
 
 Sail. 
 
 905 
 
 $43, 175 
 
 $42,258 
 
 132 
 
 $24,861 
 
 2,400 
 
 24, 120 
 
 Unrigged. 
 
 158 
 
 4,567 
 
 $108, 144 
 
 $177, 173 
 
 455 
 
 $91,291 
 
 Commerce between the United States and Porto Rico 
 is now limited by our coastwise laws to American ves- 
 sels, and the local coastwise traffic of the island is also 
 restricted to American shipping. The local fleet, in 
 
80 
 
 TRANSPORTATION BY WATER. 
 
 addition to providing transportation for the home 
 markets, collects and distributes the traffic carried by 
 the lines of steamers plying between Porto Rico and 
 the Atlantic ports. 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 The appropriations by Congress for the improve- 
 ment of the rivers and harbors of the Atlantic and Gulf 
 coasts have extended over a period of more than one 
 hundred years. The expenditures have been devoted 
 to a large number of localities and streams, and the 
 list of laws by which the appropriations have been 
 made is lengthy. The total appropriations for each 
 state of the Atlantic slope and coast are shown in Table 
 41, and for each state of the Gulf slope and coast in 
 Table 42, while the appropriations in detail for each 
 river and harbor are shown in Tables 43 and 44. These 
 tables were compiled from House Document 421, Fifty- 
 seventh Congress, second session, from the report of 
 the Chief of Engineers for the fiscal year ending June 
 30, 1906, and from the rivers and harbors act of March 
 2, 1907. They constitute an extremely valuable com- 
 pilation, showing precisely how the expenditures for 
 the improvement of the Atlantic and Gulf harbors and 
 streams have been distributed. 
 
 Table 41. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and states. 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 Total 
 
 Maine 
 
 New Hampshire 
 
 Massachusetts 
 
 Rhode Island 
 
 Connecticut 
 
 New York 
 
 New Jersey 
 
 Pennsylvania 
 
 Delaware 
 
 District of Columbia 
 
 Maryland 
 
 Virginia 
 
 North Carolina. ..... 
 
 South Carolina. ..... 
 
 Georgia 
 
 Florida 
 
 Miscellaneous 
 
 1802 
 
 1821 
 1829 
 1823 
 1827 
 1821 
 1829 
 1829 
 1870 
 1822 
 1849 
 1828 
 1829 
 1826 
 1836 
 1826 
 1829 
 1802 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $141,162,891 
 
 5,832,574 
 710,271 
 
 14,619,077 
 5,234,433 
 5,240,054 
 
 25,454,730 
 4,184,018 
 588,000 
 6,953,755 
 3,585,500 
 8,717,313 
 7,414,000 
 6,497,872 
 8,730,575 
 
 10,590,938 
 5,755,320 
 
 21,054,461 
 
 Up to and 
 
 including 
 
 1890. 
 
 556,448,541 
 
 $73,821,826 
 
 2, 715, 774 
 484,560 
 5,093,703 
 1,538,950 
 2,783,028 
 9,771,543 
 1,913,038 
 499, 750 
 3,533,460 
 2, 163, 500 
 4,583,813 
 3,488,380 
 4,096,809 
 3,035,500 
 2,884,172 
 1,352,570 
 6,509,991 
 
 1891 to 1906. 
 inclusive. 
 
 2,791,800 
 225,711 
 8,479,641 
 3,216,149 
 2,000,526 
 
 13,327,877 
 1, 433, 730 
 88,250 
 3, 252, 465 
 1,037,000 
 3, 487, 990 
 3, 173, 566 
 1, 923, 500 
 5,392,785 
 7,097,116 
 3,462,250 
 
 13, 431, 470 
 
 March 2, 
 1907. 
 
 810,892,524 
 
 325,000 
 
 1,045,733 
 479,334 
 456,500 
 
 2,355,310 
 837,250 
 
 167,830 
 385,000 
 645, 510 
 752, 054 
 477,563 
 302,290 
 609,650 
 940, 500 
 1,113,000 
 
 Table 42. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Gulf of 
 Mexico, by periods and states. 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 Total.. 
 
 Georgia 
 
 Florida 
 
 Alabama 
 
 Mississippi... 
 
 Louisiana 
 
 Texas 
 
 Miscellaneous 
 
 1826 
 
 1874 
 IKS 
 182H 
 1827 
 1829 
 1852 
 1833 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $64,292,362 
 
 315, 456 
 4, 176, 785 
 6, 124, 631 
 2,056,207 
 20, 583, 913 
 23,249,419 
 7, 785, 951 
 
 $21,065,470 
 
 Up to and 
 
 including 
 
 1890. 
 
 $38,027,940 
 
 202,300 
 939, 880 
 2,264,331 
 463, 819 
 8, 508, 462 
 6,579,902 
 2, 106, 776 
 
 1891 to 1906 : 
 inclusive. 
 
 $5, 198, 952 
 
 88, 156 
 2, 764, 074 
 3,410,300 
 1,071,888 
 10,619,659 
 15,055,688 
 6,018,175 
 
 March 2, 
 1907. 
 
 25,000 
 472,831 
 450,000 
 520,500 
 1, 455, 792 
 1,613,829 
 661,000 
 
 Of the total amount appropriated for the Atlantic 
 and Gulf improvements, $127,941,242, or 62.3 per cent, 
 has been granted since 1890. As would be expected, 
 the states having the most important harbors have re- 
 ceived the largest amounts. New York leads the list 
 with total appropriations of $25,454,730, 61.6 per cent 
 of which has been granted since 1890. The amount 
 received for developing ports along the lengthy sea- 
 board of Texas causes that state to rank next to New 
 York in the amount of public funds appropriated. 
 Considerably over one-half of the total expenditures in 
 Texas have been devoted to providing Galveston with 
 a harbor and channel of approach. 
 
 Table 43. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities. 
 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation. 
 
 APPROPRIATIONS. 
 
 STATE AND LOCALITY. 
 
 Total. 
 
 Up to and 
 
 including 
 
 1890. 
 
 ' 1891 to 
 1906, in- 
 clusive. 
 
 March 2, 
 1907. 
 
 
 1802 
 
 1821 
 
 1888 
 
 1888 
 1826 
 1902 
 1873 
 
 1899 
 1896 
 1880 
 1836 
 1905 
 1896 
 1890 
 
 1821 
 1827 
 1829 
 1879 
 1873 
 
 1852 
 1881 
 1871 
 1905 
 1836 
 1829 
 1826 
 1890 
 1836 
 
 1852 
 1880 
 1888 
 1871 
 
 1827 
 1867 
 1870 
 
 1871 
 1870 
 1872 
 1886 
 
 1829 
 
 188S 
 1829 
 1880 
 1881 
 
 1886 
 1879 
 1880 
 
 1823 
 
 1829 
 1902 
 1825 
 1905 
 1892 
 1890 
 1902 
 
 $141,162,891 
 
 $56,448,541 
 
 $73,821,826 
 
 $10,892,524 
 
 
 
 5.832,574 
 
 2,715,774 
 
 2,791,800 
 
 325,000 
 
 
 
 28,000 
 
 220,000 
 62,200 
 20,000 
 82, 400 
 
 126,000 
 45,000 
 21,000 
 5,300 
 5,000 
 26,000 
 31,000 
 
 44,000 
 641,445 
 
 88,675 
 319,000 
 
 32,000 
 
 1,000 
 
 114,000 
 
 72,000 
 
 10,500 
 
 17,902 
 
 506,300 
 
 8,450 
 
 3,500 
 
 1, 463, 727 
 
 120,000 
 
 925, 500 
 
 15, 000 
 
 30,000 
 
 346,775 
 
 5,000 
 
 108,500 
 
 50,000 
 
 175,000 
 
 5,000 
 
 57,400 
 
 710,271 
 
 7,000 
 
 100,000 
 36,200 
 
 21,000 
 
 90,000 
 26,000 
 20,000 
 41,400 
 
 80,000 
 45,000 
 
 
 Bar Harbor break- 
 
 30,000 
 
 Belfast harbor 
 
 Bucksport harbor 
 
 
 Camden harbor 
 
 41,000 
 
 
 Cape Porpoise har- 
 
 46,000 
 
 
 
 Cathance river 
 
 21,000 
 •5,300 
 
 
 Cobscook bay 
 
 
 
 
 5,000 
 26,000 
 21,000 
 
 30,000 
 
 260,000 
 
 3,500 
 
 150,000 
 
 
 
 
 
 Harraseeket river 
 
 10,000 
 
 14,000 
 306,445 
 
 85, 175 
 169,000 
 
 32,000 
 
 1,000 
 70,000 
 49,500 
 
 
 Isles of Shoals (Gos- 
 port harbor) 
 
 
 Kennebec river 
 
 Kennebnnk river. 
 
 75,000 
 
 Lubeck channel 
 
 
 
 
 Matinicus Island 
 
 
 
 Moosabec bar 
 
 44,000 
 22,500 
 10,500 
 
 
 Narragaugus river- . . 
 
 
 
 
 Owlshead harbor 
 
 17,902 
 
 308,300 
 
 8,450 
 
 3,500 
 
 622,727 
 
 120,000 
 190,000 
 15,000 
 30,000 
 
 296,775 
 
 5,000 
 
 45,500 
 
 35,000 
 
 30,000 
 
 5,000 
 
 35,000 
 
 484, 560 
 
 
 Penobscot river 
 
 Piscataqua river 
 
 68,000 
 
 130,000 
 
 Pleasant river 
 
 
 
 Portland harbor 
 
 841,000 
 
 
 Richmond Island 
 
 
 Rockland harbor 
 
 735, 500 
 
 
 Rockport harbor 
 
 
 
 
 
 Saco river and break- 
 
 50,000 
 
 
 St. Croix river. 
 
 
 Sasanoa ri ver i 
 
 Sullivan Falls and 
 
 19,000 
 
 ■ 15,000 
 145,000 
 
 44,000 
 
 
 
 
 
 York harbor 
 
 22,400 
 225,711 
 
 
 
 
 
 
 
 35,000 
 
 311,771 
 
 54,000 
 
 20,000 
 
 145,000 
 
 137,000 
 
 7,500 
 
 14,619,077 
 
 20,000 
 195,060 
 35,000 
 20,000 
 
 70,000 
 
 137,000 
 
 7,500 
 
 5,093,703 
 
 15,000 
 116,711 
 19,000 
 
 
 
 
 
 
 Lamprey river 
 
 
 Little harbor of ref- 
 uge 
 
 75,000 
 
 
 Portsmouth harbor. . 
 
 
 Winnepesaukee Lake. 
 
 
 
 
 8,479,641 
 
 1,045,733 
 
 
 
 20,150 
 48,600 
 7,947,947 
 2,500 
 9,800 
 13, 733 
 10,000 
 
 20,150 
 
 
 
 
 10,000 
 4,953,751 
 2,500 
 9,800 
 8,733 
 
 10,000 
 
 38,500 
 550,000 
 
 Buzzards bay 
 
 2, 444, 196 
 
 Canapitsit channel. . . 
 
 
 
 Chatham harbor a 
 
 5,000 
 
 
 
 
 1 Shown as Bath gut in 1890. 
 
 2 Shown as Stage harbor in 1890. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 81 
 
 Table 43. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities — Continued. 
 
 STATE AND LOCALITY. 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation. 
 
 Massachusetts— Cont'd. 
 
 Dorchester bay and 
 Neponset river 
 
 Duxbury harbor 
 
 East Dennis break- 
 water 
 
 Essex river 
 
 Fall River harbor 
 
 Gloucester harbor 
 
 Hingham harbor 
 
 Hyannis harbor oi 
 refuge 
 
 Ipswich river 
 
 Kingston harbor 
 
 Little harbor 
 
 Lynn harbor 
 
 Maiden river 
 
 Manchester harbor. . . 
 
 Marblehead harbor 
 and Holmes hole 
 
 Marthas Vineyard 
 harbor' 
 
 Merrimac river 
 
 Mystic river : 
 
 Nantucket harbor of 
 refuge 
 
 New Bedford harbor. 
 
 Newburyport harbor. 
 
 Plymouth harbor 
 
 Powow river 
 
 Provincetown har- 
 bor 
 
 Salem harbor 
 
 Sandy bay (Rock- 
 port harbor of ref- 
 uge) 
 
 Scituate harbor 
 
 Taunton river 
 
 Town river 
 
 Vineyard Haven har- 
 bor 
 
 Wareham harbor.i . . . 
 
 Wellfleet harbor 
 
 Westport harbor and 
 river 
 
 Weymouth harbor 
 and river 
 
 Winthrop harbor 
 
 Woods Hole channel . 
 
 Rhode Island 
 
 Block Island harbor 
 of refuge 
 
 Block Island, Great 
 Salt pond 
 
 Churches Cove harbor 
 
 Coasters Harbor is- 
 land 
 
 Greenwich Bay har- 
 bor 
 
 Newport harbor 
 
 Pawtueket river 
 
 Point Judith, harbor 
 of refuge 
 
 Point Judith pond, 
 entrance 
 
 Potonomuth river . . . 
 
 Providence river and 
 harbor 
 
 Sakonnet Point har- 
 bor 
 
 Sakonnet river 
 
 Warren river 
 
 Wickf ord harbor 
 
 Connecticut . 
 
 Black Rock harbor. 
 Branford harbor. .. 
 Bridgeport harbor . 
 
 Clinton harbor 
 
 Connecticut river 
 
 Coscob harbor and 
 
 Mi anus river 
 
 Duck Island harbor 
 
 of refuge 
 
 East Norwalk harbor 
 Fi vemile R i ver harbor 
 Greenwich harbor — 
 Housatonic river 
 Milford harbor.. 
 Mystic river 
 
 1907 
 1836 
 
 1852 
 1892 
 1874 
 1823 
 1875 
 
 1826 
 1886 
 1892 
 1905 
 1882 
 1882 
 1888 
 
 1825 
 
 1829 
 1828 
 1892 
 
 1828 
 1836 
 1880 
 1824 
 
 1826 
 1873 
 
 1829 
 1829 
 1870 
 1896 
 
 1888 
 1872 
 1872 
 
 1886 
 
 1890 
 1888 
 1852 
 
 1827 
 
 1896 
 1827 
 
 1890 
 
 1890 
 1873 
 1867 
 
 1890 
 
 1892 
 1881 
 
 1852 
 
 1899 
 1896 
 1886 
 1873 
 
 1821 
 
 1S36 
 1902 
 1830 
 1882 
 1836 
 
 1S92 
 
 1890 
 1907 
 1888 
 1896 
 1871 
 1872 
 1S90 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $125,233 
 37,000 
 
 1,500 
 30,000 
 205, 412 
 502,083 
 39,000 
 
 198, 794 
 7,500 
 10,000 
 18,000 
 
 291, 437 
 80,000 
 24,300 
 
 1,900 
 
 29,500 
 375,367 
 155,000 
 
 433,335 
 270,700 
 398,500 
 280,082 
 51,000 
 
 225,828 
 65,000 
 
 1,719,233 
 104,680 
 198,000 
 37,577 
 
 60,000 
 96,236 
 16,000 
 
 3,000 
 
 122,250 
 
 9,000 
 
 344,000 
 
 5,234,433 
 
 521,000 
 
 200,000 
 28,200 
 
 5,500 
 
 2,000 
 330,300 
 501,584 
 
 1,650,000 
 
 20,000 
 5,000 
 
 2 1,874,549 
 
 35,000 
 40,000 
 5,000 
 16,300 
 
 5,240,054 
 
 72,550 
 13,000 
 
 663,500 
 8,500 
 
 729,511 
 
 19,000 
 
 120,202 
 63,500 
 
 103,000 
 21, 767 
 
 272, 450 
 72,100 
 36,600 
 
 Up to and 
 
 including 
 
 1890. 
 
 $25,000 
 1,500 
 
 30,000 
 46,000 
 26,000 
 
 151,932 
 5,000 
 
 91,000 
 10,000 
 7,500 
 
 900 
 
 24,500 
 248,867 
 
 215, 835 
 
 53,000 
 
 257,500 
 
 178,582 
 
 8,000 
 
 190,328 
 39,000 
 
 519,233 
 63,680 
 164,000 
 
 35,000 
 89,000 
 16,000 
 
 2,000 
 
 10,000 
 
 6,000 
 
 109,000 
 
 1,538,950 
 
 375,000 
 
 28,200 
 
 5,500 
 
 2,000 
 133, 000 
 197, 000 
 
 75,000 
 
 5,000 
 703, 250 
 
 5,000 
 10,000 
 
 2,783,028 
 
 1891 to 
 1906, in- 
 clusive. 
 
 $12,000 
 
 25,000 
 
 175, 412 
 
 456,083 
 
 3,000 
 
 46,862 
 2,500 
 10,000 
 18,000 
 200, 437 
 40,000 
 16,800 
 
 1,000 
 
 5,000 
 126, 500 
 125,000 
 
 175,000 
 117,700 
 141,000 
 101,500 
 43,000 
 
 30,500 
 26,000 
 
 1,100,000 
 41,000 
 34,000 
 37,577 
 
 25,000 
 7,236 
 
 1,000 
 
 102, 750 
 
 3,000 
 
 235,000 
 
 3,216,149 
 
 126,000 
 170,000 
 
 112,300 
 169,000 
 
 1,475,000 
 
 12,000 
 
 1,080,549 
 
 25,000 
 40,000 
 
 6.300 
 2,000,526 
 
 61,550 
 
 ""266*666" 
 
 6,500 
 3520,511 
 
 143,500 
 47, 100 
 10,000 
 
 11,000 
 8,000 
 
 290,500 
 2,000 
 
 164, 000 
 
 19,000 
 95, 202 
 
 23,000 
 21,767 
 108,950 
 25,000 
 26,600 
 
 March 2, 
 1907. 
 
 $125,233 
 
 5,000 
 
 10,000 
 
 30,000 
 
 30,000 
 
 42,500 
 100,000 
 
 5,000 
 
 100,000 
 
 9,500 
 
 479, 334 
 
 20,000 
 30,000 
 
 85,000 
 135,584 
 
 100,000 
 
 8,000 
 
 90,750 
 10,000 
 
 456,500 
 
 5,000 
 113,000 
 
 45,000 
 
 <63,500 
 '70,000 
 (*) 
 20,000 
 
 i Shown as Edgartown harbor in 1890. 
 
 2 Includes appropriations for Green Jacket shoal. 
 
 3 Includes appropriations for Saybrook harbor. 
 
 * Includes appropriations for South Norwalk harbor. 
 
 'Includes appropriations for harbors at Stamford, Southport, Greenwich, 
 and Westport, and Saugatuck river 
 
 « Included with appropriations for Fivemile River harbor. 
 
 Table 43. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities — Continued. 
 
 STATE AND LOCALITY. 
 
 Connecticut — Continued. 
 
 New Haven harbor . . 
 
 New Haven Harbor 
 breakwater 
 
 New London harbor . 
 
 Norwalk harbor 
 
 Southport harbor 
 
 Stamford harbor 
 
 Stonington harbor. . . 
 
 Thames river 
 
 Westbrook harbor . . 
 
 West river 
 
 Westport harbor and 
 Saugatuck river 
 and harbor 
 
 Wilsons Point har- 
 bor 
 
 New York. 
 
 Bronx river 
 
 Browns creek 
 
 Canarsie Bay harbor. 
 East Chester creek. . 
 East river and Hell 
 
 Gate 
 
 Echo Bay and New 
 
 Rochelle harbor . . . 
 Flushing Bay harbor 
 
 Glencove harbor 
 
 Great South bay 13 . .. 
 
 Greenport harbor 
 
 Harlem river 
 
 Hudson river 
 
 Huntington harbor . . 
 
 Jamaica bay 
 
 Larchmont harbor.. . 
 Mamaroneck harbor. . 
 
 Mattituck harbor 
 
 Newtown creek 
 
 New York harbor 
 
 Peconic river 
 
 Peekskill harbor 
 
 Port Chester harbor. 
 Port Jefferson harbor 
 
 Rondout harbor 
 
 Sag Harbor harbor. . 
 
 Saugerties harbor 
 
 Sheepshead bay 
 
 Sumpawanus inlet . . . 
 Tarrytown harbor. . . 
 Wappinger creek 
 
 New Jersey 
 
 Alloway creek 
 
 Atlantic City harbor. 
 Cheesequake creek . . . 
 
 Cohansey river 
 
 Cold Spring inlet 
 
 Cooper creek 
 
 Cranberry inlet 
 
 Crow shoal 
 
 Dennis creek 
 
 Elizabeth river 
 
 Flat Beach 
 
 Goshen creek 
 
 Keyport harbor 
 
 Little Egg harbor. . . 
 
 Manasquan river 
 
 Mantua creek 
 
 Matawan creek 
 
 Maurice river 
 
 Newark bay 
 
 Passaic river 
 
 Raccoon creek 
 
 Ranway river 
 
 Rancocas river : 
 
 Raritan bay 
 
 Raritan river 
 
 Salem river 
 
 Shoal harbor and 
 
 Compton creek 
 
 Shrewsbury river . . . 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation. 
 
 1852 
 
 1879 
 1880 
 1829 
 1829 
 1829 
 1827 
 1821 
 1829 
 1905 
 
 1826 
 
 1888 
 
 1829 
 
 1896 
 1890 
 1880 
 1873 
 
 1852 
 
 1878 
 1879 
 1888 
 1890 
 1882 
 1875 
 1834 
 1872 
 1892 
 1890 
 1882 
 1896 
 1880 
 1868 
 1871 
 1896 
 1872 
 1852 
 1872 
 1829 
 1884 
 18S0 
 1881 
 1905 
 1890 
 
 1829 
 
 1890 
 1886 
 1880 
 1873 
 1907 
 1896 
 1852 
 1836 
 1896 
 1879 
 1829 
 1892 
 1NN2 
 183U 
 1879 
 1882 
 1881 
 1882 
 1852 
 1872 
 1SS2 
 1879 
 1881 
 1881 
 1836 
 1871 
 
 1890 
 
 1852 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $634,074 
 
 979,000 
 
 166,800 
 
 134,913 
 
 48,S76 
 
 89,211 
 
 337,454 
 
 527,900 
 
 130 
 
 38,500 
 
 32, 416 
 
 55,000 
 
 25,454,730 
 
 79,500 
 36,000 
 197,500 
 115,500 
 
 5,255,700 
 
 94, 175 
 
 135,000 
 
 72,000 
 
 110,000 
 
 46,000 
 
 1,555,000 
 
 5, 451, 745 
 
 57,000 
 
 9,460 
 
 84,000 
 
 40,000 
 
 35,000 
 
 420,900 
 
 10,999,700 
 
 25,000 
 
 31,500 
 
 91,500 
 
 159, 100 
 
 139, 300 
 
 29,650 
 
 105,000 
 
 26,000 
 
 7,000 
 
 26,000 
 
 20,500 
 
 4,184,018 
 
 29,000 
 
 5,000 
 
 46,000 
 
 91,800 
 
 311,000 
 
 37,000 
 
 1,000 
 
 1,000 
 
 5,000 
 
 60, 160 
 
 100 
 
 17,000 
 
 128,475 
 
 23,500 
 
 "46,000 
 
 97, 450 
 
 51, 120 
 
 43,000 
 
 212,000 
 
 878, 750 
 
 48,000 
 
 37,000 
 
 45,000 
 
 562,500 
 
 727,213 
 
 47,700 
 
 37,000 
 379,500 
 
 Up to and 
 
 including 
 
 1890. 
 
 $291,000 
 
 490,000 
 19,800 
 83,080 
 
 '31,087 
 20,100 
 
 314,954 
 
 374, 300 
 «130 
 
 ■ 19, 416 
 
 55,000 
 
 9,771,543 
 
 13,327,877 
 
 12, 000 
 48,000 
 69,000 
 
 4, 130, 700 
 
 65,175 
 105,000 
 35,000 
 15,000 
 35,000 
 730,000 
 1,725,538 
 32,500 
 
 5,000 
 15,000 
 
 142,500 
 
 2,245,280 
 
 25,000 
 
 37,000 
 
 105,200 
 
 105,500 
 
 150 
 
 42,000 
 
 26,000 
 
 7,000 
 
 13,000 
 1,913,038 
 
 32, 
 
 30, 
 
 23, 
 
 41, 
 
 3. 
 
 23. 
 
 43. 
 
 12, 
 
 378. 
 
 3. 
 
 37. 
 
 30. 
 
 222: 
 
 »585: 
 
 14 
 
 5,000 
 224,500 
 
 1891 to 
 1906, in- 
 clusive. 
 
 $333,074 
 
 389,000 
 147,000 
 51,833 
 17,889 
 69, 111 
 22,500 
 123,600 
 
 38,500 
 
 13,000 
 
 56,500 
 19, 000 
 24,500 
 40,500 
 
 "875,000 
 
 17,000 
 
 30,000 
 
 37,000 
 
 93,000 
 
 11,000 
 
 675,000 
 
 3,476,207 
 
 24,500 
 
 9,460 
 
 65,000 
 
 25,000 
 
 35,000 
 
 273, 400 
 
 7,292,610 
 
 25,500 
 48,000 
 53,900 
 33,800 
 29,500 
 43,000 
 
 10,000 
 4,500 
 
 1,433,730 
 
 18,000 
 
 6,000 
 
 37,000 
 
 5,000 
 18, 160 
 
 17,000 
 30,000 
 
 5,000 
 60,000 
 27, 620 
 
 447, 000 
 30,000 
 
 15,000 
 
 315,000 
 
 142, 000 
 
 4,200 
 
 32, 000 
 145,000 
 
 March 2, 
 1907. 
 
 $10,000 
 100,000 
 
 h 
 
 '30,'666 
 
 (•) 
 
 2,355,310 
 
 23,000 
 
 5,000 
 
 M125,000 
 
 6,000 
 
 250,000 
 
 12,000 
 (») 
 
 2,000 
 
 150,000 
 250,000 
 
 m 
 
 14,000 
 
 (») 
 5,000 
 11 1,461, 810 
 
 "6,000 
 6,500 
 
 m 
 
 (16, 
 ( 1! ) 
 
 20,000 
 
 16,000 
 3,000 
 
 837,250 
 
 5,000 
 
 (") 
 
 55,800 
 311,000 
 
 (17) 
 
 " 8 68,666 
 
 34,450 
 (") 
 
 200,000 
 53,000 
 15,000 
 
 25,000 
 (") 
 29,000 
 
 (") 
 10,000 
 
 'Includes $10,587 shown for Mill river in 1890. 
 
 e For survey. 
 
 s Includes $1,000 shown for Cedar Point beach in 1890. 
 
 10 Includes appropriations for harbors at Port Jefferson, Mattituck, Hunting- 
 ton, Flushing Bay, and Sag Harbor. 
 
 n Includes $40,000 appropriated for Wallabout channel. 
 12 Included with appropriation for Canarsie Bay harbor. 
 " Shown as Patchogue river in 1890. 
 n Includes appropriation for two suction dredges. 
 
 1 5 Includes appropriation for Rondout harbor. 
 
 1 6 Included with appropriation for Peekskill harbor. 
 1? Included with appropriation for Keyport harbor. 
 
 is Includes appropriations for Elizabeth, Raritan, and South rivers, Cheese- 
 quake and Matawan creeks, and Shoal harbor and Compton creek. 
 
 1 9 Includes $2,000 shown for Squan river in 1890. 
 
 20 Includes $13,963 shown for New Brunswick harbor in 1890. 
 
82 
 
 TRANSPORTATION BY WATER. 
 
 Table 43. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities — Continued. 
 
 STATE AND LOCALITY. 
 
 New Jersey— Continued. 
 
 South river 
 
 Tuckerton creek 
 
 Woodbridge creek. . . 
 Woodbury creek 
 
 Pennsylvania. 
 
 Chester creek 
 
 Frankford creek 
 
 Schuylkill river 
 
 Susquehanna river, 
 North branch 
 
 Delaware. . 
 
 Appoquinimink river. 
 
 Broad Creek river. 
 
 Broadkilt river 
 
 Delaware bay, harbor 
 of refuge 
 
 Delaware Bay break- 
 water 
 
 Delaware B ay ice har- 
 bor 
 
 Indian river 
 
 Lewes, pier at 
 
 Mispillion river 
 
 Murderkill river 
 
 St. Jones river 4 
 
 Smyrna river 
 
 Wilmington harbor . 
 
 District of Columbia 
 
 Anacostia river. 
 Potomac river.. 
 
 Maryland . 
 
 Annapolis harbor. 
 
 Baltimore harbor and 
 Patapsco river 
 
 Battery Island piers 
 
 Breton Bay harbor 8 
 
 Cambridge harbor . . 
 
 Chesapeake and Ohio 
 canal 
 
 Chesapeake Bay head- 
 waters 
 
 Chester river 
 
 Choptank river 
 
 Claiborne harbor 
 
 Corsica creek 
 
 Crisfleld harbor 
 
 Deal Island passage. . 
 
 Elk river 
 
 Fairlee creek 
 
 La Trappe river 
 
 Manokin river 
 
 Northeast river 
 
 Patuxent river 
 
 Pocomoke river 
 
 Queenstown harbor. . 
 
 Eockhall harbor 
 
 St. Jeromes creek 
 
 Susquehanna river. . . 
 
 Tred Avon river 
 
 Tyaskin creek 
 
 Warwick river ll 
 
 Wicomico river 
 
 Worton harbor 
 
 Virginia. 
 
 Accotink creek 
 
 Appomattox river 
 
 Aquia creek 
 
 Archers Hope river . . 
 
 Blackwater river 
 
 Cape Charles City 
 harbor 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation 
 
 1871 
 1902 
 1879 
 1882 
 
 1870 
 
 1881 
 1882 
 1870 
 
 1880 
 
 1822 
 
 1890 
 1880 
 1873 
 
 1822 
 
 1882 
 1882 
 1870 
 1879 
 1892 
 1881 
 1880 
 1836 
 
 1849 
 
 1890 
 1849 
 
 1880 
 
 1836 
 1886 
 
 1878 
 1871 
 
 1828 
 
 1836 
 1873 
 1880 
 1902 
 1882 
 1875 
 1881 
 1874 
 1889 
 1892 
 1890 
 1872 
 1888 
 1878 
 1871 
 1896 
 1881 
 1852 
 1S80 
 1902 
 1880 
 1872 
 1872 
 
 1829 
 
 1872 
 1852 
 1872 
 1881 
 1878 
 
 1890 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $123,000 
 36,000 
 61, 750 
 5,000 
 
 588,000 
 
 6,000 
 
 12,000 
 
 525,000 
 
 45,000 
 6,953,755 
 
 50,500 
 41,500 
 68,330 
 
 2, 239, 334 
 
 2,833,354 
 
 25,000 
 10,000 
 386,160 
 118, 650 
 40,360 
 62, 150 
 72,965 
 1,005,452 
 
 3,585,500 
 
 299,000 
 8 3,286,500 
 
 10,000 
 
 '6,602,530 
 
 17, 775 
 
 49,500 
 
 116,358 
 
 1,000,000 
 
 500 
 61, 847 
 70,885 
 16,863 
 30, 000 
 75,025 
 10,000 
 83,968 
 10,000 
 
 9,117 
 29,272 
 20,640 
 14,000 
 35,043 
 35,606 
 41,429 
 26,500 
 210,890 
 
 6,000 
 10, 158 
 23,909 
 87, 498 
 12,000 
 
 7,414,000 
 
 5,000 
 
 745, 830 
 
 33, 000 
 
 10,000 
 
 22,000 
 
 125,000 
 
 Up to and 
 
 including 
 
 1890. 
 
 $91,000 
 
 19,000 
 5,000 
 
 499,750 
 
 6,000 
 
 10,000 
 
 438, 750 
 
 45,000 
 3,533,460 
 
 5,000 
 25,000 
 35,000 
 
 2,653,354 
 
 25,000 
 
 10,000 
 
 378,500 
 
 17,000 
 
 40,000 
 8 25,000 
 319,606 
 
 2,163,500 
 
 20,000 
 2,143,500 
 
 4,583,813 
 
 10,000 
 
 2,911,830 
 17, 775 
 37,500 
 42,500 
 
 1,000,000 
 
 500 
 46, 000 
 45,000 
 
 30,000 
 37, 318 
 10, 000 
 41,500 
 10,000 
 
 7,500 
 18,000 
 11,000 
 20,500 
 14,000 
 
 26,500 
 
 162,390 
 
 6,000 
 
 6,000 
 60,000 
 12,000 
 
 3,488,380 
 
 5,000 
 
 431,250 
 
 20, 500 
 
 10,000 
 
 14, 000 
 
 25,000 
 
 1891 to 
 1906, in- 
 clusive. 
 
 $32, 000 
 24,000 
 23,750 
 
 88,250 
 
 2,000 
 86,250 
 
 3, 252, 465 
 
 32,500 
 15,000 
 
 2,239,334 
 180,000 
 
 7,660 
 61,650 
 40,360 
 19, 150 
 45,965 
 610, 846 
 
 1,037,000 
 
 152,000 
 885,000 
 
 3,487,990 
 
 9,117 
 21,772 
 2,640 
 3,000 
 14, 543 
 21,606 
 41,429 
 
 28, 500 
 
 10, 158 
 17,909 
 24, 998 
 
 3,173,566 
 
 264, 580 
 12, 500 
 
 75,000 
 
 March 2, 
 1907. 
 
 $12,000 
 19,000 
 
 '13,000 
 
 1,500 
 
 33, 330 
 
 40,000 
 ( 3 ) 
 3,000 
 2,000 
 
 75,000 
 
 385,000 
 
 127,000 
 258,000 
 
 645,510 
 
 3, 184, 200 
 
 506,500 
 
 12,000 
 
 
 13,858 
 
 = 60,000 
 
 
 
 15, 847 
 25,885 
 16, 863 
 
 (10) 
 (10) 
 (10, 
 
 
 37, 707 
 
 
 23,665 
 
 18,803 
 
 (10) 
 
 (10) 
 (10, 
 (10) 
 
 20,000 
 
 (10) 
 (10) 
 
 2,500 
 
 752,054 
 
 50,000 
 
 8,000 
 25,000 
 
 'Included with the appropriation for Keyport harbor. 
 
 3 Includes appropriation for Murderkill river. 
 
 3 Included with appropriation for Appoquinimink river. 
 
 * Shown as Jones river in 1890. 
 
 s Included $20,000 shown for Duck creek in 1890. 
 
 6 Includes all appropriations for the improvement of this river. 
 
 ' Includes appropriations for Curtis Bay channel and harbor at Southwest 
 Baltimore (Spring Garden). 
 
 8 Shown as Leonardtown harbor in 1890. 
 
 e Includes appropriations for Claiborne, Queenstown, and Rockhall harbors, 
 Chester, Choptank, La Trappe, Manokin, Pocomoke, and Warwick rivers, and 
 Tyaskin creek. 
 
 10 Included with appropriation for Cambridge harbor. 
 
 u Shown as Secretary creek in 1890. 
 
 Table 43. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities — Continued. 
 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation. 
 
 APPROPRIATIONS. 
 
 STATE AND LOCALITY. 
 
 Total. 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 
 1906, in- 
 clusive. 
 
 March 2, 
 1907. 
 
 Virginia— Continued. 
 
 1902 
 1878 
 1829 
 1878 
 1902 
 1836 
 ' 1894 
 
 1892 
 1880 
 1899 
 1896 
 1873 
 1881 
 1873 
 1876 
 1880 
 1870 
 1879 
 1880 
 1880 
 1852 
 1879 
 1880 
 1879 
 1880 
 
 1826 
 
 1852 
 1836 
 1905 
 1886 
 
 1829 
 
 1899 
 1881 
 
 1878 
 189d 
 1881 
 1890 
 1890 
 1882 
 1878 
 1836 
 1826 
 
 1836 
 1829 
 1876 
 1871 
 1878 
 1907 
 1881 
 1879 
 1879 
 
 1836 
 
 1872 
 1880 
 1890 
 1852 
 
 1902 
 
 1888 
 1886 
 1882 
 1836 
 1880 
 1888 
 
 $19, 588 
 29,000 
 85,080 
 22,000 
 
 237,500 
 
 2,645,500 
 
 40,000 
 
 11,000 
 36,100 
 17,500 
 
 7,500 
 92,000 
 
 5,000 
 
 79,000 
 
 "2,166,282 
 
 7,000 
 58,571 
 20,511 
 20,870 
 29,900 
 438,229 
 52,500 
 10,000 
 43,500 
 299,039 
 
 6,497,872 
 
 
 $19,588 
 
 5,000 
 
 45,000 
 
 (12) 
 
 
 $24,000 
 40,080 
 22,000 
 
 
 
 Hampton river 
 
 Hampton roads 
 
 
 225,000 
 
 1,070,000 
 
 40,000 
 
 11,000 
 16,800 
 17,500 
 7,500 
 30,000 
 
 $12,500 
 200,000 
 
 1,375,500 
 
 
 Lower Maehadoc 
 
 
 
 Mattaponi river 
 
 19,300 
 
 ( ls ) 
 
 
 
 
 Nansemond river 
 
 57,000 
 5,000 
 42,500 
 
 852, 500 
 7,000 
 35,000 
 14,000 
 10,000 
 18,500 
 
 217,500 
 52, 500 
 10,000 
 21, 500 
 
 158, 750 
 
 4,096,809 
 
 5,000 
 
 Nomini creek 
 
 Norfolk harbor 
 
 Nottoway river 
 
 Occoquan creek 
 
 31,500 
 993,957 
 
 5,000 
 319,825 
 
 23,571 
 
 6,511 
 
 10,870 
 
 11,400 
 
 143,000 
 
 m 
 
 
 
 Rappahannock river . 
 
 77,729 
 
 
 
 
 
 22,000 
 91,289 
 
 1,923,500 
 
 
 
 "49,000 
 477,563 
 
 
 
 Albemarle Sound to 
 Atlantic ocean 
 
 50,000 
 "225,000 
 "250,000 
 
 22,500 
 
 4,311,979 
 
 5,000 
 75,000 
 
 23,000 
 
 25,250 
 
 6,000 
 
 18,000 
 
 15,000 
 
 11,000 
 
 369, 500 
 
 n 158, 000 
 
 238,750 
 
 188,063 
 
 7,080 
 
 13, 750 
 
 241,000 
 
 25,000 
 
 3,000 
 
 9,500 
 
 99, 500 
 
 107,000 
 
 8,730,575 
 
 50,000 
 180,000 
 
 
 
 Beaufort harbor 
 
 21,000 
 45,000 
 19,500 
 
 1,391,500 
 
 5,000 
 21,000 
 
 6,000 
 15,250 
 
 24,000 
 205,000 
 
 (18) 
 
 » 174, 000 
 
 Black river 
 
 Cape Pear river and 
 
 Northeast branch. . 
 
 Cape Lookout, har- 
 
 3,000 
 2,746,479 
 
 Contentnia creek 
 
 Edenton harbor and 
 
 ' 52,000 
 
 17,000 
 
 10,000 
 
 6,000 
 
 5,000 
 
 15,000 
 
 5,000 
 
 267, 500 
 
 113,000 
 
 223, 750 
 
 93.000 
 3; 080 
 2,500 
 138,000 
 8,000 
 
 2,000 
 
 
 
 
 
 Lockwood Folly river 
 
 13,000 
 
 
 Mackeys creek 
 
 
 Meherrin river 
 
 
 6,000 
 
 
 72,000 
 28,000 
 15,000 
 
 83,500 
 
 4,000 
 
 11,250 
 
 100,000 
 
 15,000 
 
 z° 30, 000 
 17,000 
 
 
 Ocracoke inlet 
 
 Pamlico and Tar riv- 
 
 11,563 
 
 Pasquotank river 
 
 Perquimans river 
 
 
 Roanoke river 
 
 Scuppernong river 
 
 Shalfotte river 
 
 3,000 
 2,000 
 3,000 
 
 Town creek 
 
 1,000 
 55,500 
 102,000 
 
 3,035,500 
 
 8,500 
 
 44,000 
 
 5,000 
 
 5,392,785 
 
 
 
 m 
 
 
 
 302,290 
 
 
 Ashepoo river 
 
 1,300 
 
 5,500 
 
 33,000 
 
 4,800,200 
 
 125,290 
 
 9,500 
 437,000 
 33,785 
 48,500 
 224, 000 
 24, 700 
 
 1,300 
 
 5,500 
 
 12,500 
 
 2,352,200 
 
 
 
 Ashley river 
 
 
 
 Beaufort river 
 
 20,500 
 2,423,000 
 
 50,000 
 
 2,500 
 267,000 
 7,785 
 12,000 
 124,500 
 14,700 
 
 
 Charleston harbor . . . 
 
 Charleston to McClel- 
 
 1 a n v i 1 1 e, inland 
 
 25,000 
 
 75,290 
 
 2,000 
 23150,000 
 
 Clarkes creek and 
 
 Lynchs river 
 
 Congaree river 
 
 Edisto river 
 
 5,000 
 20,000 
 26,000 
 36, 500 
 79,500 
 10,000 
 
 Georgetown harbor. . 
 
 
 Great Pedee river 
 
 Little Pedee river 
 
 20,000 
 
 m 
 
 12 Included with appropriation for York river. 
 
 "Includes appropriation for $20,000 for a waterway from Norfolk harbor to 
 Atlantic ocean. 
 
 if Includes appropriations for Mattaponi and Pamunkey rivers, and Carters 
 and Occoquan creeks. 
 
 ls Shown as Croatan Sound in 1890. 
 
 " Includes appropriations for waterway between Beaufort and Newborn. 
 
 "Includes appropriations for waterway from Pamlico sound to Beaufort 
 inlet. 
 
 18 Included with appropriation for Cape Fear river. 
 
 18 Includes appropriation for Black river. 
 
 2° Includes appropriation for Trent river. 
 
 21 Includes appropriations for waterways between Beaufort and New river, 
 and New river and Swansboro. 
 
 22 Included with appropriation for Neuse river. 
 
 M Includes appropriations for Santee and Wateree rivers, and Estherville- 
 Mmim creek canal. 
 
 » Included with appropriation for Waccamaw river shown under miscella- 
 neous. 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 83 
 
 Table 43.— Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Atlantic 
 coast, by periods and localities — Continued. 
 
 STATE AND LOCALITY. 
 
 South Carolina— Cont'd. 
 
 Mingo creek 
 
 Salkahatchie river . . . 
 
 Santee river 
 
 Town creek and Stono 
 
 river 
 
 Wappoocut 
 
 Wateree river 
 
 Winyahbay 
 
 Georgia . 
 
 A ltamaha river 
 
 Brunswick harbor . . 
 Club and Plantation 
 
 creeks 
 
 Darien harbor 
 
 Jekyl creek 
 
 Ocmulgee river 
 
 Oconee river 
 
 Komerly marsh 
 
 St. Augustine creek . 
 
 Savannah harbor 
 
 Savannah river 
 
 Skidaway narrows . . 
 
 Florida . 
 
 Biscaynebay 
 
 Fernandina harbor.. 
 
 Indian river 
 
 Key West harbor. . . 
 
 Oklawaha river 
 
 Orange river 
 
 St. Augustine harbor 
 
 St. Johns river 
 
 Volusia bar 
 
 Miscellaneous. 
 
 Alexandria canal 
 
 Atlantic ocean to 
 Great Lakes, survey 
 
 Atlantic ocean to 
 Gulf of Mexico 
 
 Chesapeake and Del- 
 aware Bay canal.. . 
 
 Chesapeake and Del- 
 aware canal 
 
 Chesapeake bay and 
 Charleston, S. C 
 
 Chincoteague bay to 
 Delaware bay, in- 
 land waterway 
 
 Cumberland Sound. . 
 
 Dan river 
 
 Delaware river 
 
 Dismal Swamp canal. 
 
 Dismal Swamp canal 
 and N. C. Sound 
 
 Little Narragansett 
 bay 
 
 Lumber river 
 
 Nanticoke river 
 
 New river 
 
 Norfolk and Albe- 
 marle Sound 
 through Currituck 
 Sound. 
 
 Norfolk to North 
 Carolina sounds via 
 Pasquotank river . . 
 
 North Landing river 
 
 Powcatuck river 
 
 Philadelphia harbor. . 
 
 St. Marys to St. 
 Johns river 
 
 Savannah to Fernan- 
 dina 
 
 Shenandoah river 
 
 Staten Island channel 
 
 Transportation 
 routes to seaboard . 
 
 Waccamaw river 
 
 General appropria- 
 tions 
 
 Date of 
 earli- 
 est ap- 
 propri- 
 ation. 
 
 1888 
 1882 
 1881 
 
 1870 
 1881 
 1881 
 1886 
 
 1826 
 
 1881 
 1836 
 
 1907 
 1878 
 1888 
 1876 
 1878 
 1882 
 1879 
 1826 
 1880 
 1905 
 
 1829 
 
 1874 
 1844 
 1882 
 1835 
 1902 
 1829 
 1852 
 1880 
 
 1802 
 
 1837 
 
 1895 
 
 1826 
 
 1881 
 
 1825 
 
 1837 
 
 1880 
 1S80 
 
 1826 
 1894 
 
 1876 
 1888 
 
 1876 
 
 1899 
 1879 
 1871 
 
 1828 
 
 1892 
 1880 
 
 1874 
 
 1874 
 1880 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $17,300 
 
 18,000 
 
 314,750 
 
 7,500 
 
 2120,500 
 
 97, 500 
 
 2,412,250 
 
 10,590,938 
 
 200,000 
 891,650 
 
 20,000 
 
 4 271,366 
 
 24,000 
 
 350, 500 
 
 168, 750 
 
 42,109 
 
 5,000 
 
 7,999,563 
 
 563,000 
 
 55,000 
 
 5,755,320 
 
 416, 500 
 139,000 
 86,500 
 712,500 
 49,000 
 5,000 
 104, 570 
 4,203,250 
 39,000 
 
 21,054,461 
 
 300,000 
 495,000 
 50, 400 
 25,000 
 450,000 
 10,000 
 
 193,750 
 
 3,387,500 
 
 50, 500 
 
 '9,665,841 
 
 230,000 
 
 5,000 
 
 36,000 
 
 19,000 
 
 25,000 
 
 112, 000 
 
 237, 900 
 
 262, 870 
 
 55, 500 
 
 175, 500 
 
 3,950,000 
 
 78,000 
 
 135, 000 
 
 17,500 
 
 681, 500 
 
 210,000 
 145, 700 
 
 50, 000 
 
 Up to and 
 
 including 
 
 1890. 
 
 $10, 000 
 18,000 
 129, 750 
 
 7,500 
 
 43", 000 
 
 60,000 
 
 218, 750 
 
 2,884,172 
 
 80, 000 
 172, 500 
 
 33,000 
 
 12, 500 
 
 109, 500 
 
 70,000 
 
 42,109 
 
 5,000 
 
 2,204,563 
 
 155, 000 
 
 1,352,570 
 
 « 24, 000 
 
 6,500 
 
 92, 500 
 
 20,000 
 
 88,570 
 
 1,095,000 
 
 26,000 
 
 6, 509, 991 
 
 300,000 
 
 50, 400 
 
 20,000 
 
 450,000 
 
 10, 000 
 
 118, 750 
 
 592, 500 
 
 50,500 
 
 2,868,841 
 
 230,000 
 
 36, 000 
 10,000 
 10,000 
 112,000 
 
 152, 500 
 
 55,500 
 88,600 
 705,000 
 
 78,000 
 
 17, 500 
 216,000 
 
 210, 000 
 77, 900 
 
 50,000 
 
 1891 to 
 1906, in- 
 clusive. 
 
 $7,300 
 
 185,000 
 
 77,500 
 
 37, 500 
 
 2,163,500 
 
 7,097,116 
 
 70,000 
 572,500 
 
 238,366 
 11,500 
 
 216,000 
 98, 750 
 
 5,495,000 
 
 375, 000 
 
 20,000 
 
 3,462,250 
 
 316, 500 
 
 71,000 
 420,000 
 14,000 
 2,000 
 16,000 
 2,611,750 
 11,000 
 
 13,431,470 
 
 82, 400 
 
 March 2, 
 1907. 
 
 (') 
 
 $30,000 
 609,650 
 
 3 50,000 
 146, 650 
 
 20,000 
 
 25,000 
 ( 6 ) 
 
 300,000 
 33,000 
 35,000 
 
 940,500 
 
 100,000 
 115,000 
 9,000 
 200,000 
 15,000 
 ' 3, 000 
 
 496, 500 
 2,000 
 
 1,113,000 
 
 495, 000 
 
 
 
 
 5,000 
 
 
 
 
 
 
 75, 000 
 
 
 2,720,000 
 
 75,000 
 
 5,852,000 
 
 945,000 
 
 5,000 
 
 
 
 
 9,000 
 
 
 13,000 
 
 2,000 
 
 257,870 
 
 5,000 
 
 53,900 
 3,245,000 
 
 33,000 
 
 
 105, 000 
 
 30,000 
 
 465, 500 
 
 
 
 
 47,800 
 
 = 20,000 
 
 i Included with appropriation for Congaree river. 
 
 s Includes appropriations for inland waterway between Charleston and 
 Beaufort. 
 
 s Includes appropriation for Oconee river. 
 
 < Includes appropriations for Doboy bar. 
 
 « Included with appropriation for Altamaha river. 
 
 « Appropriations lor inside passage between Fernandina and St. Johns river. 
 
 'Includes appropriations for Caloosahatchee river and Charlotte harbor 
 which appear in Table 44. _ ^ ^ ,,, 
 
 s Includes appropriations for harbors at Newcastle, Port Penn, Chester, 
 Marcushook, and Fort Mifflin. 
 
 ' Includes appropriation for Little Pedee river, South Carolina. 
 
 Table 44. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Gulf of 
 Mexico, by periods and localities. 
 
 STATE AND LOCALITY. 
 
 Total. 
 
 Georgia. 
 
 Etowah river 
 
 Flint river 
 
 Oostanaula and 
 Cossawattee rivers 
 
 Florida. 
 
 Bay 
 
 Anclote river 
 Apalachicola 
 
 harbor 
 
 Apalachicola river 
 Blackwater river. . 
 Caloosahatchee river 
 Carrabelle bar and 
 
 harbor 
 
 Cedar Keys harbor. . 
 
 Charlotte harbor 
 
 Chipola river 
 
 Crystal river 
 
 Dredge boats 
 
 Hillsboro bay and 
 
 river 
 
 Holmes river 
 
 Klssimmee river 
 
 Manatee river 
 
 Ocklocknee river 
 
 Pensacola harbor . . . 
 St. Marks river and 
 
 harbor 
 
 Sarasota bay 
 
 Suwanee river 
 
 Tampa bay 
 
 Yellow river 
 
 Withlacoochee river. 
 
 Alabama 
 
 Alabama river 
 
 Cahaba river 
 
 Mobile bay, harbor, 
 
 and river 
 
 Tallapoosa river . . . 
 
 Biloxi bay and har- 
 bor 
 
 Bluff creek 
 
 Chickasawhay river. 
 
 Gulfport-Sbip Island 
 harbor channel 
 
 Horn Island pass 
 
 Homochitto river. . . 
 
 Leaf river 
 
 Noxubee river 
 
 Old Town creek 
 
 Pascagoula river and 
 Horn Island har- 
 bor 
 
 Pearl river 
 
 Ship Island pass 
 
 Wolf and Jordan 
 rivers 
 
 Louisiana. 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 Amite river and 
 Bayou Manchac. . . 
 
 Bogue Chitto , 
 
 Calcasieu river and 
 
 pass 
 
 Chefuncte river and 
 
 Bogue Falia , 
 
 Cortableau bayou... 
 
 Delta and passes of 
 
 the Mississippi 
 
 river 
 
 Franklin - Mermen- 
 tau inland water- 
 way 
 
 Johnsons bayou 
 
 Lafourche bayou 
 
 Mermentau river 
 
 Plaquemine bayou . . 
 
 1826 
 1874 
 
 1876 
 1874 
 
 1899 
 
 1833 
 1828 
 1899 
 
 1882 
 
 1896 
 1872 
 1881 
 1835 
 1902 
 
 1899 
 1882 
 1902 
 1882 
 1833 
 1878 
 
 1828 
 1890 
 1839 
 1880 
 1839 
 1881 
 
 1826 
 
 1826 
 1882 
 
 1882 
 1890 
 1890 
 
 1884 
 1894 
 1899 
 1890 
 1880 
 1882 
 
 1827 
 1879 
 
 1899 
 
 1907 
 1829 
 
 1880 
 1890 
 
 1872 
 
 1872 
 1880 
 
 1829 
 
 1907 
 1899 
 1852 
 1892 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $64,292,362 
 
 315, 456 
 
 1,300 
 281,000 
 
 33,156 
 
 4,176,785 
 
 20,000 
 
 -388,850 
 119,750 
 20,000 
 37,100 
 
 129,204 
 104,500 
 119,000 
 20,000 
 50,000 
 70,000 
 
 723,350 
 
 16,000 
 
 27,221 
 
 140,052 
 
 5,000 
 
 1,145,957 
 
 37,530 
 55,000 
 82,658 
 
 740,013 
 500 
 
 125,100 
 
 6,124,631 
 
 719,000 
 45,000 
 
 5,316,631 
 44,000 
 
 2,056,207 
 
 73,000 
 
 1,000 
 
 23,750 
 
 261,416 
 145, 162 
 24,000 
 23,000 
 62,000 
 3,000 
 
 1,093,168 
 
 276,711 
 
 40,000 
 
 30,000 
 
 20,583,913 
 
 42,494 
 62,000 
 
 18,806 
 58,700 
 
 89,292 
 
 5,000 
 
 262,500 
 
 27, 915 
 
 1,875,000 
 
 Up to and 
 
 including 
 
 1890. 
 
 $21,065,470 
 
 202,300 
 
 1,300 
 175,000 
 
 26,000 
 
 126,350 
 57,500 
 
 27,600 
 
 104,500 
 48,000 
 9,000 
 
 34,000 
 
 5,000 
 
 275,000 
 
 37,530 
 5,000 
 56,000 
 120,000 
 500 
 23,900 
 
 2,264,331 
 
 185,000 
 37,500 
 
 U, 997, 831 
 44,000 
 
 463,819 
 
 45,000 
 1,000 
 5,000 
 
 21, 194 
 
 5,000 
 53,000 
 3,000 
 
 161,500 
 169, 125 
 
 8,508,462 
 
 23,800 
 5,000 
 
 131,500 
 
 12,500 
 31,200 
 
 7,798,062 
 
 132,500 
 
 200,000 
 
 1891 to 1906. 
 inclusive. 
 
 $38,027,940 
 
 88,156 
 
 81,000 
 
 7,156 
 
 2,764,074 
 
 20,000 
 
 177,500 
 
 37,250 
 
 15,000 
 
 9,500 
 
 69,204 
 
 71,000 
 11,000 
 25,000 
 70,000 
 
 723,350 
 
 4,000 
 
 15,000 
 
 35,342 
 
 770,957 
 
 27,500 
 26,658 
 620,013 
 
 35,800 
 3,410,300 
 
 334,000 
 7,500 
 
 3,068,800 
 
 1,071,888 
 
 19,000 
 
 18, 750 
 
 165,222 
 
 136, 162 
 
 20,000 
 
 18,000 
 
 9,000 
 
 571,668 
 74,086 
 40,000 
 
 10,619,659 
 
 18,694 
 23,000 
 
 480,000 
 
 6,306 
 27,500 
 
 8,255,544 
 
 2,500 
 
 130,000 
 
 27, 915 
 
 1,575,000 
 
 March 2, 
 1907. 
 
 $5, 198, 952 
 
 25,000 
 
 25,000 
 
 472,831 
 
 (>) 
 
 85,000 
 225,000 
 5,000 
 (») 
 
 60,000 
 
 h 
 
 625,000 
 
 2,000 
 12,221 
 70, 710 
 
 100,000 
 
 22,500 
 
 65,400 
 450,000 
 
 200,000 
 
 250,000 
 520,500 
 
 9,000 
 
 (') 
 
 75,000 
 9,000 
 4,000 
 
 (') 
 
 '360,000 
 33,500 
 
 30,000 
 1,455,792 
 
 u 34, 000 
 25,000 
 
 ( 9 ) 
 
 1,050,000 
 
 89, 292 
 2,500 
 
 100,000 
 
 1 Included with appropriation for Crystal river. 
 
 2 Includes appropriation for Chipola river. 
 
 3 Included with appropriation for Orange river in Table 43. 
 * Included with appropriation for Apalachicola river. 
 
 s Includes appropriation for Anclote and Suwanee rivers. 
 
 « Includes appropriation of $18,000 made for Pass au Heron in 1828. 
 
 ' Included with appropriation for Pascagoula river. 
 
 8 Includes appropriations for Chickasawhay and Leaf rivers, and for dredges. 
 
 9 Included with appropriation for Bogue Chitto. 
 
 i° Includes appropriations for Amite, Chefuncte, and Tickfaw rivers, Bayou 
 Manchac, and Bogue Falia. 
 
 " Included with appropriation for Vermilion bayou. 
 
84 
 
 TRANSPORTATION BY WATER. 
 
 Table 44. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Gulf of 
 Mexico, by periods and localities — Continued. 
 
 STATE AND LOCALITY. 
 
 Louisiana— Continued. 
 Pontchartrain Lake 
 
 harbor 
 
 Tangipahoa river . . 
 
 Teche Dayou 
 
 Terrebonne bayou . . 
 
 Tickf aw river 
 
 Vermilion bayou 
 
 Texas 
 
 Anahuac channel. . . 
 
 Aransas pass and 
 bay 
 
 Brazos river 
 
 Brazos-S a n t i a g o 
 harbor 
 
 Cedar bayou 
 
 Colorado river of 
 Texas 
 
 Double Point bayou 
 
 Galveston and Bra- 
 zos canal 
 
 Galveston Bay ship 
 channel, Buffalo 
 bayou, and Mor- 
 gan canal 
 
 Galveston harbor. . . 
 
 Galveston harbor to 
 Texas City channel 
 
 Galveston sea wall. . 
 
 Inland waterway, 
 Texas coast 
 
 Neches river 
 
 Pass Cavallo harbor 
 and inlet 5 
 
 Port Bolivar chan- 
 nel 
 
 Rio Grande river 
 
 Sabine Pass harbor . 
 
 Sabine river 
 
 Sabine and Neches 
 rivers 
 
 San Antonio river. . . 
 
 Surveys 
 
 Trinity river 
 
 West Galveston Bay 
 channel 
 
 Miscellaneous. 
 
 Black Warrior, War- 
 rior, and Tombig- 
 bee rivers 
 
 Chattahoochee river. 
 
 Choctawhatchee 
 river 
 
 Coosa river 
 
 Escambia and Cone- 
 cuh rivers 
 
 Flint, Ocmulgee, and 
 
 Chattahoochee 
 
 rivers 
 
 Gulf of Mexico deep 
 water harbor 
 
 St. Andrews bay to 
 Bon Secours 
 
 Water hyacinths, 
 removal of 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 1852 
 1872 
 1829 
 1880 
 
 1881 
 1880 
 
 1879 
 
 1880 
 
 1878 
 1890 
 
 1852 
 1902 
 
 1872 
 1870 
 
 1899 
 1904 
 
 1907 
 1878 
 
 1876 
 
 1907 
 1876 
 1852 
 1878 
 
 1899 
 1852 
 1852 
 1852 
 
 1872 
 
 1835 
 
 ■1876 
 1833 
 
 1852 
 1889 
 1894 
 1899 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $25,000 
 
 11, 500 
 251,700 
 38,800 
 14,000 
 61, 100 
 
 23,249,419 
 
 6,100 
 
 1,296,250 
 939,243 
 
 253,500 
 39,250 
 
 20,000 
 6,953 
 
 69,517- 
 
 3, 186, 
 10,523, 
 
 310, 
 750, 
 
 133, 
 33, 
 
 50, 
 
 21, 
 
 3,942, 
 
 50, 
 
 546, 
 1, 
 5, 
 
 651, 
 
 000 
 
 85,682 
 
 4,764,162 
 734,650 
 
 203,300 
 1,656,359 
 
 165,500 
 
 10,000 
 
 2,000 
 
 3,000 
 
 246,980 
 
 Up to and 
 
 including 
 
 1890. 
 
 $25,000 
 11,500 
 80,700 
 38,800 
 8,000 
 9,900 
 
 6,579,902 
 
 581,250 
 158, 750 
 
 253,500 
 18, 150 
 
 20,000 
 
 * 877, 767 
 2,778,000 
 
 33,000 
 327, 500 
 
 21, 735 
 
 1,411,750 
 
 32,000 
 
 1,500 
 
 5,000 
 
 60,000 
 
 2,106,776 
 
 818,250 
 247,000 
 
 122,500 
 824,026 
 
 80,000 
 
 10,000 
 2,000 
 3,000 
 
 1891 to 1906 
 inclusive. 
 
 $41,000 
 
 6,000 
 26, 200 
 
 15,055,688 
 
 6,100 
 
 515,000 
 595, 493 
 
 6,953 
 69 517 
 
 1,908,480 
 7,445,000 
 
 250,000 
 750,000 
 
 2,371,000 
 18,000 
 
 546,500 
 
 516,863 
 
 35,682 
 
 5,018,175 
 
 3, 565, 912 
 337, 650 
 
 70, 800 
 782,333 
 
 39,500 
 
 221, 980 
 
 March 2, 
 1907. 
 
 $130,000 
 
 8 25,000 
 1,613,829 
 
 200,000 
 185,000 
 
 « 
 
 (») 
 
 400,000 
 300,000 
 
 60,000 
 133,829 
 
 50,000 
 
 "i60,"666 
 
 75,000 
 «50,000 
 661,000 
 
 380,000 
 150,000 
 
 10,000 
 50,000 
 
 25,000 
 
 "Included with appropriation for Bogue Chitto. 
 
 2 Includes appropriation for Mermentau river. 
 
 3 Included with appropriation for West Galveston Bay channel. 
 
 * Includes $92,317 paid for Morgan cut and canal. 
 ' Shown as Matagorda bay in 1890. 
 
 • Includes appropriations for Anahuac channel, Cedar bayou, and Galveston 
 and Brazos canal. 
 
 Louisiana ranks third mainly on account of the cost 
 of improving the mouth of the Mississippi river, for 
 which work over $17,000,000 have been spent. The 
 appropriations made for the ports and streams of Mas- 
 sachusetts aggregate $14,619,077. The sums expended 
 in Pennsylvania seem especially small, but it will be 
 seen that the appropriations for the Philadelphia har- 
 bor, $3,950,000, and for the Delaware river, $9,665,841, 
 are not included in the Pennsylvania appropriations 
 shown in Table 43. 
 
 The improvement of Boston harbor has cost $7,947,- 
 947 and about $5,500,000 have been spent on the Hud- 
 son river improvement. About $11,000,000 have been 
 devoted to New York harbor, not including $5,255,700 
 used upon the East river and Hell Gate and $1,555,000 
 spent on the Harlem river. These three appropria- 
 tions, which do not include all the money actually used 
 in improving the port of Greater New York, amount to 
 $17,810,400. For the construction of the breakwater 
 and harbor of refuge at the mouth of the Delaware, 
 $5,072,688 have been spent. In addition to this, the 
 Delaware improvements to date, as stated above, have 
 cost $9,665,841. 
 
 The improvements made in Virginia have been 
 mainly upon the James river and Norfolk harbor, to 
 which two objects $4,811,782 have been given. Two- 
 thirds of the amount received by North Carolina has 
 been spent upon the Cape Fear river and the Northeast 
 branch. Over one-half of the money used in South 
 Carolina has been devoted to Charleston harbor, which 
 has cost $4,800,200. Over four-fifths of the appropri- 
 ations received for the harbors and ports of Georgia 
 has been used in dredging the Savannah river and 
 harbor. The larger part of Florida's Atlantic coast 
 appropriations has been spent upon the St. Johns river, 
 for the purpose of giving Jacksonville ready access to 
 the sea. Of the numerous ports of Florida, Pensacola 
 harbor has received the greatest amount. The appro- 
 priations made for the improvement of the Alabama 
 harbors and waterways have been used mainly in Mo- 
 bile bay and harbor and in improving the Black War- 
 rior, Warrior, and Tombigbee rivers. The improve- 
 ments at Mobile have cost $5,316,631, and the expendi- 
 ture to date upon the Black Warrior, Warrior, and 
 Tombigbee rivers is $4,764,162. In the case of all of 
 these improvements the appropriations have been 
 made mainly since 1890. 
 
 Of the relatively small total appropriation made to 
 improve the harbors of the state of Mississippi, over 
 one-half has been required for the Pascagoula river and 
 Horn Island harbor. In the case of Louisiana, 83.1 
 per cent of the total appropriations was devoted to 
 improving the delta and passes of the Mississippi river. 
 About 45.3 per cent of the appropriations for the Texas 
 harbors has been given to Galveston, but nearly 
 $4,000,000 have been spent upon Sabine pass, and 
 $1,296,250 have been required by the Aransas pass and 
 bay. 
 
 CONCLUSION. 
 
 The figures presented in this section show clearly 
 that the American coastwise marine on the Atlantic 
 and the Gulf of Mexico has made large progress since 
 the census of 1889 was taken. In the service per- 
 formed, both in the transportation of passengers and in 
 the movement of freight, large gains have been made. 
 This progress is certain to continue and there are evi- 
 dences that the future growth will be more rapid than 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 85 
 
 the past has been. Until recent years most of the 
 American coastwise traffic has been handled by sailing 
 vessels, mainly schooners. Although this type of craft 
 has been highly efficient, it is much inferior to the mod- 
 ern steamer as a carrier of passengers and freight. The 
 steamer is being substituted for the sailing vessel, be- 
 cause of the increasing importance put upon the move- 
 ment of traffic in accordance with definite time sched- 
 ules. Modern business organization places an increas- 
 ing value upon time. This is true not only for the pas- 
 senger and package freight services but also for the 
 movement of bulk cargo, such as lumber and coal. 
 Nearly all of the heavy coal traffic now moved from 
 Norfolk and 'Philadelphia to New York and New Eng- 
 land ports is handled in barges, towed by powerful 
 ocean-going tugs, each tug taking two or three barges. 
 The rapidity with which the steamer and the barge 
 are taking over the coastwise traffic is illustrated by 
 Mr. William Barclay Parsons in a paper recently pub- 
 lished. 1 He states that "in 1902 there arrived in Bos- 
 ton from domestic ports south of Cape Cod 1,033 
 steamers, 1,209 sailing vessels, 909 tugs, and 1,879 
 barges; total, 5,030. In 1906, four years later, there 
 were 1,148 steamers, 900 sailing vessels, 1,166 tugs, 
 and 2,458 barges; total, 5,672. The aggregate vessel 
 tonnage of the former year was a little over 5,000,000 
 tons, and of the latter nearly 7,000,000 tons." These 
 figures show a decrease in the sailing vessels of 25.6 per 
 cent and an increase in barges of 30.8 per cent. There 
 was a relatively small increase in the number of steam- 
 ers, but the increase in steam tonnage was much larger 
 than the gain in the number of ships would show. In 
 
 1 Paper on "Cape Cod Canal," in volume on American Water- 
 ways. This volume constitutes the Annals of the American Acad- 
 emy of Political and Social Science, January, 1908, Vol. XXXI, 
 page 90. 
 
 1902 the total of all entrances at Boston, including both 
 coastwise and foreign traffic, was divided among four 
 classes of vessels as follows: Steamers, 20.5 per cent; 
 sailing vessels, 24 per cent; tugs, 18.1 per cent; and 
 barges, 37.4 per cent. In 1906 the percentages were: 
 Steamers, 20.2; sailing vessels, 15.9; tugs, 20.6; and 
 barges, 43.3. Thus during this period of four years the 
 percentages of sailing vessels declined from 24 to 15.9, 
 while the proportion of barges rose from 37.4 per cent 
 to 43.3 per cent of the total. It is not to be inferred 
 from this statement that the sailing vessel may be ex- 
 pected to disappear from the American merchant ma- 
 rine; it will be used with profit in minor traffic services 
 for a long time to come — possibly it will always be the 
 most economical carrier for some kinds of traffic. 
 
 The growing volume of coastwise traffic, the steady 
 substitution of steamers for sailing vessels, and the an- 
 nual congestion of rail traffic during the autumn months 
 of the year have brought about a strong agitation for 
 the further improvement of the harbors of the Atlantic 
 coast and the Gulf of Mexico and for their connection, 
 as far as practicable, by a chain of inland waterways 
 which will reduce the distance between ports and lessen 
 the risk of loss of life and property incurred in navigat- 
 ing the open sea. The passage from New York to Bos- 
 ton and that around Cape Hatteras are especially dan- 
 gerous, and annually heavy sacrifices of ships and 
 human lives are made. Humanitarian motives, mili- 
 tary reasons, and commercial advantages unite in em- 
 phasizing the importance of increasing the safety and 
 facility of the coastwise traffic of the Atlantic and Gulf 
 coasts. So far as it is technically possible and finan- 
 cially practicable, the improvement of these facilities 
 may be expected to accompany the progress of Ameri- 
 can industry and commerce. 
 
86 
 
 TRANSPORTATION BY WATER. 
 
 Table 45.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND OWNERSHIP. 
 
 Number 
 of ves- 
 sels. 
 
 TONNAGE. 
 
 RIGGED. 
 
 HORSEPOWER OF ENGINES. 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 All 
 other. 
 
 1 
 
 
 20,032 
 
 4,851,421 
 
 4,186,451 
 
 4,858 
 
 370 
 
 183 
 
 2 
 
 1,712,382 
 
 45,932 
 
 64 
 
 
 Steam 
 
 2 
 
 5,413 
 
 1,457,894 
 
 972,320 
 
 4,858 
 
 370 
 
 183 
 
 2 
 
 1,712,382 
 
 45, 932 
 
 64 
 
 3 
 
 1,523 
 1,690 
 
 270 
 1,577 
 
 353 
 
 1,045,811 
 148,992 
 162,834 
 70, 461 
 29,796 
 
 704, 560 
 90,021 
 
 113,531 
 45,228 
 18,980 
 
 1,225 
 1,606 
 
 111 
 1,573 
 
 343 
 
 194 
 
 11 
 
 156 
 
 1 
 
 8 
 
 104 
 
 73 
 
 1 
 
 3 
 
 ,2 
 
 2 
 
 992,963 
 381,051 
 158, 140 
 142, 203 
 38, 025 
 
 10,214 
 
 1,506 
 
 195 
 
 30,706 
 3,311 
 
 56 
 8 
 
 4 
 
 
 5 
 
 
 6 
 
 
 7 
 
 
 
 
 8 
 
 2,625 
 
 130, 963 
 
 86,571 
 
 2,531 
 
 25 
 
 68 
 
 1 
 
 221,280 
 
 37, 490 
 
 56 
 
 
 
 9 
 
 492 
 455 
 25 
 1,463 
 190 
 
 580 
 
 37,838 
 20,236 
 
 1,874 
 67,540 
 
 3,475 
 
 48,015 
 
 27,390 
 12,075 
 
 1,344 
 43,120 
 
 2,642 
 
 30,402 
 
 439 
 
 426 
 
 17 
 
 1,461 
 
 188 
 
 542 
 
 15 
 2 
 6 
 
 2 
 
 12 
 
 38 
 
 27 
 
 1 
 
 2 
 
 1 
 
 28,994 
 
 51,539 
 
 2,557 
 
 135,951 
 
 2,239 
 
 75,146. 
 
 5,784 
 
 854 
 
 46 
 
 28,591 
 
 2,215 
 
 3,866 
 
 56 
 
 in 
 
 
 11 
 
 
 12 
 
 
 13 
 
 
 14' 
 
 
 25 
 
 1 
 
 
 
 i.4 
 
 170 
 
 300 
 
 4 
 
 74 
 
 32 
 
 2,072 
 
 27,528 
 
 17, 407 
 
 199 
 
 1,717 
 
 1,164 
 
 1,244,283 
 
 18,055 
 10,109 
 
 134 
 1,267 
 
 837 
 
 832,971 
 
 145 
 291 
 2 
 74 
 30 
 
 1,668 
 
 10 
 1 
 
 15 
 9 
 
 1 
 
 20,967 
 48,237 
 
 180 
 4,937 
 
 825 
 
 1,354,536 
 
 1,827 
 245 
 12 
 
 1,468 
 314 
 
 4,221 
 
 8 
 
 lftj 
 
 
 17| 
 
 
 1S» 
 
 Yachts 
 
 IS 
 
 
 1 
 315 
 
 1 
 89 
 
 
 ?.o 
 
 
 
 
 51 
 
 845 
 
 911 
 
 216 
 
 36 
 
 64 
 
 136 
 
 977,868 
 
 107, 183 
 
 141,424 
 
 1,133 
 
 16,675 
 
 34,633 
 
 657, 452 
 
 65,061 
 
 99,238 
 
 800 
 
 10,420 
 
 22,376 
 
 628 
 
 867 
 
 78 
 
 34 
 
 61 
 
 117 
 
 167 
 7 
 
 138 
 1 
 2 
 
 18 
 
 50 
 37 
 
 
 938,305 
 
 267,805 
 
 129,890 
 
 1,090 
 
 17,446 
 
 61,420 
 
 2,583 
 407 
 137 
 614 
 480 
 
 355 
 
 8 
 
 n 
 
 
 23 
 
 Ferryboats 
 
 ?4 
 
 
 i 
 
 1 
 
 1 
 
 
 25 
 
 
 ?fi 
 
 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 27 
 28 
 
 16 
 24 
 25 
 4 
 67 
 
 5,920 
 
 2,577 
 4,166 
 19,337 
 71 
 8,482 
 
 1,132,905 
 
 1,663 
 2,776 
 12,815 
 41 
 5,081 
 
 1,012,197 
 
 13 
 22 
 14 
 4 
 64 
 
 2 
 2 
 11 
 
 1 
 
 
 4,697 
 
 13, 470 
 
 25,513 
 
 225 
 
 17,515 
 
 20 
 
 
 29 
 
 
 
 
 
 
 3(1 
 
 Yachts 
 
 
 
 33 
 302 
 
 
 31 
 
 
 3 
 
 
 
 32 
 
 
 
 
 
 
 
 
 
 
 
 
 
 33 
 
 4,227 
 
 1,358 
 
 335 
 
 1,105,901 
 21,046 
 5,958 
 
 987,398 
 19,317 
 5,482 
 
 
 
 
 
 
 
 
 34 
 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 
 
 
 
 Individual 
 
 
 
 
 
 
 
 
 36 
 
 4,091 
 
 338,536 
 
 298,495 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 37 
 
 2,552 
 
 1,269 
 
 270 
 
 1,189 
 
 315,669 
 
 20,038 
 
 2,829 
 
 349, 135 
 
 277,501 
 18,367 
 2,627 
 
 308,791 
 
 
 
 
 
 
 
 
 38 
 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 
 
 
 40 
 
 Firm 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 41 
 
 1,082 
 75 
 32 
 
 558 
 
 347,648 
 754 
 733 
 
 399,761 
 
 307,450 
 704 
 637 
 
 363,782 
 
 
 
 
 
 
 
 
 42 
 
 
 
 
 
 
 
 
 
 43 
 
 
 
 
 
 
 
 
 
 44 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 542 
 8 
 8 
 
 82 
 
 398,702 
 150 
 909 
 
 45, 473 
 
 362,807 
 149 
 826 
 
 41,129 
 
 
 
 
 
 
 
 
 46 
 
 
 
 
 
 
 
 
 
 4V 
 
 All other 
 
 
 
 
 
 
 
 
 48 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 51 
 6 
 25 
 
 8,699 
 
 43,882 
 
 104 
 
 1,487 
 
 2,260,622 
 
 39,640 
 
 97 
 
 1,392 
 
 2,201,934 
 
 
 
 
 
 
 
 
 50 
 
 Yachts 
 
 
 
 
 
 
 
 
 51 
 
 
 
 
 
 
 
 
 
 52 
 
 Unrigged 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 53 
 
 663 
 8,036 
 
 103,877 
 2,156,745 
 
 101,195 
 2, 100, 739 
 
 
 
 J 
 
 
 
 
 54 
 
 All other 
 
 
 
 
 
 
 
 
 55 
 
 
 1,801 
 
 374, 565 
 
 367,606 
 
 
 
 
 
 
 
 
 
 =^^=^^= 
 
 = 
 
 ^=^ 
 
 
 Canal boats 
 
 
 
 
 
 
 
 
 56 
 
 311 
 1,490 
 
 1,080 
 
 46, 040 
 328, 525 
 
 268,855 
 
 45,053 
 322, 553 
 
 261,601 
 
 
 
 
 
 
 
 
 57 
 
 All other 
 
 
 
 
 
 
 
 
 58 
 
 Firm 
 
 
 
 
 
 
 
 
 59 
 
 Canal boats 
 
 33 
 1,047 
 
 5,711 
 
 4,960 
 263,895 
 
 1,602,171 
 
 4,906 
 256,695 
 
 1,557,705 
 
 
 
 
 
 
 
 
 f:o 
 
 All other '. 
 
 
 
 
 
 
 
 
 61 
 
 
 
 
 
 
 
 
 
 62 
 
 
 319 
 5,392 
 
 107 
 
 52,877 
 1,549,294 
 
 15,031 
 
 51,236 
 1,506,469 
 
 15,022 
 
 
 
 
 
 
 
 
 63 
 
 
 
 
 
 
 
 
 
 64 
 
 Miscellaneous 
 
 
 
 
 
 
 
 
 65 
 
 
 
 
 
 
 
 
 
 , 
 
 
 66 
 
 All other 
 
 
 
 15,022 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
ATLANTIC COAST AND GULF OF MEXICO. 
 
 OCCUPATION, AND OWNERSHIP: 1906. 
 
 87 
 
 CONSTRUCTION. 
 
 Value of 
 vessels. 
 
 INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 Freight 
 
 carried 
 
 (net tons). 
 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers. 
 
 All other. 
 
 
 414 
 
 734 
 
 18,827 
 
 57 
 
 $273,105,915 
 
 $83,890,161 
 
 $25,643,332 
 
 $50, 226, 431 
 
 77, 124 
 
 $38,352,259 
 
 292,555,416 
 
 65,360,958 
 
 ] 
 
 385 
 
 608 
 
 4,388 
 
 32 
 
 193,926,327 
 
 57,803,325 
 
 25,601,845 
 
 32,039,317 
 
 45,388 
 
 24,433,617 
 
 292,292,820 
 
 19,340,893 
 
 2 
 
 156 
 140 
 
 61 
 9 
 
 19 
 
 239 
 183 
 66 
 98 
 22 
 
 1,123 
 1,363 
 
 143 
 1,449 
 
 310 
 
 5 
 4 
 
 121,136,485 
 25,894,551 
 19,970,466 
 21,290,339 
 5,634,486 
 
 48,644,095 
 9,152,820 
 
 18, 185, 239 
 
 29,693 
 
 7,386,913 
 
 5, 418, 472 
 21,272,061 
 3,184,621 
 16,040 
 2,148,123 
 
 25, 177 
 11,276 
 2,388 
 5,088 
 1,459 
 
 11,773,117 
 7,528,564 
 2,098,540 
 2,016,936 
 1,016,460 
 
 19,508,104 
 
 188,046 
 
 272,596,670 
 
 19, 109, 272 
 222, 540 
 
 3 
 4 
 
 21 
 2 
 
 
 
 e 
 
 6,410 
 
 
 
 9,081 
 
 7 
 
 37 
 
 121 
 
 2,446 
 
 21 
 
 27,444,680 
 
 1,663,148 
 
 647,556 
 
 3,622,365 
 
 9,732 
 
 4,305,969 
 
 3,945,453 
 
 1,177,705 
 
 S 
 
 8 
 19 
 1 
 
 9 
 
 7 
 16 
 
 2 
 96 
 
 477 
 420 
 22 
 1,338 
 189 
 
 533 
 
 
 2,958,232 
 3,162,964 
 
 232,450 
 20, 628, 509 
 
 462,525 
 
 4,588,052 
 
 1,530,518 
 131,220 
 
 477,689 
 
 5,830 
 
 164,037 
 
 291,367 
 
 3,046,947 
 
 28,234 
 
 14,935 
 
 240,882 
 
 4,071,578 
 
 2,238 
 
 2,198 
 
 81 
 
 4,921 
 
 294 
 
 2,726 
 
 860,988 
 1,345,830 
 
 41,515 
 1,959,421 
 
 98, 215 
 
 1,663,160 
 
 1,637,188 
 
 16,698 
 
 2,291,567 
 
 1,166,646 
 6,178 
 
 
 
 
 
 
 20 
 1 
 
 1 
 
 
 
 12 
 
 25 
 
 21 
 
 1,410 
 1,260,186 
 
 121,250 
 
 1,984,184 
 
 4,881 
 578,752 
 
 13 
 14 
 
 7 
 
 18 
 
 7 
 12 
 
 156 
 
 270 
 
 4 
 
 71 
 
 32 
 
 1,322 
 
 
 1,431,524 
 
 2,549,525 
 
 30,900 
 
 469,380 
 
 106,723 
 
 155,819,420 
 
 828, 734 
 431, 452 
 
 102,359 
 2,616 
 16,275 
 
 183,425 
 
 3,735,188 
 
 5,800 
 
 985 
 
 146,180 
 
 23,688,955 
 
 835 
 
 1,690 
 
 14 
 
 79 
 
 108 
 
 31,919 
 
 358,952 
 
 1,165,863 
 
 8,143 
 
 29, 277 
 
 100,925 
 
 17,375,127 
 
 1, 142, 406 
 
 4,178 
 
 837,600 
 
 . 575,533 
 3,219 
 
 
 
 
 
 
 
 2 
 
 1 
 
 
 
 18 
 
 
 
 
 
 
 
 301 
 
 440 
 
 9 
 
 54,869,075 
 
 24,170,421 
 
 266,162,014 
 
 17,575,890 
 
 20 
 
 140 
 100 
 56 
 
 • 224 
 
 , 148 
 58 
 
 476 
 
 659 
 
 102 
 
 36 
 
 49 
 
 87 
 
 5 
 4 
 
 116,387,729 
 
 19,233,812 
 
 17,240,669 
 
 170,750 
 
 2,786,460 
 
 6,074,175 
 
 46,273,927 
 8,590,148 
 
 17,563,353 
 
 21,247 
 
 6,585,821 
 
 4,881,289 
 14,240,853 
 2,887,415 
 
 21,979 
 
 7,245 
 
 2,029 
 
 80 
 
 586 
 
 1,011 
 
 10,483,658 
 
 4,894,544 
 
 1,615,853 
 
 25,148 
 
 355,924 
 
 1,089,361 
 
 16,311,396 
 
 167, 170 
 
 249,683,448 
 
 17,358,547 
 213, 143 
 
 21 
 22 
 ?1 
 
 
 
 
 ?4 
 
 5 
 22 
 
 10 
 26 
 
 
 5,000 
 10,916 
 
 
 i, 679, 398 
 656, 419 
 
 
 4,200 
 8,546 
 
 m 
 
 1 
 
 662,618 
 
 20,201,169 
 
 26 
 
 1 
 3 
 4 
 
 1 
 
 7 
 6 
 
 14 
 14 
 15 
 4 
 40 
 
 5,820 
 
 
 359,000 
 948, 250 
 
 2,466,447 
 21,700 
 
 2,278,778 
 
 37,520,903 
 
 10,916 
 
 41,838 
 
 62,391 
 
 249,073 
 
 263. 172 
 
 120 
 
 81,663 
 
 474,858 
 
 125 
 143 
 264 
 8 
 471 
 
 18,654 
 
 69,519 
 122,327 
 433,029 
 3,090 
 461,396 
 
 6,687,314 
 
 417, 114 
 
 8,546 
 
 
 
 •>R 
 
 
 
 620,780 
 
 19,784,055 
 
 
 ■>9 
 
 
 
 
 SO 
 
 14 
 24 
 
 12 
 52 
 
 1 
 
 24 
 
 
 
 
 
 31 
 
 19,542,231 
 
 24,926 
 
 22,128 
 
 18,637,842 
 
 32 
 
 22 
 2 
 
 35 
 
 17 
 
 4,168 
 
 1,317 
 
 335 
 
 2 
 22 
 
 33,213,849 
 
 3,775,743 
 
 531,311 
 
 19,541,366 
 
 23,126 
 
 284,690 
 
 2,681 
 
 187,487 
 
 16,374 
 
 1,835 
 
 445 
 
 6,016,394 
 524,374 
 146,546 
 
 20,688 
 
 18,630,901 
 
 33 
 
 '14 
 
 865 
 
 1,800 
 
 1,440 
 
 6,941 
 
 35 
 
 
 
 
 
 6 
 
 18 
 
 4,044 
 
 23 
 
 13,245,424 
 
 6,613,206 
 
 23,156 
 
 362,668 
 
 9,775 
 
 2,888,624 
 
 20,083 
 
 5,232,701 
 
 36 
 
 4 
 2 
 
 1 
 17 
 
 2,545 
 
 1,229 
 
 270 
 
 1,183 
 
 2 
 • 21 
 
 9,342,066 
 
 3,656,627 
 
 246,731 
 
 10,437,943 
 
 6,612,406 
 
 21,356 
 
 208,798 
 
 1,231 
 
 152,639 
 
 63,426 
 
 7,771 
 
 1,770 
 
 234 
 
 5,258 
 
 2,324,841 
 510,648 
 53,135 
 
 2, 135, 143 
 
 18,643 
 
 5,225,815 
 
 37 
 
 38 
 
 800 
 7,006,244 
 
 1,800 
 1,770 
 
 . 1,440 
 2,045 
 
 6,886 
 5,051,644 
 
 39 
 
 4 
 
 1 
 
 1 
 
 40 
 
 4 
 
 1 
 
 1,077 
 74 
 32 
 
 519 
 
 
 10,292,227 
 99,016 
 46,700 
 
 12,110,296 
 
 7,006,179 
 
 1,770 
 
 38,360 
 
 1,450 
 
 23,616 
 
 38,630 
 
 5,167 
 42 
 49 
 
 2,975 
 
 2,114,265 
 8,735 
 12, 143 
 
 1,397,248 
 
 2,045 
 
 5,051,589 
 
 41 
 
 1 
 
 4' 
 
 
 
 65 
 5,040,502 
 
 
 
 55 
 8,056,034 
 
 43 
 
 13 
 
 26 
 
 
 
 
 44 
 
 
 
 
 
 13 
 
 26 
 
 503 
 
 8 
 8 
 
 74 
 
 
 12,022,396 
 13,000 
 74,900 
 
 1,727,240 
 
 5,040,502 
 
 
 37,532 
 
 2,924 
 11 
 40 
 
 646 
 
 1,377,142 
 3,956 
 16,150 
 
 266,299 
 
 
 8,056,034 
 
 45 
 
 
 
 
 46 
 
 
 
 
 
 
 1,098 
 10, 134 
 
 
 
 47 
 
 1 
 
 7 
 
 
 882,279 
 
 
 
 297,463 
 
 48 
 
 
 
 
 
 1 
 
 7 
 
 43 
 
 6 
 
 25 
 
 8,619 
 
 
 1,557,160 
 
 7,100 
 
 162,980 
 
 41,658,685 
 
 882,279 
 
 
 
 512 
 12 
 122 
 
 13,082 
 
 200, 146 
 
 1,035 
 
 65, 118 
 
 7,231,328 
 
 
 297,463 
 
 49 
 
 
 
 
 
 VI 
 
 
 
 
 
 
 10, 134 
 17,712,256 
 
 
 
 51 
 
 5 
 
 74 
 
 1 
 
 6,544,605 
 
 16, 561 
 
 240,468 J 27,382,223 
 
 52 
 
 
 
 663 
 7,956 
 
 
 1,112,475 
 40,546,210 
 
 606,427 
 5,938,178 
 
 
 337, 125 
 17,375,131 
 
 652 
 12, 430 
 
 281, 599 
 6,949,729 
 
 
 1,104,209 
 26,278,014 
 
 53 
 
 5 
 
 74 
 
 1 
 
 16,561 
 
 240, 468 
 
 54 
 
 2 
 
 
 1,798 
 
 1 
 
 4,767,831 
 
 1,528,013 
 
 6,300 
 
 2,296,367 
 
 2,113 
 
 991,032 
 
 123,650. 
 
 3,947,210 
 
 55 
 
 
 
 311 
 1,487 
 
 1,080 
 
 
 451,550 
 4,316,281 
 
 4,610,777 
 
 418, 494 
 1, 109, 519 
 
 1,520,413 
 
 
 135, 879 
 2,160,488 
 
 1,799,146 
 
 320 
 1,793 
 
 1,601 
 
 154,955 
 836,077 
 
 750,978 
 
 
 582,887 
 3,364,323 
 
 4,615,268 
 
 56 
 
 2 
 
 
 1 
 
 6,300 
 
 123,650 
 
 57 
 
 
 58 
 
 
 
 33 
 
 1,047 
 
 5,634 
 
 
 46,800 
 4,563,977 
 
 31,587,058 
 
 47,873 
 1,472,540 
 
 3, 496, 179 
 
 
 9,070 
 1,790,076 
 
 11,823,380 
 
 34 
 1,567 
 
 8,846 
 
 15, 180 
 735,798 
 
 4,869,830 
 
 
 118,496 
 4,496,772 
 
 18,819,745 
 
 59 
 
 
 
 
 
 
 60 
 
 3 
 
 74 
 
 
 10,261 
 
 116,818 
 
 61 
 
 
 
 
 
 319 
 5,315 
 
 107 
 
 
 614, 125 
 30,972,933 
 
 693,019 
 
 140,060 
 3,356,119 
 
 
 192, 176 
 11,631,204 
 
 1,793,363 
 
 298 
 8,548 
 
 522 
 
 111,464 
 4,758,366 
 
 619,488 
 
 
 402,826 
 18,416,919 
 
 62 
 
 3 
 
 74 
 
 
 10,261 
 
 116,818 
 
 63 
 
 
 04 
 
 
 
 
 
 
 
 ! 
 
 
 
 
 
 65 
 
 
 
 107 
 
 
 693,019 
 
 
 
 
 
 
 
 
 66 
 
 
 
 
 
 
 
 
 
PACIFIC COAST 
 
 (89) 
 
PACIFIC COAST. 
 
 By Frank L. Sanford. 
 
 The maritime history of the section of the country 
 including the 3 states bordering on the Pacific ocean, 
 and the territory of Alaska, covers a much shorter 
 period than that of the sections bordering on the At- 
 lantic ocean, the Gulf of Mexico, and the Great Lakes. 
 California did not become a state until 1850; Oregon 
 was admitted in 1859, and Washington in 1889; and 
 the territory of Alaska was formally organized in 1884. 
 
 The peculiar conditions pertaining to an industry 
 in which vessels ply at regular or irregular intervals 
 between the ports of the several states, or between 
 those ports and other parts of the world, render it im- 
 possible to definitely assign these craft, the income 
 from their operation, the freight, wages, etc., to any 
 particular state. This section of the report, therefore, 
 will present the details of transportation by water for 
 the Pacific coast as a whole, together with certain fea- 
 tures as to seaboards, rivers, etc. 
 
 The few harbors on the Pacific coast are unexcelled 
 in their natural advantages, and there is probably no 
 harbor in the country, all things considered, the equal 
 of that of San Francisco. Although the true harbors 
 are not numerous, there are roadsteads and many ports 
 that offer safe anchorages under certain conditions. 
 
 The navigation laws and suggestions for the ad- 
 vancement of the merchant marine of the country 
 form no part of these statistics, and yet the condi- 
 tions governing transportation by water on the Pacific 
 coast are of too much importance to be passed without 
 briefly directing attention to the extensive coast line, 
 the great tributary rivers draining the rich inland ter- 
 ritory, the great natural wealth of the states in agri- 
 cultural, forest, and mineral products, and particu- 
 larly the position of vantage with regard to the vast 
 field of commercial development on the Pacific ocean. 
 Within the last year seven or eight of the few Ameri- 
 can steamers engaged in trans-Pacific trade have been 
 withdrawn from that service, and when this fact is 
 considered in connection with the tremendous ad- 
 vance of the country as a whole in other directions, 
 more especially in facilities for transportation on land, 
 it does not appear that sufficient advantage has been 
 taken of the opportunities for maritime commerce or 
 a proper appreciation entertained of its necessity in 
 connection with other branches of industry. 
 
 The surplus products of the agricultural and manu- 
 
 facturing branches of industry are increasing in vol- 
 ume, and if they are not exported, a curtailment of 
 these industries must follow. In order that transpor- 
 tation by water may be made satisfactorily available, 
 however, it seems necessary that the same general 
 principles shall be applied to it as to transportation 
 by l&nd. 
 
 In the days of American maritime supremacy, be- 
 fore the Pacific coast was a factor in the country's 
 merchant marine, a great business was carried on in 
 the sail trading plan of sending ships out with cargoes 
 to be sold or exchanged for others, and although the 
 days of these traders have passed, the economy con- 
 nected with the operation of the sailing vessel will 
 probably always insure for that class of craft a certain 
 character of freight. The conditions at present gov- 
 erning commercial intercourse, however, demand the 
 opportunity for the purchase and sale of merchandise, 
 or the renewal of depleted stocks, at frequent intervals, 
 for which reason the steamer must displace the sailing 
 vessel wherever such conditions exist and trade is to 
 be retained. Business conditions, therefore, seem to 
 make necessary for the Pacific coast, regular sailings 
 at as frequent intervals as trade conditions will permit, 
 and by steamers of the highest speed that can be made 
 a source of profitable investment as a commercial 
 enterprise. 
 
 GENERAL ANALYSIS. 
 
 Before presenting these statistics it should be ex- 
 plained that the freight carried by the merchant ma- 
 rine for the censuses of 1906 and 1889 has been re- 
 ported by the ton of 2,000 pounds, which is not wholly 
 satisfactory for all purposes of comparison, since it 
 permits of little discrimination between the transpor- 
 tation of a ton of sand or stone and a ton of the most 
 valuable commodity. It is impossible to obtain a 
 true per ton basis of the relative importance of the 
 various commodities carried, because, in addition to 
 the fact that neither the value of the freight nor the 
 number of miles it was carried could be secured, the 
 income was obtainable only as a total for all com- 
 modities. It is also impracticable to distinguish the 
 vessels costing little to build and operate from those 
 of the other extreme by the number of tons of cargo 
 
 carried. 
 
 (91) 
 
92 
 
 TRANSPORTATION BY WATER. 
 
 Table 1.— ALL VESSELS AND CRAFT: 1906 AND 1889. 1 
 
 [Vessels operating as connecting links in railroad systems did not uniformly report the tonnage of freight carried or income for the year. In addition to the 
 craft reported in this table there were 252 vessels, with a gross tonnage of 28,229, reported as idle in 1906, and 123, with a gross tonnage of 12,067, reported as idle, 
 untraceable, or lost prior to or during 1889.] 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages , 
 
 Number of passengers carried 
 
 Freight carried, including harbor work 
 (net tons) e 
 
 1906 
 
 2,537 
 
 977,687 
 
 876,622,633 
 
 $48,520,139 
 
 20,142 
 
 $12,950,399 
 
 44,189,971 
 
 17,622,816 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease 
 
 1,635 
 
 419, 157 
 
 $21,824,040 
 
 $19,872,738 
 
 11,315 
 
 $5,880,421 
 
 15,672,093 
 
 11,249,927 
 
 55.2 
 133.3 
 251.1 
 144.2 
 
 78.0 
 120.2 
 182.0 
 
 56.6 
 
 1906 
 
 1,066 
 
 518, 107 
 
 $60,440,145 
 
 $40,220,388 
 
 15, 661 
 
 $10,230,828 
 
 44, 187, 184 
 
 14,173,599 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease. 
 
 465 
 
 160,293 
 
 $14,767,355 
 
 $12,959,914 
 
 6,682 
 
 $3,567,226 
 
 15,672,093 
 
 8,488,101 
 
 129.2 
 223.2 
 309.3 
 210.3 
 134.4 
 186.8 
 181.9 
 
 67.0 
 
 1906 
 
 666 
 
 305,283 
 
 $11,533,171 
 
 $8,299,751 
 
 4,481 
 
 $2,719,571' 
 
 2,787 
 
 3,449,217 
 
 1889 
 
 Per 
 cent 
 of in- 
 crease. 
 
 681 
 
 195,508 
 
 $6,231,340 
 
 $6,912,824 
 
 4,633 
 
 $2,313,195 
 
 2,761,826 
 
 ■12.2 
 56.1 
 85.1 
 20.1 
 «3.3 
 17.6 
 
 24.9 
 
 1906 
 
 154,297 
 $4,649,317 
 ( 6 ) 
 
 ( 6 ) 
 ( 5 ) 
 
 ( 5 ) 
 
 1889 
 
 63,356 
 $825, 345 
 (») 
 
 C 5 ) 
 W 
 
 ( 5 ) 
 
 Per 
 cent 
 of in- 
 crease.' 
 
 64.6 
 143.5 
 463.3 
 
 1 The 1906 totals include all vessels operating chiefly on the Pacific coast, but the 1889 totals do not include 10 steamers and 86 sailing vessels registered in Atlantic 
 coast ports, but engaged wholly or partially in business on the Pacific coast. 
 
 2 Includes all craft propelled by machinery. 
 
 3 Includes schooner barges, scow schooners, etc. 
 * Decrease. 
 
 5 Included in statistics for steam vessels. 
 
 6 Logs towed in rafts were not reported as freight in 1906; in 1889 an attempt was made to include such freight, but to what extent is uncertain. Harbor work in 
 1906 amounted to 4,321,523 tons, of which 4,309,678 tons were reported for steam and unrigged vessels, and 11,845 for sail vessels ; in 1889 it amounted to 2,431,564 tons, 
 all of which was reported for railroad ferryboats. 
 
 The number of vessels increased considerably be- 
 tween 1889 and 1906, but the percentage of gain in 
 number is not one-half that for tonnage, which fact 
 indicates an increase in the size of the vessels in 1906. 
 The largest increase in number of vessels was for steam 
 craft, which gained 601, or 129.2 per cent; the number 
 of unrigged craft increased 316, or 64.6 per cent; while 
 sailing vessels actually decreased 15, or 2.2 per cent. 
 The increase in tonnage was as follows: Steam, 
 357,814 tons, or 223.2 per cent; sail, 109,775 tons, or 
 56.1 per cent; and unrigged, 90,941 tons, or 143.5 per 
 cent. 
 
 An estimate placed upon the valuation of a vessel is 
 so dependent upon extraneous conditions, which are 
 in a sense apart from the vessel, that it was practically 
 impossible to fix upon any uniform measure which 
 would insure that all would be reported on the same 
 basis. Valuation, therefore, by itself and as compared 
 with tonnage must always be to some extent mislead- 
 ing, since, for instance, the owner of an old vessel 
 engaged in a profitable business would value her much 
 higher than he would a similar vessel that made but 
 few sailings and those of an unprofitable character. 
 Of the three leading features, however, which may be 
 said to describe the fleet, that of value shows the largest 
 percentage of gain, the actual increase amounting to 
 $54,798,593, or 251.1 per cent. Of this increase, 
 $45,672,790, or 83.3 per cent, was for steam vessels; 
 $5,301,831, or 9.7 per cent, was for sailing vessels; and 
 $3,823,972, or 7 per cent, was for unrigged craft. 
 
 The number of employees does not show an increase 
 proportionate to the increase in wages. This may 
 be due to a difference in the methods of securing sta- 
 tistics at the two censuses, since in 1889 the schedule 
 was somewhat different from that used in 1906. The 
 instructions for the latter census provide that the 
 board of crews should be included with the wages, but 
 there is no certainty that such was the case in 1889, 
 
 and this fact alone would account for some part of the 
 disproportionate increase of wages over the number of 
 employees. It must not be overlooked, however, that 
 many of the vessels were in operation only a part of the 
 year, and while a crew of the same size would be neces- 
 sary whether for a month or a year, the total wages 
 paid might be for a period of several weeks or for 
 twelve months; hence the figures presented would not 
 furnish a fair basis for a computation to show average 
 annual earnings. 
 
 The gross income increased $28,647,401, or 144.2 per 
 cent, $27,260,474, or 95.2 per cent of which was earned 
 by steam and unrigged vessels, and $1,386,927, or 4.8 
 per cent, by sailing craft. The income reported by 
 steam craft was considerably augmented by the addi- 
 tion thereto of the income for unrigged vessels. This 
 combination of data was frequently unavoidable, as no 
 separate report of income was obtainable for barges 
 and other unrigged craft which were towed by tugs of 
 the same ownership. In such cases, therefore, although 
 the freight carried on the barges was credited to the 
 unrigged craft, the income was reported for the towing 
 vessels. 
 
 The number of passengers carried shows the large 
 increase of 28,517,878, or 182 per cent. All but 2,787 
 of these passengers were carried on steam vessels. 
 
 The amount of freight carried, exclusive of harbor 
 work, shows a gain of 4,482,930 tons, or 50.8 per cent. 
 Of the increase, 3,807,384 tons, or 84.9 per cent, was 
 credited to the steam and unrigged vessels, and 675,546 
 tons, or 15.1 per cent, to the sailing vessels. Of the 
 total freight, 9,863,921 tons, or 74.2 per cent, was 
 carried by steam and unrigged vessels, and 3,437,372 
 tons, or 25.8 per cent, by sailing vessels in 1906, as 
 compared with 6,056,537 tons, representing 68.7 per 
 cent, and 2,761,826 tons, or 31.3 per cent, for the two 
 classes of vessels, respectively, in 1889. The conclu- 
 sions as to freight, however, in this comparative table 
 
PACIFIC COAST. 
 
 93 
 
 are misleading, because the freight carried by unrigged 
 vessels has been included with that for steamers, in 
 order to make these items comparable with the figures 
 for 1889, at which census freight for unrigged craft was 
 not reported separately in full. 
 
 In 1906 the freight carried by steamers and unrigged 
 vessels was reported separately and, exclusive of 
 freight classed as harbor work, was as follows : Steam- 
 ers, 6,685,007 tons, or 50.3 per cent; unrigged craft, 
 3,178,914 tons, or 23.9 per cent. 
 
 Table 2.— ALL VESSELS AND CRAFT, BY OCCUPATION, AND PER CENT IN EACH GROUP: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 GROSS INCOME. 
 
 EMPLOYEES. 
 
 WAGES. 
 
 OCCUPATION. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Num- 
 ber. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 2,537 
 
 100.0 
 
 977,687 
 
 100.0 
 
 $76,622,633 
 
 100.0 
 
 148,520,139 
 
 100.0 
 
 20,142 
 
 100.0 
 
 $12,950,399 
 
 100.0 
 
 
 
 
 2,316 
 
 91.3 
 
 972, 687 
 
 99.5 
 
 75, 759, 329 
 
 98.9 
 
 48, 417, 140 
 
 99.8 
 
 19, 924 
 
 98.9 
 
 12,821,952 
 
 99.0 
 
 
 
 Freight and passenger 
 
 1,151 
 
 47 
 
 313 
 
 805 
 
 170 
 51 
 
 45.4 
 
 1.9 
 
 12.3 
 
 31.7 
 
 6.7 
 2.0 
 
 754,068 
 40, 171 
 24, 151 
 
 154,297 
 
 2,524 
 2,476 
 
 77.1 
 4.1 
 2.5 
 
 15.8 
 
 0.3 
 0.3 
 
 63, 440, 563 
 4,315,522 
 3,353,927 
 4,649,317 
 
 468,910 
 394, 394 
 
 82.8 
 5.6 
 4.4 
 6.1 
 
 0.6 
 0.5 
 
 37,969,854 
 4,208,430 
 3,305,938 
 
 12,932,918 
 
 2,600 
 100,399 
 
 78.3 
 8.7 
 6.8 
 6.0 
 
 « 
 0.2 
 
 16, 379 
 
 759 
 
 1,548 
 
 11,238 
 
 94 
 124 
 
 81.3 
 3.8 
 7.7 
 6.1 
 
 0.5 
 0.6 
 
 9,964,556 
 
 708,777 
 
 1,248,085 
 
 i 900, 534 
 
 45, 161 
 83,286 
 
 76.9 
 
 
 5.5 
 
 
 9.6 
 
 
 7.0 
 
 
 0.3 
 
 
 0.6 
 
 
 
 i In many cases the income, employees, and wages for unrigged craft were not reported separately, but were included in the reports for towing vessels. 
 3 Less than one-tenth of 1 per cent. 
 
 Of the Pacific coast fleet, the vessels used for com- 
 mercial purposes formed 91.3 per cent of the total 
 number, and their tonnage formed 99.5 per cent of 
 the total tonnage. Although these percentages really 
 represent the vessels engaged in the freight and pas- 
 senger service, a further segregation has been made, 
 which presents statistics for vessels of the several 
 specific types or classes. Those classed as freight and 
 passenger are in every respect the most important, 
 representing over three-fourths of the total tonnage, 
 value, income, wage-earners, and wages reported for 
 all vessels. Most of the business of the freight and 
 passenger class is the transportation of freight. In 
 fact, these and the unrigged craft are credited with 
 practically the whole of the freight tonnage. The un- 
 rigged craft represented almost one-third of the total 
 number of vessels reported, but their proportions of 
 the other items shown in Table 2 are much smaller. 
 In this connection it is proper to state that while the 
 unrigged craft have always been credited with the 
 full amount of freight they carried, in many instances 
 the income, number of employees, and wages have 
 been credited to the towing steamers when both were 
 of the same ownership. Tugs and towing vessels are 
 a special type, but they are so closely related and so 
 essential to the freight and passenger and the unrigged 
 vessels, that they are looked upon as a part of those 
 fleets, and it is unsatisfactory to consider separately 
 several of the items connected with their statistics. 
 The tugboats represented but 2.5 per cent of the total 
 
 tonnage, this being the smallest proportion for any of 
 the four classes of commercial vessels. Ferryboats are 
 a distinct class, largely engaged in the transportation 
 of passengers, although the ferryboats owned by rail- 
 road companies also convey cars as a part of their 
 service. The 47 vessels of this class, while forming 
 but 1.9 per cent of the number of all 'classes and 4.1 
 per cent of the tonnage, reported 8.7 per cent of the 
 total income. The 170 yachts formed 6.7 per cent of 
 the total number of all vessels, but for none of the 
 other items contained in the table did their proportion 
 reach 1 per cent. The "all other," or miscellaneous, 
 vessels embraced dredges, pilot boats, water boats, 
 craft used for scientific purposes, and various other 
 vessels not specifically covered by the other classifica- 
 tions. 
 
 Steam craft represented more than two-fifths of the 
 number, over one-half of the tonnage, and more than 
 three-fourths of the value of all vessels. The freight and 
 passenger class represented more than one-half of the 
 number of allsteam vessels, and almost seven-eighths of 
 the tonnage and value of such vessels. Tugs and other 
 towing vessels are usually of small tonnage; hence, 
 while the number of these vessels formed almost three- 
 tenths of the total number of the steam craft, they 
 constituted less than one-twentieth of their tonnage. 
 These conditions are reversed in the case of ferryboats, 
 although the difference in the proportions is not so 
 great. Yachts and all other craft were comparatively 
 unimportant as to tonnage and value. 
 
94 TRANSPORTATION BY WATER. 
 
 Table 3.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND OCCUPATION: 1906.. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 CLASS AND OCCUPATION. 
 
 Number. 
 
 Per cent 
 of total. 
 
 Per cent 
 of class. 
 
 Gross 
 tons. 
 
 Per cent 
 of total. 
 
 Per cent 
 of class. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per cent 
 of class. 
 
 Total 
 
 2, 537 
 
 100.0 
 
 # 
 
 977, 687 
 
 100.0 
 
 
 876,622,633 
 
 100.0 
 
 
 
 
 
 
 
 
 1,066 
 
 42.0 
 
 100.0 
 
 518, 107 
 
 53.0 
 
 100.0 
 
 60,440,145 
 
 78.9 
 
 100.0 
 
 
 
 
 604 
 313 
 47 
 66 
 36 
 
 666 
 
 23 8 
 
 12.3 
 
 1.9 
 
 2.6 
 
 1.4 
 
 26.3 
 
 56.7 
 
 29.4 
 
 44 
 
 6.2 
 
 3.4 
 
 100.0 
 
 451,270 
 
 24, 151 
 
 40, 171 
 
 1,065 
 
 1,450 
 
 305,283 
 
 46.2 
 2.5 
 41 
 0.1 
 0.1 
 
 31.2 
 
 87.1 
 4.7 
 7.8 
 0.2 
 0.3 
 
 100.0 
 
 52, 164, 977 
 
 3,353,927 
 
 4,315,522 
 
 294,800 
 
 310,919 
 
 11,533,171 
 
 68.1 
 4.4 
 5.6 
 0.4 
 0.4 
 
 15.1 
 
 86.3 
 
 
 5.5 
 
 
 7.1 
 
 
 0.5 
 
 
 0.5 
 
 Sail' 
 
 100.0 
 
 
 
 
 547 
 104 
 15 
 
 805 
 
 21.6 
 4.1 
 0.6 
 
 31.7 
 
 82.1 
 15.6 
 2.3 
 
 100.0 
 
 302,798 
 1,459 
 1,026 
 
 154,297 
 
 31.0 
 0.1 
 0.1 
 
 15.8 
 
 99.2 
 0.5 
 0.3 
 
 100.0 
 
 11,275,586 
 174, 110 
 83,475 
 
 4,649,317 
 
 14.7 
 0.2 
 0.1 
 
 6.1 
 
 97.8 
 
 
 1.5 
 
 
 0.7 
 
 Unrigged 
 
 100.0 
 
 1 Includes 9 schooner barges of 9,077 tons. 
 
 In connection with these statistics the following 
 statement, shown by Lloyd's Register, 1907-8, is of 
 interest, since it gives the number and tonnage of such 
 steamers on the Pacific coast, in 1889 and. in 1906, of 
 American registry, which had a sustained speed of 
 "twelve knots and over: 
 
 SUSTAINED SPEED. 
 
 Total 
 
 18 knots 
 
 17 knots 
 
 16 knots 
 
 151 knots.. 
 
 15 knots 
 
 141 knots... 
 
 14 knots 
 
 13 J knots.. 
 13 knots... 
 121 knots.. 
 12 knots 
 
 Total. 1906 1889 
 
 2 
 
 2 
 
 3 
 
 
 1 
 
 2 
 
 2 
 
 2 
 
 4 
 
 4 
 
 
 1 
 
 3 
 
 2 
 
 GROSS TONNAGE. 
 
 Total. 1906 1889 
 
 22, 
 24, 
 33, 
 7 
 5, 
 27, 
 
 23: 
 
 1, 
 23 
 
 7 
 31, 
 
 163, 706 
 
 22,560 
 24,320 
 27, 278 
 
 7,382 
 
 824 
 
 22,333 
 
 8,860 
 
 17, 433 
 3,471 
 29,245 
 
 44,592 
 
 6,316 
 
 5,041 
 4,994 
 14,404 
 1,264 
 5,752 
 4,259 
 2,562 
 
 There was a gain of 14, or 82.4 per cent, in the num- 
 ber of these vessels and 119,114, or 267.1 per cent, in 
 their tonnage. It is a noticeable fact that in but three of 
 the eleven classes were there more vessels in 1889 than in 
 1906, and in the two classes of greatest speed, 17 and 18 
 knots, there were none in 1889, while 7 are shown for 
 1906. 
 
 The following list further describes these vessels, 
 and it is significant of their importance to state that 3 
 of those named, the Minnesota, Manchuria, and Mon- 
 golia are the largest vessels of the merchant marine of 
 this country: 
 
 List of steamers on the Pacific coast having a sustained speed of 12 
 knots and over. 
 
 Korea 
 
 Siberia 
 
 China 
 
 Indianapolis 
 
 Sierra 
 
 Sonoma 
 
 Ventura 
 
 Alameda 
 
 Manchuria 
 
 Mariposa 
 
 Mongolia 
 
 Chippewa 
 
 Iroquois 
 
 President 
 
 City of Puebla 
 
 Dolphin 
 
 Santa Rosa 
 
 Jefferson 
 
 Minnesota 
 
 Queen 
 
 State of California 
 
 City of Para 
 
 City of Peking 
 
 City of Seattle 
 
 Columbia 
 
 Cottage City 
 
 Peru 
 
 Spokane 
 
 Umatilla 
 
 Pomona 
 
 City of Sydney 
 
 Nebraskan 
 
 Nevadan 
 
 Newport 
 
 City of Topeka 
 
 Corona 
 
 George W. Elder. . 
 
 Ramona 
 
 Senator 
 
 American 
 
 Calif ornian 
 
 Col. E. L. Drake.. 
 
 Delhi 
 
 Hawaiian 
 
 Maverick 
 
 Montara 
 
 Oregonian 
 
 Sustained 
 
 18 knots. 
 18 knots . 
 17 knots . 
 17 knots . 
 17 knots. 
 17 knots . 
 17 knots . 
 16 knots . 
 16 knots. 
 16 knots. 
 16 knots. 
 15-1 knots 
 151 knots 
 151 knots 
 15 knots. 
 15 knots. 
 15 knots . 
 141 knots 
 141 knots 
 1 IV knots 
 Mi knots 
 14 knots . 
 14 knots. 
 14 knots. 
 14 knots. 
 14 knots. 
 14 knots. 
 14 knots . 
 14 knots. 
 131 knots 
 13 knots. 
 13 knots. 
 13 knots . 
 13 knots. 
 13 knots . 
 121 knots 
 124 knots. 
 121 knots, 
 12j knots 
 121 knots, 
 12 knots. 
 12 knots. 
 12 knots . 
 12 knots. 
 12 knots. 
 12 knots . 
 12 knots. 
 12 knots. 
 
 When 
 built. 
 
 1901 
 1901 
 1889 
 1904 
 1900 
 1900 
 1900 
 1883 
 1903 
 1883 
 1904 
 1900 
 1901 
 1906 
 1881 
 1892 
 1884 
 1904 
 1904 
 1882 
 1878 
 1878 
 1874 
 1890 
 1880 
 1890 
 1892 
 1901 
 1881 
 1888 
 1875 
 1902 
 1902 
 1880 
 1902 
 1884 
 1888 
 1874 
 1902 
 1898 
 1900 
 1900 
 1903 
 1906 
 1901 
 1890 
 1881 
 1901 
 
 Gross 
 tonnage. 
 
 11,276 
 
 11,284 
 5,060 
 765 
 5,989 
 6,253 
 6,253 
 3,158 
 
 13,639 
 3,158 
 
 13,639 
 996 
 1,169 
 5,217 
 2,624 
 824 
 2,417 
 1,615 
 
 20,718 
 2,728 
 2,266 
 3,532 
 5,080 
 1,411 
 2,722 
 1,885 
 3,528 
 2,036 
 3,070 
 1,264 
 3,017 
 4,409 
 4,409 
 2,735 
 8,615 
 1,057 
 1,492 
 1,710 
 1,061 
 2,410 
 5,591 
 5,707 
 4,205 
 986 
 5,597 
 1,561 
 2,562 
 5,598 
 
PACIFIC COAST. 
 
 95 
 
 The freight vessels of the sailing fleet constituted 
 more than four-fifths of the total number of sailing 
 craft, and were credited with almost all of the tonnage 
 and value of such craft. 
 
 The unrigged craft formed nearly one- third of the 
 number of vessels of all classes, about one-sixth of the 
 tonnage, and about one-sixteenth of the value. 
 
 Various types of sailing vessels were reported at the 
 census of 1906: 
 
 TYPE. 
 
 Number 
 of sail 
 vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 666 
 
 305,283 
 
 
 
 Schooners 
 
 443 
 49 
 34 
 46 
 
 3 
 73 
 
 2 
 13 
 
 3 
 
 140, 156 
 
 
 
 60,681 
 35,904 
 
 
 
 
 
 Brigantines 
 
 
 
 
 Other craft 
 
 
 
 
 Of the 666 sailing vessels, 66.5 per cent were schoon- 
 ers, having a tonnage of 45.9 per cent of the total ton- 
 nage of sail craft. The schooner is specially adapted 
 to the coastwise trade, because of the deck load capac- 
 ity not practicable on vessels that are ship-rigged. 
 Schooners have another advantage over ships in that 
 they do not require such large crews and are less expen- 
 sive to operate. The schooner, however, is not re- 
 stricted to coastwise business, but is found also in the 
 foreign trade, and there is claimed for the schooner 
 Solano a record run, in 1902, from China to Port 
 Townsend in twenty-three days. The first three- 
 masted schooner constructed on the Pacific coast was 
 built in 1875; the first four-masted, in 1886; and the 
 first five-masted, in 1896. There is no record of a 
 schooner of more than five masts having been built 
 on the Pacific coast. 
 
 There were 34 ships reported, with a total tonnage 
 of 60,681, or 19.9 per cent of the tonnage of all sailing 
 vessels. This type of vessel seems destined soon to 
 become a thing of the past, as none has been built in 
 the United States during recent years and their use- 
 fulness is limited. Of barks and barkentines, there 
 were 95, with a tonnage of 101,450, or 33.2 per cent of 
 the total tonnage for sailing vessels. The remaining 
 94 sailing vessels, consisting of sloops, yawls, brigs, 
 brigantines, and other craft were unimportant, repre- 
 senting a total of but 2,996 tons, or 1 per cent of the 
 total sail tonnage. 
 
 RAILWAY SHIPPING. 
 
 A considerable number of vessels were operated as 
 connecting links in railway systems. 
 
 Table 4. — Craft operated in connection with steam railroads: 1906. 
 
 
 Total. 
 
 Steam. 
 
 Unrigged. 
 
 
 88 
 
 51,419 
 
 $4,492,663 
 
 788 
 
 $744,070 
 
 35,996,163 
 
 38 
 
 38,188 
 
 $4,259,328 
 
 733 
 
 $696,223 
 
 35,996,163 
 
 50 
 
 Gross tonnage 
 
 13,231 
 $233,335 
 
 
 55 
 
 
 ■$47,847 
 
 Number of passengers carried 
 
 
 
 This fleet was chiefly employed in San Francisco 
 bay. There were 29 ferryboats and 9 towing vessels 
 comprising the steam part of the fleet. The number 
 of passengers carried by these railroad ferries repre- 
 sents 81.5 per cent of the total number of passengers 
 reported by all vessels on the Pacific coast. The un- 
 rigged craft embraced car floats, barges, dredges, pile 
 drivers, etc., that were used in connection with the 
 steam vessels and were more or less necessary to their 
 operation. 
 
 GOVERNMENT VESSELS. 
 
 The vessels owned and operated by states and mu- 
 nicipalities are shown in Table 5. 
 
 Table 5.— I 
 
 owned and operated by state and city govern- 
 ments: 1906. 
 
 
 Total. 
 
 Steam. 
 
 Sail. 
 
 Unrigged. 
 
 Number of vessels 
 
 31 
 3,988 
 $688,728 
 $184, 747 
 199 
 $160,636 
 1,156,000 
 
 10 
 
 1,463 
 
 $269,000 
 
 $2,000 
 
 C2 
 
 $62, 106 
 
 1,156,000 
 
 1 
 
 54 
 $4,000 
 
 20 
 2,471 
 
 Value of vessels 
 
 $415,728 
 
 $182,747 
 
 133 
 
 . $98, 340 
 
 Number of employees 
 
 4 
 $190 
 
 
 
 
 
 This fleet is composed of 3 boats owned and oper- 
 ated as a free ferry by the city of Portland, Oreg., and 
 a large variety of other vessels, such as dredges, pile 
 drivers, scows, and fire boats. The number of pas- 
 sengers shown in this table are those carried by the 
 free ferry of Portland. 
 
 FERRYBOATS. 
 
 The full extent of the ferry business upon the Pa- 
 cific coast as compared with that for the United States 
 for 1889 and 1906 is shown in Table 6. 
 
 32576—08 8 
 
96 
 
 TRANSPORTATION BY WATER. 
 
 Table 6.— FERRYBOATS: 1906 AND 1889. 
 
 
 Census. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Value of 
 vessels. 
 
 GEOSS INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 
 . Total. 
 
 Passen- 
 gers. 
 
 AH other 
 sources. 
 
 passengers 
 carried. 
 
 United States 
 
 1906 
 1889 
 
 536 
 456 
 17.5 
 
 47 
 
 38 
 
 23.7 
 
 8.8 
 8.3 
 
 261,073 
 
 146,104 
 
 78.7 
 
 40, 171 
 
 24,630 
 
 63.1 
 
 15.4 
 16.9 
 
 $29,578,380 
 
 10,442,760 
 
 183.2 
 
 4,315,522 
 
 979, 300 
 
 340.7 
 
 14.6 
 9.4 
 
 $17,291,073 
 
 $10,414,106 
 
 $6,876,967 
 
 4,519 
 
 $3,537,180 
 
 330,737,639 
 
 182,033,991 
 
 81.7 
 
 
 
 1906 
 1889 
 
 4,208,430 
 
 994,476 
 
 323.2 
 
 24.3 
 
 2,037,580 
 
 2,170,850 
 
 759 
 
 478 
 
 58.8 
 
 16.8 
 
 708,777 
 
 395, 157 
 
 79.4 
 
 20.0 
 
 39,532,354 
 
 14,291,859 
 
 176.6 
 
 
 
 1906 
 1889 
 
 19.6 
 
 31.6 
 
 
 
 7.9 
 
 
 
 
 
 
 
 
 1 Not reported separately. 
 
 In 1889 the statistics for ferryboats were not com- 
 plete in many of the details reported in 1906, hence 
 comparative figures are lacking in several particulars. 
 For such items as were reported at both censuses it is 
 found that, except for gross tonnage, the percentages 
 of increase for the Pacific coast were in excess of those 
 for the United States as a whole. The class of boats 
 added to the fleet since the census of 1889 appears to 
 have been of a large and expensive type, since the 
 increase in number was but 23.7 per cent, while the 
 increase in tonnage was 63.1 per cent, and the in- 
 crease in valuation was 340.7 per cent. The income 
 shows an increase of $3,213,954, or 323.2 per cent. 
 In 1906 the income was very evenly divided between 
 the amount received for passenger service and that 
 derived from other sources. Most of the income from 
 all other sources than passengers was that reported by 
 boats operated in connection with railroad ferries and 
 consisted largely of income from loaded and unloaded 
 cars. The freight was classed as lighterage, as the cars 
 were ferried from shore to shore and the freight which 
 they contained was undisturbed in transit. The 
 number of passengers increased 25,240,495, or 176.6 
 per cent. A comparison of the statistics for the 
 Pacific coast with similar items for the entire country 
 shows the proportions for the Pacific coast to be about 
 as follows: Number of vessels, one-twelfth; tonnage, 
 one-sixth; valuation, one-seventh; gross income, one- 
 fourth; number of employees, one-sixth; wages, one- 
 fifth; and number of passengers, one-eighth. The 
 exact percentages are contained in Table 6. 
 
 FISHING CKAFT. 
 
 Statistics concerning vessels engaged in the fisheries 
 were taken at the census of 1889, but they were not 
 secured in 1906, because at a later date a special census 
 of the fisheries is to be taken, which will be of a more 
 comprehensive character than would have been prac- 
 
 ticable if the fisheries were covered by a general 
 inquiry. 
 
 Table 7. — Vessels engaged in the commercial fisheries and the persons 
 employed thereon. 1 
 
 
 Pacific 
 coast, 
 1904. 
 
 Alaska, 
 1905. 
 
 Fishing vessels: 
 
 87 
 
 7,637 
 
 $506,400 
 
 $289,897 
 
 139 
 
 2,745 
 
 $477,600 
 
 $68,055 
 
 1,205 
 401 
 
 
 
 
 
 $21,000 
 $8,000 
 
 
 Transporting vessels: 
 
 
 
 
 $2,735,807 
 ( 2 ) 
 
 
 Persons employed: 
 
 
 
 
 
 1 Compiled from the reports of the Bureau of Fisheries. 
 
 2 Not reported. 
 
 
 The statistics are somewhat meager and fail to indi- 
 cate the extent and importance of the fisheries on the 
 Pacific coast. The fisheries for Alaska present an 
 anomaly that might be misleading to those unfamiliar 
 with the prevailing conditions in that section. The 
 extensive fisheries of that territory show but 3 vessels 
 of 148 tons engaged in fishing, although 167 vessels of 
 65,552 tons were used to transport the fish, supplies, 
 etc. This may be explained by the great extent of the 
 so-called station fishing, which is carried on from shore 
 stations in numerous small boats, and no doubt most 
 of the persons employed in taking fish are station fish- 
 ermen, whose catch must be transported to canneries 
 or other markets. 
 
 OWNERSHIP OF VESSELS. 
 
 A comparison of ownership for steam and sail vessels 
 with the statistics for 1889 limits the presentation to 
 but two classes — incorporated companies and all other 
 forms of ownership combined. 
 
PACIFIC COAST. 
 
 Table 8.— OWNERSHIP FOR STEAM AND SAIL VESSELS: 1906 AND 1889. 
 
 97 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 CLASS AND OWNEBSHIP. 
 
 Number. 
 
 Per centof total. 
 
 Gross tons. 
 
 Percentof total. 
 
 Amount. 
 
 Percentof tota'. 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 
 1,732 
 
 1,146 
 
 100.0 
 
 100.0 
 
 823, 390 
 
 355,801 
 
 100.0 
 
 100.0 
 
 $71,973,316 
 
 $20, 998, 695 
 
 100.0 
 
 
 
 
 Steam and sail: 
 
 Incorporated company 
 
 796 
 936 
 
 281 
 865 
 
 46.0 
 54.0 
 
 24.5 
 75.5 
 
 637, 571 
 185,819 
 
 164,398 
 191,403 
 
 77.4 
 22.6 
 
 46.2 
 53.8 
 
 61, 426, 691 
 10,546,625 
 
 12, 313, 110 
 8,685,585 
 
 85.3 
 14.7 
 
 58.6 
 
 All other forms oi ownership 
 
 41.4 
 
 
 1,066 
 
 465 
 
 100.0 
 
 100.0 
 
 518, 107 
 
 160, 293 
 
 100.0 
 
 100.0 
 
 60,440,145 
 
 14, 767, 355 
 
 100.0 
 
 100 
 
 
 
 
 609 
 457 
 
 666 
 
 221 
 244 
 
 681 
 
 57.1 
 42.9 
 
 100.0 
 
 47.5 
 52.5 
 
 100.0 
 
 477,815 
 40,292 
 
 305,283 
 
 127, 498 
 32,795 
 
 195,508 
 
 92.2 
 7.8 
 
 100.0 
 
 79.5 
 20.5 
 
 100.0 
 
 55,560,485 
 4,879,660 
 
 11,533,171 
 
 11,575,605 
 3, 191, 750 
 
 6,231,340 
 
 91.9 
 8.1 
 
 100.0 
 
 78.4 
 
 
 21.6 
 
 ball 
 
 100.0 
 
 
 
 
 187 
 479 
 
 60 
 621 
 
 28.1 
 71.9 
 
 8.8 
 91.2 
 
 159,756 
 145, 527 
 
 36,900 
 158, 608 
 
 52.3 
 47.7 
 
 18.9 
 81.1 
 
 5,866,206 
 5,666,965 
 
 737, 505 
 5, 493, 835 
 
 50.9 
 49.1 
 
 11.8 
 
 
 88.2 
 
 
 
 The growth and importance of corporate ownership 
 are evident from a comparison of the data relative to 
 the tonnage and the valuation of the two classes of 
 ownership for 1889 and for 1906. The number of 
 vessels of corporate ownership was less than the num- 
 ber of those of all other forms in 1889 and also in 1906, 
 but the percentages were more nearly equal at the 
 later census. The tonnage for corporations repre- 
 sented less than one-half of the total tonnage in 1889 
 and more than three-fourths in 1906. The value of 
 vessels of corporate ownership increased from less than 
 five-eighths in 1889 to about seven-eighths in 1906. 
 Corporate ownership of the steam fleet, which repre- 
 sented somewhat less than one-half of the number 
 
 of vessels in 1889, had increased to more than one- 
 half in 1906; but for tonnage and value this class of 
 ownership had increased to such an extent in 1906 as 
 to make all other forms of ownership of comparative 
 insignificance, the actual proportions in 1906 being 
 92.2 per cent and 91.9 per cent, respectively. 
 
 The number of sailing vessels was less in the "all 
 other" class in 1906 than in 1889, and with a reduced 
 percentage, but corporate ownership claimed slightly 
 more than one-half of the tonnage and value at the 
 later census, notwithstanding the fact that more 
 than 80 per cent of each of these last two items 
 was reported for the "all other" forms of ownership 
 in 1889. 
 
 Table 9.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND BY CHARACTER OF OWNERSHIP, 
 
 WITH PER CENT OF TOTAL AND PER CENT OF CLASS: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE 
 
 OF VESSELS. 
 
 CLASS AND' OWNEBSHIP. 
 
 Number. 
 
 Per cent 
 of total. 
 
 Per cent 
 of class. 
 
 Gross 
 tons. 
 
 Per cent 
 of total. 
 
 Per cent 
 of class. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per cent 
 
 of ehi ss. 
 
 
 2,537 
 
 100.0 
 
 100.0 
 
 977, 687 
 
 100.0 
 
 100.0 
 
 $76, 622, 633 
 
 100.0 
 
 100.0 
 
 
 806 
 
 275 
 
 1,404 
 
 52 
 
 31.8 
 10.8 
 55.3 
 2.0 
 
 
 119, 565 
 73, 131 
 
 770, 404 
 14,587 
 
 12.2 
 7.5 
 
 78.8 
 1.5 
 
 
 6,585,265 
 
 3,678,325 
 
 65, 235, 015 
 
 1.124,028 
 
 8.6 
 
 4.8 
 
 85.1 
 
 1.5 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1,066 
 
 42.0 
 
 100.0 
 
 518, 107 
 
 53.0 
 
 100.0 
 
 60, 440, 145 
 
 78.9 
 
 100.0 
 
 
 320 
 
 121 
 
 609 
 
 16 
 
 G66 
 
 12.6 
 4.8 
 
 24.0 
 0.6 
 
 26.3 
 
 30.0 
 
 11.4 
 
 57.1 
 
 1.5 
 
 100.0 
 
 23, 015 
 
 14,084 
 
 477,815 
 
 3,193 
 
 305,283 
 
 2.4 
 1.4 
 48.9 
 0.3 
 
 31.2 
 
 4.4 
 
 2.7 
 
 92.2 
 
 0.6 
 
 100.0 
 
 2,912,260- 
 
 1,599,400 
 
 55, 560, 485 
 
 368,000 
 
 11,533,171 
 
 3.8 
 
 2.1 
 
 72.5 
 
 0.5 
 
 15.1 
 
 4.8 
 
 
 2.0 
 
 
 91.9 
 
 
 0.6 
 
 
 100.0 
 
 
 366 
 99 
 
 187 
 14 
 
 805 
 
 14.4 
 3.9 
 7.4 
 0.6 
 
 31.7 
 
 55.0 
 14.9 
 28.1 
 2.1 
 
 100.0 
 
 85,227 
 
 51,721 
 
 159. 756 
 
 8,579 
 
 154,297 
 
 8.7 
 5.3 
 16.3 
 0.9 
 
 15.8 
 
 27.9 
 16.9 
 52.3 
 2.8 
 
 100.0 
 
 3, 455, 600 
 
 1,934,565 
 
 5,866,206 
 
 276, 800 
 
 4,649,317 
 
 4.5 
 2.5 
 7.7 
 0.4 
 
 6.1 
 
 30.0 
 
 
 16.8 
 
 
 50.9 
 
 
 2.4 
 
 
 100.0 
 
 
 120 
 55 
 
 608 
 22 
 
 4.7 
 
 2.2 
 
 24.0 
 
 ' 0.9 
 
 14.9 
 6.8 
 
 75.5 
 2.7 
 
 11, 323 
 
 7, 326 
 
 132, 833 
 
 2,815 
 
 1.2 
 0.7 
 13.6 
 0.3 
 
 7.3 
 
 4.7 
 
 86.1 
 
 1.8 
 
 217,405 
 
 144. 360 
 
 3,808,324 
 
 479, 228 
 
 0.3 
 0.2 
 5.0 
 0.6 
 
 4.7 
 
 
 3.1 
 
 
 81.9 
 
 
 10.3 
 
 
 
 Corporate ownership controlled over one-half of the 
 total number, over three-fourths of the tonnage, and 
 about seven-eighths of the value of all the vessels of 
 the Pacific coast. Individual ownership was second 
 in importance, with about one-third of the number of 
 
 vessels, almost one-eighth of the tonnage, and more than 
 one-twelfth of the value. Firms represented about 
 one-tenth of the number, and were credited with even 
 smaller proportions of the tonnage and the value. 
 Those vessels which could not properly be placed with 
 
98 
 
 TRANSPORTATION BY WATER. 
 
 any of the three classes named have been grouped as 
 of miscellaneous ownership. They are unimportant, 
 forming but 2 per cent of the total number and 1.5 
 per cent of the tonnage and value. 
 
 Over one-half of the steam craft, with more than 
 nine-tenths of the tonnage and the value of all steam 
 vessels, were controlled by corporations. The impor- 
 tance of this form of ownership is further illustrated 
 by the fact that such ownership of steamers represented 
 about one-half of the tonnage of all classes of vessels 
 on the Pacific coast and about three-fourths of their 
 total value. In fact, corporate ownership predomi- 
 nated also in sail and unrigged vessels, with the single 
 exception that the number of sail vessels of indi- 
 vidual ownership was nearly double that of corporate 
 ownership. Of the three main groups of ownership, 
 that of firms was the least important, when considered 
 as to its totals for all classes of ownership and also for 
 each of the three classes of vessels. 
 
 NUMBER AND TONNAGE OF VESSELS. 
 
 Of the total number of vessels, 42 per cent was 
 steam, 26.3 per cent was sail, and 31.7 per cent was 
 unrigged. The tonnage of these three classes of ves- 
 sels formed 53 per cent, 31.2 per cent, and 15.8 per 
 cent, respectively, of the total tonnage. 
 
 Table 10. — Vessels grouped according to gross tonnage: 1906. 
 
 TONNAGE. 
 
 Total: 
 
 Number of vessels 
 Gross tonnage 
 
 5 to 49 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 50 to 99 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 100 to 199 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 200 to 299 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 300 to 399 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 400 to 499 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 500 to 999 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 1,000 to 2,499 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 2,500 to 4,999 tons: 
 
 Number of vessels 
 
 Gross tonnage 
 
 5,000 tons and over: 
 
 Number of vessels 
 
 Gross tonnage 
 
 2,537 
 977, 687 
 
 976 
 18,809 
 
 320 
 22, 546 
 
 283 
 40,050 
 
 155 
 37, 591 
 
 118 
 40, 612 
 
 44,079 
 
 361 
 243, 497 
 
 177 
 271,166 
 
 34 
 109,680 
 
 15 
 149,657 
 
 1,066 
 518, 107 
 
 7,400 
 
 104 
 7,862 
 
 116 
 
 17, 459 
 
 62 
 15,121 
 
 60 
 20,512 
 
 50 
 22,324 
 
 105 
 71,257 
 
 33 
 106,838 
 
 15 
 149,657 
 
 666 
 305,283 
 
 257 
 6,151 
 
 52 
 3,751 
 
 18 
 2,662 
 
 24 
 •6,298 
 
 30 
 10, 429 
 
 13,804 
 
 15C 
 108,095 
 
 98 
 151,251 
 
 1 
 
 2,842 
 
 Unrigged. 
 
 805 
 154,297 
 
 260 
 5,258 
 
 164 
 10,933 
 
 149 
 19,929 
 
 69 
 16,172 
 
 28 
 9,671 
 
 18 
 7,951 
 
 100 
 64, 145 
 
 17 
 20,238 
 
 The vessels of from 5 to 999 tons numbered 2,311 
 and had a total tonnage of 447,184, representing 91.1 
 per cent of the number and 45.7 per cent of the ton- 
 nage of all the vessels of the Pacific coast. The ves- 
 sels of from 1,000 tons or more numbered but 226, 
 with a tonnage, however, of 530,503, representing, 
 therefore, only 8.9 per cent of the total number and 
 54.3 per cent of the total tonnage. 
 
 Although the largest number of vessels, 976, in any 
 one group is in the group with craft having a tonnage 
 of from 5 to 49, their total tonnage is the smallest. 
 The largest tonnage is found in the class 1,000 tons to 
 2,499 tons, with a total of 177 vessels and 271,166 
 tons, the largest proportion of this tonnage, 55.8 per 
 cent, being for sailing vessels. It is a noticeable fact 
 that this group practically ends the sailing craft, as 
 but one sail vessel is found in the next larger class and 
 none in the class which follows. Thus it seems safe to 
 say that the useful limit of the sailing vessel on the 
 Pacific coast is less than 2,500 tons. 
 
 Steam craft are of much larger tonnage than sailing 
 or unrigged vessels, the size of the steam vessels being 
 limited only by the ability to enter ports and to be 
 handled profitably. There were but 15 vessels 
 (steamers) of over 5,000 tons each, but they repre- 
 sented a total of 149,657 tons, or 15.3 per cent of the 
 tonnage of all vessels on the Pacific coast. 
 
 The second largest number of vessels is found in the 
 class 500 tons to 999 tons, and shows a fairly even dis- 
 tribution of vessels into steam, sail, and unrigged, both 
 as to numbers and tonnage. In this class the un- 
 rigged vessels show their largest tonnage, 64,145, or 
 41.6 per cent of the total tonnage of the unrigged 
 craft. Of the total number of vessels, more than one- 
 half, 1,296, or 51.1 per cent, was of less than 100 tons 
 each, although their total tonnage formed but 4.2 per 
 cent of the total for all vessels. 
 
 CONSTRUCTION AND VALUATION. 
 
 The character of construction forms an interesting 
 and instructive feature of these statistics, and is pre- 
 sented in connection with the reported valuation. 
 Of the figures for valuation, however, it seems neces- 
 sary to say again that there are so many and such 
 conflicting elements associated with the determina- 
 tion of this fact that the results are unsatisfactory; 
 they are presented, however, subject to the limitations 
 referred to on the subject of valuation which appears 
 in the United States section of this report. 
 
 Three kinds of construction are represented in Table 
 1 1 ; inasmuch, however, as composite construction is 
 credited with but 3 vessels in 1906 and only 2 vessels 
 in 1889, this class will be passed without further con- 
 sideration and the discussion confined to the two im- 
 portant classes. As the statistics in this table do not 
 distinguish between the vessels built of iron and those 
 built of steel, for brevity and convenience this class 
 will be termed "metal" as distinguished from "wood." 
 
 In 1906, as in 1889, much the larger number and 
 tonnage were reported for the wooden vessels, although 
 the percentage of tonnage was considerably diminished 
 in 1906. On the other hand, however, the value of metal 
 vessels, which amounted to less than one-half that of 
 wooden vessels in 1889, had assumed the leading posi- 
 tion at the census of 1906. The freight and passenger 
 
PACIFIC COAST. 
 
 99 
 
 vessels are responsible for most of this increase in the 
 value of metal construction, this class representing 52.5 
 per cent of the total value of all vessels on the Pacific 
 coast in 1906, as compared with 29.5 per cent in 1889. 
 . The growth of metal construction in freight and pas- 
 
 senger vessels is shown by a glance at the increases in 
 this class in number, tonnage, and value. In 1906 the 
 number of such vessels was almost six times as great 
 as in 1889, the tonnage over seven times as great, and 
 the value over six times. 
 
 Table 11.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND OCCUPATION AND BY CHARACTER 
 
 OF CONSTRUCTION: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IKON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLAPS AND OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 ' 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 2,537 
 1,635 
 
 977,687 
 419, 157 
 
 876,622,633 
 21,824,040 
 
 130 
 23 
 
 354, 134 
 48, 121 
 
 841,375,742 
 6,613,065 
 
 2,404 
 1,610 
 
 622, 606 
 369,738 
 
 135,168,891 
 15,100,975 
 
 3 
 2 
 
 947 
 1,298 
 
 878,000 
 110,000 
 
 
 
 1,066 
 465 
 
 518, 107 
 160, 293 
 
 60,440,145 
 14,767,355 
 
 105 
 22 
 
 318,995 
 47, 124 
 
 39,702,536 
 6,573,065 
 
 959 
 442 
 
 198,279 
 112,080 
 
 20,664,609 
 8,094,290 
 
 2 
 1 
 
 
 
 
 1,089 lOo'oOO 
 
 
 604 
 354 
 
 313 
 70 
 
 47 
 38 
 
 66 
 3 
 
 36 
 
 451,270 
 129, 491 
 
 24,151 
 6,109 
 
 40,171 
 24, 630 
 
 1,065 
 63 
 
 1,450 
 
 52,164,977 
 12,660,755 
 
 3,353,927 
 1,120,800 
 
 4,315,522 
 979,300 
 
 294,800 
 6,500 
 
 310,919 
 
 86 
 17 
 
 14 
 4 
 
 2 
 1 
 
 1 
 
 313,217 
 46, 140 
 
 2,482 
 569 
 
 2,964 
 415 
 
 102 
 
 38,553,013 
 6,398,065 
 
 623, 194 
 135,000 
 
 450,000 
 40,000 
 
 17,000 
 
 517 
 336 
 
 299 
 66 
 
 44 
 37 
 
 65 
 3 
 
 34 
 
 137,634 
 82,262 
 
 21,669 
 5, 540 
 
 36,793 
 24,215 
 
 963 
 63 
 
 1,220 
 
 13,561,964 
 6, 162, 690 
 
 2.730,733 
 985,800 
 
 3,842,522 
 939,300 
 
 277,800 
 6,500 
 
 251,590 
 
 1 
 1 
 
 419 
 1,089 
 
 50 000 
 
 Tugs and other towing vessels. 
 
 100,000 
 
 
 
 
 
 
 1 
 
 414 
 
 23,000 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 230 
 
 59,329 
 
 
 
 
 
 
 
 
 Sail 
 
 666 
 681 
 
 305,283 
 195,508 
 
 11,533,171 
 6,231,340 
 
 20 
 1 
 
 31,848 
 997 
 
 1,642,206 
 40,000 
 
 645 
 679 
 
 273,321 
 194,302 
 
 9,885,965 
 6,181,340 
 
 1 
 1 
 
 114 
 209 
 
 5,000 
 
 
 10,000 
 
 
 547 
 647 
 
 104 
 25 
 
 15 
 9 
 
 805 
 489 
 
 302,798 
 194,478 
 
 1,459 
 612 
 
 1,026 
 418 
 
 154,297 
 63,356 
 
 11,275,586 
 6,112,340 
 
 174,110 
 69,300 
 
 83,475 
 49,700 
 
 4,649,317 
 825,345 
 
 20 
 1 
 
 31,848 
 997 
 
 1,642,206 
 40,000 
 
 527 
 645 
 
 104 
 25 
 
 14 
 9 
 
 800 
 489 
 
 270,950 
 193,272 
 
 1,459 
 612 
 
 912 
 418 
 
 151,006 
 63,356 
 
 9,633,380 
 6,062,340 
 
 174, 110 
 69,300 
 
 78, 475 
 49,700 
 
 4,618,317 
 825,345 
 
 
 
 
 
 1 
 
 209 
 
 10,000 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 114 
 
 5,000 
 
 
 
 
 
 
 
 5 
 
 3,291 
 
 31,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 The character of construction was not reported in 1889, but for purposes of comparison in this table all vessels are assumed to be of wood. 
 
 The feature of increased valuation is conspicuous 
 also in freight and passenger vessels of wooden con- 
 struction, their value being $23,195,344, or 30.3 per 
 cent of the value of all vessels, in 1906, as compared 
 with 112,225,030, or 56 per cent, in 1889. This class 
 of wood construction increased as follows : Number of 
 vessels, 63, or 6.4 per cent; gross tonnage, 133,050, or 
 48.3 per cent; valuation, 110,970,314, or 89.7 per cent. 
 Wooden construction can not be passed without di- 
 recting attention to a class of vessels peculiar to the 
 Pacific coast known as steam schooners. These ves- 
 sels are of low power, very staunch, and of great carry- 
 ing capacity. Unlike the steamer in general, they 
 have the characteristic of the sailing schooner, in that 
 they are able to carry large deck loads of lumber. 
 Although some of these vessels have been built in 
 eastern yards, because of their great and immediate 
 demand, they are mostly the creation of Pacific coast 
 yards, where the abundance of timber has stimulated 
 their production. Upward of 100 of these specially 
 constructed steamers are owned in San Francisco for 
 use in the transportation of lumber. 
 
 Ferryboats increased largely in valuation between 
 the two censuses, their value being «4,: 315,522, or 5.6 
 
 per cent of the value of all vessels on that coast in 1906, 
 compared with $979,300, or 4.5 per cent, in 1889. 
 Wood is still shown to be the favorite material for the 
 construction of this class of boats, as out of a total for 
 both classes of 46 vessels of 39,757 tons in 1906 only 2 
 of 2,964 tons were of metal construction, while in 1889 
 there was but one of 415 tons out of a total of 38 of 
 24,630 tons. In the years from 1889 to 1906 two ferry- 
 boats, of 1,631 and 1,333 tons, respectively, were 
 added to the metal fleet, the one boat of this class 
 shown in 1889 not being reported in 1906. 
 
 The tugs and other towing vessels were also largely 
 of wood construction at both censuses. Although there 
 has been a considerable increase in metal construction 
 of this class of vessels, it has not been sufficient to 
 cause any marked change in the relative proportion of 
 metal and wood construction. The metal construc- 
 tion represented 4.5 per cent of all vessels of this class, 
 10.3 per cent of their tonnage, and 18.6 per cent of 
 their value in 1906, as compared with 5.7 per cent, 9.3 
 per cent, and 12 per cent, respectively, for the three 
 items in 1889. 
 
 Unrigged craft were not reported as to character 
 of construction at the census of 1889, and all vessels 
 
100 
 
 TRANSPORTATION BY WATER. 
 
 of this class for that year have been assumed to be of 
 wood construction; and as the unrigged vessels of 
 metal construction at the census of 1906 formed but 
 six-tenths of 1 per cent of the total number of unrigged 
 
 craft, 2.1 per cent of the total tonnage, and seven- 
 tenths of 1 per cent of the total value, there could have 
 been but slight error in the classification. 
 
 Table 12.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND BY CHARACTER OF CONSTRUCTION, 
 WITH PER CENT OF TOTAL AND PER CENT OF INCREASE: 1906 AND 1889. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 CLASS, AND CHARACTER OF 
 CONSTRUCTION. 
 
 Number. 
 
 Per cent of 
 total. 
 
 Per 
 cent of 
 
 in- 
 crease. 
 
 Gross tons. 
 
 Per cent of 
 total. 
 
 Per 
 cent of 
 
 in- 
 crease. 
 
 Amount. 
 
 Per cent of 
 total. 
 
 Per 
 cent of 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 crease. 
 
 
 2,537 
 
 1,635 
 
 100.0 
 
 100.0 
 
 55.2 
 
 977, 687 
 
 419, 157 
 
 100.0 
 
 100.0 
 
 133.3 
 
 $76,622,633 
 
 121,824,040 
 
 100.0 
 
 100.0 
 
 251.1 
 
 
 
 Iron and steel 
 
 Wood 
 
 130 
 
 2,404 
 
 3 
 
 23 
 
 1,610 
 
 2 
 
 5.1 
 
 94.8 
 
 0.1 
 
 1.4 
 
 98.5 
 
 0.1 
 
 465.2 
 49.3 
 50.0 
 
 354, 134 
 
 622, 606 
 
 947 
 
 48, 121 
 
 369, 738 
 
 1,298 
 
 36.2 
 63.7 
 0.1 
 
 11.5 
 
 88.2 
 
 0.3 
 
 635.9 
 
 68.4 
 
 127.0 
 
 41,375,742 
 
 35, 168, 891 
 
 78,000 
 
 6, 613, 065 
 
 15, 100, 975 
 
 110, 000 
 
 54.0 
 45.9 
 0.1 
 
 30.3 
 
 69.2 
 
 0.5 
 
 525.7 
 
 
 
 
 
 
 1,066 
 
 465 
 
 100.0 
 
 100.0 
 
 129,2 
 
 518, 107 
 
 160,293 
 
 100.0 
 
 100.0 
 
 223.2 
 
 60, 440, 145 
 
 14, 767, 355 
 
 100.0 
 
 100.0 
 
 
 
 
 
 105 
 
 959 
 
 2 
 
 666 
 
 22 
 
 442 
 1 
 
 681 
 
 9.8 
 
 90.0 
 
 0.2 
 
 100.0 
 
 4.7 
 
 95.1 
 
 0.2 
 
 100.0 
 
 377.3 
 117.0 
 100.0 
 
 ■ 12.2 
 
 318,995 
 
 198,279 
 
 833 
 
 305,283 
 
 47, 124 
 
 112, 080 
 
 1,089 
 
 195, 508 
 
 61.6 
 
 38.3 
 
 0.2 
 
 100.0 
 
 29.4 
 69.9 
 0.7 
 
 100.0 
 
 576.9 
 
 76.9 
 
 123.5 
 
 56.1 
 
 39, 702, 536 
 
 20, 664, 609 
 
 73, 000 
 
 11,533,171 
 
 6, 573, 065 
 
 8,094,290 
 
 100, 000 
 
 6,231,340 
 
 65.7 
 
 34.2 
 
 0.1 
 
 100.0 
 
 44.5 
 
 54.8 
 
 0.7 
 
 100.0 
 
 
 Wood 
 
 
 
 127.0 
 
 Sail 
 
 
 
 
 20 
 
 645 
 
 1 
 
 805 
 
 1 
 
 679 
 
 1 
 
 489 
 
 3.0 
 96.8 
 0.2 
 
 100.0 
 
 0.1 
 
 99.7 
 
 0.1 
 
 100.0 
 
 1,900.0 
 15.0 
 
 64.6 
 
 31,848 
 
 273, 321 
 
 114 
 
 154,297 
 
 997 
 
 194, 302 
 
 209 
 
 63,356 
 
 10.4 
 89.5 
 
 m 
 
 100.0 
 
 0.5 
 
 99.4 
 
 0.1 
 
 100.0 
 
 3,094.4 
 
 40.7 
 
 145.5 
 
 143.5 
 
 1,642,206 
 
 9,885,965 
 
 5,000 
 
 4,649,317 
 
 40,000 
 
 6,181,340 
 
 10,000 
 
 825, 345 
 
 14.2 
 85.7 
 ( s ) 
 
 100.0 
 
 0.6 
 
 99.2 
 
 0.2 
 
 100.0 
 
 4,005.5 
 
 Wood 
 
 
 
 
 463.3 
 
 
 Iron and steel 
 
 5 
 
 800 
 
 489 
 
 0.6 
 99.4 
 
 
 
 3,291 
 151, 006 
 
 
 2.1 
 97.9 
 
 
 
 31,000 
 4, 618, 317 
 
 
 0.7 
 89.3 
 
 
 
 Wood 
 
 100.0 
 
 63.6 
 
 63, 356 
 
 100.0 
 
 138.3 
 
 825, 345 
 
 100.0 
 
 459.6 
 
 
 i Decrease. 
 
 2 Less than one-tenth of 1 per cent. 
 
 ' The character of construction of unrigged craft was not reported in 1889, but for purposes of comparison in this table all were assumed to be of wood. 
 
 At the census of 1906, as compared with that of 1889, 
 the actual increase in the number of vessels of metal 
 construction was but 107, while the gain in vessels of 
 wood was 794; the percentages of gain, however, were 
 465.2 and 49.3, respectively. Although the relative 
 proportion of increase in tonnage is not dissimilar — 
 635.9 per cent for metal construction and 68.4 per cent 
 for wood — the actual gain was 306,013 for metal and 
 252,868 for wood. In value metal construction showed 
 an actual gain of $34,762,677, or 525.7 per cent, com- 
 pared with $20,067,916, or 132.9 per cent, for wood. 
 Thus it is seen that the increased value of metal con- 
 struction was nearly as large as the total value of all 
 vessels of wood construction. 
 
 The growth of metal construction is further evi- 
 denced by a glance at the relative proportions which 
 the number, tonnage, and value of this character of 
 construction held at the two censuses. 
 
 Most of this great gain was in steam craft. In fact, 
 so far as new construction is concerned, it may be said 
 to be entirely due to steam-propelled vessels, since . 
 practically the entire gain in sailing vessels of metal 
 construction has been caused by the addition of 
 vessels to the fleet in accordance with various acts of 
 Congress. 
 
 Table 13 is particularly misleading as connected 
 with the Pacific coast fleet, since vessels built on the 
 Atlantic coast and in other sections of the country 
 were documented in those localities and therefore do 
 not appear in this table, although they belong to the 
 Pacific coast fleet. Among such vessels are the 2 
 steamers, Minnesota and Dakota, of over 20,000 gross 
 tons each. These 2 fine steamers, built in an eastern 
 shipyard for the Pacific trade, were documented in 
 New York city. 
 
PACIFIC COAST. 
 
 101 
 
 Table 13.— NUMBER AND GROSS TONNAGE OF VESSELS ADDED TO THE DOCUMENTED FLEET EACH YEAR, BY 
 
 CLASS AND BY CHARACTER OF CONSTRUCTION: 1880 TO 1906. 1 
 
 
 AGGEEGATE. 
 
 STEAM. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Total. 
 
 1 
 
 Iron. 
 
 Steel. 
 
 Wood 
 
 
 Num- 
 ber ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels 
 
 Gross 
 tonnage. 
 
 1 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 200 
 
 169 
 
 180 
 
 191 
 
 226 
 
 287 
 
 314 
 
 314 
 
 236 
 
 66 
 
 93 
 
 76 
 
 60 
 
 91 
 
 139 
 
 122 
 
 95 
 
 112 
 
 105 
 
 74 
 
 58 
 
 77 
 
 85 
 
 91 
 
 76 
 
 61 
 
 42 
 
 22,206 
 
 25,831 
 
 21,926 
 
 48,140 
 
 55, 794 
 
 77,869 
 
 55, 102 
 
 56, 439 
 
 63, 339 
 
 8,902 
 
 10,818 
 
 8,060 
 
 5,499 
 
 13, 721 
 
 20, 770 
 
 19,070 
 
 17,383 
 
 17,939 
 
 23, 174 
 
 9,240 
 
 5,914 
 
 11,507 
 
 10,620 
 
 16,738 
 
 15,832 
 
 11,554 
 
 9,940 
 
 
 
 2 
 3 
 4 
 7 
 3 
 
 12 
 5 
 
 12 
 6 
 
 893 
 2,398 
 1,806 
 11,777 
 12,838 
 24,050 
 5,631 
 3,317 
 10, 551 
 
 198 
 
 165 
 
 176 
 
 183 
 
 222 
 
 270 
 
 305 
 
 297 
 
 220 
 
 65 
 
 91 
 
 74 
 
 59 
 
 90 
 
 138 
 
 122 
 
 93 
 
 110 
 
 104 
 
 73 
 
 58 
 
 75 
 
 85 
 
 21,313 
 
 21,579 
 
 20,060 
 
 33,387 
 
 42,317 
 
 46,622 
 
 41, 103 
 
 39,053 
 
 45, 758 
 
 7,742 
 
 10, 111 
 
 4,656 
 
 5,396 
 
 10, 193 
 
 20, 370 
 
 19, 070 
 
 12,335 
 
 17, 560 
 
 22,093 
 
 9,160 
 
 5,914 
 
 9,317 
 
 10, 620 
 
 16, 738 
 
 15, 805 
 
 11,554 
 
 8,528 
 
 117 
 108 
 118 
 106 
 98 
 100 
 84 
 140 
 121 
 33 
 31 
 19 
 20 
 28 
 49 
 54 
 58 
 72 
 55 
 33 
 23 
 38 
 42 
 34 
 29 
 21 
 25 
 
 9,746 
 
 12, 141 
 
 12,878 
 
 24,736 
 
 22,000 
 
 30,281 
 
 21,578 
 
 39, 361 
 
 45,373 
 
 3,703 
 
 4,929 
 
 5,043 
 
 3,697 
 
 7,184 
 
 9,940 
 
 9,167 
 
 9,651 
 
 12,747 
 
 12,710 
 
 3,851 
 
 3,023 
 
 8,868 
 
 5,866 
 
 4,019 
 
 6,782 
 
 3,010 
 
 7,643 
 
 
 
 2 
 2 
 4 
 6 
 2 
 8 
 4 
 12 
 6 
 
 893 
 184 
 1,866 
 10,092 
 10, 707 
 17,348 
 4,649 
 3,317 
 10,551 
 
 115 
 106 
 114 
 99 
 95 
 92 
 79 
 124 
 113 
 32 
 29 
 18 
 19 
 27 
 48 
 54 
 57 
 70 
 54 
 32 
 23 
 36 
 42 
 34 
 28 
 21 
 24 
 
 8,853 
 
 1905 
 
 1 
 
 1,854 
 
 
 
 
 
 
 
 
 11,012 
 
 1903 
 
 1 
 1 
 5 
 4 
 5 
 4 
 1 
 
 2,976 
 639 
 7,187 
 8,368 
 14,069 
 7,030 
 1,160 
 
 1 
 1 
 
 2,976 
 639 
 
 1902 
 
 11, 068 
 
 1901 
 
 
 
 
 
 1 
 4 
 
 2 
 1 
 
 3,945 
 12, 126 
 4,805 
 1,160 
 
 1899 
 
 
 1898 
 
 
 1897 
 
 . 2, 543 
 4,222 
 2,539 
 3,594 
 3,656 
 9,540 
 
 1896 
 
 2 
 1 
 1 
 1 
 1 
 
 707 
 2,504 
 
 103 
 3,528 
 
 400 
 
 2 
 1 
 1 
 1 
 1 
 
 707 
 2,504 
 
 103 
 3,528 
 
 400 
 
 1895 
 
 1 
 
 900 
 
 
 
 1894 
 
 
 
 1893 
 
 
 
 
 
 1892 
 
 
 
 
 
 1891 
 
 
 
 
 
 1890 
 
 1 
 
 2,755 
 
 1 
 2 
 1 
 1 
 
 2,293 
 
 379 
 
 1,081 
 
 80 
 
 1 
 
 2,755 
 
 
 
 6,896 
 12,368 
 11,629 
 3,771 
 3,023 
 6,678 
 
 1889 
 
 2 
 1 
 1 
 
 379 
 
 1,081 
 
 80 
 
 1888 
 
 
 
 
 
 1887 
 
 
 
 
 
 1886 
 
 
 
 
 
 1885 
 
 1 
 
 1,362 
 
 1 
 
 828 
 
 1 
 
 1,362 
 
 1 
 
 828 
 
 1884 
 
 1883 
 
 
 
 
 . 
 
 91 
 75 
 61 
 40 
 
 
 
 
 
 4,019 
 
 1882 
 
 1 
 
 27 
 
 
 
 1 
 
 27 
 
 
 
 1881 
 
 
 
 
 
 
 1880 
 
 2 
 
 1,412 
 
 
 
 1 
 
 415 
 
 
 
 7,228 
 
 
 
 
 
 
 
 SAIL. 
 
 TJNEIGGED. 
 
 YEAR. 
 
 Total. 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Wood. 
 
 
 Number 
 of ves- 
 sels. 
 
 Gross tc 
 nage. 
 
 n- 
 
 Number 
 of ves- 
 sels. 
 
 Gross ton- 
 nage. • 
 
 Number 
 of ves- 
 sels. 
 
 Gross ton- 
 nage. 
 
 Number 
 of ves- 
 sels. 
 
 Gross ton- 
 nage. 
 
 Number 
 of ves- 
 sels. 
 
 Gross ton- 
 nage. 
 
 1906 
 
 21 
 23 
 28 
 51 
 49 
 61 
 58 
 45 
 50 
 33 
 62 
 57 
 40 
 63 
 
 Nil 
 
 68 
 37 
 
 40 
 49 
 41 
 35 
 39 
 43 
 51 i 
 47 
 38 
 16 
 
 4,4- 
 
 Tt 
 
 
 
 
 
 21 
 21 
 28 
 50 
 48 
 52 
 54 
 44 
 48 
 33 
 62 
 56 
 40 
 63 
 89 
 68 
 36 
 40 
 49 
 41 
 35 
 39 
 43 
 56 
 47 
 38 
 15 
 
 4,424 
 4,460 
 4,586 
 20, 467 
 25,685 
 26, 159 
 17,912 
 7,686 
 8,353 
 5,199 
 5,889 
 2,117 
 1,802 
 6,537 
 10,615 
 9,903 
 5,439 
 5,192 
 10,359 
 5,389 
 2,891 
 2,639 
 4,754 
 11,548 
 9,050 
 7,519 
 937 
 
 62 
 38 
 34 
 34 
 79 
 126 
 172 
 129 
 65 
 
 8,036 
 5,162 
 4,462 
 
 1905 1 
 
 8,528 
 
 4,586 
 
 21,552 
 
 27,816 
 
 40,048 
 
 23,317 
 
 9,629 
 
 10,578 
 
 5,199 
 
 5,889 
 
 3,017 
 
 1,802 
 
 6,537 
 
 10,615 
 
 9,903 
 
 7,732 
 
 5,192 
 
 10,359 
 
 5,389 
 
 2,891 
 
 2,639 
 
 4,754 
 
 11,548 
 
 9,050 
 
 7,519 
 
 1,934 
 
 1 
 
 1,854 
 
 1 
 
 2,214 
 
 1904 
 
 1903 
 
 
 
 1 
 
 1 
 4 
 
 1 
 
 1,085 
 
 2,131 
 
 6,702 
 
 982 
 
 1902 
 
 
 
 5,918 
 7,530 
 10,207 
 7,449 
 7,388 
 
 1901 
 
 5 
 3 
 1 
 2 
 
 7,187 
 4,423 
 1,943 
 2,225 
 
 1900 
 
 1899 
 
 1898 
 
 
 
 1897 
 
 
 
 1896. . 
 
 
 
 
 
 
 
 1895 
 
 1 
 
 900 
 
 
 
 
 
 1894 
 
 
 
 
 
 1893 ... 
 
 
 
 
 
 
 
 1892 
 
 
 
 
 
 1 
 
 215 
 
 1891 
 
 
 
 
 
 
 
 
 
 1 
 
 2,293 
 
 
 
 1889 
 
 
 
 
 
 
 
 
 
 
 1 
 
 105 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1885 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 1,171 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 1 
 
 1,025 
 363 
 
 
 1 
 
 997 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 Includes all vessels, except yachts, reported by the Commissioner of Navigation as built, admitted to registry by acts of Congress renationalized, and pur- 
 chased from the United States. 
 
 The average number of documented vessels added 
 to the Pacific coast fleet for the twenty-seven years 
 from 1880 to 1906 was 135 and the average tonnage 
 24,567. The six years from 1898 to 1903 were the 
 most marked in the growth of this fleet, showing an 
 average per year of 261 in number and 59,446 in ton- 
 nage. The largest number of vessels added in a single 
 year was 314, reported for both 1899 and 1900, and the 
 smallest number, 42, for 1880. The largest tonnage, 
 77,859, was added in 1901, and the smallest, 5,499, in 
 1894. Wood construction shows its largest growth 
 
 during the six years from 1898 to 1903 and steel vessels 
 from 1901 to 1903. Of the 22 steel vessels added from 
 1901 to 1903, 16 were steamers, and their tonnage 
 amounted to 38,747, or 79.6 per cent of the total ton- 
 nage of the steel vessels. Wood construction from 
 1898 to 1903 was represented by 1,503 vessels of 
 248,240 tons. Six hundred and two, or 40.1 per cent 
 of the number, having a tonnage of 101,634, or 40.9 
 per cent, were steam vessels; 296, or 19.7 per cent of 
 the number, and 106,262 tons, or 42.8 per cent of the 
 tonnage, were sail vessels; while 605, or 40.3 per cent 
 
102 
 
 TRANSPORTATION BY WATER. 
 
 of the number, and 40,344 tons, or 16.3 per cent of the 
 tonnage, were reported for the unrigged craft. There 
 were 28 vessels of 49,739 tonnage of iron construction. 
 Of these, however, 25 of 47,935 tonnage were added to 
 the fleet not by natural growth by being built on the 
 Pacific coast, or in fact in any section of the United 
 States, but by being admitted to American registry by 
 various acts of Congress. The following statement 
 shows the number and tonnage of the several classes of 
 vessels which were added to the documented merchant 
 marine on the Pacific coast by general or special acts 
 of Congress, by being renationalized, or by purchase 
 from the United States: 
 
 
 TOTAL. 
 
 STEAM. 
 
 SAIL. 
 
 UNRIGGED. 
 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Total- 
 
 80 
 
 91,551 
 
 37 
 
 51,374 
 
 40 
 
 38,747 
 
 3 
 
 1,430 
 
 
 25 
 16 
 39 
 
 47,935 
 32,652 
 10,964 
 
 11 1 28,406 
 7 17.245 
 
 14 
 9 
 17 
 
 19,529 
 15,407 
 3,811 
 
 
 
 Steel 
 
 
 
 Wood 
 
 19 
 
 5,723 
 
 3 
 
 1,430 
 
 The growth in the size of the vessels of the Pacific 
 fleet is indicated by the average tonnage and the 
 average value per vessel and per ton for the censuses 
 of 1906 and 1889. 
 
 Table 14,.— AVERAGE GROSS TONNAGE AND VALUE PER VESSEL AND AVERAGE VALUE PER TON: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IRON AND STEEL. 
 
 WOOD 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 
 per 
 
 vessel. 
 
 Average 
 
 value 
 
 per ton. 
 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 385 
 256 
 
 830,202 
 13,348 
 
 $78 
 52 
 
 2,724 
 2,092 
 
 $318,275 
 287,525 
 
 $117 
 137 
 
 259 
 230' 
 
 $14,629 
 9,379 
 
 $56 
 41 
 
 316 
 649 
 
 $26,000 
 55,000 
 
 $82 
 85 
 
 
 
 486 
 345 
 
 56,698 
 31,758 
 
 117 
 92 
 
 3,038 
 2,142 
 
 378, 119 
 298, 776 
 
 124 
 139 
 
 207 
 254 
 
 21, 548 
 18,313 
 
 104 
 72 
 
 417 
 1,089 
 
 36,500 
 100,000 
 
 88 
 92 
 
 
 
 747 
 366 
 
 77 
 87 
 
 855 
 648 
 
 16 
 
 21 
 
 40 
 
 86,366 
 35, 765 
 
 10, 715 
 16,011 
 
 91,820 
 25,771 
 
 4,467 
 2,167 
 
 8,637 
 
 116 
 98 
 
 139 
 183 
 
 107 
 40 
 
 277 
 103 
 
 214 
 
 3,642 
 2,714 
 
 177 
 142 
 
 1,482 
 415 
 
 102 
 
 
 266 
 245 
 
 72 
 84 
 
 836 
 654 
 
 15 
 21 
 
 36 
 
 26,232 
 18,341 
 
 9,133 
 14,936 
 
 87,330 
 25,386 
 
 4,274 
 2,167 
 
 7,400 
 
 99 
 75 
 
 126 
 178 
 
 104 
 39 
 
 288 
 103 
 
 206 
 
 419 
 1,089 
 
 50,000 
 100,000 
 
 119 
 
 92 
 
 Tugs and other towing vessels. . . 
 
 376,357 
 
 44,514 
 33, 750 
 
 225,000 
 40,000 
 
 17,000 
 
 139 
 
 251 
 237 
 
 152 
 96 
 
 167 
 
 
 
 
 
 
 414 
 
 23,000 
 
 56 
 
 
 Yachts 
 
 
 
 
 
 
 
 
 All other 
 
 115 
 
 29,665 
 
 258 
 
 
 
 
 
 
 
 
 Sail 
 
 458 
 287 
 
 17,317 
 9,150 
 
 38 
 32 
 
 1,592 
 997 
 
 82, 110 
 40,000 
 
 52 
 40 
 
 424 
 286 
 
 1,533 
 9,104 
 
 36 
 32 
 
 114 
 209 
 
 5,000 
 10,000 
 
 44 
 48 
 
 
 Freight and passenger 
 
 554 
 301 
 
 14 
 24 
 
 68 
 46 
 
 192 
 130 
 
 20,614 
 9,447 
 
 1,674 
 2,772 
 
 5,565 
 5,522 
 
 5,776 
 1,688 
 
 37 
 31 
 
 119 
 113 
 
 81 
 119 
 
 30 
 13 
 
 1,592 
 997 
 
 82, 110 
 40, 000 
 
 52 
 40 
 
 514 
 300 
 
 14 
 24 
 
 65 
 46 
 
 189 
 130 
 
 18,280 
 9,399 
 
 1,674 
 2,772 
 
 5,605 
 5,522 
 
 5,773 
 1,688 
 
 36 
 31 
 
 119 
 113 
 
 86' 
 119 
 
 31 
 13 
 
 
 
 
 Yachts 
 
 209 
 
 10,000 
 
 48 
 
 
 
 
 
 
 
 
 
 
 
 
 114 
 
 5,000 
 
 44 
 
 
 
 
 
 Unrigged 
 
 658 
 
 6,200 
 
 9 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 The freight and passenger class and the unrigged 
 craft, which together represented 92.9 per cent of the 
 entire tonnage and comprised practically all of the 
 freight carrying vessels in 1906, show great increases in 
 their average tonnage. Steam freight and passenger 
 vessels increased 381 tons each, or 104.1 per cent; the 
 sailing vessels of this class made an average gain of 253 
 tons, or 84.1 per cent; and the unrigged craft increased 
 62 tons each, or 47.7 per cent. The average value of 
 the freight and passenger vessels increased as follows : 
 Steam, $50,601, or 141.5 per cent, and sail, $11,167, or 
 118.2 per cent; while the average for the unrigged ves- 
 sels increased $4,088, or 242.2 per cent. The metal 
 freight and passenger vessels propelled by steam showed 
 the largest average tonnage and also the largest aver- 
 age value in 1906 as in 1889. Metal sailing vessels of 
 this class, although much less numerous than the steam 
 craft, ranked second in average tonnage and third in 
 
 average value. The average tonnage of the freight 
 and passenger metal built steamers increased 928, or 
 34.2 per cent. The wooden vessels of this class showed 
 but a small increase in average size per vessel — 21 tons, 
 or 8.6 per cent — while the increase in average value was 
 $7,891, or 43 per cent. The metal freight and passen- 
 ger vessels that were dependent upon sail power made 
 an average gain of 595 tons, or 59.7 per cent. Of metal 
 built vessels, ferryboats showed the most marked in- 
 crease, the gain in average tonnage of these steam ves- 
 sels being 1,067, or 257.1 per cent, and the increase in 
 average value, $185,000, or 462.5 per cent. The aver- 
 age size and value of ferryboats built of wood increased 
 182 tons and $61,944, respectively. Towing vessels as 
 a whole decreased 10 tons, or 11.5 per cent, in average 
 size and $5,296, or 33.1 per cent, in average value. 
 The metal class increased 35 tons, or 24.6 per cent, in 
 average size and $10,764, or 31.9 per cent, in average 
 
PACIFIC COAST. 
 
 103 
 
 value; while those of wood construction decreased in 
 average size 12 tons and in average value $5,803, or 
 38.9 per cent. 
 
 Diagram 1 . — Relative amount of tonnage of metal and -wooden vessels: 
 1875 to 1906. 
 I8 7E 1880 I8B5 1890 1895 1900 1906 
 
 5.75 
 550 
 525 
 500 
 476 
 450 
 425 
 400 
 
 » 376 
 
 Z 
 
 O 350 
 
 \- 
 
 O 32B 
 
 CO 
 
 .300 
 275 
 250 
 225 
 200 
 
 175 
 
 ISO 
 
 125 
 
 100 
 75 
 
 Unrigged craft increased in all classes and for all items. 
 In 1889 no metal construction was reportedfor unrigged 
 vessels, but the 5 which were reported in 1906 averaged 
 658 tons in size and $6,200 in value. Wooden con- 
 struction in this class made an average increase of 59 
 tons, or 45.4 per cent, in size and $4,085, or 242 per cent, 
 in value. 
 
 CHARACTER OF PROPULSION AND HORSEPOWER. 
 
 Statistics showing character of propulsion and power 
 are not available for previous censuses, but they were 
 secured at the census of 1906. 
 
 Of the total number of vessels, 725, or 68 percent, were 
 steamers and 341, or 32 per cent, used gasoline. The 
 steam vessels represented 511,607 tons, or 98.7 per cent 
 of the total tonnage, and 435,020 horsepower, or 97.6 
 per cent of all the horsepower; while the vessels using 
 gasoline embraced but 6,500 tons, or 1.3 per cent, with 
 10,697 horsepower, or 2.4 per cent of the total. The 
 screw propeller was used in the propulsion of 7S.5 per 
 cent of the vessels, while 17.9 per cent were stern 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 
 / 
 
 / 
 
 
 
 
 
 
 / 
 
 / 
 
 
 
 
 
 
 / 
 f 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 
 / 
 
 
 
 
 
 
 f 
 / 
 
 
 
 
 #' 
 
 
 / 
 
 
 
 
 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 / 
 
 / 
 
 
 
 
 
 
 / 
 
 s 
 
 
 
 
 
 _„.,-- 
 
 f 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ( ^-"" 
 
 
 
 
 
 
 wheelers, and 3.6 per cent were side wheelers. The 
 tonnage of the three types of vessels formed 80.1 per 
 cent, 13 per cent, and 6.8 per cent, respectively, of the 
 total tonnage. The horsepower represented by these 
 three classes was as follows: Screw propeller, 82.5 per 
 cent; stern wheel, 12.2 per cent; and side wheel, 5.2 per 
 cent. It is somewhat surprising to note the fact that 
 the small number of side wheel vessels, mostly ferry- 
 boats, so greatly exceeds all other classes in average 
 tonnage and horsepower. 
 
 Table 15. — Number, gross tonnage, and horsepower of vessels, .by 
 character of propulsion and power, with average tonnage and horse- 
 power: 1906. 
 
 PROPULSION AND POWER. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Horse- 
 power. 
 
 Average 
 tonnage. 
 
 Average 
 horse- 
 power. 
 
 Total 
 
 1,066 
 
 518, 107 
 
 445, 717 
 
 486 
 
 418 
 
 
 837 
 
 415, 100 
 
 367,875 
 
 496 
 
 440 
 
 
 
 Steam 
 
 507 
 330 
 
 191 
 
 408, 849 
 6,251 
 
 67,539 
 
 357, 503 
 10,372 
 
 54, 479 
 
 806 
 19 
 
 354 
 
 705 
 31 
 
 
 285 
 
 
 
 Steam 
 
 184 
 
 7 
 
 38 
 
 67,364 
 175 
 
 35,468 
 
 54,271 
 208 
 
 23,363 
 
 366 
 25 
 
 933 
 
 295 
 30 
 
 
 615 
 
 
 
 
 
 34 
 4 
 
 35, 394 
 74 
 
 23,240 1,041 
 117 19 
 
 684 
 
 
 29 
 
 
 
 
 
 The largest American vessel in the United States 
 belonged to the Pacific coast fleet. It is of interest to 
 note the largest tonnage and the largest horsepower of 
 the vessels of the various classes, although the largest 
 horsepower, except for the side wheelers, was not that 
 reported for the particular vessels for which the largest 
 tonnage was shown. 
 
 TYPE. 
 
 LARGEST GROSS 
 TONNAGE. 
 
 LARGEST HORSE- 
 POWER. 
 
 
 Steam. 
 
 Gasoline. 
 
 Steam. 
 
 Gasoline. 
 
 Screw 
 
 20, 718 
 3,549 
 1,211 
 
 534 
 39 
 53 
 
 12,000 
 2,000 
 1,300 
 
 300 
 65 
 
 
 50 
 
 
 
 It is unfortunate that data as to the kinds of fuel 
 used and the cost per horsepower are not available in 
 connection with the foregoing description of the Pacific 
 coast fleet. It was deemed impracticable to secure this 
 information, just as it was to obtain reliable figures as 
 to the number of miles the freight was carried. In 
 view, however, of the scarcity of coal and the abun- 
 dance of oil on the Pacific coast it will be surprising if 
 there is not a more extensive use of fuel of the latter 
 character, especially as recent experiments appear to 
 have overcome, to a great extent, the objections to 
 the use of oil under marine boilers. 
 
104 
 
 TRANSPORTATION BY WATER. 
 
 Table 16. — Character of propulsion and horsepower of steam vessels, 
 by occupation: 1906. 
 
 
 CHAEACTEE OF PEOPULSION. 
 
 HOESEPOWEE OF ENGINES. 
 
 OCCUPATION. 
 
 Total. 
 
 Screw 
 (num- 
 ber). 
 
 Side 
 wheel 
 (num- 
 ber). 
 
 Stern 
 wheel 
 (num- 
 ber). 
 
 Total. 
 
 Steam. 
 
 Gaso- 
 line. 
 
 Total 
 
 1,066 
 
 837 
 
 38 
 
 191 
 
 445,717 
 
 435,020 
 
 10,697 
 
 Freight and pas- 
 
 604 
 
 313 
 
 47 
 66 
 36 
 
 455 
 
 272 
 10 
 66 
 34 
 
 5 
 
 2 
 31 
 
 144 
 
 39 
 6 
 
 362, 182 
 
 50,284 
 
 29, 165 
 
 2,047 
 
 2,039 
 
 355,849 
 
 47,764 
 
 29,079 
 
 810 
 
 1,518 
 
 6,333 
 
 Tugs and other 
 
 towing vessels.. 
 
 Ferryboats 
 
 2,520 
 
 86 
 
 1,237 
 
 
 
 2 
 
 521 
 
 
 
 The freight and passenger vessels formed the most 
 numerous class, constituting 56.7 per cent of the total 
 number and 81.3 per cent of the total horsepower. 
 Of the 604 vessels of this class, 75.3 per cent was 
 equipped with the screw propeller, 23.8 per cent was 
 stern wheelers, and eight-tenths of 1 per cent was side- 
 wheelers. Tugs and other towing vessels had a larger 
 proportion of screw propellers, 86.9 per cent of the 
 total for the class; while 12.5 per cent was stern 
 wheelers, and only six-tenths of 1 per cent was side 
 wheelers. Ferryboats embraced most of the side wheel 
 craft, as 81.6 per cent of the side wheel vessels was 
 found in this class. It is also noticeable that gasoline 
 was but little used in this class of vessels, as only three- 
 tenths of 1 per cent of the total horsepower for ferry- 
 boats is shown as gasoline. 
 
 Yachts were wholly propelled by screw propellers, as 
 were 34 of the 36 vessels embraced in the "all other" 
 class. Of the 66 yachts using power, 58 used gasoline. 
 The extent of this form of propulsion is not fully shown 
 by these tables, as no reports were secured for boats of 
 less than 5 tons, many of which were equipped with 
 auxiliary power of this character. So extensive has 
 become the practice of installing auxiliary power in 
 small craft that comparatively few yachts are being 
 built without such equipment, except those intended 
 for racing purposes. 
 
 INCOME. 
 
 The income for the several classes of vessels was not 
 shown separately in 1889, hence comparative statis- 
 tics are not available for that census except by totals, 
 as shown in Table 1 . It is not claimed for the income 
 presented in Table 17 that it is absolutely correct, but 
 simply that it is a fair general presentation based upon 
 a very careful and intelligent canvass but subject to 
 inherent difficulties almost insuperable. 
 
 Of the income, 60.5 per cent was derived from freight 
 and 21.5 per cent from passengers. The steam freight 
 and passenger vessels had the largest income, almost 
 $30,000,000, or 61.2 per cent of the total income. The 
 sailing vessels of this class had an income that formed 
 
 17.1 per cent of the total, and the combined income for 
 the freight and passenger vessels amounted to $37,969,- 
 854, or 78.3 per cent of the total income. 
 
 Taple 17. — Gross income — all vessels and craft, by class and occu- 
 pation: 1906. 
 
 CLASS AND OCCUPATION. 
 
 Total. 
 
 Freight. 
 
 Passenger. 
 
 All other. 
 
 Total 
 
 848,520,139 
 
 $29,340,102 
 
 $10. 424. 493 
 
 $8,755,544 
 
 
 
 
 
 37,287,470 
 
 20,600,325 
 
 10, 414, 347 
 
 6,272,798 
 
 
 
 Freight and passenger 
 
 Tugs and other towing ves- 
 
 29,692,075 
 
 3,305,938 
 
 4,208,430 
 
 2,500 
 
 78,527 
 
 8,299,751 
 
 20,065,562 
 534, 463 
 
 8,365,559 
 
 10,208 
 2,037,580 
 
 1,260,954 
 2,761,267 
 
 
 2,170,850 
 2,500 
 
 
 
 
 300 
 8,090,122 
 
 1,000 
 10, 146 
 
 77,227 
 
 Sail.-'. 
 
 199,483 
 
 
 
 Freight and passenger 
 
 8,277,779 
 
 100 
 
 21, 872 
 
 2,932,918 
 
 8,090,007 
 
 10,146 
 
 177,626 
 100 
 
 
 115 
 649,655 
 
 
 21,757 
 2, 283, 263 
 
 
 
 
 
 
 The income reported for tugs and other towing vessels 
 amounted to 6.8 per cent of the total. For this class 
 $534,463 is reported as income from freight carried, 
 which, as tugs are notoriously deficient as cargo car- 
 riers, no doubt represents charges for freight that was 
 actually carried on unrigged vessels. Thus it often 
 happened that where the tug and the tow were con- 
 trolled by the same ownership the income for freight 
 charges was reported for the tug ; whereas if controlled 
 by different ownerships, the tug was credited with the 
 towing charges and the unrigged craft was credited 
 with the income for the freight. The $2,761,267 re- 
 ported for this class under " all other" was mostly 
 for towing. The income for ferryboats is nearly 
 evenly divided between the transportation of pas- 
 sengers and "all other," the latter item for ferry- 
 boats being composed mostly of the estimated charges 
 for transporting freight in bulk; that is, in cars across 
 rivers or bays where the freight is not disturbed in 
 transit. Unrigged craft had an income of 6 per cent 
 of the total. Most of this income was reported as "all 
 other" and represents what has been classed as light- 
 erage, or short freight handling, generally harbor trans- 
 fers of freight, to distinguish it from the regular freight 
 shipments and in a measure avoid a duplication. 
 
 The freight reported as lightered amounted to 
 2,431,564 tons in 1889 and 4,321,523 tons in 1906, the 
 increase being 1,889,959 tons, or 77.7 per cent. 
 
 Of the total income from passenger service, freight 
 and passenger vessels, steam and sail, reported 
 $8,375,705, or 80.3 per cent, and ferryboats, $2,037,580, 
 or 19.5 per cent. The proportions for the two classes 
 of vessels are reversed, however, in the case of the 
 number of passengers carried. 
 
 The "all other" income, in addition to representing 
 towing charges and lighterage, includes considerable 
 amounts for dredging, pile driving, chartered vessels, 
 etc. 
 
PACIFIC COAST. 
 
 105 
 
 EMPLOYEES AND WAGES. 
 
 No attempt is made to present comparative figures for 
 employees and wages for 1889, because it is certain that 
 the data were not collected on the same general lines at 
 that census and the census of 1906, and there exists also 
 a doubt as to the exact basis upon which the statistics 
 for 1889 were secured. At the census of 1906, board 
 was included as part compensation for employees on* 
 vessels, and, as has been explained, the total number 
 of these employees was reported regardless of the 
 
 Table 18.— EMPLOYEES, AND 
 
 length of service. Thus the total wages for a vessel 
 might be what would be earned by the crew for a few 
 weeks or months in some instances and for the whole 
 year in others, dependent entirely upon the period 
 during which the vessel was in commission. When it 
 is considered that the number of the crew necessary to 
 operate a vessel' would be the same whether for a long 
 or a short period, it will readily be seen that average 
 annual earnings based upon these figures would be 
 misleading. 
 
 SALARIES AND WAGES: 1906. 
 
 
 TOTAL. 
 
 4 
 
 STEAM. 
 
 SAIL. 
 
 UNRIGGED. 
 
 
 Number 
 of em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Number 
 ol em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Number 
 of em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Number 
 of em- 
 ployees. 
 
 Salaries and 
 wages. 
 
 Total 
 
 25, 519 
 
 $17,190,022 
 
 17,954 
 
 812,796,638 
 
 5,972 
 
 $3,213,438 
 
 1,593 
 
 $1,179,946 
 
 
 
 20, 142 
 5,377 
 
 12,950,399 
 4,239,623 
 
 14, 423 
 3,531 
 
 9,330,294 
 3,466,344 
 
 4,481 
 1,491 
 
 2,719,571 
 493,867 
 
 1,238 
 355 
 
 900, 534 
 . 279, 412 
 
 
 
 
 1,853 
 3,524 
 
 1,768,849 
 2,470,774 
 
 1,678 
 1,853 
 
 1,641,438 
 1,824,906 
 
 159 
 1,332 
 
 98,643 
 395,224 
 
 16 
 339 
 
 28,768 
 250,644 
 
 
 
 Table 18 embraces in one general total all classes of 
 employees on the vessels, irrespective of their rank or 
 duties. The land employees are divided into two 
 classes, one including officers, managers, clerks, etc., 
 and the other embracing chiefly laborers, stevedores, 
 etc., engaged in loading or unloading vessels. 
 
 The employees on vessels formed 78.9 per cent of the 
 total number of employees of all classes; and their sala- 
 ries and wages amounted to 75.3 per cent of the total. 
 The land force comprised 21.1 per cent of the total 
 number for all classes of employees, and they were paid 
 24.7 per cent of the total amount expended in salaries 
 and wages. A little more than one-third of the land 
 force was officers, managers, clerks, etc., and nearly 
 two-thirds was in the "all other" class. 
 
 Of the employees of all classes, 70.4 per cent was 
 connected with steam vessels; 23.4 per cent, with sail- 
 ing vessels; and 6.2 per cent, with unrigged craft. 
 Salaries and wages were distributed as follows: Steam 
 vessels, 74.4 per cent; sailing vessels, 18.7 per cent; 
 and unrigged craft, 6.9 per cent. 
 
 FREIGHT. 
 
 The fact that the commodities shown for freight 
 shipments are those selected for a schedule to be used 
 to secure statistics for the country as a whole will 
 explain the appearance in Table 19 of such commodi- 
 ties as cotton, tobacco, iron ore, etc., that are insig- 
 nificant as applied to the Pacific coast, and yet are 
 important in other sections of the country. 
 
 Table 19.— FREIGHT SHIPPED FROM SELECTED PORTS AND ALASKA, BY COMMODITIES: 1906. 
 
 COMMODITY. 
 
 Total. 
 
 Port- 
 land. 
 
 Sacra- 
 mento. 
 
 San Fran- 
 cisco. 
 
 Seattle. 
 
 Stock- 
 ton. 
 
 Tacoma. 
 
 Alaska. 
 
 All other 
 ports. 
 
 
 
 13,301,293 
 
 492, 573 
 
 254,023 
 
 1,656,614 
 
 856,988 
 
 260,195 
 
 270,256 
 
 218, 515 
 
 9,292,129 
 
 
 144,372 
 
 251,677 
 
 451,781 
 
 25, 957 
 
 350,918 
 
 232,214 
 
 691,779 
 
 2,493 
 
 37 
 
 1,981,930 
 
 10,267 
 
 10,929,939 
 
 37, 144 
 
 19,861 
 
 2,340,008 
 
 2,115 
 
 3, 536, 392 
 
 7,283 
 
 5,834 
 
 730 
 
 700 
 8,078 
 3,099 
 
 25, 519 
 55, 524 
 30,865 
 13,967 
 36,468 
 25,733 
 117,856 
 100 
 
 24,908 
 
 2,590 
 
 178,805 
 
 11,988 
 
 108, 087 
 
 11,701 
 
 58, 411 
 
 583 
 
 
 "1,037 
 
 4,810 
 
 29,468 
 
 44,029 
 
 40, 896 
 
 
 
 1,256 
 
 173, 585 
 
 
 
 3,037 
 
 205,777 
 
 
 
 
 2 
 
 
 net tons.. 
 
 40,049 
 
 2,956 
 
 55,019 
 
 100 
 
 14 
 
 145,023 
 
 297 
 
 46 
 
 2,936 
 
 55 
 
 108,343 
 30,352 
 85, 461 
 
 5,544 
 
 1,033 
 
 34, 137 
 
 4 
 
 2,784 
 
 84 
 
 2,944 
 
 100 
 
 49,346 
 
 
 net tons.. 
 
 160,309 
 
 
 net tons.. 
 
 335,015 
 
 
 1,551 
 
 
 
 
 23 
 
 
 Mfeeti.. 
 
 7,511 
 
 86,829 
 
 1,170 
 
 62,120 
 
 12,026 
 
 l-,898 
 
 10,210 
 
 152 
 
 1,157,213 
 
 58,056 
 
 7,383 
 
 50,356 
 
 1,432 
 
 12,261 
 
 325 
 
 1,736 
 
 322, 850 
 
 2,031 
 
 78, 174 
 
 1,000 
 
 2,577 
 
 185 
 
 301 
 
 6,753 
 
 1,597,553 
 
 
 714 
 
 
 
 9,271 
 
 182 
 
 1,406 
 
 2,355 
 
 162 
 
 117,606 
 
 64, 432 
 
 33, 160 
 
 31,689 
 
 1,500 
 
 7 
 
 10,676,334 
 
 
 
 21,819 
 
 
 
 
 
 3,988 
 
 
 
 
 3,000 
 
 2,324,118 
 
 
 net tons.. 
 
 
 13 
 55,339 
 
 12 
 144,793 
 
 40 
 
 
 net tons.. 
 
 211,171 
 
 20, 768 
 
 1,506,652 
 
 
 
 i Reduced to net tons for total. 
 
 It would be desirable to present comparative sta- 
 tistics with the census of 1889, but the difference in 
 the methods of securing the data, together with the 
 uncertainty as to what was reported at that census, 
 renders such a comparison of doubtful value. 
 
 In 1906 there were many difficulties to be contended 
 with in securing reliable figures as to the kind and 
 total amount of freight carried, and to these were 
 added the destruction of records by the great confla- 
 gration following the earthquake in San Francisco. 
 
106 
 
 TRANSPORTATION BY WATER. 
 
 It must be understood, therefore, that in spite of a 
 general willingness on the part of the shipping inter- 
 ests to cooperate with the Office, and comply with the 
 requirements of the census, much of the information 
 was necessarily in the character of estimates. In the 
 aggregate, however, it is believed the presentation is 
 a fair approximation of the freight movements by 
 Pacific coast vessels. 
 
 Of the commodities specifically named in Table 19, 
 that of most importance was lumber, with 1,981,930 
 thousand feet, equivalent to 3,504,742 tons, or 26.3 
 per cent of the total freight shipments. This showing 
 is not unexpected, in view of the great wealth ®f the 
 Pacific coast in timber. At the census of 1905, Cali- 
 fornia, Oregon, and Washington together contributed 
 12.6 per cent of the value of the total sawmill products 
 of the country, while of the total estimated stand of 
 merchantable timber, these 3 states held 38.5 per cent. 
 So vast, indeed, is the business in this single commod- 
 ity that an enormous fleet of steam and sailing ves- 
 sels is necessary to meet the demand for its movement. 
 The quantity of lumber reported in this table is exclu- 
 sive of logs which may have been moved in the shape 
 of rafts. Some of the logs so rafted were included in 
 the census of 1889, and the fact that the extent to 
 which they were included is uncertain, forms one of the 
 reasons why comparisons with that census were found 
 to be impracticable. An effort was made to ascertain 
 the amount of logs rafted in 1906, but without success. 
 
 It is understood, however, that the rafting of logs 
 was carried on to some extent in 1906. One of these 
 rafts containing 6,000 logs, equivalent to 4,500,000 feet 
 of lumber, was towed from the Columbia river to San 
 Diego, Cal., a distance of about 1,000 miles. In addi- 
 tion to a great saving in the cost by this method of 
 transportation, there is a gain to the shipper from the 
 fact that most of the waste material which at the 
 point of shipment is considered as refuse has a consid- 
 erable value at the place of delivery — enough, it is 
 claimed, to defray the cost of transportation. 
 
 Stone, sand, etc., is next in rank, with 2,340,008 
 tons, to which might be added the 251,677 tons of 
 cement, brick, and. lime, commodities that are sug- 
 gestive of the extensive building operations of this 
 section of the country. The total for these two items 
 is 2,591,685 tons, or 19.5 per cent of all shipments. 
 The oil wells of California are a source of considerable 
 mineral wealth, as is shown by the fact that the state 
 ranked third in these products, with 15.7 per cent of 
 the total production for the country, at the census of 
 mines and quarries taken in 1902. Shipments of oil 
 were reported to the extent of 10,929,939 barrels, 
 equivalent to 1,699,536 tons, or 12.8 per cent of the 
 entire coast shipments of all classes of freight. Grain, 
 flour, and fruits and vegetables are agricultural prod- 
 ucts that largely represent the fertility of the Pacific 
 coast states, and have made that section of the coun- 
 try known in most parts of the civilized world. The 
 
 shipments of grain, flour, and fruits and vegatables 
 amounted to 1,274,911 tons, or 9.6 per cent of the total 
 freight shipments. 
 
 Coal is not extensively mined in the Pacific coast 
 states and in but one, Washington, is the output of 
 this mineral worthy of mention. The shipment, 
 therefore, in 1906 of 451,781 tons of coal is not sig- 
 nificant of the production of coal on the Pacific coast, 
 as it represents largely the shipments of this article 
 from foreign ports in American vessels. 
 
 The only important commodity remaining is canned 
 goods, which formed 1 . 1 per cent of the total tonnage of 
 all shipments. The extent of the shipments of canned 
 goods on the Pacific coast, which was more than one- 
 third of the total shipments of this class of goods for 
 the entire country, is not unexpected when it is con- 
 sidered that at the census of 1905 the value of the 
 products of canned fruits and vegetables for California 
 alone was nearly one-third of the total for the country, 
 and the value of the products of the fish canneries of 
 the three Pacific coast states and Alaska combined 
 was more than one-half of the total value of products 
 for this entire industry at the same census. 
 
 At the beginning of the canvass of the Pacific coast, 
 23 cities, or ports, were selected as those for which 
 the attempt would be made to show the freight ship- 
 ments by commodities. 
 
 Six of these cities and the territory of Alaska are 
 specifically shown in Table 19. Eureka had ship- 
 ments amounting to 489,521 tons, but as only two 
 items of commodities, lumber and miscellaneous mer- 
 chandise, were specifically reported, it was omitted 
 from this table, which is intended to show shipments 
 from ports where the freight was of a more general or 
 diversified character. With this one exception, there- 
 fore, the cities are those having the highest rank in 
 shipments of freight in American vessels during 1906. 
 The 6 cities in the order of their importance as to 
 freight shipments are shown in the following tabular 
 statement : 
 
 CITY. 
 
 Freight 
 shipments 
 (net tons) . 
 
 Per cent 
 of total 
 for six 
 cities. 
 
 Per cent 
 of total 
 for Pacif- 
 ic coast. 
 
 Total 
 
 3,790,649 
 
 100.0 
 
 
 
 
 
 1,656,614 
 856, 988 
 492, 573 
 270, 256 
 260, 195 
 254, 023 
 
 43.7 
 
 22.6 
 
 13.0 
 
 7.1 
 
 6.9 
 
 6.7 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 The largest amount of freight, 9,292,129 net tons, 
 or 69.9 per cent of the total for the coast, was shipped 
 from numerous ports and places which it is imprac- 
 ticable to show in this table. Lumber, stone, sand, 
 etc., and oil contributed largely to the total, and were 
 the character of freight that might be looked for as 
 shipments from places unimportant from a stand- 
 point of general marine business. 
 
FERRY BUILDING, SAN FRANCISCO, CAL. 
 
 COMPREHENSIVE VIEW OF THE WATER FRONT AT SEATTLE, WASH. 
 
PACIFIC COAST. 
 
 107 
 
 PASSENGERS. 
 
 There was an increase of 28,517,878, or 182 per 
 cent, in the number of passengers carried in 1906, as 
 compared with 1889. Of this increase, 25,240,495, 
 or 88.5 per cent, were ferry passengers, and 3,277,383, 
 pr 11.5 per cent, were classed as "all other," or those 
 carried on vessels engaged in foreign, coastwise, and 
 river traffic. The proportion of "all other" passen- 
 gers to the total of all passengers carried was larger 
 in 1906 than in 1889. 
 
 Table 20. — Number of passengers, with per cent of total and per 
 cent of increase: 1906 and 1889. 
 
 
 NUMBEK. 
 
 PEE CENT OF 
 TOTAL. 
 
 Per 
 cent 
 of in- 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 
 Total 
 
 44,189,971 
 
 15,672,093 
 
 100.0 
 
 100.0 
 
 182.0 
 
 
 
 
 39, 532, 354 
 4,657,617 
 
 14,291,859 
 1,380,234 
 
 89.5 
 10.5 
 
 91.2 
 8.8 
 
 176.6 
 
 
 237.5 
 
 
 
 The census figures do not show the number of these 
 passengers by ports or districts, but an idea of the 
 relative rank of several of the more important districts 
 may be had from the following statement, taken from 
 the report of the Steamboat Inspection Service, 1906. 
 These figures, however, represent the fiscal year ending 
 June 30, 1906, instead of the calendar or census year 
 ending December 31, 1906. 
 
 LOCAL INSPECTION DISTRICT. 
 
 San Francisco 
 
 Seattle 
 
 Portland 
 
 Number 
 of pas- 
 sengers. 
 
 35,482,941 
 3, 170, 452 
 2,318,850 
 
 IDLE VESSELS. 
 
 In addition to the 2,537 active vessels for which 
 statistics have been presented in the foregoing tables, 
 reports were received for a number of idle vessels, 
 although there was no special canvass of such vessels. 
 The special agents when obtaining reports for active 
 vessels were instructed to secure information for idle 
 vessels wherever found, but they were not to make 
 special trips to secure reports for such vessels; conse- 
 quently it is not claimed that Table 21 is complete. 
 
 Table 21. — Idle vessels: 1906. 
 
 CLASS. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value 
 
 of 
 vessels. 
 
 
 252 
 
 28,229 
 
 S2, 062, 793 
 
 Steam 
 
 Sail. 
 
 145 
 43 
 64 
 
 21,994 
 1,391 
 4,844 
 
 1,851,731 
 69,935 
 141, 127 
 
 
 
 CONDITIONS BETWEEN CENSUS YEARS. 
 
 The foregoing statistics are those for two distinct 
 periods, 1889 and 1906, censuses so widely apart that 
 they leave much to be desired as to conditions for the 
 intervening years. Another view, therefore, is pre- 
 sented in Table 22 as to the number and tonnage of 
 the Pacific coast merchant marine fleet for each year 
 from 1889 to 1906. 
 
 The statistics taken from the reports of the Com- 
 missioner of Navigation are not comparable with 
 those taken by the Census, since, even if the data 
 were secured on the same general lines, the report of 
 the commissioner was for the fiscal year ending June 
 30, while that for the Census represents the calendar 
 year ending December 31. The figures from the 
 reports of the commissioner do not include yachts, 
 or barges without sails or internal motive power of 
 their own, but do include fishing vessels, while the 
 Census figures do not include fishing vessels but do 
 include yachts and barges. The difference in the 
 methods of accounting for the classes of vessels which 
 were common to both reports, is also a factor of con- 
 siderable uncertainty, for whereas the registered and 
 enrolled and licensed vessels of Table 22 include those 
 recorded at the various customs districts, many 
 vessels operating on the Pacific coast may be omitted 
 if they were built and documented in other sections 
 of the country. The Census figures, on the other 
 hand, are for vessels operated on the Pacific coast, 
 irrespective of the place of building. 
 
 Diagram 2. — Relative amount of tonnage, steam, sail, and unrigged 
 vessels: 1870 to 1906. 
 
 40O 
 380 
 360 
 340 
 320 
 300 
 280 
 
 O 
 
 IB 2=0 
 
 O 
 
 | 200 
 
 fa 
 
 3 180 
 
 o 
 
 H 160 
 140 
 
 120 
 100 
 80 
 60 
 40 
 20 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 
 
 
 
 
 
 
 1 / 
 
 
 
 
 
 
 
 I / 
 
 
 
 
 
 
 
 / 
 
 
 
 
 
 
 // 
 
 
 
 
 
 
 
 y / 
 
 
 
 
 
 -.<* ' 
 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 
 
 / 
 / 
 
 
 
 
 
 
 ■ 
 
 
 
 
 
 
 
 
 */ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -"^ 
 
 
 
 
 
 
 .^—" 
 
 
 
 
 
 
 
 •»-■" 
 
 
 
 
 UNRIGGED 
 
 
 
 
108 
 
 TRANSPORTATION BY WATER. 
 
 As might be expected, the larger proportion of the 
 tonnage is found in the enrolled and licensed vessels, 
 or those primarily intended for coastwise and inland 
 trade, this class in 1906 representing 59.8 per cent of 
 tonnage for all vessels, compared with 40.2 per cent 
 for the registered vessels, or those qualified for foreign 
 trade. Although in 1906 the steam and sail tonnage 
 was very evenly distributed, there was a small pre- 
 ponderance in favor of steam . craft. The largest 
 total tonnage, 817,572, was reported for the year 1906, 
 and the smallest, 428,392; for 1890. For three suc- 
 cessive years, 1893, 1894, and 1895, there was a decrease 
 in total tonnage, as compared with the year next 
 
 preceding, the largest decrease shown for any one year 
 being in 1895, and amounting to 22,857 tons, or 5 per 
 cent. Of this decrease, 17,213 tons were for sailing 
 vessels and 5,644 tons for steam craft. Two other 
 years, 1890 and 1904, showed actual losses. Thus, of 
 the years for which the figures are given, five showed 
 losses and twelve increases. The greatest actual in- 
 crease is shown for 1901 and amounted to 75,470 
 tons, or 12.6 per cent, 41,402 tons being for sailing 
 vessels and 34,068 tons for steamers. In 1906 both 
 steam and sail vessels reached their highest tonnage. 
 For steam craft the smallest tonnage is shown for 1889 
 and for sailing vessels the smallest is for 1896. 
 
 Table 22.— NUMBER AND GROSS TONNAGE OF REGISTERED, ENROLLED, AND LICENSED SAIL AND STEAM VESSELS 
 CONSTITUTING THE TOTAL MERCHANT MARINE OF THE PACIFIC COAST, INCLUDING FISHING VESSELS: 1889 
 TO 1906. 1 
 
 
 TOTAL MERCHANT MARINE. 
 
 ENROLLED AND LICENSED VESSELS, UNDER 20 TONS. 
 
 
 Total. 
 
 Sail.* 
 
 Steam. 
 
 Total. 
 
 Sail.s 
 
 Steam. 
 
 YEAR. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Annual 
 increase 
 in ton- 
 nage (per 
 cent) . 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Annual 
 increase 
 in ton- 
 nage (per 
 cent) . 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 2,787 
 2,674 
 2,542 
 2,575 
 2,492 
 2,387 
 2,203 
 1,970 
 1,754 
 1,581 
 1,560 
 1,525 
 1,520 
 1,549 
 1,545 
 1,458 
 1,402 
 1,392 
 
 817,572 
 793,088 
 775,255 
 775,859 
 741,825 
 676, 682 
 601,212 
 539,937 
 496, 767 
 439,012 
 437,972 
 433,502 
 456,359 
 457, 422 
 464, 620 
 440,858 
 428,392 
 436,273 
 
 3.1 
 
 2.3 
 
 30.1 
 
 4.6 
 
 9.6 
 
 12.6 
 
 11.3 
 
 8.7 
 
 13.2 
 
 0.2 
 
 1.0 
 
 35.0 
 
 30.2 
 
 a 1.5 
 
 5.4 
 
 2.9 
 
 *1.8 
 
 1,463 
 
 1,458 
 
 1,422 
 
 1,509 
 
 1,496 
 
 1,467 
 
 1,356 
 
 1,176 
 
 1,056 
 
 978 
 
 978 
 
 951 
 
 938 
 
 955 
 
 945 
 
 880 
 
 851 
 
 866 
 
 404,241 
 396,337 
 389, 752 
 396,901 
 390,606 
 351,761 
 310,359 
 270, 701 
 259, 045 
 243, 866 
 242,607 
 242,940 
 
 260. 153 
 258, 406 
 
 262. 154 
 253,429 
 244, 612 
 254, 764 
 
 1,324 
 1,216 
 1,120 
 1,066 
 996 
 920 
 850 
 794 
 698 
 603 
 582 
 574 
 582 
 594 
 600 
 578 
 551 
 526 
 
 413,331 
 396, 751 
 385,503 
 378,958 
 351,219 
 324,921 
 290,853 
 269, 236 
 237,722 
 195, 146 
 195, 365 
 190, 562 
 196, 206 
 199,016 
 202, 466 
 187, 429 
 183, 780 
 181,509 
 
 1,946 
 1,926 
 1,942 
 2,047 
 2,001 
 1,907 
 1,669 
 1,431 
 1,292 
 1,208 
 1,192 
 1,163 
 1,145 
 1,198 
 1,163 
 1,046 
 996 
 1,026 
 
 488, 664 
 476, 672 
 ^459,549 
 454, 733 
 417,503 
 385, 193 
 315, 130 
 262,613 
 249,079 
 246,541 
 244,815 
 242,264 
 246,001 
 266,020 
 254,623 
 223,266 
 203, 409 
 228, 409 
 
 2.5 
 
 3.7 
 
 1.1 
 
 8.9 
 
 8.4 
 
 22.2 
 
 24.7 
 
 1.4 
 
 1.0 
 
 0.7 
 
 1.1 
 
 •1.5 
 
 3 7.5 
 
 4.5 
 
 14.0 
 
 9.8 
 
 3 10. 9 
 
 873 
 
 928 
 
 1,013 
 
 1,174 
 
 1,188 
 
 1,169 
 
 1,019 
 
 865 
 
 796 
 
 736 
 
 731 
 
 712 
 
 688 
 
 728 
 
 705 
 
 619 
 
 585 
 
 625 
 
 240, 171 
 246,942 
 239,411 
 239,358 
 218, 128 
 203,974 
 144,317 
 115,330 
 119,707 
 113,700 
 109,299 
 116,368 
 114,328 
 134, 775 
 121,230 
 106,423 
 90, 825 
 115,586 
 
 1,073 
 998 
 929 
 873 
 813 
 738 
 650 
 566 
 496 
 472 
 461 
 451 
 457 
 470 
 458 
 427 
 411 
 401 
 
 248,493 
 
 1905 
 
 229,730 
 
 1904 
 
 220, 138 
 
 1903 
 
 215,375 
 
 1902 
 
 199,375 
 
 1901 
 
 181,219 
 
 1900 
 
 170,813 
 
 1899 
 
 137,283 
 
 1898 
 
 129,372 
 
 1897 
 
 132,841 
 
 1896 
 
 135,516 
 
 1895 
 
 125,896 
 
 1894 
 
 131, 673 
 
 1893 . 
 
 131,245 
 133,393 
 116,843 
 
 1892 
 
 1891 
 
 1890... 
 
 112,584 
 112,823 
 
 1889 
 
 
 
 
 1906. 
 1905. 
 1904 
 1903. 
 1902. 
 1901. 
 1900. 
 1899. 
 1898. 
 1897. 
 1896. 
 1895. 
 1894. 
 1893. 
 1892. 
 1891. 
 1890. 
 
 REGISTERED VESSELS. 
 
 Total. 
 
 Number 
 of vessels 
 
 841 
 748 
 600 
 528 
 491 
 480 
 534 
 539 
 I...' 
 373 
 308 
 :ii;2 
 375 
 351 
 382 
 412 
 406 
 366 
 
 Gross ton- 
 nage. 
 
 328,908 
 316, 416 
 315, 706 
 321,126 
 324,322 
 291, 489 
 286,082 
 287,324 
 247,688 
 192, 471 
 193, 157 
 191,238 
 210,358 
 191,402 
 209,997 
 217,592 
 224,983 
 207,864 
 
 Annual in- 
 crease in 
 tonnage 
 
 (per cent) . 
 
 3.9 
 
 0.2 
 s 1.7 
 3 1.0 
 11.3 
 
 1.9 
 30.4 
 16.0 
 28.7 
 30.4 
 
 1.0 
 39.1 
 
 9.9 
 88.9 
 33.5 
 83.3 
 
 8.2 
 
 Sail.* 
 
 Number 
 of vessels 
 
 590 
 530 
 409 
 335 
 
 334 
 311 
 
 260 
 242 
 247 
 239 
 250 
 227 
 240 
 261 
 266 
 241 
 
 Gross ton- 
 nage. 
 
 Number 
 of vessels 
 
 164,070 
 149,395 
 150,341 
 157,543 
 172, 478 
 147, 787 
 166,042 
 155,371 
 139,338 
 130, 166 
 133,308 
 126, 572 
 145,825 
 123,631 
 140,924 
 147,006 
 153, 787 
 139, 178 
 
 Steam. 
 
 251 
 218 
 191 
 193 
 183 
 182 
 200 
 228 
 202 
 131 
 121 
 123 
 125 
 124 
 142 
 151 
 140 
 125 
 
 Gross ton- 
 nage. 
 
 164,838 
 
 167,021 
 
 165,365 
 
 163,583 
 
 151,844 
 
 143,702 
 
 120,040 
 
 131,953 
 
 108,350 
 
 62,305 
 
 59,849 
 
 64,666 
 
 64,533 
 
 67, 771 
 
 69,073 
 
 70,586 
 
 71,196 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 2 Including barges. 
 
 3 Decrease. 
 
 Enrolled and licensed vessels attained their highest 
 tonnage in 1906 and their smallest in 1890. In this 
 class for steam vessels the largest tonnage was reported 
 in 1906 and the smallest in 1890, and for sailing ves- 
 sels the largest in 1905 and the smallest in 1890. The 
 
 years of most notable increase in the tonnage for the 
 enrolled and licensed vessels were 1900 and 1901, 
 with 62,517 tons and 70,063 tons, respectively. The 
 registered vessels also showed their greatest tonnage 
 in 1906, but their smallest was in 1895. The registered 
 
PACIFIC COAST. 
 
 109 
 
 steamers showed their largest tonnage in 1905 and 
 their smallest in 1896. The sailing vessels of this 
 class reached their greatest tonnage -in 1900 and their 
 smallest in 1893. The years 1898, 1899, and 1902 
 showed the largest increases in the total tonnage of 
 registered vessels, 55,217 tons, 39,636 tons, and 
 32,833 tons, respectively. When the tonnage of 1906 
 is compared with that of 1889, the total - for all vessels 
 shows an increase of 381,299 tons, or 87.4 per cent. 
 Enrolled and licensed vessels increased 260,255 tons, 
 or 113.9 per' cent, and registered vessels increased 
 121,044 tons, or 58.2 per cent. The number of years 
 when a loss was recorded was greatest for registered ves- 
 
 sels, this class showing a decrease for each of eight years 
 compared with three for enrolled and licensed vessels. 
 
 WATERS OPERATED UPON. 
 
 In making a segregation of the statistics for all 
 vessels of the Pacific coast merchant marine according 
 to the waters upon which they operated in 1906, some 
 difficulty was experienced in properly classifying all 
 the vessels engaged in foreign or coastwise trade, be- 
 cause they frequently engaged in both to a greater or 
 less extent. The division was made, therefore, on the 
 basis of the preponderance of trade the vessel was 
 engaged in during the census year of 1906. 
 
 Table 23.— NUMBER OF .VESSELS, TONNAGE, ETC., BY WATERS OPERATED UPON: 1906. 
 
 Total 
 
 Foreign 
 
 Coastwise 
 
 Internal 1 
 
 Columbia and tribu- 
 tary rivers 
 
 Sacramento river 
 
 San Joaquin river 
 
 On both the Sacramen- 
 to and San Joaquin 
 rivers 3 ... 
 
 AH other rivers 
 
 Pleasure boats 
 
 NUMBER JDF VESSELS. 
 
 Total. 
 
 2,537 
 
 86 
 716 
 
 237 
 75 
 85 
 
 18 
 52 
 170 
 
 1,066 
 
 306 
 443 
 
 123 
 34 
 39 
 
 Sail. 
 
 56 
 326 
 150 
 
 5 
 4 
 9 
 
 12 
 
 104 
 
 Un- 
 rigged. 
 
 84 
 505 
 
 109 
 37 
 37 
 
 977,687 
 
 GROSS TONNAGE. 
 
 Total. 
 
 262, 298 
 460,907 
 141,983 
 
 59, 271 
 23,304 
 22,795 
 
 1,841 
 2,764 
 2,524 
 
 518, 107 
 
 305, 283 
 
 184,373 
 
 214, 116 
 
 71, 695 
 
 28,774 
 5,575 
 10,309 
 
 794 
 1,406 
 1,065 
 
 Sail. 
 
 77,925 
 
 218,429 
 
 6,249 
 
 Un- 
 rigged. 
 
 154,297 
 
 28,362 
 64,039 
 
 30,328 
 17, 610 
 12,100 
 
 500 
 1,358 
 
 Horse- 
 power. 
 
 445,717 
 
 $76,622,633 
 
 150, 400 
 162, 313 
 86, 537 
 
 32, 133 
 4,480 
 5,904 
 
 725 
 1,178 
 2,047 
 
 Value of 
 vessels. 
 
 *48,520,139 
 
 27,805,549 
 31,733,214 
 11,675,760 
 
 2,901,718 
 
 778,200 
 
 1,007,800 
 
 129, 137 
 122, 345 
 468,910 
 
 Gross in- 
 come. 
 
 9,690,044 
 23, 134, 520 
 10,986,487 
 
 2,514,523 
 
 691,604 
 
 1,266,725 
 
 89,659 
 
 143,977 
 
 2,600 
 
 Num- 
 ber of 
 em- 
 ploy- 
 
 20,142 
 
 312,950,399 
 
 3,858 
 9,605 
 4,025 
 
 1,388 
 323 
 
 686 
 
 Wages. 
 
 1,892,298 
 6,123,844 
 3,065,879 
 
 873, 128 
 285,788 
 566,408 
 
 43,198 
 54,695 
 45, 161 
 
 Number of 
 
 passengers 
 
 carried. 
 
 44,189,971 
 
 71, 318 
 
 576,626 
 
 40,677,504 
 
 2,581,691 
 74,987 
 140,743 
 
 10,038 
 57,064 
 
 Freight 
 
 carried 
 
 (net tons).. 
 
 13,301,29a 
 
 880,194 
 6,217,595 
 2,803,311 
 
 2,098,818 
 669.821 
 551,487 
 
 48,299 
 31,768 
 
 i Vessels included under this heading are those operated on waters like Puget Sound, San Francisco bay, and other waters of this character that are not otherwise 
 specifically covered. 
 
 2 The vessels plied on both of these rivers, and therefore the statistics can not be separately credited to either. 
 
 Table 24.— PER CENT, NUMBER OF VESSELS, TONNAGE, ETC., BY WATERS OPERATED UPON: 1906. 
 
 
 PER CENT OP TOTAL. 
 
 
 Number of vessels. 
 
 Gross tonnage. 
 
 Horse- 
 power. 
 
 Value 
 of 
 
 ves- 
 sels. 
 
 Gross 
 income. 
 
 Num- 
 ber of 
 em- 
 ploy- 
 ees. 
 
 Wages. 
 
 Num- 
 ber of 
 
 passen- 
 gers 
 
 carried. 
 
 Freight 
 car- 
 
 
 Total. 
 
 Steam. 
 
 Sail. 
 
 Un- 
 rigged. 
 
 Total. 
 
 Steam. 
 
 Sail. 
 
 Un- 
 rigged. 
 
 ried. 
 
 (net 
 
 tons.) 
 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 
 3.4 
 
 28.2 
 43.3 
 9.3 
 3.0 
 3.4 
 
 0.7 
 2.0 
 6.7 
 
 2.8 
 28.7 
 41.6 
 11.5, 
 3.2 
 3.7 
 
 0.5 
 1.9 
 6.2 
 
 8.4 
 48.9 
 22.5 
 0.8 
 0.6 
 1.4 
 
 1.8 
 
 15.6 
 
 10.4 
 
 62.7 
 
 13.5 
 
 4.6 
 
 4.6 
 
 0.1 
 4.0 
 
 26.8 
 47.1 
 14.5 
 6.1 
 2.4 
 2.3 
 
 0.2 
 0.3 
 0.3 
 
 35.6 
 41.3 
 13.8 
 5.6 
 1.1 
 2.0 
 
 0.2 
 0.3 
 0.2 
 
 25.5 
 71.5 
 2.0 
 0.1 
 
 m 
 
 0.1 
 0.2 
 0.5 
 
 18.4 
 41.5 
 19.7 
 11.4 
 7.8 
 
 0.3 
 0.9 
 
 33.7 
 36.4 
 19.4 
 7.2 
 1.0 
 1.3 
 
 0.2 
 0.3 
 0.5 
 
 36.3 
 
 41.4 
 
 15.2 
 
 3.8 
 
 1.0 
 
 1.3 
 
 0.2 
 0.2 
 0.6 
 
 20.0 
 
 47.7 
 
 22.6 
 
 5.2 
 
 1.4 
 
 2.6 
 
 0.2 
 0.3 
 
 ( 2 ) 
 
 19.2 
 
 47.7 
 
 20.0 
 
 6.9 
 
 1.6 
 
 3.4 
 
 0.3 
 0.5 
 0.5 
 
 14.6 
 47.3 
 23.7 
 6.7 
 2.2 
 4.4 
 
 0.3 
 0.4 
 0.3 
 
 0.2 
 1.3 
 92.1 
 5.8 
 0.2 
 0.3 
 
 ( 2 ) 
 0.1 
 
 6.6 
 
 
 46.7 
 
 
 21.1 
 
 
 15.8 
 
 
 5.0 
 
 
 41 
 
 On both the Sacramento and San Joa- 
 
 0.4 
 
 
 0.2 
 
 
 
 
 
 
 1 Vessels included under this heading are those operated on waters like Puget Sound, San Francisco bay, and other waters of this character that are not otherwise 
 specifically covered. 
 
 2 Less than one-tenth of 1 per cent. . . 
 
 3 The vessels plied on both of these rivers, and therefore the statistics can not be separately credited to either. 
 
 In accordance with this division there were 86 ves- 
 sels engaged wholly, or nearly so, in foreign trade, 
 carrying a total of 880,194 tons of freight; they formed 
 3.4 per cent of the total number of vessels reported, 
 and carried 6.6 per cent of the total amount of freight. 
 The tonnage, however, of these 86 vessels amounted 
 to 26.8 per cent of the total for vessels of all classes 
 on the Pacific coast, with other features as follows: 
 Horsepower, 33.7 per cent; value, 36.3 per cent; 
 income, 20 per cent; number of employees on vessels, 
 19.2 per cent; wages, 14.6 per cent; and number of 
 
 passengers carried, two-tenths of 1 per cent. Of all 
 vessels reported at the census of 1906, the number 
 of those which were at any time during the year car- 
 rying freight to foreign ports from the Pacific coast, 
 whether such service represented the whole, the major 
 part, or only a small fraction of the business, amounted 
 to 171 vessels of 348,748 tonnage. . These vessels were 
 valued at $34,589,562 and carried 961,382 tons of 
 freight. Thus the additional 85 vessels had a tonnage 
 of 86,450, while the freight carried by them amounted 
 to but 81,188 tons, compared with 880,194 tons for 
 
110 
 
 TRANSPORTATION BY WATER. 
 
 the 86 which have been classed as engaged wholly 
 in foreign trade. Steamers plying in foreign waters 
 were credited with 35.6 per cent of the tonnage and 
 the sailing vessels with 25.5 per cent. 
 
 Coastwise vessels formed the most important class, 
 and were very evenly divided between steam and sail 
 vessels as to number and tonnage. The coastwise ves- 
 sels are credited with 28.2 per cent of the total num- 
 ber of vessels, 47.1 per cent of the tonnage, 36.4 per 
 cent of the horsepower, 41.4 per cent of the value, 47.7 
 per cent of the income, 47.7 per cent of the number of 
 employees, 47.3 per cent of the wages, and 46.7 per 
 cent of the tonnage of freight carried. Thus in most 
 of the items the coastwise class represented nearly one- 
 half the totals for all classes combined. 
 
 The largest number of vessels in any one class, 
 1,098, is found in the class operated upon internal 
 waters, which represents those craft plying on Puget 
 Sound, on San Francisco, San Pablo, or San Diego 
 bays, on Grays harbor, and on other similar waters. 
 Following the method of classification used for the 
 foreign vessels, these craft are those whose operations 
 were confined chiefly to such waters. Of these 1,098 
 vessels, forming 43.3 per cent of all classes, the larger 
 proportion was steam, with a tonnage of 71,695, or 
 13.8 per cent of the total steam tonnage. The ton- 
 nage of the unrigged vessels operated on internal 
 waters formed 41.5 per cent of the tonnage of all un- 
 rigged craft, and the sail vessels had a tonnage that 
 was 2 per cent of the tonnage of all sail vessels. The 
 internal class embraced the largest tonnage of un- 
 rigged craft, and ranked second for income, number of 
 employees on vessels and their wages, and in tonnage 
 of freight carried. In number of passengers carried 
 this class far outranked all others, as all of the impor- 
 tant ferries, except those at Portland, Oreg., are on 
 these waters. 
 
 The Columbia and tributary rivers were third in 
 importance. With the exception of number of ves- 
 sels and amount of wages, the totals for this class were 
 in excess of those for all of the remaining classes com- 
 bined, ranking fourth in tonnage, horsepower, value 
 of vessels, income, number of employees on vessels, 
 and wages; second in number of passengers carried, 
 because of the ferry across the Willamette at Port- 
 land, Oreg.; and third in freight carried. Compara- 
 tively little sail tonnage was found on any of the 
 rivers of the Pacific coast, and the steam tonnage 
 and unrigged tonnage were very evenly divided. 
 
 There is but little difference between the figures 
 for the number of vessels and the gross tonnage for 
 the Sacramento and the San Joaquin rivers, but the 
 San Joaquin easily had the lead in the other principal 
 items, the differences being as follows: Horsepower, 
 1,424, or 31.8 per cent; value of vessels, $229,600, or 
 29.5 per cent; income, $575,121, or 83.2 per cent; 
 number of employees on vessels, 363, or 112.4 per cent; 
 wages, $280,620, or 98.2 per cent; and number of pas- 
 
 sengers carried, 65,756, or 87.7 per cent. The tonnage 
 of freight carried, however, was less by 118,334 tons, 
 or 17.7 per cent. In addition to the 160 vessels re- 
 ported as operating on these two rivers there were 18 
 plying on both whose operations were so interwoven 
 that it was impracticable to properly assign them to 
 either, so they are shown as a separate class in Table 
 23. They are of less average tonnage than those 
 shown separately for either the Sacramento or the San 
 Joaquin, having a tonnage amounting to only 1,841 
 and carrying freight amounting to 48,299 tons. 
 
 In addition to the rivers for which statistics are 
 shown in the table, a number of rivers have been 
 grouped and styled "all other rivers." This group 
 includes the Chehalis, Coquille, Skagit, Snohomish, 
 and Umpqua, and quite a number of other rivers of 
 less importance. On these' rivers are operated 52 
 vessels having a total tonnage of 2,764, or an average 
 of 53.2 tons per vessel. The tonnage was very evenly 
 divided between steam and unrigged craft, there being 
 no sailing vessels. The craft on these rivers carried 
 57,064 passengers and 31,768 tons of freight, and had 
 an income of $143,977. 
 
 The 170 pleasure boats are included in this table 
 merely to bring the totals to that shown in other 
 tables for the whole Pacific coast fleet. Pleasure 
 boats have no real place in a table of this character, 
 since they may be found in any waters at the option 
 of the owners. 
 
 EXPORTS. 
 
 The total value of exports of domestic merchandise 
 from the Pacific coast and the proportion carried on 
 American vessels are shown by the report of the Bureau 
 of Statistics. 
 
 Table 25. — Exports of domestic merchandise on vessels, for the United 
 States and the Pacific coast: 1906. l 
 
 
 Total. 
 
 AMERICAN. 
 
 FOREIGN. 
 
 CLASS AND LOCALITY. 
 
 Amount. 
 
 Per 
 cent. 
 
 Araount ' c?nt. 
 
 All vessels. 
 United States 
 
 $1,534,657,888 
 
 $151,339,368 
 
 9.9 
 
 $1,383,318,520 
 
 90.1 
 
 
 96,748,326 
 
 47, 200, 030 
 
 
 49,548,296 
 
 
 
 
 
 San Francisco 
 
 Pueet Sound 
 
 All other Pacific 
 coast ports 2 
 
 Steam vessels. 
 
 United States 
 
 39,328,722 
 45,759,328 
 
 11,660,276 
 1,489,903,442 
 
 25,477,268 
 20, 817, 499 
 
 905,263 
 141,324,694 
 
 64.8 
 45.5 
 
 7.8 
 9.5 
 
 13,851,454- 
 24,941,829 
 
 10,755,013 
 1,348,578,748 
 
 35.2 
 54.5 
 
 92.2 
 90.5 
 
 
 79, 185, 041 
 
 45, 525, 739 
 
 57.5 
 
 33,659,302 
 
 
 
 
 San Francisco 
 
 Puget Sound 
 
 All other Pacific 
 coast ports 2 
 
 Sailing vessels. 
 
 United States 
 
 34,465,318 
 37,797,123 
 
 0,922,600 
 44, 754, 446 
 
 25,181,025 
 19,908,255 
 
 436, 459 
 10,014,674 
 
 73.1 
 52.7 
 
 ■ 6.3 
 22.4 
 
 9,284,293 
 17, 888, 868 
 
 6,486,141 
 34,739,772 
 
 26.9 
 47.3 
 
 3 9.7 
 77.6 
 
 
 17, 563, 285 
 
 1,674,291 
 
 9.5 
 
 15,888,994 
 
 90.5 
 
 
 San Francisco 
 
 Puget Sound 
 
 All other Pacific 
 coast ports 
 
 4,863,404 
 7,962,205 
 
 4,737,676 
 
 296,243 
 909,244 
 
 468, 804 
 
 6.1 
 11.4 
 
 9.9 
 
 4, 567, 161 
 7,052,961 
 
 4,268,872 
 
 93.9 
 
 88.6 
 
 90.1 
 
 i Bureau of Statistics, Department of Commerce and Labor, ' ' Commerce and 
 Navigation of the United States," 1906. 
 2 Includes Hawaii. 
 
PACIFIC COAST. 
 
 Ill 
 
 The exports of dofnestic merchandise are exclusive 
 of those carried in cars or other land vehicles, which 
 were valued at $183,295,494 for the country as a whole 
 and $4,012,418 for the Pacific coast. 
 
 Of the total value of exports of domestic merchan- 
 dise, only 6.3 per cent was credited to the Pacific coast. 
 There is little doubt that the hauls were longer and the 
 trips less frequent on the Pacific than on the Atlantic 
 coast, but to what extent these factors influenced the 
 small proportion shown is uncertain. On the other 
 hand, of the total value of the exports of domestic 
 merchandise carried on American vessels, 31.2 per cent 
 was carried by American vessels on the Pacific coast. 
 Another view of these exports is significant of the 
 importance of American vessels on the Pacific coasc, 
 for whereas American vessels carried 48.8 per cent of, 
 the value of all shipments of domestic merchandise 
 from this section, they carried but 9.9 per cent for the 
 country as a whole. 
 
 Of the total Pacific coast exports of domestic 
 merchandise, 81.8 per cent was carried on steamers and 
 18.2 per cent on sailing vessels, which illustrates the 
 importance of the steamer in the foreign trade. 
 
 Of the total value of these Pacific coast shipments 
 in American vessels, steamers carried 96.5 per cent of 
 the total value, showing that the steamer has a practi- 
 cal monopoly of the export trade on the Pacific coast 
 so far as American vessels are concerned. The pro- 
 portions are not nearly so pronounced for foreign 
 vessels on the Pacific coast, the figures being as follows: 
 Steamers, 67.9 per cent; sailing vessels, 32.1 per cent. 
 
 The bulk of the exports shipped from the Pacific 
 coast is shown for the ports of San Francisco and Puget 
 Sound, the value for these ports amounting to $85,088,- 
 050, or 87.9 per cent, compared with $11,660,276, or 
 12.1 per cent, for all other ports. Of the total value of 
 all such shipments, Puget Sound ports are credited 
 with 47.3 per cent and San Francisco with 40.7 per 
 cent. 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 The first appropriation for the improvement of any 
 of the rivers or harbors of the Pacific coast was made by 
 Congress in 1852, at which time $30,000 were appropri- 
 ated for building a levee across the mouth of the San 
 Diego river to turn it into its former channel. 
 
 Table 26 shows the appropriations for the survey, 
 improvement, and maintenance of the rivers and har- 
 bors of the Pacific coast, by periods and by the states 
 in which the various localities improved are situated. 
 In the case of rivers which flow through more than one 
 state or separate two states, it has been impossible to 
 apportion the amount appropriated and the total has 
 therefore been shown under "miscellaneous." 
 
 S9S7fi- 08- 9 
 
 Table 26. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of harbors and waterways of the Pacific 
 coast, by periods and localities. 
 
 STATE AND LOCALITY. 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 
 1852 
 
 
 1852 
 
 
 1899 
 
 Deepwater harbor 
 
 Humboldt harbor and 
 
 1890 
 1881 
 
 Mokelumne river 
 
 1884 
 1888 
 
 Oakland harbor 
 
 Petaluma creek 
 
 Redwood harbor and 
 
 1874 
 1880 
 
 1884 
 
 Sacramento and 
 
 Feather rivers 
 
 San Diego harbor and 
 
 1875 
 1852 
 
 San Francisco harbor. . 
 
 San Joaquin river 
 
 San Luis Obispo harbor. 
 
 1868 
 • 1876 
 
 1888 
 1902 
 
 
 1896 
 
 $ Stockton and Mormon 
 
 1902 
 
 
 1886 
 
 Wilmington harbor 
 
 1871 
 
 1879 
 
 Clearwater river 
 
 1879 
 1896 
 
 
 1896 
 
 
 1871 
 
 
 1896 
 
 Clatskanie river 
 
 Coos bay and harbor. . . 
 
 1899 
 
 1879 
 1896 
 
 
 1880 
 
 Nehalem Bay harbor. .. 
 
 1890 
 1896 
 
 Port Oxford harbor of 
 
 1882 
 
 
 1890 
 
 Tillamook bay and bar. 
 
 1888 
 1871 
 
 Willamette and Yam- 
 
 1871 
 
 
 1880 
 
 Youngs and Klaskuine 
 
 1890 
 
 
 1880 
 
 
 1882 
 
 
 1880 
 
 Everett harbor 
 
 Grays harbor and bar. . 
 Grays harbor and Che- 
 
 1894 
 1896 
 
 1892 
 
 
 1907 
 
 Lake Washington canal 
 
 1890 ' 
 1899 
 
 
 1892 
 
 New Whatcom harbor . 
 Okanogan and Pend 
 
 d'Oreille rivers 
 
 Olympia harbor 
 
 Puget Sound and its 
 
 1902 
 
 1899 
 1892 
 
 1880 
 
 Snohomish river 
 
 Swinomish slough 
 
 Tacoma harbor 
 
 Willapa harbor and 
 
 1905 
 1892 
 1902 
 
 1892 
 
 
 1866 
 
 
 1884 
 
 Columbia river, Cas- 
 
 1876 
 
 Columbia river at its 
 
 1878 
 
 Columbia river at Celilo 
 falls 
 
 1888 
 
 Columbia river, miscel- 
 
 1882 
 
 Columbia and Willa- 
 
 1866 
 
 Columbia and Snake 
 
 1872 
 
 
 1896 
 
 Dredge boats 
 
 1907 
 
 APPROPRIATIONS. 
 
 Total. 
 
 $34,061,782, 
 
 13,374,562' 
 
 48,000 
 65,000! 
 
 I 
 
 2,270,615' 
 23, 000; 
 33, 929 
 
 2,949,8031 
 93,239 
 
 31,800 
 
 957,000 
 
 685, 350 1 
 424,927 
 554, 670 
 368, 660 
 353, 168 
 2,707,085, 
 
 224,316 
 
 16,000 
 
 1, 568, 000, 
 
 37,705 
 
 37,705 
 10,000 
 
 10,000 
 3,306,100! 
 
 Up to and 
 
 including 
 
 1890. 
 
 $21,204,84412,608,346 
 
 4, 128, 177 
 
 5,000 
 
 422,500 
 
 13,000 
 
 17, 500 
 
 1,534,600 
 
 36,000 
 
 23, 400 
 
 505,000 
 
 172, 500 
 
 154,927, 
 
 258, 750 
 
 65,000. 
 
 1891 to 
 
 1906, 
 
 inclusive. 
 
 March 2, 
 1907. 
 
 8,792,783 453,602 
 
 48,000 
 60, 000 
 
 1, 765, 115 
 7,500 
 
 16,429 
 1,347,000 
 
 34,000 
 
 8,400 
 
 402, 000 
 
 492, 850 
 270,000 
 265,920 
 240, 000 
 353, 168 
 2, 707, 085 
 
 224,316 
 
 16,000 
 
 904,000 551,000 
 15,000| 22,705 
 
 83,000 
 2,500 
 
 68,203 
 = 23,239 
 
 50,000 
 20, COO 
 
 30,000 
 63,660 
 
 3,000 
 13,000 
 981,640 
 16,000 
 386, 000 
 10,000 
 6,000 
 
 150,000 
 187,000 
 125, 700 
 39,500 
 
 676,660 
 710,000! 
 
 1,600 ! 
 3, 835, 350 
 
 19, 000 
 
 55, 150 
 
 422, 0001 
 
 1,230,000 
 
 332, 000 
 
 2,500 
 
 480,000 
 
 20,350 
 
 1,500 
 
 60, 000 
 
 82,500 
 147, 000 
 
 335,500 
 
 6,500 
 
 205,000 
 
 375,000 
 
 61,350' 
 13, 498, 065 
 
 15,000, 
 
 22, 705 . 
 
 io,ooo|. 
 
 1,440,050 
 
 10, 000 
 
 1,733,050 133,000 
 
 105,000 
 10,000 
 
 150,000 
 50, 000 
 5,700 
 33,500 
 
 195,500 
 550,000 
 
 1,600 
 111,500 
 
 13, 000 
 19, 000 
 
 10, 000 
 
 35,000 
 
 3,956,732 
 
 5, 593, 424 
 
 885, 000 
 
 = 326,000 
 
 2,095,365 
 
 496, 544 
 
 10,000 
 
 100,000 
 
 4,553,865 
 
 3,000 
 13, 000 
 
 642, 890 
 13,000 
 
 221,000 
 
 0,000 
 
 137,000 
 
 110, 000 
 
 6,000 
 
 421, 160 
 160,000 
 
 3,124,350 
 
 6,000 
 
 21, 150 
 
 422,000 
 
 1,030,000 
 
 155,000 
 
 460, 000 
 
 20, 350 
 
 1,500 
 
 60,000 
 
 62,500 
 147, 000 
 
 191,000 
 
 6,500 
 
 130,000 
 
 375,000 
 
 36,350 
 7,521,956 
 
 3,000 
 60,000 
 
 10,000 
 
 60,000 
 
 599, 500 
 
 3 15,000 
 
 "266," COO 
 
 177, 000 
 2,500 
 10,000 
 M 
 
 20,000 
 75,000 
 
 75,000 
 
 25,000 
 
 1,947,500 
 
 1,355,000 
 
 15,000 
 
 5,000 
 
 880,365 
 
 326,000 
 
 10,000 
 
 2,009,232 
 
 3, 488, 180 
 
 650, 000 
 
 279,000 
 
 915, 000 
 
 160, 544 
 10,000 
 
 25,000 
 1,422,244 
 
 750, 244 
 220,000 
 
 42,000 
 300,000 
 
 10,000 
 
 " ioo" 666 
 
 1 Included with appropriation lor Petaluma creek. 
 
 2 Includes appropriation for Napa river. 
 
 3 Includes appropriation for Lewis river. 
 
 « Included with appropriation for Cowlitz river. 
 
 ° Includes appropriations made for improvements below Tongue point, 
 between mouth of Willamette river and Vancouver, between Wenatchee and 
 Bridgeport, and for gaging. 
 
112 
 
 TRANSPORTATION BY WATER. 
 
 Of the total appropriation for the improvement of 
 the Pacific coast rivers and harbors, less than one- 
 third was appropriated up to and including 1890. 
 Among the states on the Pacific coast, California led 
 in the amount appropriated by Congress for the better- 
 ment of the rivers and harbors within its boundaries. 
 Oakland harbor has received nearly $3,000,000 in 
 appropriations, and San Pedro bay and Humboldt har- 
 bor and bay each over $2,000,000. Between the figures 
 shown for this state at the census of 1889 and those 
 shown in this report for the same period there is a 
 difference of $89,927, which was caused by the omis- 
 sion at the former census of appropriations amounting 
 to $94,927 made prior to 1890, and to the erroneous 
 inclusion of $5,000 accredited to San Diego harbor 
 and river. 
 
 In the case of other states similar reasons account 
 for many of the differences between the figures of the two 
 censuses. In the case of Oregon, however, the appar- 
 ent difference is due to the inclusion at the present 
 census under "miscellaneous" of the appropriations 
 for the improvement of the Columbia, Snake, and 
 Willamette rivers, while at the earlier census they were 
 credited to Oregon. This change in the arrangement 
 from the census of 1890 was found necessary because 
 of the impossibility of properly segregating the appro- 
 priations for the Willamette and Snake rivers from 
 those for the Columbia river. 
 
 Columbia river. — The Columbia river is the largest 
 stream emptying into the Pacific ocean from the United 
 States. In the lower 330 miles of its course it forms 
 the boundary between Oregon and Washington. For 
 the improvement of this river and its tributaries, the 
 Willamette and the Snake rivers, Congress has already 
 appropriated more than $13,000,000, or over one-third 
 the total shown for all the rivers and harbors of the 
 Pacific coast. In order to overcome the falls and 
 rapids between The Dalles and Celilo falls, about 225 
 miles above the mouth of the Columbia river, Congress 
 has authorized the construction of a continuous' canal, 
 about 8.5 miles long, from Celilo falls to Big Eddy. 
 The canal will be 65 feet wide on the bottom and 8 feet 
 deep, an,d the locks 300 feet long, with a clear width of 
 45 feet. The estimated cost is about $4,000,000, of 
 which $885,000 has already been appropriated. For 
 a more detailed description of these rivers and the con- 
 templated improvements thereon reference is made to 
 the section of this report on canals and other inland 
 waters. 
 
 Lakes Union and Washington. — The connecting of 
 Lakes Union and Washington with Puget Sound by 
 means of a canal has been receiving Congressional at- 
 tention since 1890. The two lakes are bodies of fresh 
 water in the immediate vicinity of Seattle, Lake Union 
 being entirely within the city limits. Several projects 
 have been contemplated, but up to the present time no 
 plan has been finally adopted, although some exca- 
 
 vating has been done along the'Shilshole bay route. 
 The rivers and harbors act of March 2, 1907, directed 
 a survey and estimate of cost of a waterway or canal 
 with one lock of sufficient size to accommodate the 
 largest commercial or naval vessels afloat ; or, if deemed 
 more advisable, of lesser dimensions. In view of the 
 advantages to commerce should these lakes be con- 
 nected with Puget Sound it is probable that a suitable 
 canal will be constructed in the near future. 
 
 Willamette Falls canal. — The canal and locks were 
 built during the years 1870-72 by the Willamette Falls 
 Canal and Locks Company and were opened for traf- 
 fic in 1873. They were sold on March 8, 1876, to the 
 Willamette Transportation and Locks Company and 
 again sold in 1892 to the Portland General Electric 
 Company. 
 
 By the terms of the state legislative act, dated Octo- 
 ber 21, 1870, the state could have taken possession in 
 1893 on payment of their actual value, but unfortu- 
 nately the option was allowed to lapse. 
 
 On March 3, 1899, a board of United States engi- 
 neers were ordered to examine the locks and report on 
 the desirability of their acquisition by the United 
 States Government. It is from their report that this 
 description is taken. 
 
 This board reported in favor of the acquisition, pro- 
 vided the works could be obtained for a reasonable sum. 
 They reported also that they regarded $1,200,000, the 
 price demanded by the present owners, as excessive. 
 
 The locks and canal consist of a flight of four locks 
 having a lift of about 10 feet each, a canal basin just 
 above these about 1,250 feet long, and a guard lock 
 210 feet long connecting this basin with the upper 
 level. An upper entrance about 1,000 feet long makes 
 the total length of the canal, including the locks and 
 entrance, about 3,500 feet. 
 
 The lower part of the canal, including four locks, 
 is roughly cut in the solid rock, and wooden fenders 
 are placed at intervals to protect the sides of the ves- 
 sels passing through the canal. 
 
 There is a low dam along the crest of the natural fall, 
 in order to secure an even crest and to raise the water 
 surface probably not over 18 inches or 2 feet. 
 
 The following statement shows the results of its 
 operation: 
 
 YEAR. 
 
 Freight 
 (tons). 
 
 Receipts. 
 
 Expendi- 
 tures. 
 
 Net earn- 
 ings. 
 
 1898 
 
 36, 569 
 30,000 
 36, 512 
 25,488 
 29, 637 
 26, 288 
 24,338 
 30,753 
 29, 687 
 37, 559 
 38, 707 
 22, 560 
 21,620 
 36,511 
 24, 663 
 29, 281 
 13,614 
 
 833,880 
 32, 480 
 25,366 
 28,518 
 27,530 
 
 $5,377 
 5,749 
 4,156 
 4,355 
 3,448 
 
 528,503 
 26, 731 
 
 1897 
 
 1896 
 
 21,210 
 24,163 
 24,082 
 
 1895 
 
 1894 
 
 1893 
 
 1892 
 
 
 
 
 1891 
 
 
 
 
 1890 
 
 
 
 
 1889 
 
 
 
 
 1888 
 
 
 
 
 1887 
 
 
 
 
 1886 
 
 
 
 
 1885 
 
 
 
 
 1884 
 
 
 
 
 1883 
 
 
 
 
 1882 
 
 
 
 
 
 
 
 
PACIFIC COAST. 
 
 113 
 
 The works are in bad repair and little is being done 
 to improve them. The water in the canal is used for 
 manufacturing purposes to such an extent as to seri- 
 ously interfere with the' usefulness of the canal to nav- 
 igation. As a waterway this canal leaves much to be 
 desired. 
 
 The toll charged during the operation of the canal 
 was at the rate of 50 cents per ton. 
 
 The Cascades canal. — Where the Columbia river 
 passes through the Cascade range there is a narrow 
 gorge, in which occur the rapids known as the Cascades 
 of the Columbia. To get around these rapids is the 
 purpose of the canal. The original project for a canal 
 and locks at an estimated cost of $2,544,545, adopted 
 in 1877, was modified in 1888 to include the improve- 
 ment of the channel below the falls so as to insure an 
 8-foot channel at all stages, with a lock 462 feet long 
 and 92 feet wide. This project was again modified in 
 1894 so as to provide for a second lock above the upper 
 lock gates. 
 
 The works were partially completed and were opened 
 to navigation in the fall of 1896. 
 
 Counting the estimated amount necessary to com- 
 plete this work, the total cost will be $4,007,260. 
 
 The maximum draft that can safely pass the locks 
 is about 7 feet. No tolls are charged. 
 
 Statement of operations. 
 
 TEAR. 
 
 Freight 
 (tons). 
 
 TEAR. 
 
 Freight 
 (tons). 
 
 1903 
 
 33, 173 
 38,501 
 19,710 
 22,426 
 
 1899 
 
 17, 710 
 16,700 
 18, 812 
 
 1902 
 
 1898 
 
 1901 
 
 1897 
 
 1900 
 
 
 
 
 Yamhill river. — The Yamhill river rises in the Coast 
 range and joins the Willamette about 40 miles above 
 its mouth. 
 
 In 1896 the construction of a lock and dam was 
 authorized to provide 34-foot navigation from its junc- 
 tion with the Willamette to McMinnville. 
 
 On this work $247,747 was expended up to June, 
 1903. No tolls are charged. 
 
 Statement of operations. 
 
 TEAR. 
 
 Freight 
 (tons) . 
 
 YEAR. 
 
 Freight 
 (tons). 
 
 1904 
 
 3,394 
 800 
 
 1902. 
 
 1 747 
 
 1903 
 
 1901 
 
 2,455 
 
 
 
 
114 
 
 TRANSPORTATION BY WATER. 
 
 Table 27.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND OWNERSHIP. 
 
 Number 
 of ves- 
 sels. 
 
 TONNAGE. 
 
 RIGGED. 
 
 HORSEPOWER OF ENGINES. 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 All 
 other. 
 
 1 
 
 Aggregate 
 
 2,537 
 
 977,687 
 
 770,376 
 
 837 
 
 38 
 
 191 
 
 
 435, 020 
 
 10,697 
 
 
 ? 
 
 
 1,066 
 
 518, 107 
 
 349,403 
 
 837 
 
 38 
 
 191 
 
 
 435, 020 
 
 10,697 
 
 
 
 
 3 
 
 604 
 
 313 
 
 47 
 
 66 
 
 36 
 
 320 
 
 451,270 
 
 24, 151 
 
 40, 171 
 
 1,065 
 
 1,450 
 
 301,336 
 
 15,290 
 
 31,018 
 
 764 
 
 995 
 
 455 
 
 272 
 
 10 
 
 66 
 
 34 
 
 5 
 2 
 31 
 
 144 
 
 39 
 
 6 
 
 
 355,849 
 
 47, 764 
 
 29,079 
 
 810 
 
 1,518 
 
 6,333 
 
 2,520 
 
 86 
 
 1,237 
 
 521 
 
 
 4 
 
 
 ft 
 
 
 ft 
 
 
 7 
 
 All other 
 
 
 2 
 
 
 8 
 
 
 23,015 
 
 15,906 
 
 297 
 
 2 
 
 21 
 
 
 20,082 
 
 5,286 
 
 
 
 
 9 
 
 149 
 93 
 5 
 57 
 16 
 
 121 
 
 19,649 
 
 1,775 
 
 507 
 
 934 
 
 150 
 
 14,084 
 
 13, 766 
 
 1,053 
 
 300 
 
 677 
 
 110 
 
 9,540 
 
 132 
 90 
 2 
 57 
 16 
 
 98 
 
 1 
 1 
 
 17 
 2 
 2 
 
 
 16,322 
 
 2,772 
 
 320 
 
 660 
 
 8 
 
 14, 195 
 
 2,390 
 
 1,467 
 
 71 
 
 1,057 
 
 301 
 
 1,415 
 
 
 in 
 
 
 n 
 
 
 T 
 
 
 11 
 
 
 
 
 
 14 
 
 
 1 
 
 22 
 
 „*:,„,.- 
 
 
 
 IS 
 
 71 
 
 39 
 
 2 
 
 5 
 
 4 
 
 609 
 
 12,326 
 
 1,550 
 
 27 
 
 55 
 
 126 
 
 477,815 
 
 8,404 
 996 
 21 
 38 
 81 
 
 321,586 
 
 52 
 
 36 
 
 1 
 
 ft 
 
 4 
 
 434 
 
 1 
 
 19 
 3 
 
 i4 r- :,'--- 
 
 10,804 
 
 3,136 
 
 30 
 
 863 
 419 
 15 
 92 
 26 
 
 3,901 
 
 
 lfi 
 
 
 17 
 
 
 IS 
 
 
 11 
 
 
 
 
 
 225 
 396,249 
 
 ?n 
 
 
 32 
 
 143 
 
 
 
 
 ?1 
 
 384 
 172 
 
 37 
 4 
 
 12 
 
 16 
 
 419,295 
 
 18,814 
 
 38,780 
 
 76 
 
 850 
 
 3,193 
 
 279, 166 
 
 11,762 
 
 30,027 
 
 49 
 
 582 
 
 2,371 
 
 271 
 
 142 
 
 7 
 
 4 
 
 10 
 
 8 
 
 5 
 
 1 
 
 26 
 
 108 
 
 29 
 
 4 
 
 
 328, 723 
 
 38,517 
 
 28,324 
 
 150 
 
 535 
 
 4,494 
 
 3,080 
 559 
 
 
 ?<•>< 
 
 
 'S 
 
 
 '4 
 
 
 88 
 174 
 
 95 
 
 
 ■>s 
 
 
 3 
 
 2 
 5 
 
 
 96 
 
 
 
 
 '7 
 
 
 
 
 
 
 
 
 
 
 
 '8 
 
 
 9 
 3 
 
 2,012 
 857 
 
 1,479 
 670 
 
 4 
 
 3 
 
 5 
 
 
 3,339 
 405 
 
 75 
 
 
 9q 
 
 
 
 
 
 
 
 
 81 
 
 
 4 
 666 
 
 324 
 305,283 
 
 222 
 277,295 
 
 4 
 
 
 
 
 750 
 
 20 
 
 
 SI 
 
 Sail 
 
 
 
 
 
 
 
 
 
 
 
 
 
 S3 
 
 547 
 
 104 
 
 15 
 
 302,798 
 1,459 
 1,026 
 
 275,060 
 
 1,298 
 
 937 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 s 1 ; 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 36 
 
 366 
 
 85,227 
 
 76,940 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 273 
 
 85 
 
 8 
 
 99 
 
 83, 561 
 
 1,140 
 
 526 
 
 51,721 
 
 75,426 
 
 1,020 
 
 494 
 
 47,054 
 
 
 
 
 
 
 
 
 ss 
 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 
 
 
 -in 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 41 
 
 80 
 17 
 2 
 
 187 
 
 51,336 
 273 
 112 
 
 159,756 
 
 46,707 
 241 
 106 
 
 145,542 
 
 
 
 
 
 
 
 
 4' 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 44 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4S 
 
 186 
 1 
 
 159,745 
 11 
 
 145,535 
 
 7 
 
 
 
 
 
 
 
 
 46 
 
 
 
 
 
 
 
 
 
 47 
 
 
 
 
 
 
 
 
 
 48 
 
 
 14 
 
 8,579 
 
 7,759 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4£> 
 
 8 
 1 
 5 
 
 805 
 
 8,156 
 
 35 
 
 388 
 
 154,297 
 
 7,392 
 
 30 
 
 337 
 
 143,678 
 
 
 
 
 
 
 
 
 sn 
 
 
 
 
 
 
 
 
 
 •>1 
 
 
 
 
 
 
 
 
 
 f> 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 S8 
 
 120 
 55 
 
 608 
 22 
 
 11,323 
 
 7,326 
 
 132,833 
 
 2,815 
 
 9,930 
 
 6,919 
 
 124, 176 
 
 2,653 
 
 
 
 
 
 
 
 
 M 
 
 
 
 
 
 
 
 
 
 S'S 
 
 
 
 
 
 
 
 
 
 W 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
PACIFIC COAST. 
 
 115 
 
 OCCUPATION, AND OWNERSHIP: 1906. 
 
 CONSTRUCTION. 
 
 Value of 
 vessels. 
 
 INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 Freight 
 
 carried 
 
 (net tons). 
 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers. 
 
 All other. 
 
 
 57 
 
 73 
 
 2,404 
 
 3 
 
 $76,622,633 
 
 829,340,102 
 
 $10, 424, 493 
 
 $8,755,544 
 
 20, 142 
 
 $12,950,399 
 
 44, 189, 971 
 
 13,301,293 
 
 1 
 
 42 
 
 63 
 
 959 
 
 2 
 
 60, 440, 145 
 
 20,600,325 
 
 10,414,347 
 
 6,272,798 
 
 14,423 
 
 9,330,294 
 
 44, 187, 184 
 
 6,685,007 
 
 2 
 
 37 
 4 
 
 49 
 
 10 
 
 2 
 
 1 
 
 1 
 
 517 
 
 299 
 
 44 
 
 65 
 
 34 
 
 1 
 1 
 
 52,164,977 
 
 3,353,927 
 
 4,315,522 
 
 294, 800 
 
 310, 919 
 
 20,065,562 
 534, 463 
 
 8,365,559 
 
 10, 208 
 
 2, 037, 580 
 
 1,260,954 
 
 2, 761, 267 
 
 2, 170, 850 
 
 2,500 
 
 77, 227 
 
 11,978 
 
 1,548 
 
 759 
 
 66 
 
 72 
 
 7,281,028 
 
 1,248,085 
 
 708, 777 
 
 33,271 
 
 59, 133 
 
 4,631,500 
 
 22, 580 
 
 39,532,354 
 
 6,673,310 
 11,637 
 
 3 
 
 4 
 5 
 
 
 
 
 fi 
 
 1 
 
 
 300 
 
 1,000 
 
 750 
 
 60 
 
 7 
 
 
 
 1 
 
 2 
 
 317 
 
 
 2,912,200 
 
 1,318,860 
 
 320,117 
 
 375,360 
 
 1,236 
 
 822, 125 
 
 915,002 
 
 614, 734 
 
 8 
 
 
 
 1 
 
 1 
 
 147 
 
 93 
 
 5 
 
 56 
 
 16 
 
 119 
 
 
 2,304,030 
 308, 600 
 
 22,300 
 243,300 
 
 34,030 
 
 1,599,400 
 
 1,296,292 
 22,268 
 
 296, 817 
 6,064 
 16,236 
 
 81,413 
 
 259,364 
 
 13,370 
 
 921 
 
 225 
 
 16 
 
 56 
 
 18 
 
 698 
 
 628,382 
 
 145, 465 
 
 11,268 
 
 27,225 
 
 9,785 
 
 510, 006 
 
 774,599 
 17,080 
 122,573 
 
 606,885 
 7,789 
 
 9 
 
 
 in 
 
 
 
 
 u 
 
 
 1 
 
 
 
 
 12 
 
 
 
 300 
 885, 182 
 
 1,000 
 178, 902 
 
 21,213 
 240,839 
 
 750 
 545,008 
 
 CO 
 419,673 
 
 11 
 
 1 
 
 1 
 
 
 14 
 
 
 
 
 
 1 
 
 70 
 
 39 
 
 2 
 
 5 
 
 3 
 
 507 
 
 
 1,327,550 
 
 223,350 
 
 3,500 
 
 14,500 
 
 30,500 
 
 55, 560, 485 
 
 876, 717 
 8,465 
 
 172,580 
 2,895 
 3,427 
 
 14,738 
 214,248 
 1,849 
 2,500 
 7,504 
 
 5, 532, 867 
 
 528 
 
 155 
 
 3 
 
 4 
 
 8 
 
 12,377 
 
 386, 727 
 
 111,554 
 
 2,800 
 
 1,420 
 
 7,505 
 
 7,911,038 
 
 449, 569 
 3,500 
 91,939 
 
 419,313 
 366 
 
 15 
 
 
 
 16 
 
 
 
 
 17 
 
 
 
 
 
 
 18 
 
 1 
 
 40 
 
 
 
 
 
 
 
 19 
 
 60 
 
 2 
 
 18,396,283 
 
 9,915,328 
 
 41,571,174 
 
 5,650,600 
 
 20 
 
 36 
 4 
 
 47 
 10 
 2 
 
 300 
 158 
 
 34 
 4 
 
 11 
 
 16 
 
 1 
 
 - v 
 
 1 
 
 48,533,397 
 
 2,642,977 
 
 4,254,722 
 
 37,000 
 
 92,389 
 
 368,000 
 
 17,892,553 
 503, 730 
 
 7,896,162 
 
 1,249 
 
 2,017,917 
 
 1,164,803 
 2,165,923 
 2,155,631 
 
 10,529 
 
 1,101 
 
 715 
 
 6 
 
 26 
 
 112 
 
 6,265,919 
 
 949,087 
 
 669,809 
 
 4,626 
 
 21,597 
 
 87, 125 
 
 3,407,332 
 
 2,000 
 
 38, 161, 842 
 
 5,647,112 
 3,488 
 
 21 
 22 
 23 
 
 
 
 
 94 
 
 
 1 
 
 
 
 
 46,510 
 123, 732 
 
 
 
 25 
 
 
 
 
 
 1,156,000 
 
 
 26 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 27 
 
 
 
 9 
 3 
 
 
 179,000 
 35,000 
 
 
 
 121,732 
 
 67 
 25 
 
 41,979 
 24,900 
 
 
 
 28 
 
 
 
 
 
 
 1,156,000 
 
 
 29 
 
 
 
 
 
 
 
 
 30 
 
 
 
 4 
 
 645 
 
 
 154,000 
 11,533,171 
 
 
 
 2,000 
 199,483 
 
 20 
 4,481 
 
 20,246 
 2,719,571 
 
 
 
 31 
 
 12 
 
 8 
 
 1 
 
 8,090,122 
 
 10, 146 
 
 2,787 
 
 ■ 3,437,372 
 
 32 
 
 12 
 
 8 
 
 527 
 104 
 14 
 
 
 11,275,586 
 174, 110 
 83,475 
 
 8,090,007 
 
 10, 146 
 
 177, 626 
 
 100 
 
 21, 757 
 
 4,401 
 28 
 52 
 
 2,683,528 
 11,890 
 24, 153 
 
 2,787 
 
 3,437,197 
 
 33 
 
 
 34 
 
 
 
 1 
 
 115 
 
 
 
 175 
 
 35 
 
 i 
 
 366 
 
 
 3,455,600 
 
 2,586,972 
 
 1,145 
 
 72, 158 
 
 1,636 
 
 964, 470 
 
 2,550 
 
 1,053,828 
 
 36 
 
 
 
 
 
 273 
 85 
 8 
 
 97 
 
 
 3,268,725 
 145,400 
 41,475 
 
 1,934,565 
 
 2,586,857 
 
 1,145 
 
 50,301 
 
 100 
 
 21,757 
 
 14,399 
 
 1,588 
 23 
 25 
 
 748 
 
 945,397 
 9,570 
 9,503 
 
 496,254 
 
 2,550 
 
 1,053,653 
 
 37 
 
 i 
 
 
 MX 
 
 
 
 
 115 
 1,318,831 
 
 
 
 175 
 377, 644 
 
 39 
 
 1 
 
 1 
 
 
 300 
 
 4 
 
 40 
 
 
 
 1 
 
 1 
 
 78 
 17 
 2 
 
 169 
 
 
 1,897,655 
 22,910 
 14,000 
 
 5,866,206 
 
 1,318,831 
 
 300 
 
 14,399 
 
 738 
 5 
 5 
 
 1,978 
 
 490,874 
 2,320 
 3,060 
 
 1,192,927 
 
 4 
 
 377,644 
 
 41 
 
 
 42 
 
 
 
 
 
 
 
 
 
 43 
 
 11 
 
 7 
 
 
 4,024,889 
 
 8,701 
 
 100, 470 
 
 233 
 
 1,950,015 
 
 44 
 
 
 
 11 
 
 7 
 
 168 
 1 
 
 
 5,861,206 
 5,000 
 
 4,024,889 
 
 8,701 
 
 100, 470 
 
 1,978 
 
 1,192,927 
 
 233 
 
 1,950,015 
 
 45 
 
 
 46 
 
 
 
 
 
 
 
 
 
 
 47 
 
 
 13 
 
 1 
 
 276,800 
 
 159, 430 
 
 
 12, 456 
 
 119 
 
 65,920 
 
 
 55, 885 
 
 48 
 
 
 
 8 
 1 
 4 
 
 800 
 
 
 248,000 
 
 800 
 
 28,000 
 
 4,649,317 
 
 159,430 
 
 
 12, 456 
 
 97 
 
 54,330 
 
 
 55,885 
 
 49 
 
 
 
 
 
 
 50 
 
 | 
 
 
 1 
 
 
 
 22 
 1,238 
 
 11,590 
 900,534 
 
 
 51 
 
 ! 
 
 ! 3 
 
 2 
 
 649,655 
 
 
 2,283,263 
 
 
 3,178,914 
 
 5? 
 
 
 
 
 
 
 
 120 
 55 
 
 603 
 22 
 
 
 217,405 
 
 144,360 
 
 3,808,324 
 
 479,228 
 
 61,030 
 21,845 
 566, 780 
 
 
 188,055 
 
 131,055 
 
 1,751,902 
 
 212,251 
 
 150 
 58 
 878 
 152 
 
 89,730 
 
 40,183 
 
 661,612 
 
 109,009 
 
 
 195, 113 
 
 200, 805 
 
 2,782,996 
 
 53 
 
 
 
 
 
 
 54 
 
 3 
 
 2 
 
 
 
 
 55 
 
 
 
 
 56 
 
 
 
 
 
 
 
 
 
GREAT LAKES 
 AND ST. LAWRENCE RIVER 
 
 (117) 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 By Joseph D. Lewis. 
 
 This section of the report covers the statistics of 
 water transportation in 1906 for American vessels op- 
 erating on Lakes Superior, Michigan, Huron, St. Clair, 
 Erie, and Ontario, and on the St. Lawrence river, 
 including all documented and undocumented craft of 
 5 tons net register or over except fishing vessels and 
 vessels owned by the Federal Government. 
 
 The physical features of the lakes and the surround- 
 ing country, and the history of lake navigation and 
 shipbuilding, have been discussed at some length in 
 previous Census reports and in the reports of other 
 Government offices, and will not be considered here 
 except when necessary. 
 
 To obtain a thorough comprehension of the import 
 of the 'statistics, and to avoid error in the analysis 
 of the various statistical tables, an understanding of 
 the schedules, instructions, and general explanations 
 given in the general summary for the United States is 
 needful. 
 
 It should be stated at the outset that the statistics 
 as to the number of vessels and their gross and net ton- 
 nage do not agree with those contained in the report 
 of the Bureau of Navigation for the year ending June 
 30, 1906. The total number of vessels reported by 
 that bureau for the "Northern Lakes," excluding 
 those on Lake Champlain, for the year indicated was 
 2,565, with a gross tonnage of 2,182,635, 425 vessels 
 and 210,228 tons less than the Census figures. These 
 differences arise partly from the fact that the reports 
 of the two offices do not cover the same periods of time, 
 and partly from the difference in the scope of the re- 
 ports. The reports of the Bureau of Navigation take 
 cognizance only of documented craft. Some of these 
 were engaged -in fishing, some had been destroyed, 
 while others were idle during the entire year, and there- 
 fore not included in the Census report. Some craft, 
 too, were operated on the Great Lakes only a small 
 portion of the year, while others operated exclusively 
 on other waters ; these, although credited to the Great 
 Lakes by the Bureau of Navigation, if documented 
 there, are assigned in the Census statistics to the 
 waters in which they operated, either exclusively or 
 for the longest period. On the other hand, following 
 
 the navigation laws the statistics of the Bureau of 
 Navigation do not include — 
 
 Yachts, nor boats and lighters, decked and not masted, employed 
 within the harbor of any town or city, nor canal boats and barges 
 without sails or internal motive power of their own, employed 
 wholly upon canals or the internal waters of a state, nor barges and 
 boats plying on rivers or lakes of the United States and not engaged ■ 
 in trade with contiguous foreign territory, and not carrying passen- 
 gers, nor boats under 5 tons net. 1 
 
 All of these craft, however, except those under 5 
 tons net register, are included in the Census returns. 
 In any comparisons of the statistics of the two offices, 
 therefore, it will be necessary to bear in mind the 
 differences that have just been indicated. 
 
 In previous Census reports and to some extent in 
 the reports of the Bureau of Statistics it has been 
 customary to publish statistics of vessels and water 
 transportation by ports of registration. This method 
 of presentation has not been followed at the present 
 census. The ownership of vessels so frequently has no 
 relation to their field of operations that a statistical 
 presentation of number of vessels, tonnage, value, etc., 
 by ports, would have little significance, and on the 
 other hand would often prove misleading. Very many 
 of the returns for vessels having regular routes of travel 
 show that the home port where the document was 
 issued differed from the terminal points of the vessel's 
 trips. For example, a large steamer owned at Mackinac 
 Island and registered at Marquette was leased to a 
 company which sailed it on Lake Ontario between 
 Lewiston and Alexandria Bay, and such cases, instead 
 of being exceptional, are very numerous. Moreover, 
 in the reports made for the Census, instances have 
 been noted of vessels which were owned and registered 
 at lake ports but which were engaged in coastwise 
 commerce on the Atlantic ocean. The following ex- 
 tract from the report on the Great Lakes at the census 
 of 1889 describes the method employed at that time: 
 
 In the case of the Great Lakes and St. Lawrence river it has been 
 found advisable to make allotment of the statistics of equipment 
 to what may be called the ports of frequent hail, and the statistics 
 of traffic to the ports where records of business are kept. 
 
 'Annual report of the Commissioner of Navigation, 1906, page 282. 
 
 (119) 
 
120 
 
 TRANSPORTATION BY WATER. 
 
 The question of local taxation has a strong bearing 
 upon this point, as there is little uniformity between the 
 different states and cities in the taxation of floating 
 property. In some localities vessels are wholly exempt, 
 and in others are heavily taxed ; and as a result of this 
 inequality between ports nominal transfers of owner- 
 ship frequently occur, which are in a sense fictitious, 
 and are sometimes resorted to merely for the purpose 
 of evading the payment of taxes. 
 
 For similar reasons the general statistics are not 
 presented by lakes, as was done at the census of 1889. 
 A large proportion of the shipping is engaged in inter- 
 lake commerce, as, for example, the iron ore fleet sailing 
 from Duluth or Superior to ports on Lake Erie, and a 
 statistical presentation by lakes of the number of 
 vessels, tonnage, value of vessels, employees, etc., 
 would be utterly without meaning. 
 
 In reference to the omission of vessels of less than 5 
 tons, it was obviously impracticable to include them in 
 the enumeration on account of the large number of 
 such craft and the difficulty of reaching their owners. 
 The waters adjacent to large cities and summer resorts 
 fairly swarm in the season with boats of this character, 
 and while the large majority are pleasure craft, many 
 are engaged in transporting freight and passengers on 
 a small scale. The following is an extract from a letter 
 written by one of the special agents of the Office while 
 he was engaged in the canvass: 
 
 It is estimated that there are upward of 3,000 naphtha launches 
 under 5 tons on the St. Lawrence river. Most of them carry freight 
 and passengers. For instance, the launch I went in from Clayton 
 to Alexandria Bay carried six passengers beside myself, 2,000 or 
 3,000 feet of lumber, several bushels of coal, and quite an assortment 
 of groceries. This is an everyday occurrence. The tonnage of 
 these boats in the aggregate amounts to quite a large figure. People 
 on the river are patronizing them in preference to the regulars be- 
 cause they will land goods and passengers at any point on the river 
 desirer 1 .. More of these boats are being built this season than last, 
 but only a few are over 5 tons. 
 
 The canvass of this district, as in the other districts 
 of the country, was based almost entirely upon a list 
 of vessels prepared from the reports of the Bureau of 
 Navigation of the Department of Commerce and Labor, 
 supplemented by such other lists of vessels as were 
 available. Following a canvass by mail, special agents 
 were sent into the field, and seven of these agents were 
 assigned to the Lake district and distributed among the 
 most important ports. The work of collecting reports 
 by agents was commenced about the first of February, 
 sometime previous to the opening of interlake navi- 
 gation, as it was considered of advantage to reach the 
 owners and operators of vessels at their home ports, 
 where they were generally to be found during the closed 
 season. The canvass was finished by the end of April. 
 
 There were only 9 vessels, with a gross tonnage amount- 
 ing to 978, for which no information of any kind could 
 be secured. All other listed vessels were satisfacto- 
 rily disposed of by the receipt either of a report or of 
 information which made it unnecessary to report. It 
 is believed that within the limitations above stated 
 the results are complete, and that the statistics present 
 an accurate showing of the operations of lake craft 
 during the period covered by the census. 
 
 With the exception of a special report on steam 
 navigation at the census of 1880, there had been no 
 statistics of water transportation published by the 
 Census Office prior to those for 1889. The greater 
 part of the statistics for 1880 was not the result of an 
 actual enumeration by agents of the Census but was 
 taken from the records of the United States Steam- 
 boat Inspection Service and other offices, public and 
 private. 1 Owing to differences in the methods of com- 
 pilation it is impossible to state with exactness the ex- 
 tent to which the figures for 1906 are comparable with 
 those for prior censuses. As an example of such dif- 
 ferences between 1880 and 1906 the following state- 
 ment may be cited from the report for 1880: 
 
 In the foregoing tables this steamboat property has been assigned 
 to the states where it was owned in 1880. In cases where the owner- 
 ship was obscure or divided the legal headquarters or the address of 
 the managing owner was taken as authority for assigning the craft 
 to a state, but very few of these perplexing cases were found. The 
 Pacific Mail Steamship Company, owned in New York, but oper- 
 ating lines from San Francisco, under this ruling was assigned to 
 the state of New York. 3 
 
 The same practice appears to have been followed at 
 the census of 1889, the statistics of equipment, income, 
 and expenditure having been credited to the port of 
 registration, while the freight and passenger move- 
 ment was charged to the port from which the vessel 
 was operated. . 
 
 At the present census, however, all the statistics 
 have been assigned to the waters on which the vessel 
 was operated. These differences in method must 
 therefore be kept in mind in all comparisons between 
 the statistics of the present census and those for prior 
 censuses. 
 
 Owing to the lack of Census statistics relative to 
 water transportation prior to 1880 it will frequently 
 be necessary in the discussion of the subject to present 
 statistical tables from the reports of- other depart- 
 ments of the Government. 
 
 A comparative statement of the statistics as re- 
 ported at the censuses of 1889 and 1906 is presented 
 in Table 1. 
 
 1 Tenth Census, Transportation, page 657. 
 2 Ibid., page 717. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 121 
 
 Table 1.— ALL VESSELS AND CRAFT ON THE GREAT LAKES AND ST. LAWRENCE RIVER: 1906 AND 1889. 
 
 [In addition to the craft reported in this table there were 197 craft of 41,437 gross tons reported as idle in 1906. The report of t 
 in 1903 there were 206 fishing and transporting vessels, valued at 8690,450, and 3,170 boats and gasoline launches, valued at $317 060, 
 the Great Lakes. Craft of this character are not included in the table. ] 
 
 the Bureau of Fisheries shows that 
 engaged in the fishing industry on 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried. 
 Freight shipments (net tons) . . 
 
 1906 
 
 2,990 
 
 2,392,863 
 
 $130,805,640 
 
 $65,274,702 
 
 24,916 
 
 $13,280,716 
 
 14,080,146 
 
 « 75, 609, 649 
 
 1889 
 
 2,737 
 
 920,294 
 
 $48,580,174 
 
 $35,463,852 
 
 22,726 
 
 $8,098,191 
 
 2,235,993 
 
 25,266,974 
 
 Per cent 
 of in- 
 crease. 
 
 9.2 
 160.0 
 169.3 
 84.1 
 9.6 
 64.0 
 529.7 
 199.2 
 
 1906 
 
 1,676 
 
 1,915,786 
 
 $116,983,812 
 
 $56,340,227 
 
 20, 515 
 
 $11,179,882 
 
 14,080,146 
 
 W 
 
 1889 
 
 1,467 
 
 595,813 
 
 $40,868,824 
 
 $24,949,267 
 
 15, 271 
 
 $5,796,895 
 
 2,235,993 
 
 ( 5 ) 
 
 Per cent 
 of in- 
 crease. 
 
 14.2 
 221.5 
 186.2 
 125.8 
 34.3 
 92.9 
 529.7 
 
 SAIL AND UNRIGGED. 
 
 1906 
 
 1,314 
 
 477,077 
 
 $13,821,828 
 
 2 $8, 934, 475 
 
 4,401 
 
 $2,100,834 
 
 (') 
 
 1889 
 
 1,270 
 
 324, 481 
 
 $7,711,350 
 
 $10, 514, 585 
 
 7,455 
 
 $2,301,296 
 
 « 
 
 Per cent 
 of in- 
 crease. 
 
 3.5 
 
 47.0 
 
 79.2 
 
 3 15.0 
 
 8 41.0 
 
 = 8.7 
 
 > Includes all craft propelled by machinery. 
 
 2 In a number of cases the income for unrigged craft was credited to the towing steamers. 
 8 Decrease. 
 
 4 Bureau of Statistics, Department of Commerce and Labor, Monthly Summary, Internal Commerce of the United States, December, 1906, and includes 2,003,453 
 net tons of bunker coal. 
 
 6 Not reported separately. 
 
 In order that the comparison may be carried back 
 to 1880 with respect to certain items concerning trans- 
 portation by steam vessels, the following table con- 
 taining statistics published at that census is intro- 
 duced : 
 
 Table 2. — Steam navigation, Northern Lakes: 1880. 1 
 
 Number of steamers 947 
 
 Tonnage 222,290 
 
 Value of steamers $13, 918, 925 
 
 Capital invested $16,978,108 
 
 Gross earnings ....-., $12,136,228 
 
 Crews, persons 9, 143 
 
 Paid for services $3,293,964 
 
 Passenger traffic, number 1,356,010 
 
 Freight traffic, tons 4, 368, 171 
 
 i Tenth Census, Transportation, page 702. 
 
 The- statistics in the foregoing tables and others in 
 this section and in the general report on water trans- 
 portation in the United States indicate the extraor- 
 dinary development that has taken place in the com- 
 merce of the Great Lakes. It can be stated indeed 
 that this growth exceeds that of the water-borne com- 
 merce on any other of the great systems in the country, 
 with the exception of the Atlantic coast. Among the 
 causes contributing to this development are the im- 
 mense increase of the population in the territory tribu- 
 tary to these inland seas; the resources and produc- 
 tiveness of the country in such great staples as iron ore, 
 wheat, corn, etc., of which by far the major proportion 
 must find markets elsewhere ; and the generous expend- 
 itures for the improvement of harbors and canals, in 
 deepening and widening the channels of communication, 
 and in the construction of dock and wharf facilities. 
 
 Great Lakes compared with United States. — The sta- 
 tistics for the lakes are compared with those for the 
 United States in Table 3. 
 
 The different items included in the table vary as 
 to the accuracy with which they indicate the com- 
 parative economic importance of different transporta- 
 tion divisions. The number of passengers and quantity 
 of freight carried are defective standards of compari- 
 son unless the passenger and ton mileage are also con- 
 sidered. To secure this information was a task that 
 
 the Bureau of the Census did not undertake, and 
 could not have accomplished with the means at hand 
 and the time at its disposal. Vessel tonnage is also 
 defective as a basis of comparison, as is shown by the 
 fact that the gross tonnage of shipping on the Mis- 
 sissippi river, which is made up almost entirely of coal 
 barges of cheap construction, many of which are de- 
 stroyed after the first trip, is nearly twice that on the 
 lakes, although the earnings of lake shipping are nearly 
 four times those on the Mississippi. 
 
 For these reasons the capital invested, the income 
 earned, and the number of men employed and wages 
 paid form the best basis by which to judge the com- 
 parative importance of different transportation sys- 
 tems. Gauged by these standards, the shipping inter- 
 ests on the Great Lakes represent from one-sixth to 
 one-fourth of the totals for the United States, the 
 percentages varying from 17.7 per cent of the total 
 for the number of men employed to 25.8 per cent for 
 value of vessels. The relatively high proportion, 18.6 
 per cent, which the gross tonnage of lake vessels 
 represents of the total gross tonnage for the United 
 States, as compared with the corresponding propor- 
 tion, 8 per cent, for the number of craft, indicates 
 that the average tonnage per vessel on the lakes is 
 much greater than for the country as a whole; the 
 average value per ton, also, is much higher. 
 
 Table 3. — Water transportation, United States and the Great Lakes: 
 
 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value, of vessels 
 
 Gross income 
 
 From freight 
 
 From passengers 
 
 From all other sources 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried. 
 Freight carried (net tons) ' 
 
 United States. 
 
 37,321 
 
 12,893,429 
 
 $507,973,121 
 
 $294,854,532 
 
 $175,545,361 
 
 $43,645,365 
 
 $75,663,806 
 
 140,929 
 
 $71,636,521 
 
 366,825,663 
 
 177,519,758 
 
 Great Lakes. 
 
 2,990 
 
 2,392,863 
 
 $130,805,640 
 
 $65,274,702 
 
 $52,076;533 
 
 $4,866,904 
 
 $8,331,265 
 
 24,916 
 
 $13,280,716 
 
 14,080,146 
 
 « 75, 609, 649 
 
 Per cent 
 of total. 
 
 8.0 
 18.6 
 25.8 
 22.1 
 29.7 
 11.2 
 11.0 
 17.7 
 18.5 
 
 3.8 
 42.6 
 
 • Exclusive of harbor work. 
 
 2 Bureau of Statistics, Department of Commerce and Labor, Monthly Sum- 
 mary, Internal Commerce of the United States, December, 1906, and includes 
 2,003,453 net tons of bunker coal. 
 
122 
 
 TRANSPORTATION BY WATER. 
 
 Undocumented craft. — It has already been pointed 
 out that the omission of undocumented vessels from 
 the statistics of the Bureau of Navigation impairs 
 their value for comparison with the Census figures. 
 The classes of vessels which are not required to be 
 documented are described elsewhere in this report. 
 The extent to which such vessels were reported for the 
 Census is shown in Table 4. 
 
 Table 4. — Number and gross tonnage of active and idle undocu- 
 mented craft: 1906. 
 
 CLASS. 
 
 Number 
 
 oi 
 vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 
 775 
 
 159,351 
 
 
 
 
 
 748 
 
 150,363 
 
 
 
 
 
 124 
 49 
 575 
 
 27 
 
 5,984 
 
 Sail 
 
 408 
 
 
 143, 971 
 
 Idle 
 
 8,988 
 
 
 
 
 
 3 
 2 
 22 
 
 104 
 
 Sail 
 
 260 
 
 
 8,624 
 
 
 
 A large proportion of the undocumented steam ves- 
 sels are small gasoline launches used for private pur- 
 poses, and practically all the sailing vessels are operated 
 for the same purpose. The unrigged craft are made 
 up largely of vessels employed in harbor work, dredg- 
 ing, etc., such as scows, barges, lighters, derricks, pile 
 drivers, and dredges. 
 
 CHARACTER OF SHIPPING. 
 
 The development of water transportation on the 
 Great Lakes has naturally been attended by change 
 and improvement in the types of vessels engaged in 
 this commerce. The transition of lake shipping from 
 the old to the new exhibits much the same aspects of 
 change as in other fields of maritime commerce. The 
 propulsive power is gradually passing from sail to 
 steam, while the material of construction shows a 
 steadily increasing proportion of steel. The average 
 tonnage per vessel, except for unrigged vessels, has 
 steadily grown larger. 
 
 Steam, sail, and unrigged craft. — In order to show 
 the relative proportions of steam, sail, and unrigged 
 vessels engaged in lake commerce, as reported at the 
 censuses of 1889 and 1906, Table 5 is introduced, and 
 following that Table 6, compiled from the reports of 
 the Bureau of Navigation, Department of Commerce 
 and Labor, which shows for a longer period of time 
 the gradual evolution of this branch of American ship- 
 ping. It should be stated that "steam vessels", in- 
 clude all classes of power craft — steam, gasoline, elec- 
 tric, etc. 
 
 Table 5. — Number, 
 
 gross tonnage, and value of different classes of 
 1906 and 1889. 
 
 CLASS. 
 
 Cen- 
 sus. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 "1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 2,990 
 2,737 
 
 2,392,863 
 920,294 
 
 $130,805,640 
 48,580,174 
 
 800 
 336 
 
 $55 
 53 
 
 Steam 
 
 Sail 
 
 1,676 
 1,467 
 
 531 
 962 
 
 783 
 308 
 
 1,915,786 
 595,813 
 
 265,571 
 185,081 
 
 211,506 
 139, 400 
 
 116,983,812 
 40,868,824 
 
 7,135,271 
 4, 238, 850 
 
 6,086,557 
 3,472,500 
 
 1,143 
 406 
 
 500 
 192 
 
 270 
 453 
 
 61 
 69 
 
 27 
 
 Unrigged 
 
 23 
 
 32 
 25 
 
 Table 6. — Number and gross tonnage of different classes of vessels, 
 vjith average tonnage per vessel: 1870 to 1906. 1 
 
 
 STEAM. 
 
 SAIL. 
 
 UNRIGGED. 
 
 YEAR. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Aver- 
 age 
 ton- 
 nage 
 per 
 vessel. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Aver- 
 age 
 ton- 
 nage 
 per 
 vessel. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Aver- 
 age 
 ton- 
 nage 
 per 
 vesseL 
 
 1906.. 
 
 1900.. 
 1895. . 
 1890.. 
 1885.. 
 1880.. 
 1875.. 
 1870.. 
 
 1,824 
 
 1,719 
 
 1,737 
 
 1,507 
 
 1,154 
 
 912 
 
 869 
 
 625 
 
 1,838,136 
 1,106,842 
 854,018 
 648,725 
 332,365 
 209,465 
 197,073 
 136,980 
 
 1,008- 
 644 
 492 
 430 
 288 
 230 
 227 
 219 
 
 511 
 813 
 1,066 
 1,236 
 1,282 
 1,415 
 1,645 
 1,545 
 
 268,585 
 333,906 
 298,297 
 326,077 
 310,383 
 302,264 
 335,822 
 254,819 
 
 526 
 411 
 280 
 264 
 242 
 214 
 204 
 165 
 
 230 
 233 
 157 
 174 
 198 
 202 
 2,075 
 2,384 
 
 75,914 
 82,109 
 48,649 
 29,301 
 41,876 
 45,766 
 238,740 
 237,287 
 
 330 
 352 
 310 
 
 168 
 211 
 227 
 115 
 100 
 
 1 Reports of the Commissioner of Navigation, 1885 and subsequent years, and 
 "Commerce and Navigation of the United States," Treasury Department, 1880 
 and preceding years. 
 
 Diagram 1. — Relative amount of tonnage, steam, sail, and unrigged 
 vessels: 1870 to 1906. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 J^- 
 
 
 
 
 
 
 
 ^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -/ 
 
 
 
 
 ~r 
 
 — ^ 
 
 
 / SAIL_ _ 
 
 --^ 
 
 ,- 
 
 -» ^ 
 
 
 
 
 
 
 
 
 
 's 
 
 
 
 
 
 
 
 N. 
 
 
 
 
 
 As shown by the above statistics the sailing vessels 
 of the lakes are steadily diminishing in importance, 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 123 
 
 indeed to a much greater degree than is indicated in 
 the tables. There is a class of vessels included under 
 the classification of sailing vessels which are commonly 
 called "schooner barges," and which in reality 
 operate as barges; that is to say, they are towed 
 between ports, but are equipped with masts and 
 canvas to provide against breaking towlines or 
 other accidents. While the returns do not make 
 clear the exact proportion of the entire fleet which 
 this class forms, it is certain that this proportion is 
 considerable. A careful examination of the returns of 
 the present census shows that there were at least 117 
 schooner barges on the Great Lakes, with a gross 
 tonnage of 160,002, and a value of $5,273,884; an 
 average tonnage per vessel of 1,368, and an average 
 value per gross ton of $33. 
 
 The largest navigation company on the lakes, in 
 reference to the vessels of this class which formed a 
 part of its fleet, stated: 
 
 The sailing vessels are nothing more than tow barges that have 
 masts on which sails can be rigged if necessary, although they are of 
 the same nature as the barges called "pigs" which carry no masts, 
 and we think the figures for sailing vessels and unrigged craft 
 should be combined as tow barges. ' 
 
 The recommendation of the company was followed 
 and its "sailing fleet" classified as unrigged craft or 
 barges. There were, perhaps, many other craft of 
 this class returned as sailing vessels, but there was 
 nothing in the reports to indicate their exact character. 
 It should be stated that "rigged barges" are classified 
 as sailing craft by the Bureau of Navigation in its List 
 of Merchant Vessels of the United States and by the 
 Lake Carriers' Association in its annual reports, 
 although in the annual report of the Commissioner of 
 Navigation for 1905 a statement showing the number 
 and tonnage of seagoing schooner barges is given. 
 The following extract from that report accurately 
 defines these vessels: 1 
 
 A seagoing schooner barge is a vessel usually towed from port to 
 port, but rigged with masts and furnished with sails, so that if in 
 emergency she breaks adrift from the towing steamer, she may not 
 be helpless at sea. Nearly all of these schooner barges before 1890 
 were square-rigged vessels or schooners which had outlived their 
 usefulness as such and were dismantled and converted into barges. 
 Shortly before 1890, and to a considerable extent since, such schooner 
 barges have been specially constructed, some of them with steel 
 hulls. The practice of cutting down square-rigged vessels and 
 schooners into barges still continues. 
 
 Owing to the confusion as to the classification of 
 schooner barges it can not be stated with certainty 
 that the statistics for this class as presented separately 
 are complete, but the 117 schooner barges already 
 referred to represent over one-half of the total gross 
 tonnage and over two-thirds of the total value of sail- 
 ing vessels on the Great Lakes, as reported in Table 
 5 for 1906. If these schooner barges are deducted, 
 there are left 414 sailing vessels, with a total gross 
 tonnage of 105,569. 
 
 Beport of the Commissioner of Navigation, 1905, page 195. 
 
 An official of the United States Steamboat Inspec- 
 tion Service, whose experience in navigating the lakes 
 extends back for nearly fifty years, in conversation 
 with the writer, described Buffalo harbor and river 
 as crowded with sailing vessels forty years ago, with only 
 occasional steamers, and this at that time was the 
 condition in all lake ports. Since that time, however, 
 sailing ships have been gradually disappearing from the. 
 lakes, probably for the reason that they are unequal 
 to the competition of the large modern steamers in 
 freight traffic. Some of these sailing vessels have 
 been reconstructed into barges, many have been 
 wrecked, and others are laid up as useless. Many of 
 the sailing vessels now in commission are practically 
 "tramps," picking up occasional cargoes of posts, 
 cord wood, stone, etc., for short voyages. Others are 
 engaged in business of a speculative character, pur- 
 chasing farm produce for sale in city markets. Taken 
 as a whole their work is spasmodic and unreliable. 
 By far the largest proportion of sailing vessels remain- 
 ing on the Great Lakes, however, are operated in the 
 lumber trade on Lake Michigan, although there are 
 many in commission on the other lakes. By reference 
 to Table 41, in which are presented the detailed statis- 
 tics, it will be seen also that in the sailing fleet there 
 are 122 pleasure craft or yachts, with a gross tonnage 
 amounting to 1,458. 
 
 It was the original intention to ascertain in the can- 
 vass the manner in which sailing vessels were rigged, 
 whether as schooner, brig, barkentine, etc., and the 
 number of each type; this, however, was not at- 
 tempted, but it can be stated that practically all sailing 
 vessels on the lakes are of the schooner type or its 
 modifications. 
 
 The decadence in the tonnage of sailing vessels has 
 been accompanied by an enormous increase in that of 
 steamers, and the explanation lies almost entirely in 
 the immense development of the traffic in iron ore, 
 coal, grain, and other important commodities. The 
 tonnage of the iron ore carried by lake shipping in 1906 
 was alone over one and one-half times the total tonnage 
 of all freight carried on these waters in 1889. From 
 1889 to 1906 the gross tonnage of steam vessels increased 
 221.5 per cent and of unrigged craft 51.7 per cent. It 
 would appear, however, that within the last few years 
 the use of unrigged vessels in interlake traffic has been 
 decreasing. The following extract from a public 
 document is of interest in this connection: 2 
 
 Turning to the Great Lakes, it is found that the use of barges there 
 also is on the decline. Of the freight which passed through the 
 locks of the Sault Ste. Marie in- the years from 1888 to 1899., inclu- 
 sive, nearly one-third was carried in barges, the percentages varying 
 in different years from 26 to 33. In the year 1904 only 18 per cent 
 was carried in barges. * * * Very few, if any, new barges are 
 being built for the lake trade, all new vessels, as a rule, being made 
 self-propelling. 
 
 " Report by the Mississippi River Commission, H. R. Doc. No. 
 263, Fifty-ninth Congress, 1st session, pages 14 and 15, 
 
124 
 
 TRANSPORTATION BY WATER. 
 
 The fact that from 1901 to 1905 the reports of the 
 Bureau of Navigation show a steady relative decline 
 in the number and tonnage of unrigged vessels, docu- 
 mented, appears to support this view; some craft of 
 this class are, however, reported as constructed every 
 year, although these additions are not enough, evi- 
 dently, to make up for the annual loss. 
 
 Table 6, covering as it does a longer period of time 
 than the Census figures, discloses more plainly the 
 enormous growth in steam tonnage — from 136,980 tons 
 in 1870 to 1,838,136 in 1906, over thirteenfold. The 
 increase in unrigged vessels is much less striking. In 
 explanation of the very great difference in the statis- 
 tics of unrigged vessels between 1875 and 1880 and the 
 later years it should be' stated that prior to April 18, 
 1874, the navigation laws were construed as applying 
 to canal boats and requiring that they be documented, 
 but on that date an act of Congress became effective 
 which provided that — 
 
 the act to which this is a supplement shall not be so construed as to 
 extend the provisions of the said act to canal boats, or boats em- 
 ployed on the internal waters or canals of any state; and all such 
 boats, excepting only such as are provided with sails or propelling 
 machinery of their own adapted to lake or coastwise navigation, 
 and excepting such as are employed in trade with the Canadas, 
 shall be exempt from the provisions of the said act, * * * 
 
 This legislation had the immediate effect of drop- 
 ping from the list of documented vessels a very large 
 number of canal boats which were registered at lake 
 ports. 
 
 It will be seen by reference to Table 41 that power 
 vessels were principally steamers, the horsepower of 
 which amounted to 976,847; the others were gasoline 
 boats, aggregating 5,700 horsepower, nearly all pleas- 
 ure craft, and one yacht of 8 horsepower, electric. 
 According to the reports received, 1,616 of these 
 vessels were equipped with screw propellers, 51 were 
 side wheel steamers, 8 were stern wheelers, and 1 was 
 a "chain" ferryboat. At the census of 1889 there 
 were 62 side wheel passenger steamers reported, with 
 a gross tonnage of 27,259; thus there has been a de- 
 crease in the number of these vessels. There were no 
 stern wheel vessels reported at that census, although 
 some were probably in use. According to authorita- 
 tive works on the subject of lake navigation the first 
 propeller steamer on the lakes appeared in 1841. ' At 
 the present time boats of other types are in compar- 
 ison numerically insignificant. 
 
 Metal and wooden vessels. — Fully as remarkable, per- 
 haps, as the great change noted in the method of pro- 
 pulsion of lake vessels is the revolution in the mate- 
 rials used in their construction, which is indicated in 
 Tables 7 and 8. 
 
 1 Eleventh Census, Transportation Business, Part II, page 247. 
 
 Table 7. — Number, gross tonnage, and value of vessels, by character 
 of construction: 1906 and 1889. 
 
 CHARACTER OF 
 CONSTRUCTION. 
 
 Cen- 
 sus. 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value 
 per ton. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 2,990 
 2,737 
 
 2,392,863 
 920,294 
 
 $130,805,640 
 48,580,174 
 
 800 
 336 
 
 J55 
 63 
 
 
 33 
 
 45 
 
 539 
 40 
 
 2,391 
 2,641 
 
 27 
 11 
 
 27,827 
 35, 922 
 
 1,606,326 
 75,488 
 
 737, 386 
 794, 128 
 
 21,324 
 14,756 
 
 2,025,050 
 3,225,224 
 
 103,704,366 
 7,349,000 
 
 24, 075, 474 
 36,777,950 
 
 1,000,750 
 1,228,000 
 
 843 
 798 
 
 2,980 
 1,887 
 
 308 
 301 
 
 790 
 1,341 
 
 73 
 
 Steel 
 
 90 
 65 
 
 Wood 
 
 97 
 33 
 
 Composite 
 
 46 
 
 47 
 83 
 
 Table 8. — Number and gross tonnage of metal and wooden vessels, 
 with average tonnage per vessel: 1875 to 1906. 1 
 
 
 METAL. 
 
 WOODEN. 
 
 TEAK. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 1906 
 
 543 
 318 
 190 
 
 88 
 34 
 18 
 16 
 
 1,526,506 
 686,675 
 300.648 
 127,926 
 34,028 
 15,973 
 15,585 
 
 2,811 
 2,159 
 1,582 
 1,454 
 1,001 
 887 
 974 
 
 2,022 
 2,447 
 2,770 
 2,829 
 2,600 
 2,511 
 4,573 
 
 656, 129 
 836, 182 
 900,316 
 876, 177 
 650, 596 
 641,522 
 756,050 
 
 324 
 
 1900 
 
 
 1895 
 
 
 1890 
 
 310 
 
 1885 
 
 250 
 
 1880 
 
 
 1875 
 
 165 
 
 
 
 1 Reports of the Commissioner of Navigation, 1885 and subsequent years, 
 and "Commerce and Navigation of the United States," Treasury Department, 
 1875 and 1880. 
 
 Diagram 2. — Relative amount of tonnage of metal and wooden vessels: 
 1875 to 1906. 
 
 w 
 
 O 
 
 I 
 
 (0 t- 
 
 O o 
 
 ^ to 
 
 □ 
 
 UJ 
 
 cr 
 o 
 
 z 
 
 X 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 &' 
 
 
 
 1 
 
 \ 
 
 
 $' 
 
 
 >. 
 
 
 \ 
 
 --*• 
 
 / 
 
 
 
 "**■»■. 
 
 s 
 
 ^ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 *$r 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 It is hardly necessary to explain that the classifica- 
 tion into iron, steel, wood, and composite vessels is used 
 solely with reference to the construction of the hull. 
 The salient facts apparent from the tables are that iron 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 125 
 
 ships are gradually becoming obsolete; that steel is 
 the principal material used in the construction of 
 vessels of large tonnage; that wooden vessels have 
 decreased in number, tonnage, and value; and that 
 this class of construction is being confined to compara- 
 tively small vessels. It is possible that the statistics 
 relating to vessels of composite construction are not 
 strictly accurate, owing to the confusion which exists 
 as to the precise meaning of the term when, applied to 
 shipping; that is, as to the proportion of the different 
 materials used which entitle vessels to be so classified. 
 In the reports of the Bureau of Navigation they are in- 
 cluded in the metal class, and are so reported in Table 8. 
 The explanation made on page 124 for the great de- 
 crease in unrigged vessels between 1875 and 1880 ap- 
 plies also to the decrease in the number of wooden ves- 
 sels shown, in Table 8 for 1880 as compared with 1875. 
 
 In the early days of iron shipbuilding, while the fu- 
 ture possibilities were vaguely descried by some, there 
 were many who could see no good in iron as applied to 
 the art of shipbuilding, and many objections were ad- 
 vanced, which appear ridiculous in the light of present 
 developments. But even those most sanguine of suc- 
 cess could hardly have foreseen the great supremacy in 
 tonnage eventually to be attained by metal ships over 
 those built of wood. Their efficiency was questioned, 
 their longevity as compared .with wooden vessels was 
 doubted, it was averred that lacking buoyancy they 
 would sink too easily and rapidly, and that their effect 
 upon the compass was dangerous. Their merits, how- 
 ever, were soon demonstrated. Their greater strength 
 and carrying capacity when compared ton for ton with 
 wooden ships were the chief factors in their favor, and 
 proved sufficient to insure a constant increase in the 
 tonnage of this class of vessels. 
 
 Iron and steel have not been used long enough as a 
 material in shipbuilding to determine with certainty 
 the extreme length of service of which such vessels are 
 capable. It has been observed that there are some 
 metal ships, built in the earliest. days of such construc- 
 tion on the lakes, still in commission. The real veteran 
 ships of the service, however, on the lakes, as else- 
 where, are constructed of wood. In this connection 
 a tabular statement setting forth some of the lead- 
 ing features of a few of the older ships is of some 
 interest. The vessels included in this statement are 
 all made of wood. 
 
 The oldest vessels included in the statement are 
 the sailing ships; while those built later, all in 1862, 
 are screw propellers. All are in active operation, 
 except two, which, were reported as out of commis- 
 sion in 1906. The Empire State, the largest vessel 
 in the group, is constantly engaged in carrying pas- 
 sengers and freight between Chicago, Milwaukee, and 
 Racine. 
 
 Statement of the old vessels engaged in transportation on the Great 
 
 Lakes. 
 
 NAME OF VESSEL, i ^j[J£ 
 
 Propulsive 
 power. 
 
 Home port. 
 
 Gross 
 ton- 
 nage. 
 
 Class of 
 business. 
 
 Lydia E. Raesser. . 
 
 1847 
 1848 
 1852 
 1852 
 
 1854 
 1862 
 
 1862 
 1862 
 1862 
 
 1862 
 
 Sail 
 
 Milwaukee, Wis. 
 Milwaukee, Wis. 
 Milwaukee, Wis. 
 Milwaukee, Wis. 
 
 Cleveland, Ohio . 
 Milwaukee, Wis. 
 
 Buffalo, N. Y... 
 Chicago, III . . 
 Port Huron, 
 
 Mich. 
 Mar quette, 
 
 Mich. 
 
 131 
 181 
 84 
 87 
 
 776 
 1,116 
 
 46 
 
 26 
 
 802 
 
 164 
 
 Freight. 
 Freight. 
 Freight. 
 
 
 Sail 
 
 Josephine Dresden. 
 Challenge 
 
 Sail 
 
 Sail.... 
 
 Plymouth 
 
 Sail 
 
 mission. 
 Freight. 
 Freight and 
 
 passenger 
 Towing. 
 Towing. 
 Freight. 
 
 Out of com- 
 mission. 
 
 Empire State. 
 
 Steam, screw. 
 
 Steam, screw. 
 Steam, screw. 
 Steam, screw. 
 
 Steam, screw. 
 
 
 Badger State 
 
 Kate Williams 
 
 Tonnage— -Table 9 gives statistics in regard to the 
 number, tonnage, and value of vessels, classified ac- 
 cording to the material used in their construction, for 
 steam, sail, and unrigged craft, and schooner barges; 
 and also the horsepower of the engines in steamers. 
 
 Table 9. — Number of vessels, tonnage, horsepower of engines, and 
 value, by character of construction and class: 1906. 
 
 CHARACTER OF CON- 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 TONNAGE. 
 
 Horse- 
 power 
 
 of 
 engines. 
 
 Value of ves- 
 
 CLASS. 
 
 Gross. 
 
 Net 
 
 sels. 
 
 Total 
 
 2,990 
 
 2,392,863 
 
 1,905,176 
 
 982,555 
 
 $130,805,640 
 
 
 
 33 
 
 27,827 
 
 23,034 
 
 16,638 
 
 2,025,050 
 
 
 
 32 
 
 1 
 
 27,752 
 75 
 
 22,963 
 71 
 
 16,638 
 
 1,995,050 
 30,000 
 
 Sail 
 
 
 
 
 
 
 
 
 
 Steel 
 
 539 
 
 1,606,326 
 
 1,236,273 
 
 623,373 
 
 103,704,366 
 
 
 
 457 
 
 3 
 
 48 
 
 31 
 
 2,391 
 
 1,461,729 
 
 4,335 
 
 33,287 
 
 106,975 
 
 737,386 
 
 1,101,773 
 3,913 
 31,030 
 99,557 
 
 628,750 
 
 623,373 
 
 97,410,073 
 221,300 
 
 Sail 
 
 
 
 1,691,534 
 
 Schooner barges. . . 
 Wood 
 
 
 4,381,459 
 
 334,092 
 
 24,075,474 
 
 
 
 1,172 
 408 
 725 
 86 
 
 27 
 
 410,104 
 101,136 
 173,119 
 53,027 
 
 21,324 
 
 315, 469 
 95,888 
 
 167,308 
 50,085 
 
 17,119 
 
 334,092 
 
 16,677,489 
 1, 607, 787 
 
 Sail 
 
 
 
 4,897,773 
 892,425 
 
 
 
 
 8,452 
 
 1,000,750 
 
 
 
 15 
 2 
 10 
 
 16,201 
 
 23 
 
 5,100 
 
 12,023 
 
 21 
 
 5,075 
 
 8,452 
 
 901,200 
 
 2,300 
 
 97,250 
 
 Sail 
 
 
 
 
 
 
 
 
 
 
 
 
 The increase in the measured tonnage and conse- 
 quently in the carrying capacity of lake shipping and 
 the vast improvement in the engines with which the 
 steamers are equipped, have been no less remarkable 
 than the progress made in other directions. The ne- 
 cessity for increased tonnage, the progress made in the 
 application of steampower to navigation, and the suc- 
 cessive improvements in metallurgical science, which 
 have produced a better metal for shipbuilding pur- 
 poses, acting and reacting upon each other, have re- 
 sulted, on the lakes as in other maritime quarters, in 
 the extraordinarily effective fleet of to-day. 
 
126 
 
 TRANSPORTATION BY WATER. 
 
 Table 7 shows that the average tonnage of all ves- 
 sels enumerated increased from 336 in 1889 to 800 in 
 1906. The average tonnage of steam vessels,, accord- 
 ing to Table 5, increased from 406 to 1,143; and that 
 of sailing vessels from 192 to 500. A decrease is noted 
 in the average tonnage of unrigged vessels, but how 
 far this is caused by the confusion in regard to schooner 
 barges and the manner of reporting them at the two 
 censuses, it is impossible to say. As indicated by 
 Table 7, steel ships increased in average tonnage from 
 1,887 to 2,980 and wooden vessels from 301 to 308. 
 The small increase noted in this respect in iron ves- 
 sels and the decrease for those of composite construc- 
 tion, have no other significance than that they serve 
 
 to emphasize the gradual passing into disuse of these 
 types of craft. 
 
 The extent of the increase in the tonnage of lake 
 shipping can not be fully understood from a considera- 
 tion of average figures, and only a study of individual 
 cases will convey the whole significance of the progress 
 that has been made. As a partial means to this end, 
 Tables 10 and 11 are introduced, the first showing the 
 number and total tonnage, in 1906, for the four kinds 
 of vessels — steam, sail, unrigged, and schooner barges — 
 divided into classes according to their gross tonnage, 
 and the second, similar statistics for steam and sailing 
 vessels from 1889 to 1906 as reported by the Com- 
 missioner of Navigation. 
 
 Table lO.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1906. 
 
 
 TOTAL. 
 
 STEAM. 
 
 SAIL. 
 
 UNRIGGED. 
 
 SCHOONER BARGES. 
 
 CLASS. 
 
 Number 
 of vessels. 
 
 ■ Gross 
 tonnage. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 ofvessels. 
 
 Gross 
 tonnage. 
 
 Number 
 ofvessels. 
 
 Gross 
 tonnage. 
 
 Total.. 
 
 2,990 
 
 2,392,863 
 
 1,676 
 
 1,915,786 
 
 414 
 
 105,569 
 
 783 
 
 211,506 
 
 117 
 
 160,002 
 
 
 
 843 
 
 420 
 
 307 
 
 199 
 
 159 
 
 148 
 
 279 
 
 108 
 
 113 
 
 118 
 
 35 
 
 80 
 
 103 
 
 29 
 
 40 
 
 9 
 
 18,096 
 28,899 
 44, 130 
 49,117 
 58,549 
 66,770 
 193,546 
 133,872 
 198,261 
 264,346 
 95, 414 
 286,453 
 469, 803 
 158, 894 
 262,375 
 64,338 
 
 578 
 
 213 
 
 86 
 
 49 
 
 49 
 
 28 
 
 115 
 
 81 
 
 108 
 
 104 
 
 30 
 
 60 
 
 100 
 
 26 
 
 40 
 
 9 
 
 12, 569 
 15,319 
 12,787 
 11,792 
 17, 198 
 12,757 
 82, 850 
 99,962 
 189,648 
 233,297 
 82,067 
 218,937 
 456,123 
 143,767 
 262,375 
 64,338 
 
 181 
 28 
 32 
 44 
 33 
 30 
 54 
 
 6" 
 
 1 
 
 1 
 
 3 
 
 1 
 
 2,876 
 
 2,140 
 
 5,094 
 
 11,011 
 
 11,463 
 
 13, 497 
 
 36, 694 
 
 7,482 
 
 1,729 
 
 2,339 
 
 8,026 
 
 3,218 
 
 69 
 
 168 
 
 187 
 
 101 
 
 72 
 
 81 
 
 87 
 
 15 
 
 2 
 
 1 
 
 2,261 
 10,711 
 25,884 
 25,103 
 28,154 
 36,319 
 58,581 
 18 921 
 3,092 
 2,480 
 
 15 
 
 11 
 2 
 5 
 5 
 9 
 
 23 
 6 
 2 
 
 12 
 2 
 
 19 
 3 
 3 
 
 390 
 
 
 729 
 
 100 to 199 tons 
 
 365 
 
 200 to 299 tons 
 
 1,211 
 
 300 to 399 tons 
 
 1,734 
 
 4,197 
 
 15,421 
 
 400 to 499 tons 
 
 600 to 999 tons 
 
 1,000 to 1,499 tons .' 
 
 7,507 
 3,792 
 
 26,230 
 5,321 
 
 G4 298 
 
 1,500 to 1,999 tons 
 
 2,000 to 2,499 tons 
 
 2,500 to 2,999 tons 
 
 3,000 to 3,999 tons 
 
 
 
 4,000 to 4,999 tons 
 
 
 
 13^680 
 15, 127 
 
 5,000 to 5,999 tons 
 
 
 
 
 
 6,000 to 6,999 tons 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 There were no tables similar to Tables 10 and 11 
 presented in the report on water transportation on the 
 Great Lakes for the census of 1889, although informa- 
 tion can be gleaned from various sources, which reveals 
 the immense increase that has been made and is con- 
 stantly being made in the carrying capacity of vessels 
 engaged in lake commerce. 
 
 The highest class shown in Table 10 is that which 
 includes vessels of over 7,000 tons, and there are but 
 9 ships, all steel steamers, in that class. These vessels 
 are engaged in the iron ore trade and range in gross 
 tonnage, by measurement, from 7,053 to 7,438; their 
 carrying capacity, however, is much greater. All of 
 the vessels in the higher classes, from 3,000 tons to the 
 highest, are constructed of steel, and there is but one 
 wooden ship with a tonnage in excess of 2,500. 
 
 To illustrate the tremendous carrying capacity of 
 the steamers that exceed 7,000 gross tons each, it may 
 be stated that their combined gross tonnage is 64,338, 
 and that according to the estimates of the best au- 
 thorities on the subject, their combined capacity in iron 
 ore amounts to 101,000 tons. These 9 vessels are ex- 
 pected to make, on the average, about 25 round trips 
 
 each season, although some can make 30, and they 
 are capable, therefore, if operated and loaded to the 
 limit of their capacity, of transporting nearly 3,000,000 
 tons of ore from Duluth to ports on Lake Erie' between 
 the opening and the close of navigation. 
 
 It is not only in the transportation of iron ore that 
 these large carriers are employed. Vessels of equal 
 capacity are used in the grain trade and in carrying 
 coal, and since 1906 vessels of even greater dimensions 
 have been constructed and were in commission during 
 the season of 1907. As an example, it is recorded that 
 during December of the latter year a new steel steamer, 
 the LeGrand S. DeGraff, carried 421,000 bushels of 
 wheat from Superior to Buffalo, which was the largest 
 cargo ever loaded on the lakes up to that time; its 
 equivalent in net tons was 12,630. Moreover, it is 
 authoritatively announced that steamers are now 
 being constructed that will exceed that record, vessels 
 that if loaded down to a draught of 19 feet of water can 
 carry 14,000 tons of coal, and if- loaded to their full 
 capacity, drawing 24 feet of water, will be capable of 
 carrying 19,000 tons. This latter amount of cargo, 
 however, the depths of the channels will not permit. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 127 
 
 Table 11.— STEAM AND SAIL VESSELS, 
 
 INCLUDING SCHOONER BARGES, CLASSIFIED ACCORDING TO GROSS 
 TONNAGE: 1889 TO 1906. '^ 
 
 
 TOTAL. 
 
 5 TO 49 
 TONS. 
 
 50 TO 99 
 TONS. 
 
 100 TO 199 
 
 TONS. 
 
 200 TO 299 
 TONS. 3 
 
 300 TO 399 
 
 TONS. 3 
 
 400 TO 499 
 TONS. 3 
 
 500 TO 999 
 TONS. 
 
 1,000 TO 2,499 
 TONS. 
 
 2,500 TO 4,999 
 TONS. 
 
 5,000 TONS 
 
 AND OVEB.4 
 
 YEAB. 
 
 Num- 
 ber 
 ol 
 
 ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber 
 of 
 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 STEAM. 
 
 1906 
 
 1,844 
 1,820 
 1,820 
 1,796 
 1,795 
 
 1,778 
 1,739 
 1,732 
 1,764 
 1,775 
 
 1,792 
 1,755 
 1,731 
 1,731 
 
 1,631 
 1,592 
 1,527 
 1,455 
 
 519 
 583 
 623 
 676 
 726 
 
 784 
 832 
 874 
 960 
 993 
 
 1,044 
 1,100 
 1,139 
 1,205 
 
 1,226 
 1,243 
 1,272 
 1,285 
 
 1,841,438 
 1,647,793 
 1,592,270 
 1,467,992 
 1, 377, 872 
 
 1,243,500 
 
 1,110,565 
 
 1,014,561 
 
 993, 644 
 
 977, 235 
 
 924, 631 
 857, 735 
 843, 240 
 828, 702 
 
 763, 063 
 736, 752 
 652,923 
 575, 307 
 
 269, 136 
 301, 115 
 308, 820 
 315, 195 
 318, 032 
 
 332,289 
 335, 183 
 318, 175 
 333,704 
 334, 104 
 
 309, 152 
 300,642 
 302, 985 
 317, 789 
 
 319, 618 
 325, 131 
 328, 656 
 325,083 
 
 683 
 659 
 642 
 635 
 647 
 
 648 
 648 
 662 
 666 
 675 
 
 701 
 696 
 695 
 700 
 
 649 
 624 
 620 
 612 
 
 131 
 143 
 165 
 178 
 196 
 
 207 
 221 
 239 
 245 
 254 
 
 270 
 294 
 299 
 312 
 
 310 
 301 
 308 
 313 
 
 16,903 
 16,845 
 16, 456 
 16, 410 
 16, 805 
 
 16,683 
 16, 644 
 16, 956 
 16,946 
 17,497 
 
 18, 062 
 17,930 
 17,954 
 17,883 
 
 16, 778 
 16, 137 
 16,076 
 15, 805 
 
 2,886 
 3,133 
 3,465 
 3.843 
 4,340 
 
 4,651 
 5,038 
 5,416 
 5, 464 
 5,926 
 
 6,257 
 6,817 
 7,027 
 7,304 
 
 7,252 
 7,031 
 7,409 
 7,538 
 
 238 
 247 
 250 
 248 
 245 
 
 239 
 240 
 232 
 235 
 236 
 
 225 
 215 
 207 
 206 
 
 199 
 
 17, 581 
 18, 164 
 18, 320 
 18, 201 
 18, 009 
 
 17,519 
 17, 703 
 17, 012 
 16, 952 
 17,000 
 
 16, 092 
 15,544 
 14, 791 
 14,694 
 
 14.188 
 
 6 254 
 »262 
 5 271 
 5 280 
 5 289 
 
 5 306 
 
 5 302 
 
 6 312 
 155 
 159 
 
 168 
 167 
 162 
 156 
 
 158 
 159 
 153 
 137 
 
 6 202 
 6 230 
 5 249 
 
 5 272 
 
 6 297 
 
 6 327 
 
 5 353 
 
 5 374 
 
 104 
 
 111 
 
 121 
 132 
 140 
 150 
 
 156 
 164 
 172 
 176 
 
 61,302 
 62, 703 
 65, 157 
 67, 701 
 70, 136 
 
 74, 340 
 73, 808 
 75, 680 
 22, 037 
 
 22, 637 
 
 23, 834 
 23, 967 
 23,341 
 22, 683 
 
 23, 155 
 23,057 
 22, 216 
 20,017 
 
 60, 008 
 67, 579 
 73,216 
 79, 222 
 85, 564 
 
 92, 616 
 99, 328 
 104, 145 
 15, 662 
 16, 725 
 
 18,188 
 19, 955 
 21,145 
 22, 655 
 
 23,679 
 24,948 
 26, 124 
 26, 724 
 
 
 
 ' 
 
 
 
 
 120 
 120 
 137 
 127 
 129 
 
 129 
 125 
 127 
 128 
 127 
 
 132 
 134 
 127 
 142 
 
 117 
 118 
 119 
 123 
 
 88 
 
 102 
 
 • 104 
 
 109 
 
 111 
 
 112 
 115 
 114 
 135 
 140 
 
 146 
 149 
 151 
 169 
 
 160 
 162 
 164 
 156 
 
 86, 658 
 87,364 
 110,544 
 
 92, 622 
 94, 047 
 
 94, 670 
 90, 877 
 92, 695 
 92,783 
 92,116 
 
 95,827 
 97, 532 
 93,502 
 132,285 
 
 86,361 
 86, 892 
 87,009 
 
 93, 496 
 
 59,027 
 69, 444 
 70,622 
 74,564 
 75, 773 
 
 76, 736 
 78, 752 
 77, 748 
 93, 398 
 96, 748 
 
 101,121 
 102, 740 
 104,503 
 110,070 
 
 110,775 
 111,874 
 113, 442 
 107,036 
 
 299 
 318 
 320 
 337 
 339 
 
 347 
 341 
 332 
 344 
 346 
 
 343 
 334 
 337 
 318 
 
 321 
 310 
 272 
 233 
 
 27 
 33 
 34 
 31 
 31 
 
 34 
 35 
 35 
 41 
 41 
 
 38 
 35 
 32 
 31 
 
 26 
 25 
 23 
 21 
 
 531,658 
 561,709 
 564, 220 
 591, 469 
 591,248 
 
 607, 347 
 591,378 
 573, 432 
 590, 768 
 588, 275 
 
 582, 442 
 566,522 
 570, 908 
 525, 779 
 
 534, 490 
 512, 788 
 439,787 
 367,862 
 
 48, 014 
 56,420 
 57,199 
 52, 890 
 52, 620 
 
 57, 564 
 56, 227 
 53,885 
 59,966 
 58, 670 
 
 52, 781 
 45, 990 
 39,785 
 38,071 
 
 32,645 
 31, 374 
 28,853 
 26, 719 
 
 187 
 182 
 180 
 153 
 
 740,909 
 717, 563 
 707, 780 
 595.296 
 
 63 
 32 
 20 
 16 
 17 
 
 15 
 
 386, 427 
 
 1905 
 
 
 
 
 
 
 
 183,445 
 
 1904 
 
 
 
 
 
 
 
 109, 793 
 
 1903 
 
 
 
 
 
 
 
 86, 294 
 
 1902 
 
 
 
 
 
 
 
 129 496, 321 
 
 94 353, 784 
 « 83,320, 155 
 6 67 238, 786 
 6 57195,528 
 6 531S1.091 
 
 91,306 
 
 1901 
 
 
 
 
 
 
 
 79, 157 
 
 1900 
 
 
 
 
 
 
 
 
 1899 
 
 
 
 
 
 
 
 
 
 1898 
 
 70 
 71 
 
 73 
 76 
 74 
 77 
 
 74 
 77 
 75 
 77 
 
 17,063 
 17,412 
 
 18,016 
 18, 772 
 18, 252 
 19,059 
 
 18, 345 
 19, 231 
 18,726 
 19, 104 
 
 74 
 71 
 
 74 
 70 
 68 
 72 
 
 66 
 62 
 59 
 56 
 
 25,854 
 24, 708 
 
 25, 781 
 24, 329 
 23, 582 
 24,924 
 
 22, 783 
 21,222 
 20,113 
 18,998 
 
 35 
 37 
 
 36 
 37 
 39 
 41 
 
 35 
 33 
 33 
 32 
 
 15,713 
 16, 499 
 
 15,984 
 16,400 
 17,350 
 19,017 
 
 15, 493 
 14,618 
 14, 601 
 14, 144 
 
 
 
 1897 
 
 
 
 1896 
 
 «40 
 « 26 
 5 22 
 619 
 
 612 
 611 
 68 
 65 
 
 24 
 24 
 24 
 24 
 22 
 
 22 
 624 
 620 
 616 
 «14 
 
 64 
 
 128, 593 
 76, 739 
 63, 560 
 52, 378 
 
 31,470 
 28, 638 
 20,882 
 13, 030 
 
 80,813 
 80,882 
 80,251 
 80,251 
 74, 825 
 
 74, 825 
 89, 601 
 70,180 
 52, 464 
 45, 746 
 
 12,891 
 
 
 
 1895 
 
 
 
 1894 
 
 
 
 1893 
 
 
 
 1892 
 
 
 
 1891 
 
 19814,169 
 18813,513 
 ISO 12. 851 
 
 
 
 1890 
 
 
 
 1889 
 
 
 
 SAIL. 
 
 1906 
 
 44 
 47 
 53 
 58 
 65 
 
 78 
 84 
 92 
 105 
 111 
 
 120 
 122 
 133 
 136 
 
 139 
 
 3,261 
 3,491 
 3,901 
 4,259 
 4,744 
 
 5,731 
 6,237 
 6,801 
 7,636 
 8,096 
 
 8,730 
 8,844 
 9,643 
 9,817 
 
 10.073 
 
 3 
 
 4 
 4 
 4 
 4 
 
 4 
 
 15, 127 
 
 1905 
 
 
 
 
 
 
 
 20,166 
 
 1904 
 
 
 
 
 
 
 
 20,160 
 
 1903 
 
 
 
 
 
 
 
 20,166 
 
 1902 
 
 
 
 
 
 
 
 20,166 
 
 1901 
 
 
 
 
 
 
 
 20.166 
 
 1900 
 
 
 
 
 
 
 
 
 1899 
 
 
 
 
 
 
 
 
 1898 
 
 150 
 149 
 
 160 
 169 
 180 
 206 
 
 218 
 225 
 235 
 245 
 
 38,024 
 37,827 
 
 40, 527 
 42,839 
 45, 599 
 52,045 
 
 55,241 
 57,091 
 59,581 
 62, 129 
 
 110 
 118 
 
 128 
 140 
 143 
 148 
 
 153 
 160 
 162 
 166 
 
 37,055 
 39,848 
 
 43,232 
 47, 192 
 48,081 
 49, 759 
 
 51, 433 
 53, 609 
 
 54, 304 
 55, 635 
 
 54 
 55 
 
 57 
 59 
 61 
 63 
 
 64 
 65 
 64 
 65 
 
 24,035 
 24,518 
 
 25,425 
 26, 265 
 27, 202 
 28,068 
 
 28. 520 
 28, 956 
 
 28. 521 
 28,972 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1893 
 
 1892 
 
 
 
 
 
 
 
 
 
 14l|l0,248 
 144 10, 422 
 143 in. 330 
 
 
 
 
 
 
 
 
 
 
 1889 
 
 
 
 
 
 
 
 
 
 
 
 1 From the reports of the Commissioner of Navigation. 
 ' Lake Champlain vessels included. 
 
 3 Not reported separately after 1898. 
 * Not reported separately prior to 1901. 
 
 5100 to 499 tons. 
 °2,500 tons and over. 
 
 Value of shipping. — The value of active lake ship- 
 ping in 1906, as shown by Table 1, was $130,805,640, 
 and in 1889 it was $48,580,174, an increase of $82,- 
 225,466, or 169.3 per cent. The percentages of increase 
 in the value of steam vessels and of sail and unrigged 
 craft combined, for the same period, were 186.2 and 79.2, 
 respectively. The value of steamers as reported for 
 1880 was $13,918,925, and the increase of over $100,- 
 000,000 from that amount to $116,983,812, the value 
 reported for the same class of vessels in 1906, is in 
 some respects a fairly accurate statistical measure of 
 the advance made during that time in steam naviga- 
 tion on the lakes. As in regard to all statistics in 
 which value is the standard of measurement and com- 
 parison, the changing character of that standard from 
 time to time should be kept in mind in considering the 
 statistics of capital. The value of the vessels alone 
 was not the only item of capital reported in 1906; a 
 value was reported also of $6,282,755 for the item 
 "all other property," and of $285,900 for "leases." 
 The total capital invested was therefore $137,374,295. 
 In Table 5 of this section the values of steam, sail, 
 and unrigged vessels are presented separately for both 
 32576—08 10 
 
 censuses, and in Table 7 the values are given for iron, 
 steel, wood, and composite vessels. The per cent that 
 each class represents of the total value is shown in 
 Table 12. 
 
 Table 12. — Value of Vessels — per cent of total, by class and character 
 of construction: 1906 and 1889. 
 
 CLASS AND CHARACTER OF CONSTRUCTION. 
 
 
 PER CENT OF 
 TOTAL VALUE. 
 
 
 1906 
 
 1889 
 
 
 89.4 
 5.5 
 5.1 
 1.5 
 79.3 
 18.4 
 0.8 
 
 84.1 
 
 Sail 
 
 8.7 
 
 
 7.1 
 
 
 6.6 
 
 
 15.1 
 
 Wood 
 
 75.7 
 
 
 2.5 
 
 
 
 If any additional evidence were needed to prove the 
 growing substitution of steampower for sails and of 
 steel for other materials used in construction, it is 
 amply supplied in Table 12. Especially notable is the 
 large increase in the percentage of steel vessels in 1906 
 over 1889 and the corresponding decrease in wooden 
 ships. The increase in the percentage of steam ves- 
 
128 
 
 TRANSPORTATION BY WATER. 
 
 sels, while less striking, is full of significance when com- 
 pared with the proportion the value of sailing vessels 
 forms of the total, especially as it indicates the almost 
 total disappearance of the latter type of craft from the 
 lakes. The schooner barges compose a part of the 5.5 
 per cent that the value of sailing vessels forms of the 
 total value, and the elimination of these reduces the 
 proportion for 1906 to 1.4 per cent. 
 
 The average value per gross ton of steam vessels, ■ 
 according to the statistics, was $69 in 1889, and $61 
 in 1906, a slight reduction. There was a small in- 
 crease in the average value per ton of sailing vessels, 
 from $23 in 1889 to $27 in 1906. The corresponding 
 values for steel and wooden vessels were for the former 
 $97 in 1889 and $65 in 1906, and for the latter $46 in 
 1889 and $33 in 1906. 
 
 The numerical increase in vessels is insignificant. 
 The tremendous growth in the capital invested in 
 transportation on the Great Lakes is the result of the 
 great increase in the carrying capacity of vessels; the 
 increased use of steel in construction; the marked im- 
 provement that has been made in the engines, in power, 
 and in general effectiveness; and the greater volume of 
 steam tonnage. 
 
 SHIPBUILDING. 
 
 The shipbuilding establishments on the Great Lakes 
 have at all times proved equal to the exacting de- 
 mands made upon them for additional floating equip- 
 ment adapted to the requirements of lake navigation, 
 and on a fair basis of comparison with shipyards in 
 other sections of the country are in many respects of 
 vital importance to the growth of the American mer- 
 chant marine. 
 
 Table 13 is a statement of the annual additions to 
 lake shipping for a series of years, according to the 
 
 statistics reported by the United States Commissioner 
 of Navigation. 
 
 Table 13.— Vessels built: 1880 to 1906} 
 
 YEAR. 
 
 Num- 
 ber 
 of ves- 
 sels. 2 
 
 Gross 
 
 tonnage. 
 
 
 152 
 79 
 95 
 107 
 100 
 109 
 94 
 108 
 67 
 84 
 108 
 82 
 95 
 158 
 141 
 162 
 161 
 179 
 183 
 117 
 66 
 95 
 110 
 134 
 199 
 175 
 117 
 
 259,678 
 
 
 90,708 
 
 
 155. 851 
 
 
 1-35', 164 
 
 
 165, 462 
 
 
 161, 744 
 
 
 127,207 
 
 
 78, 732 
 
 
 51,775 
 111,978 
 
 
 
 107,753 
 
 
 35,128 
 
 1894 
 
 40,801 
 
 1893 
 
 97,305 
 
 
 43,039 
 
 1891 
 
 107,383 
 
 1890 
 
 105,360 
 
 1889 
 
 102,052 
 
 
 96, 315 
 
 52, 454 
 
 1887 
 
 1886 . 
 
 18,255 
 
 1885 
 
 24,509 
 
 1884 
 
 27,883 
 
 1883 
 
 24,552 
 
 1882 
 
 51,749 
 65,128 
 
 1881 
 
 1880 
 
 20,857 
 
 
 i Reports of the Commissioner of Navigation, 1884 and subsequent years, and 
 "Commerce and Navigation of the United States," Treasury Department, for 
 years preceding 1884. 
 
 3 Exclusive of canal boats. 
 
 GOVERNMENT VESSELS. 
 
 While the vessels which are employed in the per- 
 formance of various governmental functions for the 
 Federal Government and for states and municipali- 
 ties can not, strictly speaking, be considered as a 
 factor in the system of water transportation, they ' 
 should receive some consideration as forming a part 
 of the shipping of the country. Table 14 is a sum- 
 mary of the statistics pertaining to craft owned by 
 states and municipalities. 
 
 Table 14.— VESSELS OWNED AND OPERATED BY STATE AND CITY GOVERNMENTS': 1906. 
 
 Aggregate 
 
 Chicago 
 
 Fire boats 
 
 All other 
 
 Buffalo, fire boats. . . 
 Cleveland, fire boats 
 Detroit, fire boats. . 
 Milwaukee 
 
 Fire boats 
 
 All other 
 
 State of Ohio 
 
 Number 
 
 of 
 vessels. 
 
 38 
 
 TONNAGE. 
 
 Gross. Net. 
 
 9,605 
 
 7,393 
 796 
 
 6,597 
 431 
 191 
 408 
 
 1,106 
 
 634 
 
 472 
 
 70 
 
 KIND OF CKAFT. 
 
 I 
 
 8,077 
 
 6,597 
 315 
 
 6,282 
 252 
 
 70 
 237 
 877 
 425 
 452 
 
 44 
 
 Steamer, 
 screw. 
 
 Un- 
 rigged. 
 
 20 
 
 IS 
 
 8 
 5 
 
 16 
 
 3 
 3 
 2 
 2 
 4 
 4 
 
 16 
 
 
 
 2 
 
 2 
 
 1 
 
 
 
 
 Horse- 
 power of 
 engines. 
 
 10, 750 
 
 3,640 
 2,700 
 
 940 
 1,500 
 
 850 
 1,910 
 2,600 
 2,600 
 
 250 
 
 CONSTRUCTION. 
 
 Steel. ! Wood. 
 
 Value of 
 
 51,048,093 
 
 349,000 
 254,000 
 
 95,000 
 170,000 
 
 79,000 
 190, 793 
 249, 300 
 248,500 
 800 
 
 10,000 
 
 EMPLOYEES. 
 
 Number. Wages 
 
 246 
 
 100 
 
 52 
 48 
 42 
 22 
 24 
 54 
 52 
 2 
 4 
 
 S246,379 
 
 91,302 
 51,680 
 39,622 
 40,248 
 24,331 
 22, 798 
 65,420 
 64,420 
 1,000 
 2,280 
 
 It should be stated that while the statistics in this 
 table are presented separately here, they are also in- 
 cluded in the general tables of this report. 
 
 The vessels reported by municipalities consist mainly 
 of fire boats for the protection from fire of waterside 
 and floating property, the other craft, which are largely 
 scows and barges, being employed for miscellaneous 
 
 work, such as dredging, pile driving, and the transpor- 
 tation of sand, stone, and other materials and supplies 
 required in public works. 
 
 Chicago leads both in fire boats and in craft em- 
 ployed in public works. The craft reported for Buffalo, 
 Cleveland, Detroit, and Milwaukee are all fire boats, 
 except 2 scows in Milwaukee, which are used for the 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 129 
 
 removal of ashes and garbage. The vessel reported 
 for the state of Ohio is operated under the fish and 
 game commission for patrol purposes and for taking 
 and distributing spawn. 
 
 The vessels operated by the several departments of 
 the United States Government, which are not included 
 in the tables in this report, number 89 craft of 
 various kinds. Six vessels are in the naval service; 
 these have a total displacement tonnage of 4,769, 
 and a total . horsepower amounting to 4,333. Five 
 of these vessels are screw propellers and 1 is a side 
 wheel steamer; 1 is constructed of iron, 2 of steel, 
 and 3 of wood; 1 vessel is in the regular naval service 
 of the United States and 5 are loaned to the states 
 bordering upon the lakes and are used for naval 
 militia purposes. The Treasury Department operated 
 6 vessels — 1 in the customs service, a gasoline launch 
 at Duluth, and 5 in the Revenue Cutter Service — with 
 a total displacement tonnage of 1,671. One is an iron 
 ship, 2 are steel, and 3 wooden, and all are screw pro- 
 pellers. The larger part ' of the Government vessels 
 are in the service of the engineers of the War Depart- 
 ment, and are engaged in the various improvements to 
 the channels, harbors, etc., authorized by law. As far 
 as reported there were in this service in 1906, 42 
 wooden, 13 steel, and 2 iron vessels. The details in 
 regard to the tonnage and horsepower were not com- 
 pletely available for these vessels; in particular there 
 was no uniformity in the tonnage reported, but it was 
 given in gross, net, and displacement, and the total of 
 the different kinds was 5,130 tons. These vessels com- 
 prised the varied types of craft used in construction 
 work, such as tugs; hydraulic, dipper, and suction 
 dredges; scows, catamarans, etc., as well as steamers 
 and launches. The Bureau of Fisheries of the Depart- 
 ment of Commerce and Labor has 1 wooden vessel of 
 20 gross tons stationed on Lake Erie. The Light-House 
 Service employs 19 vessels as light-ships and tenders, 2 
 of which are built of iron, 6 of steel, and 11 of wood, 
 while 11 are screw propellers equipped with engines of 
 5,000 horsepower, 4 are sail vessels, and 4 are scows; 
 the combined gross tonnage of thes v e vessels is 5,376. 1 
 
 THE FISHERIES. 
 
 As stated in the note preceding Table 1, there were a 
 large number of vessels engaged in the fishing industry 
 on the Great Lakes. According to the annual report 
 of the Bureau of Fisheries.for 1904, there were in 1903, 
 194 vessels of 3,506 net tons, valued at $634,450, 
 which were engaged in fishing, and 12 vessels of 340 
 net tons, valued at $56,000, employed in carrying 
 
 'Official Register of the United States, 1907, pages 706 to 731. 
 
 equipment to the fishing grounds and in transporting 
 the catch to market. In addition there were 3,170 
 boats and gasoline launches, with a reported value of 
 $317,060. This fishing fleet should be taken into ac- 
 count in any comprehensive survey of lake shipping. 
 
 INCOME. 
 
 Table 15 shows the gross income of lake shipping 
 during 1906. This represents the gross receipts re- 
 ported for all active lake shipping in 1906, the amounts 
 received for each particular kind of service being 
 segregated. 
 
 Table 15. — Gross income: 1906. 
 
 Total 
 
 From freight 
 
 From passengers 
 
 From all other sources 
 
 Income. 
 
 $65,274,702 
 
 52, 076, 533 
 4,866,904 
 8,331,265 
 
 The gross amount earned by lake shipping during 
 1906 was $65,274,702, while that reported at the cen- 
 sus of 1889 was $35,463,852, an increase between the 
 two censuses of 84.1 per cent. Of the total income 
 reported in 1906, 79.8 per cent came from the carriage 
 of freight, 7.5 per cent from passenger traffic, and 12.8 
 per cent from the remaining sources. 
 
 FREIGHT TRAFFIC. 
 
 The statistics of freight for the Great Lakes are derived 
 entirely from the reports of the Bureau of Statistics 
 of the Department of Commerce and Labor. At the 
 commencement of the census it was found that many 
 of the transportation companies objected to the prepa- 
 ration of duplicate or similar statements of their freight 
 business for two different bureaus of the same Depart- 
 ment, and it was recognized that the collection of such 
 duplicate reports might embarrass or interfere with the 
 success of the inquiry in that or other directions. An 
 agreement was accordingly made between the two 
 offices that the Census Bureau would abandon the 
 collection of freight statistics and confine its efforts 
 to the other items of statistical inquiry. The ship- 
 owners were informed to this effect by mail and by the 
 special agents. 
 
 The statistics of freight movements on the Great 
 Lakes are collected by the Bureau of Statistics by 
 means of supplementary manifests of the cargo, which 
 are filed by the masters of vessels with the collector of 
 customs and by him are forwarded weekly and monthly 
 to the Bureau of Statistics. The following is the form 
 of this manifest: 
 
Note.— The purpose of this Supplementary Manifest is to enable Masters to present at the end of each trip a more accurate record of the trip 
 than could be made at the port of clearance. It should be filled out s ' ' ' l ' ' "" ], <'~- ] 
 
 ; and delivered to the Collector of the Port of Final Discharge of the cargo. 
 
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132 
 
 TRANSPORTATION BY WATER. 
 
 It is acknowledged by the officials of the bureau 
 that their statistics do not wholly cover the freight 
 movement on the lakes, but have certain limitations. 
 In the first place, the figures represent the freight 
 shipped and received in domestic trade and are exclu- 
 sive of imports from and exports to Canada. Only 
 partial account is taken of what may be called purely 
 local traffic, inasmuch as the collectors of the ports do 
 not take cognizance of vessel movements within the 
 same district. The freight which is omitted for this 
 latter reason is undoubtedly of considerable value in 
 districts with several subports, and is chiefly package 
 freight. It is admitted, too, that river traffic about 
 the Thousand Islands is not reported fully and .that 
 freight delivered at lake ports, with the exception of 
 Buffalo, by vessels operating on the Erie or other 
 canals, or on rivers other than the St. Lawrence, is not 
 included. 
 
 It was explained in the report on transportation 
 on the Great Lakes for the census of 1889, in reference 
 to the freight statistics published in that report, that — 
 
 the sources from which these statistics of traffic have been ob- 
 tained are, first, reports from the customs offices of receipts and 
 shipments; second, reports from leading shippers at ports having 
 no customs offices; and third, reports from the important transporta- 
 
 tion lines operating on the Great Lakes and covering that portion 
 of the traffic not included in port manifests. 
 
 It was further stated that the trade between Ameri- 
 can and Canadian ports by domestic vessels was in- 
 cluded, in which respect the figures for 1889 differ 
 from those for 1906. This trade, however, was of 
 comparatively small volume and does not materially 
 affect the showing made. 
 
 It should be constantly borne in mind in the con- 
 sideration of this report, that the statistics of vessels, 
 their tonnage, valuation, income, etc., are not strictly 
 comparable with the figures of freight, in this respect, 
 that the former relate to all American vessels of 5 tons 
 or over engaged in domestic trade and in trade with 
 Canada, while the freight for which figures are given 
 in 1906 is entirely domestic and is otherwise limited 
 as before described. 
 
 Table 16 is a comparative statement for 1889 and 
 1906 of the tonnage of the principal commodities 
 received and shipped, with the exception, as before 
 stated, of imports to and exports from Canada. 
 
 In this table those commodities whose unit of 
 measure is not the net ton, but which are reported as 
 shown in Table 25, have been reduced to net tons by 
 the application of the standard equivalents. 
 
 Table 16.— DOMESTIC KECEIPTS AND SHIPMENTS OF PRINCIPAL COMMODITIES, WITH PER CENT EACH COM- 
 MODITY IS OF TOTAL: 1906 AND 1889. 
 
 COMMODITY. 
 
 Total , 
 
 Barley 
 
 Coal, hard 
 
 Coal, soft 
 
 Copper 
 
 Corn . 
 
 Flour : 
 
 Iron manufactures 
 
 Iron ore 
 
 Iron, pig 
 
 Logs 
 
 Lumber 
 
 Oats 
 
 Eye 
 
 Salt 
 
 Wheat 
 
 Unclassified freight 
 
 1 Includes 2,003,453 net tons of hunker coal 
 
 Tons (net"). 
 
 1906 
 
 73,178,213 
 
 2,980, 
 12.552, 
 
 140, 
 
 981, 
 1,338, 
 
 610, 
 41,318, 
 
 434, 
 
 354, 
 3,497, 
 
 518, 
 CO, 
 
 554, 
 1,459, 
 5,933, 
 
 1889 
 
 25, 936, 132 
 
 m 
 
 [8 5,162,471 
 1,583,901 
 
 8 
 
 7.626,073 
 
 '8 
 
 6,857,257 
 ( 2 ) 
 ( 2 S 
 
 296, 513 
 
 919, 162 
 
 3, 490, 755 
 
 Per cent of 
 total. 
 
 SHIPMENTS. 
 
 Tons (net). 
 
 1906 ! 1889 
 
 100.0 
 
 0.8 
 4.1 
 
 17.2 
 0.2 
 1.3 
 1.8 
 0.8 
 
 56.5 
 0.6 
 0.5 
 4.8 
 0.7 
 0.1 
 0.8 
 2.0 
 S. 1 
 
 19.! 
 
 6.1 
 "•S.'i 
 "26." 4 
 
 1.1 
 
 3.5 
 13.5 
 
 191(6 
 
 175,609,649 
 
 438,054 
 087, 227 
 488, 240 
 130, 551 
 218. 883 
 334, 979 
 020, 563 
 297, 209 
 414,110 
 378, 025 
 615, 140 
 538. 209 
 62, 379 
 567,986 
 431, 804 
 986, 290 
 
 1889 
 
 25,266,974 
 
 m 
 
 [■3 6,105, 
 
 m 
 
 1.929, 
 
 7, 677, 
 ( 2 ) 
 00 
 
 5,348, 
 
 ,837 
 ',180 
 
 Per cent of 
 total. 
 
 1906 
 
 100.0 
 
 0.6 
 4.1 
 
 19.2 
 0.2 
 1.6 
 1.8 
 0.8 
 
 54.6 
 0.5 
 0.5 
 4.8 
 0.7 
 0.1 
 0.8 
 1.9 
 7.9 
 
 1889 
 
 24.2 
 
 7.6 
 "30." 4 
 "M."2 
 
 1.0 
 3.8 
 11.8 
 
 2 Included in unclassified freight. 
 
 3 Includes coke. 
 
 It is impossible to present the freight movement on 
 the lakes in tabular form in greater detail than in 
 Tables 16 and 25. The latter shows the receipts and 
 shipments of certain commodities at the principal 
 ports. 
 
 Had these statistics been collected by the Bureau 
 of the Census along the lines followed for the other 
 water transportation divisions of the country, it would 
 be possible to present data for freight carried by the 
 different types of vessels — steam, sail, and unrigged; 
 
 also to present the statistics reported for the different 
 forms, of ownership, such as individual, firm, and in- 
 corporated organizations. Under the circumstances 
 this can not be done. It is to be regretted, too, that 
 no statement can be made in regard to the harbor 
 traffic and its tonnage in freight, which in ports such 
 as Chicago, Buffalo, or Cleveland assume vast pro- 
 portions. 
 
 It will be observed that for 1906 the tonnage of 
 shipments exceeds that of receipts, the difference in 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 133 
 
 favor of shipments being 2,431,436 tons. This ap- 
 parent discrepancy is explained in a letter from the 
 officials of the Bureau of Statistics, as follows: 
 
 • (1) The shipments include 2,003,453 net tons of fuel or bunker 
 coal, for which there is no corresponding return under the head of 
 receipts. (2) There is a class of freight which is carried in bond; 
 this merchandise is destined to or shipped from domestic ports on 
 the Great Lakes, but in order to reach its destination passes through 
 Canadian territory. The shipments of this freight from United 
 States lake ports amounted to 299,433 net tons, and the like receipts, 
 47,885, an excess of shipments over receipts of 251,548 net tons. 
 (3) Some- difference in tonnage is due to the fact that certain ship- 
 ments credited to 1905 appear as receipts in 1906, while similarly, 
 certain 1906 shipments appear only as 1907 receipts; as the volume 
 of traffic is constantly growing, it is reasonable to assume that ship- 
 ments at the end of 1906, which figure as receipts in 1907, are larger 
 in volume than corresponding figures for 1905. (4) Other less 
 important factors which cause discrepancies between figures of 
 receipts and shipments are wrecks of vessels. In such cases the 
 Bureau of Statistics tries to obtain information regarding the cargo 
 carried, and credits the port or ports at which the cargo was loaded. 
 In other cases where, owing to the stress of weather or shallowness 
 of the water channel, part of the cargo has to be thrown overboard, 
 similar differences between the totals shipped and received are 
 bound to result. 
 
 The per cent of increase in the receipts and ship- 
 ments of freight from 1889 to 1906 was 182.1 and 199.2, 
 respectively. Considering the various commodities, 
 the most important development indicated by the 
 table was the enormous increases in the shipments of 
 iron ore and coal. Indeed, if these two items are 
 eliminated from the account, the increase in the total 
 of all other commodities is comparatively insignifi- 
 cant — that in shipments being from 11,484,068 tons 
 in 1889 to 16,736,973 tons in 1906. A notable de- 
 crease of approximately one-third has taken place dur- 
 ing the interval between the two censuses in the trans- 
 portation of lumber. A large decrease is shown for 
 corn, and an increase of 47.7 per cent for wheat. The 
 quantity of salt carried on the lakes has more than 
 doubled. The increase over 1889 for the last class of 
 merchandise given in the table, "unclassified freight," 
 which comprises package freight and other miscel- 
 laneous merchandise, is actually greater than appears 
 in the table, as receipts of 3,901,165 tons and shipments 
 of 3,916,870 tons which were reported separately in 
 1906 for several commodities — barley, copper, flour, 
 iron manufactures, pig iron, logs, oats, and rye— were 
 included in "unclassified freight" in .1889. If these 
 
 amounts are added to the unclassified freight shown 
 in the table for 1906, totals are obtained of 9,834,545 
 and 9,903,160 tons, respectively, which should be used 
 in comparing traffic for the two years. This shows an 
 increase of 231.9 per cent in the quantity of unclassi- 
 fied freight handled. 
 
 Freight, oy ports. — Table 17 is introduced in order to 
 show the relative importance of the different ports in 
 the quantity of freight handled, together with the gain 
 or loss in that respect between 1889 and 1906. A total 
 of the receipts and shipments for each port is given, 
 but a similar total is not made for all the ports on the 
 lakes, as such a quantity would be a duplication and 
 would lead to erroneous conclusions as to the real 
 quantity of freight transported. 
 
 The leading ports in the receipt and shipment 
 of freight, with the principal commodities handled in 
 each, are, in the order cf their importance, "as follows: 
 Duluth, iron ore and wheat shipped, and coal received; 
 Buffalo, iron ore, grain, flour, and package freight re- 
 ceived, and coal and package freight shipped ; Superior- 
 West Superior,, iron ore and wheat shipped, and coal 
 received; Cleveland, iron ore received, and soft coal 
 shipped; Chicago-South Chicago, iron ore, coal, lumber, 
 salt, and miscellaneous merchandise received, and corn, 
 wheat, and flour and miscellaneous merchandise 
 shipped; Ashtabula, iron ore received, and soft coal 
 shipped; Two Harbors, iron ore shipped, and soft coal 
 received; Conneaut, iron ore received, and soft coal 
 shipped; Escanaba, iron ore shipped, and soft coal re- 
 ceived; Milwaukee, coal, iron ore, salt, and miscellane- 
 ous merchandise received, and flour, barley and other 
 grain, and miscellaneous merchandise shipped ; Ashland, 
 iron ore shipped, and soft coal received; Lorain, iron 
 ore received, and soft coal shipped; Toledo, soft coal 
 shipped, and iron ore received. Reference to Table 17 
 will disclose the relative standing of other ports with 
 respect to the freight handled. 
 
 A prominent feature of lake transportation, indi- 
 cated by Table 17, is the great preponderance of east 
 bound over west bound tonnage. The receipts at 
 Lake Erie ports far outweigh the shipments, while on 
 Lake Superior the reverse is even more conspicuously 
 the case. Conditions on Lake Michigan are more 
 nearly balanced. 
 
134 
 
 TRANSPORTATION BY WATER. 
 
 Table 17.— DOMESTIC SHIPMENTS AND RECEIPTS OF FREIGHT AT PRINCIPAL PORTS, WITH PER CENT EACH 
 
 PORT SHOWS OF TOTAL: 1906 AND 1889. 
 
 Total. 
 
 Ashland, Wis 
 
 Ashtabula, Ohio 
 
 Buffalo, N. Y 
 
 Cheboygan, Mich 
 
 Chicago-South Chicago, 111. 
 
 Cleveland, Ohio. 
 Conneaut, Ohio. 
 Detroit, Mich. . . 
 Duluth, Minn. . . 
 Erie, Pa 
 
 Escanaba, Mich 
 
 Fairport, Ohio 
 
 Frankfort, Mich 
 
 Gladstone, Mich 
 
 Grand Haven, Mich. 
 
 Green Bay, Wis 
 
 Hancock-Houghton, Mich. 
 
 Huron, Ohio 
 
 Kewaunee, Wis 
 
 Lorain, Ohio 
 
 Ludington, Mich.. 
 
 Manistee, Mich 
 
 Manistique, Mich.. 
 Manitowoc, Wis... 
 Marine City, Mich. 
 
 Marquette, Mich 
 
 Menominee, Mich 
 
 Milwaukee, Wis 
 
 Muskegon, Mich , 
 
 North Tonawanda, N. Y.» 
 
 Ogdensburg, N. Y. 
 
 Oswego, N. Y 
 
 Port Huron, Mich. 
 Racine, Wis 
 
 Sandusky, Ohio 
 
 Sault Ste. Marie, Mich 
 
 Sheboygan, Wis 
 
 Superior- West Superior, Wis . 
 
 Toledo, Ohio 
 
 Two Harbors, Minn. 
 
 Washburn, Wis 
 
 All other ports 
 
 TOTAL FREIGHT TON- 
 NAGE HANDLED AT 
 PORT. 
 
 1906 
 
 4,407,031 
 
 10,157,785 
 
 14,345,007 
 
 172, 403 
 
 10,357,038 
 
 11,670,328 
 6,972,996 
 1,184,862 
 
 16,786,937 
 3,906,739 
 
 6,937,210 
 
 2,506,903 
 
 831, 161 
 
 546, 531 
 
 420,541 
 
 726,958 
 526,554 
 
 1,659,690 
 143,466 
 
 4,211,733 
 
 1,663,718 
 521,841 
 499,350 
 
 1,237,790 
 81,054 
 
 1,810,685 
 200,924 
 
 6,236,146 
 119,877 
 
 1,079,146 
 
 465,337 
 54,777 
 358,077 
 176,988 
 
 954,290 
 
 438,954 
 
 525,018 
 
 12,582,263 
 
 4,167,813 
 
 9,316,743 
 
 373,119 
 
 7, 452,079 
 
 18S9 
 
 2,247,242 
 2,695,180 
 6,730,137 
 218,940 
 7,984,038 
 
 3,621,570 
 « 
 
 764,553 
 1,114,048 
 1,271,988 
 
 3,626,390 
 998, 459 
 ( 8 ) 
 287,590 
 169,546 
 
 156,810 
 
 286,191 
 
 70,180 
 
 32,627 
 
 620,773 
 
 627,627 
 629,910 
 144,011 
 113,377 
 61,001 
 
 1,710,885 
 272,529 
 1,935,808 
 1,002,743 
 1,046,895 
 
 662,904 
 691,118 
 170,073 
 160,537 
 
 602,403 
 
 76,125 
 
 124,387 
 
 1,180,297 
 
 1,436,991 
 936,541 
 188,393 
 
 4,532,289 
 
 176,609,649 
 
 SHIPMENTS. 
 
 Tons (net). 
 
 1906 
 
 3,774,931 
 2,481,670 
 4,201,316 
 148,530 
 2,510,632 
 
 3,434,962 
 
 888,854 
 
 203,223 
 
 14,632,066 
 
 1,070,415 
 
 6, 412, 483 
 295, 439 
 441,823 
 224,825 
 145,249 
 
 107,008 
 66,572 
 
 783,273 
 
 60,758 
 
 1,698,823 
 
 956,693 
 488,239 
 332,562 
 577,064 
 35,362 
 
 1,531,965 
 97,099 
 
 1,233,293 
 61,517 
 23,968 
 
 56,082 
 
 37,436 
 
 211,232 
 
 17,147 
 
 824,813 
 
 243,565 
 
 15,089 
 
 8,447,890 
 
 2,350,837 
 
 9,018,987 
 
 170,072 
 
 5,295,985 
 
 1889 
 
 25,266,974 
 
 1,759,884 
 489,585 
 
 2,683,993 
 194, 417 
 
 2,914,065 
 
 883,862 
 
 m 
 
 148,803 
 430,886 
 498,958 
 
 3,430,832 
 59,438 
 
 ( ! ) 
 155,234 
 
 55,441 
 78,144 
 56,486 
 23,354 
 273,874 
 
 351,398 
 601,814 
 140,321 
 25,023 
 15,426 
 
 ,567,539 
 265, 103 
 351,554 
 851,440 
 
 192,860 
 
 288,271 
 
 18,000 
 
 1,225 
 
 297,374 
 
 39,062 
 
 8,392 
 
 304,605 
 
 930,640 
 
 936,541 
 
 133,301 
 
 3,741,433 
 
 Per cent of 
 total. 
 
 1906 
 
 100.0 
 
 5.0 
 3.3 
 
 5.6 
 0.2 
 3.3 
 
 4.5 
 1.2 
 0.3 
 19.4 
 1.4 
 
 8.5 
 0.4 
 0.6 
 0.3 
 0.2 
 
 0.1 
 0.1 
 1.0 
 0.1 
 2.2 
 
 1.3 
 0.6 
 0.4 
 0.8 
 « 
 
 2.0 
 0.1 
 1.6 
 0.1 
 « 
 
 0.1 
 
 0.3 
 « 
 
 1.1 
 0.3 
 
 m 
 
 11.2 
 
 3.1 
 11.9 
 0.2 
 
 7.0 
 
 1889 
 
 100.0 
 
 7.0 
 1.9 
 
 10.6 
 0.8 
 
 11.5 
 
 3.5 
 
 0.6 
 1.7 
 2.0 
 
 13.6 
 0.2 
 
 0.6 
 0.3 
 
 0.2 
 0.3 
 0.2 
 0.1 
 
 1.1 
 
 1.4 
 2.4 
 0.6 
 0.1 
 0.1 
 
 6.2 
 1.0 
 1.4 
 3.4 
 
 0.8 
 1.1 
 0.1 
 
 1.2 
 0.2 
 « 
 1.2 
 
 3.7 
 3.7 
 0.5 
 14.8 
 
 Tons (net). 
 
 1906 
 
 73,178,213 
 
 632,100 
 
 7, 676, 115 
 
 10,143,691 
 
 23,873 
 
 7,846,406 
 
 8,235,366 
 6,084,142 
 981,639 
 2,154,871 
 2,836,324 
 
 524,727 
 2,211,464 
 389,338 
 321,706 
 275,292 
 
 619,950 
 
 459,982 
 
 876,417 
 
 82,708 
 
 2,512,910 
 
 707,125 
 33,602 
 166,788 
 660,726 
 45,692 
 
 278,720 
 103,825 
 
 5,002,853. 
 58,360 
 
 1,055,178 
 
 409,255 
 
 17,341 
 
 146,845 
 
 159,841 
 
 129,477 
 
 195,389 
 
 509,929 
 
 4,134,373 
 
 1,816,976 
 297,756 
 203,047 
 
 2,156,094 
 
 1889 
 
 25,936,132 
 
 487,358 
 
 2,205,595 
 
 4,046,144 
 
 24,523 
 
 5,069,973 
 
 2,737,708 
 ( 3 ) 
 
 615, 750 
 683,162 
 773,030 
 
 195,558 
 939,021 
 « 
 
 132, 356 
 101, 150 
 
 101,369 
 
 208,047 
 
 13,694 
 
 9,273 
 
 346,899 
 
 276,229 
 
 28,096 
 
 3,690 
 
 88,354 
 
 45,575 
 
 143,346 
 
 7,426 
 
 1,584,254 
 
 151,303 
 1,046,895 
 
 470,044 
 402,847 
 152,073 
 159,312 
 
 305,029 
 
 37,063 
 
 115,995 
 
 875,692 
 
 506,351 
 
 55,092 
 790,856 
 
 Per cent of 
 total. 
 
 1906 
 
 100.0 
 
 0.9 
 10.5 
 13:9 
 
 ( 2 ) 
 10.7 
 
 11.3 
 8.3 
 1.3 
 2.9 
 3.9 
 
 0.7 
 3.0 
 0.5 
 0.4 
 0.4 
 
 0.8 
 0.6 
 1.2 
 0.1 
 
 3.4 
 
 1.0 
 
 W 
 
 0.2 
 0.9 
 0.1 
 
 0.4 
 0.1 
 6.8 
 0.1 
 1.4 
 
 0.6 
 « 
 0.2 
 0.2 
 
 0.2 
 0.3 
 0.7 
 5.6 
 
 2.5 
 0.4 
 0.3 
 2.9 
 
 1889 
 
 100.0 
 
 1.9 
 8.5 
 
 15.6 
 0.1 
 
 19.5 
 
 10.6 
 
 2.4 
 2.6 
 3.0 
 
 0.8 
 3.6 
 
 0.5 
 0.4 
 
 0.4 
 0.8 
 0.1 
 
 m 
 
 1.3 
 
 1.1 
 0.1 
 
 « 
 
 0.3 
 0.2 
 
 ( 2 ) 
 
 i.l 
 0.6 
 4.0 
 
 1.8 
 1.6 
 0.6 
 0.6 
 
 1.2 
 0.1 
 0.4 
 3.4 
 
 0.2 
 3.0 
 
 i Includes 2,003,453 net tons of bunker coal. 
 
 ' Less than one-tenth of 1 per cent. 
 
 3 Not reported. 
 
 4 Includes Portage. 
 
 6 Includes Tonawanda. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 135 
 
 The relative importance of the different ports from 
 another standpoint is presented in Table 18, which 
 gives for each port the total number and the total 
 tonnage of all vessels arriving and clearing during 1906. 
 
 Table 18. — Domestic arrivals and clearances of vessels on the Great 
 Lakes, by ports: 1906, with, totals for 1904 and 1905} 
 
 Table 19. — Movement of iron ore for the principal ports of the Great 
 Lakes: 1906 and 1889. 
 
 Alexandria Bay 
 
 Alpena 
 
 Ashland 
 
 Ashtabula 
 
 Benton Harbor 
 
 Buffalo 
 
 Charlevoix 
 
 Charlotte 
 
 Cheboygan 
 
 Chicago-South Chicago . 
 
 Cleveland 
 
 Conneaut 
 
 Detour. 
 
 Detroit 
 
 Duluth 
 
 Dunkirk 
 
 Erie 
 
 Escanaba 
 
 Fairport 
 
 Frankfort 
 
 Gladstone 
 
 Grand Haven 
 
 Grand Marais 
 
 ■ Green Bay 
 
 Hancock-Houghton - . . . 
 
 Harbor Beach 
 
 Holland 
 
 Huron 
 
 Kelleys Island 
 
 Kenosha 
 
 Kewaunee 
 
 Lake Linden 
 
 Lorain 
 
 Ludington 
 
 Mackinac 
 
 Manistee 
 
 Manistique 
 
 Manitowoc 
 
 Marine City 
 
 Marinette 
 
 Marquette 
 
 Menominee 
 
 Michigan City 
 
 Milwaukee 
 
 Muskegon 
 
 Niagara Falls 
 
 North Tonawanda 
 
 Ogdensburg 
 
 Peshtigo 
 
 Port Huron 
 
 Presque Isle 
 
 Put-in-Bay 
 
 Racine 
 
 St. Clair 
 
 St. Ignace 
 
 St. Joseph 
 
 Sacketts Harbor 
 
 Sandusky 
 
 Sault Ste. Marie 
 
 Sheboygan 
 
 South Haven 
 
 Sturgeon Bay 
 
 Superior-West Superior. 
 
 Toledo 
 
 Tonawanda 
 
 Two Harbors 
 
 Washburn 
 
 Waukegan 
 
 Allother 
 
 Total, 1906. 
 1905. 
 1904. 
 
 TWELVE MONTHS ENDING 
 DECEMBER, 1906. 
 
 Arrivals. 
 
 No. 
 
 45 
 
 462 
 
 3,753 
 
 1,540 
 
 568 
 
 3,302 
 
 151 
 
 174 
 
 636 
 
 6,846 
 
 4,150 
 
 1,049 
 
 362 
 
 3,141 
 
 2,038 
 511 
 
 1,007 
 455 
 
 1,155 
 168 
 889 
 622 
 222 
 328 
 438 
 494 
 537 
 425 
 113 
 854 
 
 2,361 
 958 
 
 1,242 
 573 
 
 1,632 
 232 
 353 
 509 
 755 
 274 
 
 5,707 
 460 
 25 
 619 
 345 
 115 
 152 
 755 
 247 
 288 
 
 1,709 
 200 
 411 
 383 
 116 
 659 
 474 
 803 
 326 
 629 
 
 2,349 
 
 1,749 
 158 
 
 1,442 
 
 2,788 
 625 
 
 7,437 
 
 Clearances. 
 
 80, 829 
 79, 370 
 68,732 
 
 Net tons. 
 
 12, 470 
 
 304, 327 
 
 1, 876, 781 
 
 4, 141, 202 
 405, 849 
 
 6, 472, 750 
 136, 032 
 108, 865 
 451, 394 
 
 7, 621, 979 
 6, 445, 385 
 3,261,775 
 
 256,257 
 2, 409, 823 
 
 8, 677, 778 
 
 4,630 
 
 2, 040, 762 
 
 3,284,951 
 
 1,222,921 
 
 794, 253 
 
 379, 051 
 
 1, 321, 621 
 
 65,571 
 
 372, 089 
 
 941,756 
 
 240, 640 
 
 278, 633 
 
 751, 376 
 
 167, 302 
 
 • 159, 468 
 
 363,032 
 
 185, 306 
 
 1,794,024 
 
 2,821,719 
 
 693, 453 
 
 650, 527 
 
 548,885 
 
 1, 773, 619 
 
 94, 197 
 
 112, 499 
 
 870, 340 
 
 253, 387 
 
 228,888 
 
 7,070,440 
 
 302, 175 
 
 14, 638 
 
 415, 414 
 
 303,215 
 
 41,837 
 
 205, 928 
 
 550, 690 
 
 618, 350 
 
 230, 944 
 
 1,297,804 
 
 74, 693 
 
 284, 729 
 
 330, 225 
 
 4,123 
 
 493, 677 
 
 503, 712 
 
 567, 372 
 
 291,030 
 
 194,269 
 
 5, 775, 509 
 
 2, 121, 624 
 
 87, 955 
 
 4, 350, 984 
 
 257, 461 
 
 238,011 
 
 2,903,818 
 
 94, 528, 194 
 87,810,640 
 67, 622, 126 
 
 No. 
 49 
 488 
 
 3,812 
 
 1,614 
 610 
 
 3,323 
 156 
 143 
 772 
 
 6,434 
 
 3,732 
 
 1,216 
 353 
 
 2,799 
 
 3,654 
 26 
 974 
 
 2,132 
 512 
 
 1,038 
 431 
 
 1,212 
 207 
 792 
 042 
 201 
 341 
 453 
 489 
 521 
 401 
 106 
 726 
 
 2,370 
 860 
 
 1,208 
 582 
 
 1,647 
 228 
 333 
 510 
 628 
 242 
 
 5,621 
 
 437 
 
 14 
 
 467 
 
 303 
 
 84 
 
 150 
 
 1,005 
 
 367 
 
 209 
 
 1,714 
 
 217 
 
 544 
 
 571 
 
 89 
 
 806 
 
 681 
 
 786 
 
 346 
 
 766 
 
 2,370 
 
 1,680 
 
 277 
 
 1,449 
 
 2,877 
 
 589 
 
 7,885 
 
 81, 271 
 79,908 
 68,967 
 
 Net tons. 
 7,028 
 312, 308 
 2, 019, 209 
 4, 198, 664 
 430,278 
 6, 466, 348 
 139, 544 
 110, 543 
 501, 741 
 7, 400, 305 
 6,046,818 
 3,505,481 
 315,853 
 2, 314, 517 
 8,904,499 
 3,640 
 2,000,854 
 3,361,519 
 1,202,194 
 824, 110 
 325, 793 
 1,347,239 
 82, 311 
 341, 157 
 979, 620 
 216,658 
 307,027 
 730,997 
 • 171, 689 
 155, 669 
 354, 679 
 175, 709 
 1,802,292 
 2, 765, 355 
 688,585 
 622, 105 
 548,876 
 1, 756, 517 
 89, 196 
 113,216 
 918, 417 
 240,964 
 210, 573 
 6,941,613 
 297,259 
 7,165 
 327, 602 
 308, 880 
 33, 632 
 200, 579 
 645, 852 
 789, 104 
 172, 694 
 1,300,962 
 75, 390 
 292, 447 
 483, 324 
 3,346 
 538, 074 
 648,256 
 511, 657 
 305, 457 
 226, 295 
 5,727,088 
 2, 181, 426 
 162, 526 
 4,373,670 
 246, 666 
 197, 795 
 2, 885, 105 
 
 94,893,961 
 87,978,397 
 67,773,295 
 
 2 Includes Portage. 
 
 Iron ore.— As indicated by Table 16, iron ore is the 
 principal article of freight, representing, in 1906, 56.5 
 per cent of the total tonnage of all lake receipts, as 
 against but 29.4 per cent in 1889. 
 
 Total. 
 
 Ashland 
 
 Ashtabula 
 
 Buffalo 
 
 Chicago-South Chicago . . 
 
 Cleveland 
 
 Conneaut 
 
 Duluth 
 
 Erie 
 
 Escanaba 
 
 Fairport 
 
 Huron 
 
 Lorain 
 
 Marquette 
 
 Milwaukee 
 
 North Tonawanda 2 
 
 Presque Isle 
 
 Sandusky 
 
 Superior- West Superior. . 
 
 Toledo 
 
 Two Harbors 
 
 All other ports 
 
 RECEIPTS (NET TONS). 
 
 1906 
 
 41,318,928 
 
 7,534,108 
 5, 186, 744 
 4,762,150 
 7, 461, 495 
 6,061,615 
 
 2,348,985 
 
 2,052,538 
 
 871, 697 
 
 2, 417, 109 
 
 305, 443 
 320, 034 
 
 1,611,004 
 '"356,145 
 
 1889 
 
 7,626,073 
 
 2, 199, 109 
 
 333,827 
 
 731, 188 
 
 1,951,564 
 
 (') 
 
 10, 691 
 418,426 
 
 928,616 
 
 761 
 
 335, 162 
 
 124, 312 
 17,166 
 
 208,411 
 "97,476 
 '269,364 
 
 SHIPMENTS (NET TONS). 
 
 1906 
 
 8,862,028 
 128,806 
 
 1889 
 
 41,297,209 
 
 7,677,107 
 
 3,627,593 
 3,192 
 
 1,663,021 
 
 
 
 
 370 
 
 26,644 
 
 12,492,775 
 
 
 
 6,335,682 
 
 3,364,067 
 
 ii,891 
 
 
 
 1,518,043 
 
 10,285 
 
 448 
 
 1,541,495 
 
 
 1,586,656 
 
 
 
 6, 700, 740 
 
 
 
 
 936, 541 
 145, 339 
 
 1 Not reported. 
 
 2 Includes Tonawanda. 
 
 There is a very large fleet engaged solely in freighting 
 ore, and the proportion of the total tonnage of freight 
 which this product forms does not greatly exceed the 
 proportion which the ore fleet represents of the total 
 vessel tonnage. With the exception of a small amount 
 consumed at Duluth and small rail shipments (about 
 1,000,000 tons in 1906) to furnaces in Michigan and 
 Wisconsin, practically the entire quantity of iron ore 
 produced in the Lake Superior region is shipped over 
 the lakes. It is .therefore evident that the production 
 of ore and the facilities for shipping it to ports on Lake 
 Erie and Lake Michigan have kept pace with each 
 other and must continue to do so. How far this 
 parity between the ore mined and that shipped over 
 the lakes may be affected by the establishment of 
 blast furnaces near the mines, which has been contem- 
 plated by some of the more important producers, is a 
 question for the future. 
 
 The principal shipping ports for iron ore are Duluth, 
 Superior-West Superior, and Two Harbors, on Lake 
 Superior, through which ports the product of the 
 Mesabi and Vermilion ranges finds its outlet; Ashland 
 and Marquette, also on Lake Superior, for the Gogebic 
 and Marquette fields, respectively; and Escanaba, on 
 Lake Michigan, which is the shipping point for Menom- 
 inee ore. It is the fact of this enormous production 
 of iron ore that gives to Lake Superior its leading 
 position among the other lakes in respect to the ship- 
 ment of freight tonnage. 
 
 On the other hand, the principal ports of receipt 
 are Ashtabula, Cleveland, Conneaut, Fairport, Huron, 
 Lorain, and Toledo, in Ohio; Buffalo, N. Y.; and Erie, 
 Pa., all on Lake Erie; and the port of Chicago-South 
 Chicago. Much of this ore is smelted at the point of 
 receipt, but a very large proportion is transshipped to 
 other blast furnace centers in Pennsylvania and Ohio. 
 
136 
 
 TRANSPORTATION BY WATER. 
 
 The facilities for loading and unloading iron ore at 
 lake ports are probably as highly specialized as those 
 for handling freight of any kind, and they have a 
 most important bearing upon the traffic. The docks 
 and mechanical equipment for the work are of the 
 most efficient character and are briefly described as 
 follows : 
 
 These docks are so constructed that the cars from the mines are 
 run out on them. The hoppers in the bottom of the cars are let 
 down, and ore is discharged by gravity into pockets from the bottom 
 of which iron chutes lead to the vessel lying alongside the dock. 
 Through the hatches of the vessel the ore is chuted by gravity into 
 the hold at as many points as there are hatches. In this way very 
 little manual labor is necessary. A cargo of 9,277 tons of ore has 
 been loaded into the steamer E. J. Earling, at Mesabi dock No. 4, 
 at Duluth, in seventy minutes, or an average of 7,288 tons per 
 hour. * * * 
 
 Practically the entire success of a dock for receiving ore from a 
 vessel, like a dock for loading vessels, depends on the ability to 
 unload quickly and cheaply, and place in cars the tonnage that is 
 daily brought alongside the docks by the gigantic ore carriers so 
 constructed as to permit the hoisting and dumping by the most 
 modern appliances, both electric and otherwise, of the greatest 
 number of tons per hour fn order to accomplish the quickest possible 
 release of the vessel and effect the maximum saving in the cost of 
 operation. 
 
 The efficiency of the machinery for unloading is shown by the 
 record of the George W. Perkins, 10,346 tons having been taken off 
 in four hours and ten minutes, or at an average rate of 2,582 tons 
 per hour. * * * 
 
 Just here we have the keynote of the transportation service on 
 the lakes, which is to secure for each vessel the least possible delay 
 at port of loading or of discharge and consequently the greatest 
 number of round trips possible in a season. The average number 
 of trips that a modern vessel is able to make from the head of Lake 
 Superior to Lake Erie is usually estimated at 20 per season, although 
 with good dispatch at terminals some boats may make 25, and even 
 more. Every additional trip in a season reduces the average cost 
 of transportation, and the entire carrying trade is ever pressing to 
 reduce delay, whether at terminals or en route. To the genius 
 displayed in devising plans to accomplish this result is due in no 
 small degree the record the lakes have made in affording the cheap- 
 est transportation in the world. 1 
 
 The extremely low rates charged for ore transporta- 
 tion also greatly stimulate the traffic. According to 
 the reports of the Bureau of Statistics, the average con- 
 tract rate per gross ton in 1906 from Ashland and other 
 ' ports at the head of Lake Superior to Ohio ports was 
 75 cents. The charge for trimming and unloading, 
 according to the same authority, was 20 cents per ton, 
 which makes a total charge of 95 cents per gross ton 
 for the delivery at destination. The distance from 
 Duluth to Cleveland, for example, is 834 miles; the 
 rate per ton per mile, therefore, was 1.14 mills. 
 
 'Walter Thayer, "Transportation on the Great Lakes,'' Annals 
 of the American Academy. 
 
 Table 20. — Movement of coal and coke for the principal ports of the 
 Great Lakes: 1906 and 1889. 
 
 Total. 
 
 Ashland 
 
 Ashtabula 
 
 Buffalo 
 
 Charlotte 
 
 Chloago-South Chicago. 
 
 Cleveland 
 
 Conneaut 
 
 Detour 
 
 Detroit 
 
 Dollar Bay 
 
 Duluth 
 
 Erie 
 
 Escanaba 
 
 Fairhaven 
 
 Fairport 
 
 Frankfort 
 
 Gladstone 
 
 Green Bay 
 
 Hancock-Houghton 3 
 
 Huron 
 
 Lake Linden 
 
 Lorain 
 
 Ludington 
 
 Manitowoc 
 
 Marquette 
 
 Milwaukee 
 
 Ogdensburg 
 
 Sandusky 
 
 Sault Ste. Marie 4 
 
 Sheboygan 
 
 Superior- West Superior. 
 
 Toledo 
 
 Two Harbors 
 
 Washburn 
 
 All other ports 
 
 RECEIPTS (NET TONS). 
 
 1906 
 
 15,532,715 
 
 521,195 
 
 i,"ii2 
 
 938,151 
 4,629 
 
 147, 292 
 
 26,905 
 
 130, 880 
 
 ,580,382 
 
 512,672 
 
 3,400 
 
 125 
 
 224,773 
 
 380,757 
 
 398,373 
 
 354,484 
 
 20,893 
 444, 190 
 273,443 
 1,659,491 
 192,569 
 681 
 
 168,082 
 440,216 
 1,749,737 
 23,957 
 288,935 
 166,519 
 878,872 
 
 1889 
 
 5,162,471 
 
 201,241 
 
 1,329,364 
 1,200 
 
 141,900 
 
 485,000 
 "Vji'.m 
 
 122,000 
 
 70,374 
 
 144,261 
 
 4,583 
 
 75,000 
 
 126,421 
 
 907,743 
 
 66,231 
 
 1,561 
 24,938 
 50,000 
 720,000 
 
 51,614 
 351,237 
 
 SHIPMENTS (NET TONS). 
 
 1906 
 
 17,575,467 
 
 2,202 
 
 2,477,885 
 
 3,112,577 
 
 180, 634 
 
 120,578 
 
 2,905,506 
 
 846,948 
 
 115, 598 
 
 62,776 
 
 13,052 
 
 926,099 
 
 8,649 
 
 2,635 
 
 276,328 
 
 228,813 
 
 60 
 
 3,705 
 
 333 
 
 771,375 
 
 53 
 
 1,697,370 
 
 513,948 
 
 5,894 
 
 175 
 
 13,986 
 
 1,752 
 
 37,265 
 
 749,084 
 
 32,156 
 
 578 
 
 4,668 
 
 2,325,259 
 
 1,859 
 
 867 
 
 134,800 
 
 1889 
 
 6,105,799 
 
 489,585 
 
 2,156,670 
 
 350,000 
 
 825,030 
 
 3,564 
 
 410,403 
 
 "ii9,'3i7 
 59,438 
 ( 2 ) 
 
 12 
 25,075 
 56,000 
 
 273,671 
 
 65,356 
 
 282,098 
 
 275,385 
 
 1,000 
 
 200 
 
 650,000 
 "62; 995 
 
 1 Includes 2,003,453 net tons of bunker coal. 
 
 2 Not reported. 
 
 3 Includes Portage. 
 'St. Marys Falls. 
 
 Coal. — Coal is next in importance to iron ore in ton- 
 nage, the combined shipments of hard and soft coal 
 amounting in 1906 to 17,575,467 net tons, an increase 
 since 1889 of 11,469,668 tons, or 187.8 per cent. The 
 explanation of the excess of shipments of soft coal 
 over receipts in 1906, that "the shipments include 
 2,003,453 net tons of fuel or bunker coal, for which 
 there is no corresponding return under the head of 
 receipts," should be repeated here. The quantities 
 shown for the two censuses are not strictly comparable, 
 as coke is included in 1889 and the figures for it can not 
 be separated. Much of this coal forms the return 
 cargo from New York, Pennsylvania, and Ohio ports 
 of vessels engaged in carrying iron ore from Lake 
 Superior. 
 
 The shipments of anthracite coal are nearly all from 
 Buffalo, as that city is the western terminus of some of 
 the principal so-called "hard coal roads." As the 
 chief use of this is for domestic purposes, it finds a 
 market in the large centers of population like Chicago 
 and Milwaukee. A large quantity is also received at 
 Superior for rail shipment farther west. 
 
 As previously pointed out, nearly all soft coal ship- 
 ments are from Ohio ports on Lake Erie, the principal 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 137 
 
 ones ranking in importance as follows in the order 
 named: Cleveland, Ashtabula, Toledo, Lorain, Con- 
 neaut , Huron, and Sandusky. Ludington, Mich. , also is 
 an important shipper of soft coal. This city is the west- 
 ern terminus on Lake Michigan of the Pere Marquette 
 railroad, which has at that place water connection with 
 Chicago and Milwaukee. As that railroad traverses the 
 state of Michigan and has its headquarters at Detroit, 
 it forms an important link for the transportation of the 
 coal of Pennsylvania and Ohio during the time from 
 December to April, when the Detroit river, St. Marys 
 Falls canal, and the straits of Mackinac are closed to 
 navigation. The figures of the Bureau of Statistics 
 show that much more than one-half of the total west- 
 ward coal shipments from Ludington were during the 
 winter season. The leading receiving ports for soft 
 coal are Superior-West Superior, Milwaukee, and 
 Duluth. Chicago receives nearly all of its bituminous 
 coal by rail from the coal fields of Illinois and Indiana. 
 
 As coal is the only important commodity freighted 
 westward in bulk, it is for a large number of vessels the 
 only cargo available for return to Lake Michigan and 
 Lake Superior ports, and as a consequence there is 
 brisk competition for the business, for without it, 
 these vessels would be obliged to return either light or 
 empty. The rates, therefore, are lower for coal than 
 for any other article, the average rate on hard coal 
 during 1906, as reported by the Bureau of Statistics, 
 being 46 cents a ton from Buffalo to Chicago and 35 
 cents a ton to Duluth. The rates on soft coal are 
 equally moderate. 
 
 Lumber. — Lumber ranks next to coal in volume of 
 shipments. This commodity shows a decrease of 32.4 
 per cent, which is explained by the rapid exhaustion 
 of the forests of Michigan, Wisconsin, and Minnesota, 
 and the consequent decay of the lumber milling indus- 
 try in those states. The principal ports for the ship- 
 ment of lumber in 1906, as shown in Table 25, are 
 Duluth, Manitowoc, Manistee, Manistique, Two Har- 
 bors, Milwaukee, Ashland, and Cheboygan, in the order 
 given; each reported shipments exceeding 50,000,000 
 feet. Naturally the populous centers where the rough 
 lumber is manufactured for the market lead in receipts 
 of this commodity, Chicago being first. The increasing 
 needs of these centers for manufactured and unmanu- 
 factured lumber are, however, now being supplied by 
 railroad shipments, the receipts by lake shipments 
 having been for many years on the decline. It is 
 extremely probable that the lumber traffic on the 
 Great Lakes will continue to diminish in importance 
 unless under changed legislative conditions the prod- 
 uct of Canadian forests is permitted to enter the 
 American market. Should such a change be brought 
 about, a large proportion of that product would prob- 
 ably be carried by water. 
 
 Table 21. — Movement of lumber far the principal ports of the Great 
 Lakes: 1906 and 1889. 
 
 Total. 
 
 Alpena 
 
 Bay City 
 
 Buffalo 
 
 Chicago-South Chicago. 
 
 Cleveland 
 
 Detroit 
 
 Duluth 
 
 East Tawas 
 
 Ludington 
 
 Manistee 
 
 Manitowoc . l 
 
 Marinette 
 
 Menominee 
 
 Milwaukee 
 
 Muskegon 
 
 North Tonawanda ' 
 
 Oscoda , 
 
 Oswego 
 
 Toledo 
 
 All other ports 
 
 RECEIPTS (NET TONS). 
 
 1906 1889 
 
 3, 497, 110 
 
 04, 
 275, 
 810, 
 350, 
 
 1S2, 
 
 281,540 
 
 860. 
 
 19,498 
 
 2, 
 143, 
 23, 
 712, 
 
 5, 
 
 75, 
 
 535, 
 
 6,857,257 
 
 4,200 
 
 403, 951 
 
 2,588,004 
 
 565, 626 
 
 314, 995 
 
 383 
 
 8,126 
 278 
 
 412,479 
 
 119, 530 
 
 1,029,729 
 
 283,058 
 282,399 
 844,499 
 
 SHIPMENTS (NET TONS). 
 
 1906 
 
 1889 
 
 3,615,140 
 
 5,348,398 
 
 88, 468 
 
 2,804 
 
 4,484 
 
 1,626 
 
 3,026 
 
 1,270 
 
 922,954 
 
 1,056 
 
 66,018 
 
 199, 136 
 
 231,224 
 
 105, 610 
 
 50,562 
 
 114,060 
 
 28,212 
 
 2,926 
 
 33,072 
 
 100 
 
 374 
 
 1,757,558 
 
 373,204 
 481, 596 
 
 2,106 
 
 1,092 
 
 10,261 
 
 13, 110 
 
 212,467 
 
 258,520 
 
 477, 785 
 
 5,625 
 
 341, 445 
 
 265, 103 
 
 846,615 
 "489,' 962 
 
 5,108 
 1, 564, 399 
 
 1 Includes Tonawanda. 
 
 Wheat. — With the exception of wheat and corn it is 
 impossible to compare the receipts and shipments- of 
 the various cereals during 1906 with those for 1889, 
 for the reason that barley, oats, and rye were not 
 shown separately for the earlier period. 
 
 The principal features indicated in the statistics of 
 the movement of wheat are the large increase of 
 receipts at Buffalo, the decrease in the shipments from 
 the port of Chicago, and the very large increase in the 
 shipments from Duluth and Superior- West Superior, 
 these two ports leading now in that respect. 
 
 Table 22. 
 
 -Movement of wheat for the principal ports of the Great 
 Lakes: 1906 and 1889. 
 
 
 RECEIPTS ( 
 
 VET TONS). 
 
 SHIPMENTS 
 
 (NET TONS). 
 
 
 1906 1889 
 
 1906 
 
 1889 
 
 
 1,459,029 
 
 919, 162 
 
 1,431,804 
 
 969, 150 
 
 
 
 
 1,268,085 
 21,072 
 30,395 
 
 781,548 
 
 
 
 
 261,058 
 
 312,203 
 80,757 
 
 
 1,819 
 
 Duluth 
 
 535, 733 
 
 207, 732 
 
 
 69,419 
 5,010 
 
 33, 779 
 
 
 54,245 
 
 538, 197 
 
 10. 849 
 
 31,722 
 
 29,191 
 191,623 
 
 
 
 
 8,714 
 56, 334 
 
 
 132,363 
 15,281 
 
 
 102, 016 
 
 
 Corn. — A notable decrease in the transportation of 
 corn on the lakes is exhibited by Table 23, Buffalo and 
 Chicago, which are respectively the principal ports of 
 receipt and shipment, both showing large losses. In 
 explanation of this decrease it may be stated that 
 since 1898, when the lake movement of corn rose to 
 the maximum, there has been an almost constant 
 annual reduction in the amount shipped by way of the 
 lakes, the share diverted to the railroads showing a 
 steady growth. An additional explanation is . sug- 
 
138 
 
 TRANSPORTATION BY WATER. 
 
 gested in the increased consumption at or near the 
 place of production in stock feeding and in the manu- 
 facture of corn products and distilled liquors. The 
 large excess of shipments over receipts shown in the 
 total for all cities in 1906 is caused by the fact that the 
 east bound bonded corn shipments are very heavy. 
 This freight enters Canada at points on Georgian bay, 
 is transshipped to the railways, and again enters the 
 United States at points in northern New York or 
 Vermont, and is not included in the tables as freight 
 received. 
 
 Table 23. — Movement of corn for the principal ports of the Great 
 Lakes: 1906 and 1889. 
 
 
 RECEIPTS (NET TONS) . 
 
 SHIPMENTS 
 
 (NET TONS) . 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 Total 
 
 981,075 
 
 1,583,901 
 
 1,218,883 
 
 1,929,614 
 
 
 
 
 698,735 
 
 1,319,560 
 
 
 
 
 1,082,519 
 
 1,769,621 
 
 
 12,359 
 
 4,242 
 
 27,536 
 
 Duluth 
 
 192 
 
 49,901 
 
 Erie 
 
 38,677 
 
 2,893 
 
 131,543 
 
 98,623 
 
 
 
 84,225 
 
 1,434 
 
 
 131,907 
 
 
 
 33,982 
 
 5,211 
 
 Toledo 
 
 
 
 73,952 
 
 
 96,868 
 
 29,569 
 
 17,965 
 
 1,959 
 
 
 
 Freight, by lakes. — The tables previously presented 
 have indicated in part the relative positions of the 
 several lakes in regard to the freight received and 
 shipped on each, but this phase of lake transportation 
 is brought out more clearly in Table 24. 
 
 This table was prepared from the table of the Bureau 
 of Statistics which gives the freight figures for all lake 
 ports. It should be explained that there were some 
 lake ports of minor importance which could not be 
 
 definitely located on any of the lakes either by the Bu- 
 reau of Statistics or at the office of the Chief of Engi- 
 neers of the War Department, to, whom the matter was 
 referred. These places were unimportant, their total 
 receipts of freight amounting to only 27,126 tons and 
 the shipments to 12,925 tons, or less than one-twenty- 
 fifth and one-fiftieth of 1 per cent, respectively, of the 
 totals for all lakes, and as it was generally believed by 
 those well informed concerning lake navigation that 
 most of these ports were lumber camps on Lake Supe- 
 rior, the statistics accordingly were credited to that 
 body of water. 
 
 It should be stated, too, that ports on the Detroit 
 river were considered as located on Lake St. Clair and 
 those on St. Marys river as on Lake Superior. 
 
 If the total volume of both receipts and shipments is 
 taken into account, Lake Erie occupied the most im- 
 portant position in lake traffic in 1906 as it did in 1889. 
 Lake Superior was second in this respect in 1906, but 
 was first in the quantity of freight originating on its 
 shores. The most striking fact shown is the great gain 
 made by Lake Superior in the actual and relative im- 
 portance of the tonnage of its shipments, from about 
 one-fifth in 1889 to more than one-half of the whole in 
 1906. The decrease shown in the tonnage of Lakes 
 Huron and St. Clair and of Lake Ontario, and the St. 
 Lawrence river is almost equally noteworthy. The 
 statistics for Lakes Huron and St. Clair should not be 
 accepted as indicating a small amount of traffic on 
 those lakes, for it is obvious, of course, that all vessels 
 making the trip between the upper and lower lakes 
 must traverse those waters. The amount of this traffic 
 is fairly indicated elsewhere in this report where the 
 operations on the Detroit river are shown. 
 
 Table 24.— SHIPMENTS AND RECEIPTS OF FREIGHT ON EACH OF THE GREAT LAKES, WITH PER CENT EACH 
 
 IS OF TOTAL: 1906 AND 1889. 
 
 
 SHIPMENTS. 
 
 RECEIPTS. 
 
 LAKE. 
 
 Tons (net). 
 
 Per cent of total. 
 
 Tons (net). 
 
 Per cent of 
 total. 
 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 1906 
 
 1889 
 
 Total 
 
 175,609,649 
 
 25,266,974 
 
 100.0 
 
 100.0 
 
 73,178,213 
 
 25,936,132 
 
 100.0 
 
 100.0 
 
 
 
 
 40,332,392 
 
 1,460,276 
 
 15,073,679 
 
 18, 455, 131 
 
 288, 171 
 
 5,434,781 
 2,344,451 
 10,090,366 
 6,386,392 
 1,010,984 
 
 53.3 
 1.9 
 19.9 
 24.4 
 0.4 
 
 21.5 
 9.3 
 39.9 
 25.3 
 4.0 
 
 9,042,572 
 1,699,032 
 18,359,780 
 43, 633, 816 
 443,013 
 
 2, 491, 149 
 1,029,356 
 8, 480, 892 
 12,957,483 
 977,252 
 
 12.4 
 2.3 
 25.1 
 59.6 
 0.6 
 
 9.6 
 
 
 4.0 
 
 
 32.7 
 
 Erie 
 
 50.0 
 
 
 3.8 
 
 
 
 1 Includes 2,003,453 net tons of bunker coal. 
 
 The supremacy of Lake Superior in the amount of 
 freight shipped is to be attributed mainly to its iron 
 ore and in less degree to its grain. Iron ore and grain 
 swell the receipts of Lake Erie, while coal is the princi- 
 pal commodity shipped, with unclassified freight next 
 in importance. Lake Michigan's large volume of freight 
 shipments is made up principally of corn and other 
 grains, flour, and unclassified freight from Chicago and 
 Milwaukee and iron ore from Escanaba, and its receipts 
 
 of iron ore, coal, and unclassified freight at Chicago and 
 Milwaukee. 
 
 With the future development of the lake region and 
 the growth of the cities on its shores the freight 
 traffic on all the lakes except Ontario must continue to 
 increase. There seems no probability of any increase 
 in American commerce on Lake Ontario until. a canal 
 of reasonable depth connecting it with Lake Erie, 
 within the United States, shall be constructed. It is 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 139 
 
 evident that the Welland canal does not fully serve the 
 purpose of increasing to any extent the passage of 
 American freight between the two lakes, as the ton- 
 nage so carried during the year ending June 30, 1904, 
 amounted only to 252,481 tons. 1 These figures show 
 a decrease over the preceding year, and as a matter of 
 fact are smaller than those for every year previous as 
 far back as 1882. The following quotation in regard 
 to the commerce of Lake Ontario at the beginning of 
 the last century affords a very vivid contrast between 
 comparative conditions then and now: 
 
 The commerce of Lake Ontario increased, so fast that in 1800 it 
 exceeded that of all the other lakes together. 2 
 
 It has now less than one-half of 1 per cent of the 
 combined commerce of the other lakes, if we consider 
 only the ships of the United States. 
 
 There is another feature in connection with the sta- 
 tistics of freight that should receive mention here. 
 When the figures were tabulated, for the purpose of 
 verification they were carefully compared with those 
 contained in other reports which presented corre- 
 sponding data, such as the annual reports of chambers 
 of commerce and other local trade bodies. This dis- 
 closed many discrepancies, some very large, between 
 the statistics collected by the Government and those 
 published by the boards of trade. Buffalo, Cleveland, 
 Chicago, and Milwaukee were the principal cities for' 
 which these discrepancies were noted. 
 
 The matter was brought to the attention of the 
 Bureau of Statistics, and in reply it was stated that 
 the question had previously been the subject of re- 
 peated investigations, and that the discrepancies 
 resulted from differences in the methods of compiling 
 the figures and the different sources from which they 
 were obtained. In addition a representative of the 
 Bureau of the Census, while collecting general infor- 
 mation concerning lake transportation, made inquiry 
 into this question, calling for that purpose upon the 
 secretaries of the commercial bodies and the collectors 
 of customs in the principal cities, and was convinced 
 as a result of his investigations that the discrepancies 
 were not remarkable under the circumstances. 
 
 It is required of the master of a vessel engaged in 
 commerce on the lakes that before the departure of 
 his vessel from port he shall present at the custom- 
 house duplicate manifests of his cargo, such manifests 
 being subscribed and sworn to by him before the col- 
 lector, who indorses thereon his certificate of clear- 
 ance, retaining one copy for the files of his office and 
 delivering the other for the use of the master, who 
 afterwards files it at the custom-house of the port of 
 destination. These manifests are sometimes presented 
 and clearance obtained before the loading of the cargo, 
 and it frequently occurs that the actu al quantity of 
 
 1 Annual Report, Department of Railways and Canals, Dominion 
 of Canada, page lxii. . 9fi 
 
 2 One Hundred Years of American Commerce, vol. 1, page _b. 
 
 cargo and the quantity declared at the custom-house 
 are different. Indeed, cases have been known where 
 the cargo loaded was altogether different in character 
 from the cargo declared at the custom-house. If in 
 such cases the local trade body accepts the figures filed 
 for its records of shipments, as is usually done, those 
 records will not be a correct account of the traffic of 
 the port. 
 
 After a vessel is loaded and leaves port it is custom- 
 ary for the owners to mail to the master at the port of 
 destination a bill of lading which is a correct account 
 of the contents of the cargo. This paper usually 
 reaches its destination before the vessel, and the 
 master, upon his arrival, if the bill of lading differs 
 from the manifest, is enabled to correct the latter before 
 filing it at the custom-house. This is not always done, 
 however; sometimes by reason of delay in the mails 
 the bill of lading is not received, and again masters, 
 through indifference or carelessness, frequently fail to 
 make the necessary corrections on the manifest. 
 
 Another cause of difference between the statistics 
 of the Government and those of other organizations is 
 found in the fact that the latter sometimes obtain their 
 information, not from the custom-houses but from the 
 shippers or consignees direct. This is done in Buffalo, 
 where the receipts of grain are compiled by the cham- 
 ber of commerce from reports of the elevator compa- 
 nies, which explains the large discrepancies in these 
 statistics. 
 
 Discrepancies in the statistics of grain receipts for 
 Cleveland, which are very large, are explained in the 
 same manner as are those for Buffalo. 
 
 Although the Chicago board of trade is supplied with 
 shippers' memoranda of cargoes taken out, the statis- 
 tics in its annual report were compiled in 1906 from 
 the clearance manifests, both for shipments and re- 
 ceipts, which accounts for the wide difference between 
 the statistics of that body and those printed in this 
 report for certain commodities. Kecently, however, 
 changes in methods have been adopted, which it is 
 believed will tend to greater uniformity. 
 
 Conditions in Milwaukee are somewhat different 
 from those found in the other large cities on the lakes, 
 in respect to these statistics. Milwaukee being what 
 is termed an "intermediate port" between Chicago and 
 Lake Erie ports, masters of vessels are not required 
 by law to take out clearance papers in addition to the 
 ones granted to them at the original port of departure, 
 and the secretary of the chamber of commerce was 
 unable, formerly, to compile statistics of port re- 
 ceipts and shipments. Congressional action was 
 therefore sought with a view to requiring a report to 
 the collector of customs of all cargoes landed at or 
 shipped from that port. The Lake Carriers' Associa- 
 tion, representing a very large proportion of the ton- 
 nage, being opposed, it is stated, to such legislation, 
 agreed on the part of its members, as a compromise, 
 
140 
 
 TRANSPORTATION BY WATER. 
 
 to supply the chamber of commerce with complete 
 statements of freight loaded and unloaded, and from 
 such statements the annual statistical report is now 
 compiled. The figures in that report for certain com- 
 modities, especially flour, differed to a considerable 
 extent from those published by the Bureau of Sta- 
 tistics. In order to ascertain the cause of those differ- 
 ences, a comparison was made of some of the supple- 
 mentary manifests containing figures for cargoes of 
 flour with the corresponding returns made to the cham- 
 ber of commerce, and it was ascertained that in many 
 cases, according to the manifests, the cargoes consisted 
 of flour exclusively, while the returns made to the 
 chamber of commerce indicated that in addition to 
 flour a considerable proportion of the cargoes was feed. 
 It is hardly reasonable to suppose that feed would have 
 been reported if it had not formed part of the cargo, 
 while it can very readily be seen that through indiffer- 
 ence or carelessness it might be omitted from the mani- 
 fest at destination, notwithstanding the regulations 
 requiring a corrected report. 
 
 The questionable accuracy of these statistics has 
 been before adverted to, and the following extract 
 describing conditions which formerly surrounded the 
 collection of the data, and which have not yet been 
 completely corrected, is pertinent at this point: 
 
 First of all, the laws governing the filing of manifests are not what 
 they should be. * * * Under existing laws vessels carrying goods 
 from a port in one collection district to another port in the same 
 district are not required to report or clear at the custom-houses, 
 and there is, therefore, no record in the custom-houses of the com- 
 . moditie3 so carried. But as the local business on the lakes is very 
 small, this doe3 not seriously impair the accuracy of the records. 
 Second, there are a number of small ports on the lakes where there 
 are no custom-houses, but at which a large lake business is done. 
 Third, under the regulations that now obtain, a ship may clear 
 from a port on the lakes for another port, and may stop at one or 
 more intermediate ports, where she may receive and discharge 
 cargo without reporting at the custom-houses of the intermediate 
 ports. * * * 
 
 Inaccuracies are due to the following causes: (1) Masters are per- 
 mitted, under certain circumstances, to clear at the same time 
 they enter — this custom is productive of error because masters may 
 not, for a variety of reasons, take aboard what they supposed they 
 would when they cleared; (2) masters do not often know what they 
 have on board when they clear, even after their vessels are loaded — 
 in some cases the statements on the basis of which freight is col- 
 lected are made up after the ship has left port, and forwarded to 
 the captain by mail or telegraph, and in numerous instances cap- 
 
 tains never know what they have on board, as they are simply 
 directed to go to a certain place and load (the manager of the dock 
 being informed how much to put on), and then ordered to depart 
 for a certain port, where the manager of the dock assumes all respon- 
 sibility for records: (3) in the case of miscellaneous cargoes, it would 
 be necessary to delay the departure of the boats in some cases in 
 order to give a correct statement of the cargoes, so the manifests are 
 likely to be the captains' estimates of what they have on board; 
 and (4) some errors are due to indifference — in the minds of some 
 captains the filing of a manifest is a mere form, for statistics, in 
 their opinion, have no value. 
 
 Any attempt to remedy these evils should take cognizance of 
 the fact that vast sums of money have been expended in terminal 
 facilities, in order to secure dispatch in loading and unloading, and 
 therefore regulations that would detain vessels would undo that 
 which has been gained at an enormous expenditure of money and 
 energy. If captains are forced to file correct statements of cargoes, 
 vessels would in many cases be detained for some hours, and cap- 
 tains put to great inconvenience and to considerable expense. The 
 docks are usually scattered over ah enormous extent of territory. 
 If a vessel finishes loading at 1 o'clock at night, the captain may be 
 forced to walk several miles to the custom-house, as the street cars 
 have probably stopped running, or secure a carriage at no little 
 inconvenience and expense. Perhaps accurate statistics could be 
 obtained and greater dispatch given to vessels by making the ship- 
 pers instead of the captains responsible for reports. * * * 
 
 The methods of collecting these statistics ought to be radically 
 changed, if for no other reason, simply because the Government 
 can not afford to. permit its work to be held up to scorn. Lake 
 shippers ought gladly to cooperate with the Government, for an 
 accurate knowledge of the situation is absolutely necessary iu order 
 to enable Congress to make a wise appropriation of money to facili- 
 tate commerce on these waters. Without a positive basis of facta 
 it is impossible to plan a judicious scheme of improvements. Any 
 change in the regulations governing the collection of statistics which 
 will delay traffic may be expected, in the future as in the past, to 
 meet the opposition of the lake carriers. If the shipper instead of 
 the carrierwere called upon for a statement, there need be no delay. 1 
 
 It is doubtful if the last recommendation, that the 
 shipper instead of the carrier should be called upon 
 for a statement, would in all cases be practicable. 
 The method would be perfectly feasible if the cargo 
 were owned by a single or a few shippers, but if the 
 shipments were by numerous owners and were of a 
 miscellaneous character, it might prove to be less 
 effective than the present practice. It would seem, 
 therefore, that the key to accurate and complete 
 statistics is in customs regulations effectively and 
 uniformlv enforced. 
 
 'George G. Tunell, Statistics of Lake Commerce, 1898, pages 19 
 to 21. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 141 
 
 Table 25.-D0MESTIC RECEIPTS AND SHIPMENTS AT PRINCIPAL PORTS, OP PRINCIPAL COMMODITIES: 1906. 
 
 Total. 
 
 Ashland 
 
 Ashtabula 
 
 Buffalo 
 
 Cheboygan 
 
 Chicago-South Chicago . 
 
 Cleveland. 
 Conneaut. 
 Detroit . . . 
 Duluth... 
 Erie 
 
 Escanaba 
 
 Fairport 
 
 .Frankfort 
 
 Gladstone 
 
 Grand Haven . 
 
 Green Bay 
 
 Hancock-Houghton-. 
 
 Huron 
 
 Kewaunee 
 
 Lorain 
 
 Ludington. . 
 
 Manistee 
 
 Manistique. . 
 Manitowoc. 
 Marine City. 
 
 Marquette 
 
 Menominee 
 
 Milwaukee 
 
 Muskegon 
 
 North Tonawanda 3 . 
 
 Ogdensburg. 
 
 Oswego 
 
 Port Huron. 
 ' Eacine 
 
 Toledo 
 
 Two Harbors. 
 
 Washburn 
 
 All other 
 
 73,178,213 
 
 632, 100 
 
 7,676,115 
 
 10, 143, 691 
 
 23, 873 
 
 7,846,406 
 
 8,235,366 
 6,084,142 
 981,639 
 2,154,871 
 2,836,324 
 
 524,727 
 2,211,464 
 389, 338 
 321,706 
 275, 292 
 
 619,950 
 459, 982 
 876, 417 
 82, 708 
 2,512,910 
 
 707, 125 
 33, 602 
 166, 788 
 660, 726 
 45, 692 
 
 278,720 
 
 ■ 103,825 
 
 5,002,853 
 
 58,360 
 
 1,055,178 
 
 409,255 
 
 17, 341 
 
 ' 146,845 
 
 159,841 
 
 Sandusky 129, 477 
 
 Sault Ste. Marie 195, 389 
 
 Sheboygan ! 509, 929 
 
 Superior- West Superior 4, 134, 373 
 
 TOTAL 
 (TONS, NET). 
 
 Receipts. Shipments. 
 
 1,816,976 
 297, 756 
 203.047 
 
 2, 156, 094 
 
 175,609,649 
 
 3,774,931 
 2,481,670 
 4,201,316 
 148, 530 
 2, 510, 632 
 
 3,434,962 
 
 888.854 
 
 203,223 
 
 14,632,066 
 
 1,070,415 
 
 6, 412, 483 
 295, 439 
 441,823 
 224, 825 
 145,249 
 
 107, 008 
 66, 572 
 
 783, 273 
 
 60,758 
 
 1,698,823 
 
 956, 593 
 488, 239 
 332, 562 
 577, 064 
 35, 362 
 
 1,531,965 
 97,099 
 
 1,233,293 
 01,517 
 23,968 
 
 56,082 
 
 37,436 
 
 211,232 
 
 17,147 
 
 824, 813 
 
 243, 565 
 
 15, 089 
 
 8, 447, 890 
 
 2, 350, 837 
 
 9,018,987 
 
 170,072 
 
 5,295,985 
 
 IRON OBE 
 (TONS, GROSS), 
 
 Receipts. Shipments. 
 
 30,891,900 
 
 6, 726, 882 
 4,631,021 
 
 4,251,920 
 
 6,662,049 
 
 5,412,156 
 
 158,036 
 
 2,097,308 
 
 1,832,623 
 , 26,101 
 
 778, 301 
 
 2, 158, 133 
 1,447 
 
 272,717 
 
 285, 745 
 
 36, 872, 508 
 
 3,238,922 
 2,850 
 16, 640 
 
 330 
 
 1,400 
 
 11,154,263 
 
 56 
 
 5, 656, 859 
 12,198 
 
 2,550 
 "10,617 
 
 885 
 
 1,355,396 
 22, 493 
 9,183 
 
 32,019 
 8,500 
 
 1,438,396 
 
 3,344 
 115, 202 
 
 4,400 
 
 7,912,525 
 'i," 482,' 381 
 
 IRON, PIG 
 (TONS, GROSS). 
 
 Receipts. Shipments. 
 
 387,659 
 
 77, 414 
 72,460 
 
 30, 556 
 
 10,981 
 
 5,958 
 
 3,365 
 
 940 
 
 31, 106 
 
 12 
 22.250 
 31, 356 
 
 212 
 .50 
 
 252 
 26; 935 
 
 2,482 
 
 23, 347 
 9,309 
 
 40 
 14,688 
 
 1,117 
 
 14.794 
 
 9,741 
 19, 433 
 
 3,234 
 
 "155 
 
 3,005 
 
 53, 333 
 81 
 
 38,064 
 
 7,729 
 
 28,267 
 
 17,750 
 
 161 
 
 56, 537 
 426 
 
 521 
 420 
 
 75 
 
 32, 564 
 '25,930" 
 
 1EON MANUFACTURES 
 (TONS, GROSS). 
 
 COAL, HARD 
 (TONS, NET). 
 
 Receipts. Shipments. Receipts. Shipments. 
 
 544, 726 
 
 554,074 ]| 2,980,606 
 
 19, 759 
 
 788 
 
 19 
 
 72, 191 
 
 135,326 
 
 29,941 
 150 
 
 868 
 
 7,872 
 
 60 
 
 4,857 
 
 19,397 
 13,739 
 
 850 
 
 1,537 
 
 26,354 
 
 548 
 
 21 
 
 118,471 
 
 250 
 7,857 
 
 04,302 
 
 156, 420 
 
 " "6," 952" 
 
 277, 575 
 
 36,560 
 
 5,049 
 
 967 
 
 125 
 
 20, 457 
 
 117 
 
 29,439 
 
 30 
 23,817 
 
 1,284 
 770 
 
 50 
 
 298 
 3,381 
 
 3,495 
 
 00 
 
 """256 
 
 2S0 
 (i,743 
 
 1,112 
 
 800 
 
 810,988 
 
 2,200 
 148,969 
 
 25, 412 
 1,900 
 
 7,130 
 
 88,568 
 36, 619 
 
 2,532 
 
 1,550 
 
 1,000 
 
 1,913 
 
 26,244 
 
 952 
 
 17,287 
 
 2,621 
 
 722, 156 
 
 1,835 
 
 11,003 
 
 681 
 
 8,506 
 
 33,214 
 
 24,627 
 133, 569 
 671,554 
 
 23,937 
 
 4,371 
 137,917 
 
 3,087,227 
 
 2,699,666 
 ""3 
 
 16,962 
 17,600 
 
 257, 340 
 
 2,535 
 
 '3,'797 
 
 26 
 
 26, 153 
 
 1,638 
 '3, _ 530 
 
 35, 519 
 4,000 
 
 11,012 
 7,446 
 
 1 Includes 2,003,453 net tons o£ bunker conl. 
 
 • Includes Portage. 
 
 3 Includes Tonawanda. 
 
142 
 
 TRANSPORTATION BY WATER. 
 
 Table 25.— DOMESTIC BECEIPTS AND SHIPMENTS AT PRINCIPAL PORTS, OP PRINCIPAL COMMODITIES: 
 
 1906— Continued. 
 
 PORT. 
 
 COAL, 
 (TONS 
 
 SOFT 
 
 NET) . ', ' 
 
 SALT 
 (TONS, NET). 
 
 COPPER 
 (TONS, GROSS). 
 
 LOGS 
 (M FEET). 
 
 LUMBER 
 (M FEET). 
 
 FLOUB 
 
 (TONS, NET). 
 
 
 Receipts. 
 
 Shipmeiits. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts 
 
 Shipments. 
 
 Total 
 
 12, 552, 109 
 
 114,488,240 
 
 554, 811 
 
 567,986 
 
 125, 435 
 
 116,564 
 
 70,970 
 
 75, 605 
 
 1,748,555 
 
 1,807,570 
 
 1,338,189 
 
 1,334,979 
 
 
 
 491, 756 
 
 2,202 
 
 2, 477, 885 
 
 412,911 
 
 571 
 
 120, 575 
 
 2,888,544 
 
 829,348 
 
 62, 776 
 
 13,052 
 
 668, 759 
 
 8,649 
 
 276,328 
 
 226,278 
 
 60 
 
 27,273 
 
 3,679 
 
 333 
 
 771,375 
 
 1,048 
 
 1,697,370 
 
 487,795 
 16,326 
 6,314 
 5,894 
 2,785 
 
 175 
 
 30 
 
 12,348 
 
 8,903 
 
 11, 585 
 
 1,752 
 
 1,746 
 
 5,102 
 
 15 
 
 745,084 
 
 32, 156 
 
 578 
 
 4,668 
 
 2,314,247 
 
 1,859 
 
 867 
 
 339,995 
 
 200 
 
 
 
 
 16,076 
 225 
 
 1,200 
 
 124 
 
 483 
 
 137,710 
 
 56,889 
 
 
 
 
 
 
 
 
 
 Buffalo 
 
 
 632 
 
 53,818 
 
 76,975 
 
 
 
 2,242 
 
 50, 717 
 
 813 
 
 1,513 
 
 936,260 
 
 
 Cheboygan 
 
 9,874 
 127, 163 
 
 4,629 
 
 
 1,200 
 2,400 
 
 132 
 
 1,507 
 350 
 
 30 
 
 Chicago-South Chicago . . 
 Cleveland 
 
 204,939 
 548 
 
 2,629 
 223 
 
 4,108 
 565 
 
 25 
 
 405,422 
 
 175,100 
 
 93 
 
 91,093 
 
 3,273 
 
 9,440 
 
 530 
 
 31 
 
 58,912 
 
 419 
 
 1,413 
 
 17 
 
 2,070 
 
 297,687 
 1,009 
 
 
 
 
 Detroit 
 
 24,705 
 1, 431, 413 
 
 9,678 
 43,922 
 
 1,250 
 
 6,519 
 8,402 
 8,522 
 
 
 
 
 635 
 461, 477 
 
 5 
 
 Duluth 
 
 100 
 150 
 
 20, 824 
 
 1,025 
 
 224,288 
 173 
 
 Erie 
 
 
 190,097 
 
 Escanaba 
 
 487,260 
 
 1,500 
 
 125 
 
 217,643 
 
 476 
 
 
 
 476 
 
 10, 412 
 
 2 
 
 Fairport 
 
 
 4,789 
 6,096 
 
 
 300 
 179 
 
 64,309 
 5,172 
 
 
 Frankfort 
 
 4 
 
 5,243 
 
 18 
 
 8,343 
 297 
 
 1,423 
 
 147 
 
 3,961 
 
 183 
 
 
 
 14,397 
 5,264 
 • 721 
 
 9,556 
 3,415 
 
 
 Gladstone 
 
 
 
 90,770 
 377 
 
 
 103 
 
 75 
 
 32 
 
 
 14,958 
 318 
 
 54,529 
 
 9 
 
 855 
 
 Green Bay 
 
 292, 189 
 361,754 
 
 
 10 
 
 Hancock-Houghton 2 
 
 
 50, 107 
 
 
 275 
 
 
 Huron 
 
 
 
 
 855 
 
 346 
 
 6,301 
 
 140,770 
 
 430 
 
 761 
 
 9,749 
 
 691 
 
 
 
 52,817 
 
 361 
 
 
 
 25 
 
 
 
 2,843 
 
 
 1,993 
 
 
 
 
 
 
 
 
 
 19,343 
 
 30 
 
 209 
 
 451 
 
 8,955 
 
 127,220 
 244,319 
 
 2,422 
 
 
 438 
 
 120 
 
 267 
 
 46 
 
 35 
 
 33,009 
 99, 568 
 91, 413 
 115, 612 
 337 
 
 2,021 
 25,281 
 57,030 
 14, 106 
 
 1,463 
 
 158 
 
 50 
 
 600 
 
 54,841 
 912 
 
 
 Manistee 
 
 
 
 Manistique 
 
 65,577 
 417,946 
 41,796 
 
 256, 156 
 
 40,330 
 
 2,937,335 
 
 
 125 
 6,051 
 
 
 5 160 
 
 Manitowoc 
 
 
 
 
 60 
 
 38 484 
 
 Marine City 
 
 30, 751 
 
 
 
 
 Marquette 
 
 95 
 
 4,713 
 
 139,076 
 
 
 
 
 
 
 
 
 23 
 33 
 
 
 
 
 128 
 104 
 
 1,241 
 
 71,956 
 
 11,683 
 
 356, 459 
 
 13,367 
 2,685 
 2,627 
 4,509 
 
 27, 454 
 
 850 
 
 8,523 
 
 952 
 
 37,799 
 
 5 
 
 430 
 
 150,625 
 
 
 
 
 275 
 
 2,379 
 
 1,085 
 
 429 
 85 
 
 313, 424 
 
 Muskegon 
 
 North Tonawanda 3 
 
 
 
 
 
 
 900 
 
 
 
 Ogdensburg 
 
 181, 566 
 
 
 
 
 
 
 14,665 
 
 
 
 
 
 
 
 
 
 
 Port Huron 
 
 74,355 
 57,688 
 
 515 
 
 36,749 
 
 
 
 
 
 8,120 
 
 
 Racine 
 
 
 
 
 
 
 
 3,896 
 
 212 
 
 25,326 
 
 20,560 
 
 28,423 
 
 50 
 
 
 
 
 
 
 
 
 Sault Ste. Marie 
 
 143, 455 
 
 306,647 
 
 3,078,183 
 
 20 
 288,935 
 162, 148 
 977,801 
 
 
 
 
 7,000 
 
 10, 166 
 
 440 
 
 45,405 
 
 187 
 57,540 
 38,517 
 593,773 
 
 90 
 
 
 Sheboygan 
 
 
 
 
 87 
 290 
 
 
 Superior- West Superior. . 
 
 
 299 
 
 17, 191 
 
 
 867 
 
 359, 403 
 
 Toledo 
 
 
 
 Two Harbors 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4,600 
 22,202 
 
 400 
 62,672 
 
 
 
 
 47,689 
 
 65,207 
 
 6,360 
 
 40,336 
 
 2,970 
 
 1,898 
 
 
 1 Includes 2,003,453 net tons of bunker coal. 
 
 2 Includes Portage. 
 
 • Includes Tonawanda. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 143 
 
 Table 25.-D0MESTIC RECEIPTS AND SHIPMENTS AT PRINCIPAL PORTS, OF PRINCIPAL COMMODITIES: 
 
 1906— Continued. 
 
 POET. 
 
 WHEAT 
 (BUSHELS). 
 
 CORN 
 (BUSHELS). 
 
 OATS 
 (BUSHELS). 
 
 BARLEY 
 (BUSHELS). 
 
 RYE 
 (BUSHELS). 
 
 I 
 
 I UNCLASSED 
 FREIGHT 
 (TONS, NET). 
 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Shipments. 
 
 Receipts. 
 
 Ship- 
 ments. 
 
 Receipts. 
 
 Ship- 
 ments. 
 
 Total 
 
 48,634,291 
 
 47, 726, 778 
 
 35,038,398 
 
 48,531,540 
 
 32, 436, 489 
 
 33, 638, 055 
 
 18,496,834 
 
 18,252,250 
 
 2,159,308 
 
 2,227,813 
 
 5,933,380 
 
 
 
 
 
 
 
 
 3,278 
 
 
 
 
 
 
 
 30,043 
 
 53,212 
 
 837,312 
 
 7,198 
 
 1,035,317 
 
 367, 891 
 15, 435 
 440, 864 
 256, 385 
 125,606 
 
 10,000 
 34,125 
 
 133,983 
 58, 156 
 
 131,334 
 
 228,912 
 50,848 
 2,943 
 20, 368 
 53,032 
 
 199,898 
 28, 672 
 49,427 
 
 161,509 
 1,562 
 
 4,230 
 
 51,911 
 
 694,780 
 
 31, 152 
 
 9,680 
 
 16,355 
 
 594 
 
 22,077 
 
 59,921 
 
 15, 177 
 
 15, 136 
 
 26,882 
 
 226,832 
 
 . 67, 749 
 
 11 
 
 8,923 
 
 347,938 
 
 3,495 
 
 593 
 
 832,988 
 
 38,902 
 
 602, 943 
 
 Ashtabula 
 
 
 
 
 
 
 
 
 
 
 42, 269, 484 
 
 
 24,984,822 
 20 
 
 
 24,105,071 
 30 
 
 
 14,131,440 
 
 
 1,161,201 
 
 
 
 
 
 3,600 
 6,316,307 
 
 2,000 
 
 
 
 Chicago-South Chicago.. . 
 
 702, 415 
 
 678,000 
 
 1,002 
 
 1,013,168 
 
 8,701,930 
 161,000 
 
 38,661,377 
 
 
 726,795 
 
 20,000 
 
 476, 786 
 
 
 157,805 
 
 1,058 
 
 441, 400 
 
 385,000 
 8,455 
 6,148 
 
 158, 200 
 
 
 
 
 
 
 
 
 
 
 
 340,000 
 62,000 
 11,500 
 
 
 
 
 130, 699 
 300, 416 
 133,875 
 
 1,231 
 
 10,315 
 
 128,222 
 
 13,033 
 
 Duluth 
 
 17, 857, 752 
 
 6,860 
 
 4,264,448 
 
 29,606 
 
 
 292,000 
 
 Erie 
 
 2,313,952 
 
 1,381,310 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 608,250 
 5,155 
 
 
 
 
 
 
 293, 389 
 245, 250 
 
 
 
 20,100 
 
 
 
 1,270,535 
 
 
 1,304,570 
 
 
 
 
 583,271 
 
 123,000 
 
 2,196,764 
 
 620, 994. 
 
 200, 700 
 
 
 21,704 
 
 1,050 
 3,500 
 
 629, 809 
 
 1,429,729 
 
 679,873 
 208 
 
 47, 703 
 8,142 
 
 
 
 
 2,580,530 
 
 1,003,433 
 
 182,000 
 
 10, 675 
 1,914 
 
 
 
 3,860 
 
 
 36, 255 
 
 
 
 
 
 
 
 
 
 
 
 1,675 
 
 
 9,400 
 
 
 127,600 
 
 9,000 
 
 591,317 
 
 
 229,956 
 
 29,017 
 1,419 
 
 204,264 
 27,123 
 
 
 
 
 
 
 
 79, 3<0 
 
 2,205 
 
 1,006,652 
 18, 255 
 
 1,765 
 
 25,360 
 53, 144 
 
 3, 876, 983 
 89,900 
 
 1,920 
 
 1,385,159 
 
 6,100 
 
 364, 655 
 
 13,500 
 
 
 
 
 24,098 
 20, 100 
 
 89, 775 
 4,809,338 
 
 1,000 
 11,100 
 
 5,960 
 1,973,573 
 
 
 8,565 
 303,999 
 
 66,556 
 
 157,262 
 
 1,096 
 
 Manitowoc 
 
 
 
 
 15,500 
 
 Marine City 
 
 
 
 
 Marquette 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 76 
 5,000 
 5,680 
 
 
 
 
 20,318 
 467, 650 
 23,882 
 
 Milwaukee 
 
 167,000 
 15,546 
 
 1,808,180 
 
 103,311 
 30,048 
 
 3,008,050 
 
 
 3,664,468 
 
 4,178,990 
 
 
 317,985 
 
 Muskegon 
 
 29,915 
 
 
 
 
 
 
 
 
 
 
 476, 741 
 46,000 
 
 
 1 4,697,950 
 
 
 815, 502 
 
 
 
 
 
 
 53,947 
 
 
 
 
 
 388, 150 
 
 
 
 
 
 
 j 938, 260 
 
 
 103,500 
 
 
 
 
 
 166, 781 
 17, 132 
 
 75, 679 
 
 
 
 
 
 
 
 
 
 
 
 507, 696 
 
 
 | 
 
 
 146, 800 
 2,200 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 300 
 1,213,630 
 
 9,200 
 6,744,656 
 
 
 
 
 
 
 
 
 17,939,902 
 361,632 
 
 
 
 
 8,931,323 
 
 
 143,540 
 
 308, 812 
 
 14,041 
 
 3,548 
 
 22,067 
 
 1,635,360 
 
 
 290,450 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 238, 983 
 26,050 
 
 
 424,590 
 786 
 
 
 2,796,383 
 31,066 
 
 
 123,875 
 60,284 
 
 
 44,940 
 13,842 
 
 
 27, 143 
 
 60, 433 
 
 130, 466 
 
 3,878 
 
 3,468 
 
 
 32576—08- 
 
 -11 
 
 1 Includes Portage. 
 
 2 Includes Tonawanda. 
 
144 
 
 TRANSPORTATION BY WATER. 
 
 PASSENGER TRAFFIC. 
 
 One of the most important features at the different 
 censuses of water transportation has been the obtain- 
 ing of statistics as to the transportation of passengers, 
 and the results for the Great Lakes are presented in 
 the following table: 
 
 Table 26. — Passengers carried: 1880 to 1906. 
 
 
 1906 
 
 1889 
 
 1880 
 
 Number of passenger carrying vessels 
 
 282 
 
 405 
 
 (') 
 
 
 236 
 46 
 
 $4,865,736 
 
 365 
 40 
 
 (i) 
 
 
 • 28 
 
 
 0) 
 
 
 
 
 84,408,880 
 $456,856 
 
 14,079,121 
 
 (') 
 2,235,993 
 
 0) 
 
 
 1,356,010 
 
 
 
 
 On passenger and freight vessels 
 
 5,8)4,639 
 8,264,482 
 
 1,612,519 
 623,474 
 
 926,250 
 429, 760 
 
 
 
 1 Not reported separately. 
 
 s Exclusive of $1,168 reported as income from 1,025 passengers ■ carried on 
 tugs and other towing vessels. 
 
 Although the census of 1880 was limited to steam 
 vessels, the statistics included in this table are no 
 less valuable for comparative purposes on that account, 
 as practically no passengers are carried for hire in 
 sailing or unrigged vessels. It will be noted that the 
 income received from passenger traffic was not re- 
 ported separately either in 1880 or 1889, so that no 
 comparisons of such data can be made. 
 
 The increases in the number of passengers, both on 
 ferryboats and on other vessels, between 1889 and 
 1906 are most striking, but it is probable that the 
 statistics for 1889, especially those for ferry passengers, 
 are very much understated. In the report for that 
 census it is stated: 
 
 The figures of passenger traffic are interesting so far as they go, 
 but it must be confessed that the returns were not made with that 
 scrupulous care which characterized the schedule reports of traffic 
 and equipment. 
 
 As indicated by the table, the passengers were re- 
 ported in two classes, those carried on ferryboats and 
 those on other vessels engaged in the passenger busi- 
 ness exclusively or in the passenger and freight busi- 
 ness. It hardly seems necessary to state that ferry 
 passengers are those transported between two neigh- 
 boring points, usually a short distance apart, and 
 that the others are those traveling longer distances 
 between different localities and in a large measure are 
 made up of summer excursionists on pleasure trips. 
 
 Attention is called to the fact that although the 
 ferry passengers for 1906 constitute considerably more 
 than one-half of the total number, the income received 
 from that source is less than one-tenth of the total; 
 or, stating it in another form, the average fare per 
 ferry passenger was 5.5 cents and for those carried 
 on passenger and passenger and freight vessels 75.8 
 cents, showing the longer distance traveled by the 
 
 latter class and the superior accommodations fur- 
 nished. 
 
 At the census of 1889 the number of "regular" and 
 "excursion" passengers were reported separately and a 
 similar inquiry was made a part of the schedule at the 
 present census. There was some confusion shown as to 
 the precise meaning of the term "excursion" passen- 
 gers and the manner in which they should be reported, 
 whether all passengers purchasing return tickets 
 came under that head or only those taking ordinary 
 day excursions, and whether they should be reported 
 twice or only once. Because of this doubt the number 
 of excursion passengers is not given in this report. 
 It is probable that this classification of passengers 
 was no less confusing at the census of 1889 and that 
 the statistics were thereby more or less affected. 
 
 Vessels licensed to carry passengers are required 
 by law to report periodically the number of passengers 
 carried to the officers of the United States Steamboat 
 Inspection Service, and the total number reported by 
 that branch of the service for 1906 on the Great Lakes 
 was 16,301,220, or 2,221,074 in excess of the Census 
 figures. 
 
 Table 27. — Passengers reported for each district of the United States 
 Steamboat Inspection Service on the Great Lakes: 1906. ' 
 
 LOCAL INSPECTION DISTRICT. 
 
 Number of 
 passengers. 
 
 Total 
 
 16,301,220 
 
 
 
 
 Buffalo 
 
 895, 549 
 1 818 194 
 
 
 
 805,340 
 
 7, 403, 154 
 
 1,051,074 
 
 770, 536 
 
 478, 515 
 
 484,691 
 
 480,014 
 
 549,097 
 
 1, 565, 056 
 
 
 Duluth , 
 
 
 
 
 
 
 Toledo 
 
 
 1 Annual report of the Steamboat Inspector-General. 
 
 The discrepancy between the statistics of the two 
 offices can not be fully accounted for. A representa- 
 tive of the Census Office spent several days in exam- 
 ining the methods employed by the Inspection Serv- 
 ice in reporting the transportation of passengers and 
 discovered considerable lack of uniformity, as be- 
 tween the several local inspection districts, in return- 
 ing this information. Furthermore, in a letter 
 received from the Supervising -Inspector-General the 
 statement was made that "it is a matter of discretion 
 with the master of the steamer as to which board he 
 may report," and "a steamer running between Buf- 
 falo and Cleveland, for instance, may report to Buffalo 
 the whole number of passengers carried both ways, 
 or she may report some at Buffalo and some at Cleve- 
 land." With such latitude allowed it would not be 
 surprising if some masters failed occasionally to 
 report, or if some reported twice, at the port of de- 
 parture and the port of distribution, as there appears 
 to be no system of checking these returns. It is but 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 145 
 
 fair to state in this connection that the general rule 
 was to report only the passengers departing from the 
 port, but the rule was not uniformly applied. 
 
 A comparison of the returns on file in several of 
 the more important districts disclosed several in- 
 stances of duplication, amounting in the aggregate to 
 600,000 passengers at least, which explains that 
 degree of difference. 
 
 Canadian vessels made no reports to the Bureau of 
 the Census, but in the statistics of the Steamboat 
 Inspection Service the returns of at least 2 such vesr- 
 sels, reporting 181,192 passengers at Buffalo, were 
 included. 
 
 Another instance of a difference in the methods of 
 the two offices was in regard to vessels carrying pas- 
 sengers, but not for hire. Those passengers were not 
 reported to the Census, but were included, to a large 
 extent, in the reports of the Inspection Service. It 
 was ascertained that this was the practice in nearly 
 every district, and those passengers were in the aggre- 
 gate very numerous. From Cleveland especially, dur- 
 ing the summer season, large numbers of passengers, 
 the officers or directors of the transportation com- 
 panies or allied concerns and their friends, take free 
 passage to resorts on Lake Superior on the iron ore 
 freighters, which. are in some cases luxuriously fitted 
 up for. a limited number of passengers. It was ascer- 
 tained also that in one case men employed on a harbor 
 lighter at Chicago were reported as passengers. 
 
 Accurate records of the number of passengers car- 
 ried during the year were not always kept by the 
 transportation companies, and in such cases the reports 
 furnished to the Steamboat Inspection Service were 
 perhaps more nearly correct than those made to the 
 Bureau of the Census, as the reports to the former 
 were made either at the end of each trip or at stated 
 short periods, while. the reports to the Census were 
 made at the end of the year and were in many in- 
 stances rough estimates. 
 
 A careful examination of all the returns received 
 shows that the passengers carried on the lakes may be 
 separated into three main groups in order of number — 
 ferry passengers, summer day excursionists for rec- 
 reation and pleasure, and passengers traveling between 
 cities distant from each other, either on business or 
 pleasure. 
 
 Fully three-fourths of the ferry passengers were 
 reported from Detroit by the lines operating between 
 Detroit and Windsor and Walkerville, Ontario, and 
 between Detroit and Belle Isle park in the Detroit 
 Ferries were also reported at Buffalo, Duluth, 
 
 river. 
 
 Superior, Port Huron, Milwaukee, and other points. 
 
 The day excursionists were naturally most numer- 
 ous at the large centers of population, and this busi- 
 ness in the summer time keeps a large number of 
 vessels in commission. 
 
 There are many lines in the passenger business 
 between the important cities on the lakes, and some 
 
 are engaged in interlake traffic. Many of the vessels 
 operated by these lines are splendid products of the 
 shipbuilding art, being equipped with every con- 
 venience for the comfort and luxury of the passengers. 
 During the season of navigation these vessels, which 
 are frequently taxed to their utmost capacity, are' 
 active competitors of the railroads, and, giving lower 
 rates where the route is direct, and affording greater 
 comfort, have every advantage over them except 
 those of speed and the frequency with which the trips 
 may be taken. 
 
 EMPLOYEES AND WAGES. 
 
 Table 28 presents all the comparative data available 
 in regard to employees and wages as reported at the 
 censuses of 1889 and 1906. 
 
 Table 28. — Employees and wages, by class, with per cent of in- 
 crease: 1906 and 1889. 
 
 CLASS. 
 
 Census. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Total 
 
 1906 
 1889 
 
 24,916 
 
 22, 726 
 
 9.6 
 
 $13,280,716 
 
 8,098,191 
 
 64.0 
 
 
 
 1906 
 1889 
 
 
 
 20,515 
 
 15,271 
 
 34.-3 
 
 2,258 
 5,758 
 160.8 
 
 2,143 
 1,697 
 26.3 
 
 11,179,882 
 
 5,796,895 
 
 92.8 
 
 
 
 1906 
 1889 
 
 962, 542 
 
 1,804,003 
 
 1 46.6 
 
 
 
 1906 
 1889 
 
 1,138,292 
 
 497,293 
 
 128.9 
 
 
 
 
 
 1 Decrease. 
 
 The above table includes both for 1889 and 1906 only 
 those employed on vessels and the wages they received. 
 The report on steam navigation, census of 1880, gives 
 the number employed on steamers at that time as 
 9,143, who received $3,293,964 in wages. 
 
 The statistics for sailing vessels in Table 28 indicate 
 even more clearly the decadence of that class of craft, 
 which has already been noted in other tables, and this 
 is still more strongly emphasized by deducting the 
 figures for those employed on schooner barges, which 
 leaves 1,490 employees, receiving $622,341 in wages. 
 
 The Census report on this subject for 1889 contains 
 statistics of employees and wages in very great detail. 
 The wages are reported for steam, sail, and unrigged 
 vessels, by lakes and for the principal ports on each. 
 The number of employees of the various grades from 
 captains to deck hands, with their monthly wages, are 
 given in the same manner. When it is considered that 
 of the total number of craft reported at that census, 
 2,737, the employees and wages were reported only for 
 1,841 vessels and that the data were estimated for the 
 remaining 896 vessels, " the estimate being based on the 
 figures actually reported for 1,841 craft," the conclu- 
 sion seems inevitable that not much dependence can be 
 placed upon the accuracy of the figures. They may or 
 may not closely approximate the facts. 
 
146 
 
 TRANSPORTATION BY WATER. 
 
 The number of employees on vessels reported at the 
 census of 1906 is the number ordinarily required for 
 their operation, including officers of all grades, seamen, 
 stewards, cooks, laborers, etc., or what is termed the 
 ."crew" or "ship's company," and very complete 
 returns were received from practically all shipmasters 
 and owners to whom the schedule was presented. The 
 statistics for 1889 have practically the same meaning, 
 the schedule having called for the "number making up 
 ordinary crew of vessel. " 
 
 Employees on the Great Lakes, both those on board 
 vessels and those on shore, are strongly organized for 
 mutual protection and advantage. The several organ- 
 izations are the Lake Seamen's Union, the Interna- 
 tional Longshoremen's Marine and Transport Workers' 
 Association, the Marine Cooks and Stewards' Union, 
 the Marine Firemen, Oilers and Water-Tenders' 
 Union, and the Marine Engineers' Beneficial Associa- 
 tion. Annual agreements regulating wages and other 
 conditions of employment are entered into between 
 these organizations and the Lake Carriers' Association, 
 with which nearly all the leading owners are associated. 
 The officers of vessels are not organized for the regu- 
 lation of salaries, but yearly contracts governing the 
 scale are made with those below the grade of master. 
 The salary of the master is a matter of individual ar- 
 rangement between him and the owner who employs 
 him, and is chiefly dependent upon the size and ton- 
 nage of the boat, and the value which the owner places 
 on his services. Some owners pay considerably more 
 than others on boats of the same size, particularly on 
 the larger vessels. The salaries generally run from 
 $1,003 for a 1,000-ton boat, $1,500 to $1,700 for a 
 medium-sized boat, and $2,000 to $2,200 for boats of 
 10,000 tons carrying capacity. In some cases $2,500 
 is paid if the owner regards the master as a particularly 
 efficient officer; this, however, is exceptional. 
 
 Below is printed a copy of the "card of wages" for 
 1906, which presents, in tabular form, the wage scale 
 governing the compensation of all officers and men em- 
 ployed on board vessels, with the exception of masters. 
 
 Card of wages adopted by the Lake Carriers' Association for the year 
 
 1906. 
 
 STEEL STEAMERS. 
 
 FIBST CLASS. 
 
 Class A, (see note). 
 
 Class B, (see note). 
 
 Chief engineers 
 
 First assistant engineers. . } 
 Second assistant engineers.] 
 
 Chief engineers 
 
 First assistant engineers. 
 Second assistant engineers. J 
 
 First mates 
 
 Second mates 
 
 Cooks, vessels over 4,000 gross tons 
 
 Second cooks and waiters, to Oct. 1 
 
 Second cooks and waiters, Oct. 1 to close of navigation 
 
 Porters, to Oct. 1 
 
 Porters, Oct. 1 to close of navigation 
 
 Firemen, oilers, and water tenders, to Oct. 1 
 
 Firemen, oilers, and water tenders, Oct. 1 to close of navigation. 
 
 Wheelsmen and lookouts, to Oct. 1 
 
 Wheelsmen and lookouts, Oct. 1 to close of navigation 
 
 Ordinary seamen, to Oct. 1 
 
 Ordinary seamen, Oct. 1 to close of navigation 
 
 Per 
 
 month. 
 
 I $175.00 
 
 I 115.00 
 
 ! 80. 00 
 
 150.00 
 
 100. 00 
 75.00 
 
 115.00 
 80.00 
 80.00 
 30.00 
 37.50 
 25.00 
 35.00 
 45.00 
 65.00 
 45.00 
 65.00 
 27.50 
 37.50 
 
 Notes. 
 
 Class A.— Steel steamers of over 5,500 gross tons, Government register. 
 
 Class B.— Steel bulk freight steamers of 2,100 to 5,500 gross tons, Government 
 register, and steel package freight steamers of over 3,000 gross tons, Government 
 register. 
 
 Card of wages adopted by the Lake Carriers 1 Association for the year 
 1906— Continued. 
 
 steel steamers — Continued. 
 
 second class. Per 
 
 month. 
 
 Chief engineers $125. 00 
 
 Assistant engineers 90. 00 
 
 Chief engineers, steel package freight steamers, 1,800 to 3,000 gross tons. 150.00 
 First assistant engineers, steel package freight steamers, 1,800 to 3,000 
 
 gross tons 100.00 
 
 First mates 100. 00 
 
 Second mates .' 70.00 
 
 Cooks, vessels less than 4,000 gross tons 70. 00 
 
 Second cooks and waiters, to Oct. 1 30.00 
 
 Second cooks and waiters, Oct. 1 to close of navigation 37. 50 
 
 Porters, to Oct. 1 25.00 
 
 Porters, Oct. 1 to close of navigation 35. 00 
 
 Firemen, oilers, and water tenders, to Oct. 1 45.00 
 
 Firemen, oilers, and water tenders, Oct. 1 to close of navigation 65. 00 
 
 Wheelsmen and lookouts, to Oct. 1 45. 00 
 
 Wheelsmen and lookouts, Oct. 1 to close of n avigation 65. 00 
 
 Ordinary seamen, to Oct. 1 27.50 
 
 Ordinary seamen, Oct. 1 to close of navigation 37.50 
 
 THIRO CLASS. 
 
 Chief engineers $105. 00 
 
 Assistant engineers 75. 00 
 
 First mates 80. 00 
 
 Second mates (when carried) 60. 00 
 
 Cooks 70.00 
 
 Second cooks, to Oct. 1 30.00 
 
 Second cooks, Oct. 1 to close of navigation 37.50 
 
 Firemen, oilers, and water tenders, to Oct. 1 45.00 
 
 Firemen, oilers, and water tenders, Oct. 1 to close of navigation 65. 00 
 
 Wheelsmen and lookouts, to Oct. 1 45. 00 
 
 Wheelsmen and lookouts, Oet. 1 to close of navigation 65. 00 
 
 Ordinary seamen, to Oct. 1 27.50 
 
 Ordinary seamen, Oct. 1 to close of navigation 37. 50 
 
 WOODEN STEAMERS. 
 
 first class. Per 
 
 month. 
 
 Chief engineers $125. 00 
 
 Assistant engineers 90. 00 
 
 First mates 100. 00 
 
 Second mates 70. 00 
 
 Cooks 70.00 
 
 Second cooks and waiters, to Oct. 1 30. 00 
 
 Second cooks and waiters, Oct. 1 to close of navigation 37. 50 
 
 Porters, to Oct. 1 25.00 
 
 Porters, Oct. 1 to close of navigation 35. 00 
 
 Firemen, oilers, and water tenders, to Oct. 1 45.00 
 
 Firemen, oilers, and water tenders, Oct. 1 to close of navigation 65.00 
 
 Wheelsmen and lookouts . to Oct. 1 : 45. 00 
 
 Wheelsmen and lookouts, Oct. 1 to close of navigation 65. 00 
 
 Ordinary seamen, to Oct. 1 27. 50 
 
 Ordinary seamen, Oct. 1 to close of navigation 37.50 
 
 SECOND CLASS. 
 
 Chief engineers $114.00 
 
 Assistant engineers 84.00 
 
 First mates 90. 00 
 
 Second mates (when carried) 60. 00 
 
 Cooks 70.00 
 
 Second cooks and waiters, to Oct. 1 30.00 
 
 Second cooks and waiters, Oct. 1 to close of navigatipn 37. 50 
 
 Firemen, oilers, and water tenders, to Oct. 1 45.00 
 
 Firemen, oilers, and water tenders, Oct. 1 to close of navigation 65. 00 
 
 Wheelsmen and lookouts, to Oct. 1 45.00 
 
 Wheelsmen and lookouts, Oct. 1 to close of navigation 65. 00 
 
 Ordinary seamen, to Oct. 1 27.50 
 
 Ordinary seamen, Oct. 1 to close of navigation 37. 50 
 
 BARGES. 
 
 Mates on barges shall receive not less than $10 per month more than seamen on 
 the same vessel; and donkey men $5 per month more than seamen. 
 
 Mates' wages on tow barges of the larger class (vessels which paid their mates 
 $70 a month last year) shall be $70 per month for the entire season.. 
 
 Able-bodied seamen on tow barges shall receive $45 per month until October 
 1, and $65 per month from October 1 to the close of navigation. 
 
 The engineers on tow barges carrying towing machines shall receive $67.50. 
 
 The cooks on tow barges shall receive the same wages as the seamen on the same 
 barges. 
 
 Wages of seamen, firemen, oilers, and water tenders employed in fitting out 
 shall be $1.75 per day while they are not boarded on the vessel. 
 
 The provisions of the formal agreements between 
 the owners and the men cover employment only on 
 steamers and tow barges, and do not apply to sailing 
 vessels; nor are the passenger carrying companies 
 parties to the contracts, which will explain the 
 absence of pursers and stewards from the scale of 
 wages. It will be noticed that for employees below 
 the grades of mates and engineers the wages are 
 increased from October 1 to the close of navigation. 
 This is the result of the severity of the weather and the 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 147 
 
 increased danger and privation that attends the work 
 at that season. In addition to the scale of wages the 
 contracts embody provisions in relation to the number 
 of the various classes of workmen to be employed on 
 vessels of different kinds and sizes; J;he return of the 
 employees to their homes under certain circumstances; 
 the hours of labor; the conditions and equipment of 
 sleeping quarters, etc. 
 
 The greater percentage of increase in the wages paid 
 as compared with that in the number of men, shown in 
 Table 28; indicates that the rates of wages were con- 
 siderably higher in 1906 than in 1889. This conclu- 
 sion is borne out by information received from the 
 secretary of the Lake Carriers' Association. Since 
 the association was organized substantial advances 
 have been made in the wages paid to all classes of 
 employees.. A comparison carried back to 1887 shows 
 general increases in the compensation of all grades of 
 employees. The following is a comparative statement 
 of the monthly wages paid at certain periods in 1887 and 
 1906, which, together with other information on the 
 subject, was furnished by the official referred to above: 
 
 Monthly wages paid on the Great Lakes: 1906 and 1887. 
 
 
 Year. 
 
 Wages. 
 
 
 1906 
 1887 
 
 $105.00 to $175.00 
 
 
 90.00 to 110.00 
 
 
 1906 
 1887 
 
 75.00 to 115.00 
 
 
 65.00 to 75.00 
 
 
 1906 
 1887 
 
 90.00 to 115.00 
 
 
 65.00 to 80.00 
 
 
 1906 
 1887 
 
 60.00 to 80.00 
 
 
 45.00 to 60.00 
 
 
 1906 
 1887 
 
 70.00 to 80.00 
 
 
 45.00 to 55.00 
 
 
 1906 
 1887 
 
 30.00 to 37.50 
 
 
 10.00 to 15.00 
 
 
 1906 
 1887 
 
 50.00 to 65.00 
 
 
 37.50 to 55.00 
 
 
 1906 
 1887 
 
 45.00 to 65.00 
 
 
 37.50 to 52.50 
 
 
 1906 
 1887 
 
 27.50 to 37.50 
 
 
 15.00 to 30.00 
 
 The range of wages shown in the statement, from 
 the lower rates to the higher, for engineers and mates 
 results from the different classes of vessels upon which 
 they are employed, and for the other employees, marks 
 the difference between summer and winter wages. 
 The annual reports of the Bureau of Navigation con- 
 tain rates of wages paid to American seamen of the 
 several grades who are employed in the merchant 
 marine in the coastwise and foreign trade from At- 
 lantic and Pacific coast ports. While accurate com- 
 parisons can not be made between those figures and 
 the statistics for the Great Lakes, it would appear 
 from an examination of both that on ocean going 
 vessels the range of compensation for employees of 
 the higher grades is much wider than on the freight 
 carrying vessels on the lakes, corresponding to the 
 more widely varying types of craft engaged in ocean 
 transportation. 
 
 It is reported by those interested in the commerce 
 of the lakes that the relations between the seamen and 
 their employers are and have been for several years 
 marked by mutual understanding and harmony, with 
 the exception of a few occasions of disagreement which 
 were of a trifling character and soon settled, and that 
 no interruptions to lake traffic of much consequence 
 have occurred within recent years as a result of dis- 
 agreements concerning the scale of wages. 
 
 In addition to the men employed on board vessels, 
 the schedule of inquiry provided that a report should 
 be made of those "employed on land, but incident 
 to the operation of the vessel or craft," together with 
 their wages, such employees to include longshoremen, 
 laborers, etc., and also "officers, managers, clerks, 
 and ail other salaried employees." It was reported in 
 reply to this inquiry that in shore work at lake ports 
 there were employed 1,974 officers, managers, clerks, 
 etc., who received as compensation $1,874,357, and 
 4,363 other employees, such as stevedores, laborers, 
 etc., with wages amounting to $3,015,223. These 
 amounts added to the wages paid to the men em- 
 ployed on vessels make the total amount of $18,170,296 
 paid as wages and salaries in 1906 to all classes of 
 employees, afloat and ashore. 
 
 In reference to the number of shore employees and 
 their wages it should be stated that while the greatest 
 pains were taken to secure complete returns, it is not 
 at all certain that the Office was entirely successful in 
 this regard. The difficulty of securing correct infor- 
 mation in answer to this query, especially from the 
 larger transportation companies, makes the figures of 
 questionable accuracy. 
 
 The detailed statistics of employees and wages are 
 presented in Table 41 at the end of this report. It will 
 be seen by reference to that table that steam vessels 
 employ about five-sixths of all the wage-earners re- 
 ported, with sail vessels next, and unrigged vessels the 
 least in number. 
 
 FUEL CONSUMPTION. 
 
 At the census of 1880 an inquiry was made into the 
 consumption of fuel on steam vessels, and in the special 
 report on steam navigation in the United States for 
 that census it was reported that the fuel used on the 
 Great Lakes amounted to 488,610 tons of coal and 
 255,629 cords of wood. At the census of 1889, 1,530,997 
 tons of coal and 85,288 cords of wood were reported 
 as consumed during 1889, these figures being based in 
 part on actual returns and in part on estimates. It is 
 quite probable that the decrease in the quantity of 
 wood reported is an accurate indication of actual condi- 
 tions, as the use of wood for fuel on steamers has for 
 years steadily decreased until at the present time it can 
 hardly be regarded as a factor in the management of a 
 vessel. 
 
 At the census of 1 906 the question of fuel consump- 
 tion was not considered of sufficient statistical impor- 
 
148 
 
 TRANSPORTATION BY WATER. 
 
 tance to warrant an inquiry into the subject. The Bu- 
 reau of Statistics, however, makes statistics on this 
 point a feature of its reports on the internal commerce 
 of the United States, and according to the figures of 
 that office the amount of bituminous coal consumed on 
 the Great Lakes during 1906 was 2,703,401 tons. The 
 consumption of anthracite coal for power producing 
 purposes on steam vessels is very small ; the quantity 
 reported by the Bureau of Statistics for 1906 was but 
 2,427 tons, which, however, was probably less than the 
 actual amount consumed. 1 
 
 RAILWAY SHIPPING. 
 
 The railway companies form a very important ele- 
 ment in the transportation interests of the lakes. Their 
 interests are represented by car ferry lines, which form, 
 usually, a short connecting link between two points of 
 arailway system; by transportation companies, which 
 have a separate corporate organization, but are usually 
 subsidiary to the railroad companies, the whole or a 
 majority of their stock being owned by those compa- 
 nies; and by floating equipment, which is owned and 
 operated directly by the railroad companies and which 
 consists of ferryboats and harbor craft, such as tug- 
 boats, lighters, barges, scows, dredges, etc. 
 
 The second class of companies named having in a 
 sense independent organizations and keeping separate 
 accounts of their operations were able to and did ma 1r e 
 very complete reports. Reasonably complete infor- 
 mation was obtained in regard to the harbor craft of 
 railroad companies with the exception of certain items 
 of inquiry, such as income, answers to which could not 
 be given in many cases with any degree of accuracy 
 by reason of the peculiar difficulties involved. But it 
 was in connection with the car ferries that the greatest 
 difficulty was encountered in securing full reports. 
 As before stated these form connecting links in rail- 
 road lines and transport for short distances whole 
 trains of cars, both freight and passenger; the pas- 
 sengers are undisturbed in their journey and there is 
 no transshipment or unloading and reloading of freight. 
 There was no uncertainty attached to the question of 
 the physical equipment and characteristics of these 
 vessels and this information was supplied without 
 difficulty; but the income received from passengers 
 and freight and the number of passengers and quantity 
 of freight carried presented questions that by some 
 companies could not be answered at all, and by others 
 only approximately. 
 
 The statistics reported for the car ferries operated by 
 railroad companies on the Great Lakes are presented in 
 Table 29. 
 
 1 Bureau of Statistics, Department of Commerce and Labor, 
 Monthly Summary, Internal Commerce of the United States, De- 
 cember, 1906, page 578. 
 
 Table 29. — Craft operated in connection with steam railroads: 1906. 
 
 Number of vessels - - 14 
 
 Gross tonnage 30, 054 
 
 Net tonnage 18, 252 
 
 Horsepower of engines 37, 500 
 
 Value of vessels .„, $2, 799, 482 
 
 Number of employees 461 
 
 Wages $225, 861 
 
 Number of passengers carried 390,708 
 
 These statistics are included in the various tables of 
 this report, and are presented separately here on 
 account of their questionable and peculiar character. 
 While there is no question but that these vessels, with 
 their tonnage and value, form a part of the transporta- 
 tion interests of the Great Lakes, it is a matter of some 
 doubt as to whether the passengers and freight carried 
 by them should be considered as features of railway or 
 of water transportation. 
 
 It was recognized previous to the canvass that it 
 would be difficult to secure information in regard to 
 the operation of these vessels, and the special agents in 
 the field were instructed that, "where craft are operated 
 as a connecting link in a railway system, the agent will 
 not be required to obtain an estimate of the value of 
 property and of the land force of employees that can 
 be considered as incident to the operation of the craft 
 unless it can be furnished without much difficulty- In 
 such instances the Office will not insist upon answers 
 to the inquiries concerning the gross income, or to the 
 quantity of freight carried." Since freight statistics, , 
 as previously explained, were not collected for the 
 Great Lakes by the Bureau of the Census, the inquiry 
 in respect to that subject was not affected. The 
 passengers carried were satisfactorily reported. The 
 answers to the question concerning the income earned 
 by these vessels were, however, very incomplete. There 
 were a number of railway companies that reported car 
 ferries, of which one was unable to segregate from its 
 general accounts the income earned by its ferryboats. 
 This company operated 22.3 per cent of the total 
 tonnage, and this indicates, probably, the measure of 
 the incompleteness of any figures which might have 
 been given to represent income. 
 
 The railway companies which operate car ferries on 
 the lakes as connecting links in their systems and the 
 number of boats reported by each are as follows : The 
 Michigan Central Railroad Company, 4 boats running 
 between Detroit, Mich., and Windsor, Ont.; the 
 Manistique, Marquette, and Northern Railroad Com- 
 pany, 1 vessel plying between Northport, Wis., and 
 Manistique, Mich. ; the Mackinac Transportation Com- 
 pany, operating 2 vessels between Mackinaw City and 
 St. Ignace, Mich., conjointly for the Michigan Central 
 Railroad Company, the Grand Rapids and Indiana 
 Railway, and the Duluth, South Shore, and Atlantic 
 Railway; and the Pere Marquette system, operating 1 
 boat between Detroit, Mich., and Windsor, Ont., 1 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 149 
 
 vessel running from South Chicago, 111., to Peshtigo 
 harbor, Wis., and 5 boats plying between Ludington, 
 Mich., Milwaukee, Manitowoc, and Kewaunee, Wis., 
 and Muskegon, Michigan. 
 
 As these car ferries are essential to the uninterrupted 
 operation of the railway lines, the vessels are strongly 
 constructed for ice breaking purposes in the winter 
 and with a few exceptions compose the entire fleet 
 navigating the lakes during that season. All except 
 3 of these vessels are of steel construction, the others 
 being built of wood. Eleven are screw propeller 
 steamers and 3 side wheel steamers. 
 
 It is not desirable to publish separately the statis- 
 tics reported for harbor craft owned by railroad com- 
 panies nor for the water transportation companies 
 which are subsidiary organizations of those compa- 
 nies. The vessels operated by the latter form a not 
 inconsiderable proportion of the total lake tonnage. 
 They are principally engaged in transporting package 
 freight between Chicago, Milwaukee, Gladstone, Du- 
 luth, and Superior at the western end of the lakes and 
 Buffalo, Cleveland, Erie, and Fairport at the eastern. 
 In addition to the general merchandise they carried, 
 which in 1906 amounted to 1,572,900 tons for the 
 east bound shipments alone, they are engaged also in 
 transporting the heavier commodities, such as grain, 
 ore, and lumber. Some of the vessels do a consider- 
 able passenger business. Most of the general mer- 
 chandise shipped westward originates on the lines of 
 the railways interested, and is transshipped at Buffalo 
 and the other eastern ports from the railway cars to 
 the boats. Conversely, the eastern shipments from 
 Chicago and Milwaukee are, for the most part, des- 
 tined for cities tributary to the railroad companies. 
 
 The railroads connecting the Atlantic seaboard with the Great 
 Lakes have established lines of vessels on the lakes both to enable 
 them to ship from eastern points by rail and water route to the 
 middle West, and to enable them to secure for their railroad lines 
 in the East as large a share as possible of the traffic originating 
 about and beyond Lakes Superior and Michigan. The transcon- 
 tinental railroads having lake lines have established such lines in 
 order to secure a greater volume of the through passenger and 
 freight traffic between the eastern and western sections of the 
 United States. 1 
 
 These water transportation companies that are affil- 
 iated with, controlled by, or otherwise have traffic 
 arrangements with railroad companies, are organized 
 into what is known as the "Association of Lake Lines." 
 The following is a list of the lines forming its mem- 
 bership in 1906, with the ports between which the 
 boats of each company travel : 
 
 Western Transit Company, operating between Buffalo, N. Y., 
 Chicago, 111., Milwaukee, Wis., Houghton, Mich., Hancock, Mich., 
 Dollar Bay, Mich., Duluth, Minn., and Superior, Wisconsin. 
 
 Union Steamboat Line, operating between Buffalo, N. Y., Chi- 
 cago, 111., and Milwaukee, Wisconsin. 
 
 Eric and Western Transportation Company, operating between 
 Buffalo, N. Y., Erie, Pa., Cleveland, Ohio, Chicago, 111., Milwaukee, 
 
 'Emory R. Johnson, Ph. D., "Ocean and Inland Water Trans- 
 portation," page 356. 
 
 Wis., Detroit, Mich., Port Huron, Mich., Mackinac Island, Mich., 
 Sault Ste. Marie, Mich., Marquette, Mich.,' and West Superior, Wis- 
 consin. 
 
 Mutual Transit Company, operating between Buffalo, N. Y., 
 Cleveland, Ohio, West Fairport, Ohio, Detroit, Mich., Houghton, 
 Mich., Hancock, Mich., Dollar Bay, Mich., Lake Linden, Mich., 
 Port Arthur, Ont., Fort William, Ont., Duluth, Minn., and West 
 Superior, Wisconsin. 
 
 Lackawanna Transportation Line, operating between Buffalo, 
 N. Y., Chicago, 111., and Milwaukee, Wisconsin. 
 
 Lehigh Valley Transportation Company, operating between 
 Buffalo, N. Y., Chicago, 111., and Milwaukee, Wisconsin. 
 
 Minneapolis, St. Paul, and Buffalo Steamship Company, operat- 
 ing between Buffalo, N. Y., Cleveland, Ohio, West Fairport, Ohio, 
 Escanaba, Mich., and Gladstone, Michigan. 
 
 Cleveland and Buffalo Transit Company, operating between Buf- 
 falo, N. Y., and Cleveland, Ohio. 
 
 Detroit and Buffalo Steamboat Company, operating between 
 Buffalo, N. Y., and Detroit, Michigan. 
 
 Detroit and Cleveland Navigation Company, operating between 
 Cleveland, Ohio, Toledo, Ohio, Detroit, Mich., Port Huron, Mich., 
 St. Clair, Mich., Mackinaw, Mich., and St. Ignace, Michigan. 
 
 Canada Atlantic Transit Company, operating between Depot har- 
 bor, Ont., Fort William, Ont., Chicago, 111., Milwaukee, Wis., Du- 
 luth, Minn., Superior, Wis., and West Superior, Wisconsin. 
 
 Rutland Transit Company, operating between Ogdensburg, N. Y., 
 Cleveland, Ohio, Chicago, HI., and Milwaukee, Wisconsin. 
 
 Port Huron and Duluth Steamship Company, operating between 
 Port Huron, Mich., and Duluth, Minnesota. 
 
 Baltimore and Ohio Lake Line, operating between West Fairport, 
 Ohio, Chicago, 111., and Milwaukee, Wisconsin. 
 
 The combined freight capacity of the vessels oper- 
 ated by the above lines is in excess of 200,000 tons. 
 The association prints an annual statement of the 
 east bound movement of the package freight carried by 
 its vessels, and the following statistics, which represent 
 the miscellaneous freight moved eastward by the prin- 
 cipal lines for a series of years, are taken from the 
 statement for 1906. The most striking and significant 
 feature of these statistics is the lack of growth indi- 
 cated in the volume of this commerce. The move- 
 ment of west bound traffic is also considerable, but a 
 record of such business, it appears, is not kept in any 
 central office. 
 
 Eastward movement of package freight by the Association of Lake 
 Lines: 1895 to 1906. 
 
 Total 
 (net tons). 
 
 
 
 1906 
 
 1,572,900 
 
 1905 
 
 1,586,258 
 
 1904 
 
 ' 1,006,317 
 
 1903 
 
 1,701,458 
 
 1902 
 
 1,700,407 
 
 1901 
 
 1,427,515 
 
 1900 
 
 1,574,186 
 
 1899 
 
 1,580,422 
 
 1898 
 
 1,620,996 
 
 1897 
 
 1.950.174 
 
 1896 1, 775, 640 
 
 1895 1 , 430, 409 
 
 From 
 
 From Lake Lake 
 
 Michigan J Superior 
 
 (net tons) J (net 
 
 I tons) . 
 
 967,692 
 069,503 
 620,203 
 072,708 
 909,355 
 754,323 
 880,425 
 918,225 
 894,781 
 120,286 
 977,656 
 655,705 
 
 605,208 
 516,755 
 386,114 
 628,750 
 791,052 
 673,192 
 693,761 
 662, 197 
 726,215 
 829,888 
 797,984 
 774,704 
 
 CHARACTER OF OWNERSHIP. 
 
 An inquiry designed to elicit information in regard 
 to the various forms under which the shipping of the 
 country was owned was made a part of the schedule 
 in order that the extent of each form of ownership — 
 
150 
 
 TRANSPORTATION BY WATER. 
 
 individual, firm, incorporated company, and miscella- 
 neous — and their relative proportions might be pre- 
 sented in the statistics. A similar inquiry was not 
 made a part of previous censuses; it is impossible, 
 therefore, to publish comparative data from which the 
 extent of the changes in form of ownership from time 
 to time can be determined. 
 
 A statement of the statistics for character of owner- 
 ship is given in Table 30. 
 
 Table 30. — Number, gross tonnage, and value of vessels, by char- 
 acter of ownership, with per centin each class: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 OWNERSHIP. 
 
 Number. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 2,990 
 
 100.0 
 
 2, 392, 863 
 
 100.0 
 
 8.5 
 5.6 
 
 85.4 
 0.5 
 
 S130, 805, 640 
 
 100.0 
 
 
 
 
 975 
 429 
 
 1,536 
 50 
 
 32.6 
 14.3 
 
 51.4 
 1.7 
 
 204, 175 
 132, 836 
 
 2, 044, 131 
 11,721 
 
 8, 355, 470 
 4, 025, 536 
 
 117, 310, 941 
 1,113,693 
 
 6.4 
 
 
 3.1 
 
 Incorporated corn- 
 
 89.7 
 
 Miscellaneous 
 
 0.9 
 
 The most striking fact shown by these statistics is 
 the great preponderance of the corporate form of own- 
 ership. In the light of present day conditions, in this 
 as well as in other fields, it may reasonably be assumed 
 that the incorporated company as a factor in water 
 transportation is constantly increasing in relative im- 
 portance. The interests concerned in lake commerce 
 are so large that it requires corporate organization to 
 
 care for them properly. The Pittsburg Steamship 
 Company, a subsidiary company of the United States 
 Steel Corporation, engaged principally in the trans- 
 portation of iron ore from Lake Superior to Lake Erie, 
 owns approximately one-sixth of the total tonnage on 
 the lakes. Other corporations employ large fleets in 
 transporting the heavier commodities, while the lake 
 lines subsidiary to the railroad companies carry most 
 of the miscellaneous merchandise and their vessels 
 comprise a considerable proportion of the total ship- 
 ping. 
 
 Except in number the vessels under individual own- 
 ership are of relatively small importance. The figures 
 indicate that while 32.6 per cent of the total number 
 of vessels was owned by individuals, these vessels were 
 of comparatively small tonnage, the average being 209 
 gross tons, compared with 1,331 for corporations. Table 
 41 at the end of this section, in which are presented the 
 detailed statistics, shows the figures reported for 
 yachts owned by individuals, and if these were de- 
 ducted, it would make a considerable reduction in the 
 percentage of the total number of vessels engaged in 
 lake commerce that were operated by individuals. 
 
 Firms rank third in importance in the extent of their 
 operations as lake carriers, and the miscellaneous form 
 of ownership, which includes cooperative associations 
 and municipal and state governments, is last. 
 
 Table 31 shows the statistics reported for each form 
 of ownership, according to the occupation of the vessels. 
 
 Table 31.— NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY 
 
 OCCUPATION: 1906. 
 
 
 TOTAL. 
 
 INDIVIDUAL. 
 
 FIEM. 
 
 INCORPORATED 
 COMPANY. 
 
 MISCELLANEOUS. 
 
 CLASS AND OCCUPATION. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross ton- 
 nage. 
 
 Total 
 
 2,990 
 
 2,392,863 
 
 975 
 
 204,175 
 
 429 
 
 132,836 
 
 1,536 
 
 2,044,131 
 
 50 
 
 11,721 
 
 
 
 
 1,676 
 
 1,915,786 
 
 536 
 
 126,160 
 
 207 
 
 71,009 
 
 905 
 
 1,714,669 
 
 28 
 
 3,948 
 
 
 
 932 
 
 382 
 
 48 
 
 236 
 
 78 
 
 531 
 
 1,842,251 
 
 22,663 
 
 35,581 
 
 6,210 
 
 9,081 
 
 265,571 
 
 196 
 94 
 12 
 
 204 
 30 
 
 301 
 
 114,702 
 
 3,592 
 
 693 
 
 5,673 
 
 1,500 
 
 59,578 
 
 113 
 
 59 
 
 5 
 
 23 
 
 7 
 
 115 
 
 67,317 
 
 2,326 
 
 137 
 
 445 
 
 784 
 
 34,900 
 
 621 
 225 
 
 30 
 6 
 
 23 
 
 112 
 
 1,659,308 
 
 16,446 
 
 34,721 
 
 66 
 
 4,128 
 
 170,267 
 
 2 
 4 
 1 
 3 
 
 18 
 
 3 
 
 924 
 
 
 299 
 
 
 30 
 
 
 26 
 
 
 2,663 
 826 
 
 Sail 
 
 
 
 
 403 
 
 122 
 
 6 
 
 783 
 
 263,837 
 
 1,458 
 
 276 
 
 211,506 
 
 199 
 
 97 
 
 5 
 
 138 
 
 58,321 
 1,170 
 
 87 
 
 18,437 
 
 90 
 
 24 
 
 1 
 
 107 
 
 34,428 
 283 
 189 
 
 26,927 
 
 112 
 
 170,267 
 
 2 
 1 
 
 821 
 
 
 5 
 
 
 
 
 
 
 519 
 
 159,195 
 
 19 
 
 6,947 
 
 
 The Lake Carriers' Association. — This association 
 includes in its membership all of the important freight 
 carriers with the exception of a few of the "lake lines" 
 that are affiliated with railroad companies, and of 
 those, the more important are members of the associa- 
 tion. The passenger companies are not included in 
 the printed list of members. Its membership owns 
 or represents 68.4 per cent of the total tonnage on 
 the lakes, and it is plain, therefore, that it exercises a 
 commanding influence in all affairs pertaining to the 
 
 Its objects and purposes are 
 
 commerce of the lakes. 
 set forth as follows : 1 
 
 1. To establish and maintain shipping offices for the convenient 
 securing of seamen for vissels on the Great Lakes, their connecting 
 and tributary waters. 
 
 2. To establish, maintain, and procure the establishment and 
 maintenance of aids to navigation, and improve and secure the im- 
 provement of channels, docks, wharves, loading and unloading, and 
 terminal facilities. 
 
 1 Annual Report, Lake Carriers' Association, 1906, page 3. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 151 
 
 3. To establish and maintain, by contract or otherwise, such 
 amicable relations between employers and employed as will avoid 
 the public injury that would result from lockouts or strikes in the 
 lake carrying service. 
 
 4. To provide for the prompt and amicable adjustment of matters 
 affecting shipping and the interests of vessel owners on the Great 
 Lakes and on their connecting and tributary waters. 
 
 CHARACTER OF OPERATIONS. 
 
 The schedule of inquiry was framed with a view to 
 securing information in regard to the occupation of 
 the vessels. 
 
 Table 32.— All 
 
 by occupation, with per cent of increase: 1906 
 and 1889. 
 
 OCCUPATION. 
 
 Census. 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1906 
 1889 
 
 2,990 
 
 2,737 
 
 9.2 
 
 2,392,863 
 
 920,294 
 
 160.0 
 
 $130,805,640 
 48,580,174 
 
 
 
 1906 
 1889 
 
 
 
 1,335 
 1,760 
 124.1 
 
 382 
 
 489 
 
 121.9 
 
 48 
 
 40 
 
 20.0 
 
 358 
 
 64. 
 
 563.0 
 
 867 
 
 394 
 
 120.0 
 
 2,106,088 
 
 745,225 
 
 182.6 
 
 22,663 
 
 24,451 
 
 17.3 
 
 35,581 
 4,702 
 656.7 
 
 7,668 
 2,121 
 261.5 
 
 220,863 
 
 143,795 
 
 53.6 
 
 114,821,511 
 41,249,174 
 
 
 Tugs and other towing vessels 
 
 1906 
 1889 
 
 2,630,097 
 2,556,300 
 
 
 1906 
 1889 
 
 3,429,532 
 
 498,000 
 
 588.7 
 
 
 
 1906 
 1889 
 
 1,877,850 
 
 312,700 
 
 500.5 
 
 
 
 1906 
 1889 
 
 8,046,650 
 
 3,964,000 
 
 103.0 
 
 
 
 
 
 Table 33.— All 
 
 i Decrease. 
 
 by occupation, with per cent each is of total: 
 1906. 
 
 OCCUPATION. 
 
 Number 
 of ves- 
 sels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Gross 
 income. 
 
 Total 
 
 2,990 
 
 2,392,863 
 
 5130,805,640 
 
 $65,274,702 
 
 
 
 
 1,335 
 44.6 
 
 382 
 
 12.8 
 
 48 
 
 1.6 
 
 358 
 12.0 
 
 867 
 29.0 
 
 2,106,088 
 
 88.0 
 
 22,663 
 
 0.9 
 
 35, 581 
 
 1.5 
 
 7,668 
 
 0.3 
 
 220,863 
 
 9.2 
 
 134,821,511 
 
 87. 8 
 
 2, 630, 097 
 
 2.0 
 3, 429, 532 
 
 2.6 
 1,877,850 
 
 1.4 
 8,040,650 
 
 6.2 
 
 56,850,553 
 
 
 87.1 
 
 Tugs and other towing vessels. . 
 
 2, 474, 121 
 3.8 
 
 
 922,838 
 
 
 1.4 
 
 
 4,494 
 
 
 W 
 
 
 5,022,696 
 
 
 7.7 
 
 
 
 i Less than one-tenth of 1 per cent. 
 
 Vessels employed in carrying freight or passengers 
 are of much greater importance than all others com- 
 bined, as is shown by the percentages that the tonnage 
 and value of such vessels and their income represent of 
 the totals for the entire lake fleet. 
 
 The class of "tugs and other towing vessels" does 
 not include freight propellers which tow barges as well 
 as carry freight. 
 
 According to Table 32, the largest percentages of 
 increase are shown for ferryboats and yachts. 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 The General Government has for many years ex- 
 pended large sums of money for the improvement and 
 maintenance of waterways and harbors, and, as 
 supplementary to the general statistics, it has been 
 deemed of importance that data pertaining to these 
 expenditures be presented. As the shallowest point 
 in the ship channels of the Great Lakes determines the 
 extreme draught of vessels engaged in interlake com- 
 merce, and hence in a measure their carrying capacity, 
 these improvements have therefore a very important 
 relation to the great volume of commerce now carried 
 on in those waters. 
 
 It can hardly be assumed that the work that has 
 been done by the Federal Government could have been 
 nearly so well performed by the states or municipali- 
 ties, either individually or in cooperation. The collec- 
 tion of data in regard to the improvement of lake ports 
 and channels by the states and municipalities was con- 
 templated, but the records and information available 
 were so meager that nothing of value in that line could 
 be accomplished. There is no doubt that such expendi- 
 tures amount to a large sum in the aggregate. 
 
 The following from the Annual Report of the Lake 
 Carriers' Association for 1906 explains the necessity 
 for the continuance of these expenditures: 
 
 The improvement of the channels connecting the Great Lakes 
 to 20 feet has not only reduced the cost of transportation, but the 
 enormous stimulus given to every manufacture has added largely 
 to the population and wealth of the cities encircling these water- 
 ways. It is indisputable that our waterways have acted as a most 
 powerful regulator of rates. * * * Major Potter stated in his 
 annual report covering the year 1904 that the saving on freight 
 alone to Lake Superior that year was within five million dollars of 
 all the sums of money ever expended on the whole system of lakes 
 by the Government. 
 
 The figures used in this report relative to Congres- 
 sional appropriations have been compiled from the 
 reports of the Chief of Engineers of the United States 
 Army. The figures are from the compilation of pre- 
 liminary examinations, surveys, projects, and appro- 
 priations prepared in accordance with section 13 of 
 the rivers and harbors act of June 13, 1902, and pub- 
 lished in House Document 421, Fifty-seventh Con- 
 gress, second session, from the report of the chief of 
 
152 
 
 TRANSPORTATION BY WATER. 
 
 engineers for the fiscal year ending June 30, 1906, and 
 the rivers and harbors act of March 2, 1907. The 
 discrepancies between the figures shown at the present 
 census and those presented at the census of 1890 are 
 due either to the inclusion of some figures in this 
 report under a different locality from the one shown 
 in 1890, to the diversion of appropriations from the 
 original project, or to apparent errors in the earlier 
 census. 
 
 Table 34 shows, by periods, the amounts appropri- 
 ated by Congress for the survey, improvement, and 
 maintenance of the harbors, channels, and tributary 
 streams cf the Great Lakes and the St. Lawrence 
 river, allotted to the respective lake or river on which 
 the harbors are located or into which the streams 
 empty. 
 
 Table 34. — Congressional appropriations for the survey, improve- 
 ment, and maintenance cf the harbors, channels, and tributary streams 
 of the Great Lakes and St. Lawrence river, by periods and lakes. 
 
 Total 
 
 Superior 
 
 Huron and St. Clair 
 
 Michigan 
 
 Erie 
 
 Ontario 
 
 St. Lawrence river. . 
 General 
 
 APPROPRIATIONS. 
 
 $97,791,108 
 
 27,969,410 
 10,846,772 
 23,851,630 
 26.303.126 
 
 4, mi. 98i 
 
 705,506 
 3,462,683 
 
 Up to and 
 
 including 
 
 1890. 
 
 $37,522,937 
 
 $50,980,283 
 
 9,469,000 
 3,803,766 
 11,137,784 
 9, 140, 567 
 3, 597, 631 
 251,506 
 122,683 
 
 1891 to 1906, 
 inclusive. 
 
 16,399,410 
 4, 637, 506 
 10, 546, 394 
 14,942,123 
 735, 8E0 
 379,000 
 3,340,000 
 
 March 2, 
 1907. 
 
 $9,287,888 
 
 2,101,000 
 2,404,500 
 2,167,452 
 2,220,436 
 319, 500 
 75,000 
 
 The appropriations made up to and including March, 
 1907, amounted to$ 97,791,108. Of this amount, 38.4 
 per cent was reported at the census of 1890 and the 
 balance has been appropriated since that year. The 
 amount appropriated by the rivers and harbors act of 
 1907 was 9.5 per cent of the total. 
 
 As may be seen fronr Table 39 over $17,000,000, or 
 61.1 per cent of the total amount appropriated for 
 the various localities on Lake Superior, was for the 
 construction and maintenance of the St. Marys Falls 
 canal and the improvement of St. Marys river, which 
 connects Lake Superior with Lake Huron. Nearly 
 $6,000,000, or 21.4 per cent of the entire amount 
 allotted for improvements on Lake Superior, was 
 appropriated for the improvement of the harbors at 
 Duluth, Minn., and Superior, Wisconsin. 
 
 Of the localities on Lake Huron and Lake St. Clair 
 which have received Federal aid, the Detroit river, 
 which connects Lake St. Clair with Lake Erie, has had 
 appropriated for its improvement $5,854,500, or over 
 one-half of the total appropriations shown for these 
 two lakes. 
 
 The appropriations for localities on Lake Michigan 
 are nearly a quarter of the total for the Great Lakes, 
 
 the number of harbors and tributary rivers improved 
 exceeding that for any other of the lakes. The largest 
 sums have been appropriated for Chicago harbor and 
 river, Calumet harbor and river, Milwaukee bay and 
 harbor, and Michigan City harbor, the total for these 
 localities amounting to $10,309,555. 
 
 The aggregate appropriations for improvements on 
 Lake Erie are next in amount to those for Lake Supe- 
 Erie harbor, Pa., was the first locality on the 
 
 nor. 
 
 lakes to receive Congressional aid, the first appropria- 
 tion being made in 1823. Several harbors of Lake 
 Erie, notably Buffalo, Cleveland, Toledo, Erie, Ashta- 
 bula, Sandusky, and Lorain have had over $1,000,000 
 appropriated for improvements. 
 
 Less money has been appropriated for improve- 
 ments on Lake Ontario than on any other of the Great 
 Lakes, and 47.8 per cent of the total was for the 
 improvement of Oswego harbor. 
 
 On the St. Lawrence river less than $1,000,000 has 
 been expended by the United States, and over one-half 
 the entire amount was appropriated for the improve- 
 ment of Ogdensburg harbor. 
 
 The general appropriations, which amount to 3.5 per 
 cent of the total shown in Table 35, were for no specified 
 locality, but were made for such purposes as the con- 
 struction of dredging machinery and the improvement 
 of the ship channel of the Great Lakes. 
 
 Table 35 shows the appropriations for the different 
 states which lie around the Great Lakes. In some 
 instances, however, it has been impossible to segregate 
 appropriations for localities lying in two states. 
 
 Table 35. — Congressional appropriations for the survey, improve- 
 ment, and maintenance cf the harbors, channels, ar.d tributary streams 
 of the Great Lakes and St. Lawrence river, by periods and states. 
 
 APPROPRIATIONS. 
 
 Total. 
 
 Total $97, 791, 108 
 
 Illinois 
 
 Indiana 
 
 Michigan 
 
 Minnesota 
 
 New York 
 
 Ohio 
 
 Pennsylvania 
 
 Wisconsin 
 
 Illinois and Indiana i 
 
 Michigan and Wisconsin 2 . 
 Minnesota and Wisconsin * 
 General 
 
 6,265 
 
 1,051 
 
 39,859 
 
 425 
 
 15,417 
 
 14,473 
 
 1,436 
 
 7,442 
 
 974 
 
 404 
 
 5,972 
 
 3,462 
 
 102 
 609 
 504 
 ,05S 
 423 
 
 ;eis 
 
 867 
 ,708 
 ,219 
 
 420 
 
 ',747 
 0S3 
 
 $37,522,937 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 1906, 
 inclusive. 
 
 $50,980,2S3 
 
 2,701 
 
 i,ns; 
 
 15,652, 
 179 
 
 7,176; 
 
 4,675, 
 891, 
 
 3,330, 
 180 
 266, 
 
 1,227 
 
 122; 
 
 2,943,787 
 
 473,500 
 
 19,799,103 
 
 2C6.208 
 
 6,310,152 
 
 9,250,631 
 
 425,000 
 
 3,445,210 
 
 602,719 
 
 133,420 
 
 4,020,553 
 
 3,340,000 
 
 March 2, 
 1907. 
 
 $9,287,888 
 
 620,000 
 
 60,000 
 
 4,407,452 
 
 9,000 
 
 1,9C0,936 
 
 552,000 
 
 120,000 
 
 667,000 
 
 191,500 
 
 5,000 
 
 725,000 
 
 1 Calumet river. 
 
 2 Menominee harbor and river. 
 
 3 Duluth harbor, Minnesota, and Superior harbor, Wisconsin. 
 
 Of the different states, Michigan shows more than a 
 third of the aggregate appropriated. This is due to the 
 large appropriations made for the improvements in 
 St. Marys and Detroit rivers, as well as to the fact that 
 more localities on the shores of this state than of any 
 
MAKING A LOCKAGE IN THE SOO CANAL, ST. MARYS RIVER AT THE FALLS, MICHIGAN. 
 
 WHALEBACK PASSING THROUGH THE SOO CANAL. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 153 
 
 other on the Great Lakes have received Federal assist- 
 ance. Large appropriations have also been made for 
 harbors in New York, Ohio, Wisconsin, and Illinois. 
 
 By reference to Table 39, which shows the appropria- 
 tions by localities, it will be seen that, ranked according 
 to the amount of appropriations, the leading localities 
 are as follows : St. Marys river and canal, Buffalo and 
 Black Rock harbdrs, Duluth and Superior harbors, 
 Detroit river, Cleveland harbor, Chicago harbor and 
 river, Toledo harbor, Oswego harbor, and Milwaukee 
 bay and harbor. The appropriations for these locali- 
 ties aggregate $53,720,569, or 54.9 per cent of all 
 appropriations for improvements on the Great Lakes 
 and St. Lawrence river. 
 
 Owing to the constantly increasing commerce of 
 these waters, Congress authorized, by the rivers and 
 harbors act of July, 1892, the improvement of the chan- 
 nel connecting the waters of the Great Lakes between 
 Chicago, Duluth, and Buffalo by excavating channels 
 to a minimum width of 300 feet, with a navigable 
 depth of 20 feet, through the shoal places in the speci- 
 fied waters, at an estimated cost of $3,340,000. The 
 improvement was limited to shoals not already pro- 
 vided for and was completed in 1897. The rivers and 
 harbors act of March, 1905, authorized a preliminary 
 examination and survey, with a view to enlarging the 
 channel to depths of 22 and 25 feet, respectively, and 
 to sufficient width. In the latter part of 1906 the 
 board of engineers for rivers and harbors recommended 
 that the contemplated improvement should be deferred 
 until it was evident that a safe and reliable 20-foot 
 channel was not equal to the necessities of lake com- 
 merce, although it did recommend an auxiliary chan- 
 nel in the Detroit river 22 feet deep, and this latter 
 improvement was authorized by the rivers and harbors 
 act of March, 1907, at an estimated cost of about 
 $6,500,000. 
 
 The increasing commerce passing through the St. 
 Marys Falls canal has necessitated the construction of a 
 third lock on the American side of the river. The rivers 
 and harbors act of March, 1907, authorized the com- 
 mencement of work on this new lock, which is north of 
 the Poe lock, and is to be 1,350 feet long, 80 feet wide, 
 and of 24.5 feet minimum depth. A new canal ap- 
 proach is also to be constructed, having a width of 
 from 260 to 300 feet and the necessary depth. The 
 total cost of this improvement is estimated at about 
 $6,000,000. 
 
 In order to illustrate the important bearing that 
 these improvements, particularly those of the Sault 
 canals and Detroit river and St. Clair Flats canal, have 
 upon the commerce of the lakes, the following statistics, 
 taken from the Annual Report of the Chief of Engineers 
 of the United States Army for the fiscal year ending 
 June 30, 1906, are introduced: 
 
 Table 36 . — Statistical report of lake commerce through canals at Sault 
 Ste. Marie, Michigan and Ontario, for the fiscal year ending June 
 30, 1906.' 
 
 Canadian 
 canal. 
 
 Vessel passages, number 
 
 Lockages, number 
 
 Net tonnage: 
 
 Registered 
 
 Freight 
 
 Passengers, number 
 
 Coal: 
 
 Hard, net tons 
 
 Soft, net tons 
 
 Flour, barrels 
 
 Wheat, bushels 
 
 Grain, other than wheat, bushels 
 Manufactured and pig iron, net tons . 
 
 Salt, barrels 
 
 Copper, net tons 
 
 Iron ore, net tons 
 
 Lumber, M feet B. M 
 
 Silver ore, net tons 
 
 Building stone, net tons 
 
 General merchandise, net tons 
 
 37,570,191 
 
 46,015,016 
 
 55, 331 
 
 882, 447 
 
 0,062,752 
 
 6,151,853 
 
 7S, 769, 762 
 
 iS, 128, 812 
 
 307,999 
 
 404,576 
 
 105, 142 
 
 31,887,544 
 
 964, 407 
 
 41 
 
 6,261 
 
 978, 473 
 
 16, 299 
 10,016 
 
 32,559,602 
 
 41,276,862 
 
 29,344 
 
 834, 702 
 
 5,212,511 
 
 4,556,985 
 
 51, 146, 562 
 
 40,004,666 
 
 244)626 
 
 294,003 
 
 96,283 
 
 29,828,694 
 
 929, 141 
 
 41 
 
 6,261 
 
 523,687 
 
 5,658 
 4,102 
 
 5,010,589 
 
 4,738,154 
 
 25,987 
 
 47,745 
 
 850,241 
 
 1,594,868 
 
 27,623,200 
 
 8, 124, 146 
 
 63,373 
 
 110,573 
 
 8,859 
 
 2,058,850 
 
 35,266 
 
 454, 786 
 
 ■ Annual Report, Chief of Engineers, United States Army, 1906, Part II, page 
 1860. 
 
 According to the reports of the Bureau of Statistics, 
 60,577,608 net tons of freight passed through the 
 Detroit river during the navigation season of 1906. 
 This considerably exceeded the traffic through the 
 St. Marys Falls canal. 
 
 Table 37. — Domestic freight movement through the Detroit river: 
 
 1906. 1 
 
 Coal, hard tons (net) . . 
 
 Coal, soft tons (net) . . 
 
 Flour tons (net).. 
 
 Wheat bushels. . 
 
 Corn bushels. . 
 
 Oats bushels . . 
 
 Barley bushels. . 
 
 Rye bushels . . 
 
 Flaxseed bushels. . 
 
 Iron ore tons (gross) . . 
 
 Iron, pig tons (gross) . . 
 
 Iron manufactures... tons (gross).. 
 
 Salt tons (net) . . 
 
 Copper tons (gross) . . 
 
 Logs M feet. . 
 
 Lumber M feet. . 
 
 Unclassed freight tons (net) . . 
 
 Total tons (net) . . 
 
 North bound. 
 
 2,960,920 
 11,561,111 
 
 12, 506 
 
 5,895 
 
 453,809 
 
 74. 401 
 
 9,796 
 1,303,0'.2 
 
 South bound. 
 
 1,237,052 
 
 ^6,968,671 
 
 32,086,383 
 
 24,311,170 
 
 14,786,080 
 
 1,328,517 
 
 17,758,376 
 
 32,208,009 
 
 337, 086 
 
 1,437 
 
 41,463 
 
 89, 534 
 
 1,257 
 
 869, 2f4 
 
 44,128,796 
 
 Total. 
 
 2,960,920 
 
 11,561,111 
 
 1,238,524 
 
 (6, 968, 671 
 
 32,086,383 
 
 24,311,170 
 
 14,786,080 
 
 1,328,517 
 
 17,758,376 
 
 32,220,515 
 
 342,981 
 
 455,246 
 
 115,864 
 
 89, 534 
 
 1,257 
 
 879,050 
 
 2,269,780 
 
 60,577,608 
 
 1 Bureau of Statistics, Department of Commerce and Labor, Monthly Sum- 
 mary, Internal Commerce of the United States, December, 1906. 
 
 It should be remembered that the statistics in Table 
 36 include Canadian commerce, which, it is estimated, 
 forms about 5 per cent of the whole with respect to 
 the tonnage of freight, as well as American, and there- 
 fore will not bear strict comparison with the general 
 statistics of transportation on the lakes published 
 elsewhere in this report. It is clear, however, that a 
 very large proportion of the traffic passes through 
 these channels, and that they really are the key to 
 the whole lake system of navigation. It is therefore 
 vitally essential that their improvement should be 
 equal to the demands of the constantly increasing 
 traffic. 
 
 Another improvement which was authorized by the 
 rivers and harbors act of March, 1905, is to provide a 
 
154 
 
 TRANSPORTATION BY WATER. 
 
 channel for deep draft vessels between Buffalo and 
 Tonawanda around the rapids at the head of Niagara 
 river. This is to be accomplished by widening Black 
 Rock harbor, situated at the head of Niagara river, 
 by removing the wall which separates it from the 
 Erie canal, thus making it from 250 to 500 feet wide, 
 and deepening the waterway sufficiently to accommo- 
 date the largest vessels of the lakes. A lock 650 feet 
 long and 70 feet wide at its downstream end is to 
 overcome the fall of the river. When completed, any 
 vessel engaged in lake commerce can pass from Lake 
 Erie into the natural harbor of the Niagara river 
 below the shoals and rapids at its head. This im- 
 provement would 'also be an essential part of any 
 plan for a ship canal from the lakes to the sea, and 
 will fit into the plan for the enlarged Erie canal. 
 
 Table 38, which gives the maximum draft that can 
 be carried at mean low water in the main channels 
 and canals, and in the principal harbors of the Great 
 Lakes, according to the latest surveys and improve- 
 ments, shows in part the results that have been ac- 
 complished. 
 
 Tablb 38. — Maximum draft that can be carried at mean low water in 
 channels and harbors. 1 
 
 HARBORS. 
 
 
 Depth. 
 
 
 Depth. 
 
 
 Feet. 
 18 
 20 
 23 
 20 
 24 
 20 
 21 
 20 
 20 
 20 
 18 
 18 
 20 
 16 
 20 
 
 
 feet. 
 18 
 
 
 
 15 
 
 Buffalo 
 
 
 
 
 
 IS 
 
 
 
 18 
 
 
 
 19 
 
 
 
 21 
 
 Duluth 
 
 
 17 
 
 Erie 
 
 
 15 
 
 
 
 16 
 
 
 
 18 
 
 
 
 18 
 
 
 
 20 
 
 Kewaunee. .A 
 
 Lorain 
 
 Superior- West Superior 
 
 Toledo 
 
 20 
 20 
 
 CHANNELS AND CANALS. 
 
 
 21 
 20 
 20 
 
 St. Marys canal and river 
 
 25 
 
 
 21 
 
 
 
 
 
 
 1 Annual Reports oi the Chief of Engineers, United States Army. 
 
 Table 39 gives the Congressional appropriations by 
 localities and periods. 
 
 Table 39.— CONGRESSIONAL APPROPRIATIONS FOR THE SURVEY, IMPROVEMENT, AND MAINTENANCE OF THE 
 HARBORS, CHANNELS, AND TRIBUTARY STREAMS OF THE GREAT LAKES AND ST. LAWRENCE RIVER, BY 
 LOCALITIES AND PERIODS. 
 
 Aggregate . 
 Lake Superior... 
 
 Agate Bay harbor, Minn 
 
 Ashland harbor, Wis 
 
 Duluth harbor, Minn., and Superior harbor. Wis : 
 
 Eagle harbor, Mich 
 
 Grand Marais harbor, Minn 
 
 Grand Marais harbor of refuge, Mich 
 
 Keweenaw Point waterway, Mich 
 
 Marquette harbor, Mieh 
 
 Ontonagon harbor, Mich 
 
 Presque Isle harbor of refuge, Mich 
 
 Portage Lake harbor of refuge, Mich 
 
 Port Wing harbor, Wis 
 
 St. Marys river, falls, and canal, including, Hay Lake and Neebish channels, Mich. 
 
 Lakes Huron and St. Clair ' 
 
 Alpena harbor, Mich 
 
 Au Sable river and harbor, Mich . . . 
 
 Belle river, Mich 
 
 Black river, Mich 
 
 Chebsygan harbor, Mich 
 
 Clinton river, Mich 
 
 Detroit river, Mich 
 
 Pine river, Mich 
 
 St. Clair river and canal, Mich 
 
 Saginaw river, Mich 
 
 Sand Beach harbor of refuge, Mich. 
 Sebewaing river, Mich 
 
 Lake Michigan. 
 
 Algoma (Ahnapee) harbor, Wis 
 
 Arcadia harbor, Mich 
 
 Calumet harbor, 111 
 
 Calumet river, III. and Ind 
 
 Cedar River harbor, Mich 
 
 Chicago harbor and river, 111 
 
 Charlevoix harbor, Mich 
 
 Frankfort harbor, Mich 
 
 Gladstone harbor, Mich 
 
 Grand Haven harbor, Mich 
 
 Grand river, Mich 
 
 Green Bay harbor, Wis 
 
 Holland (Black Lake) harbor, Mich. 
 
 Kalamazoo river, Mich 
 
 Kenosha harbor, Wis 
 
 Kewaunee harbor, Wis 
 
 La Plaisance bay, Mich 
 
 Ludington harbor, Mich 
 
 Datbof 
 
 earliest 
 
 appro 
 
 pria- 
 
 tion. 
 
 1856 
 
 1886 
 1886 
 1867 
 1867 
 1879 
 1880 
 1886 
 1867 
 1867 
 1896 
 1879 
 1902 
 1856 
 
 1S52 
 
 1876 
 1S67 
 1881 
 1888 
 1S71 
 1852 
 1874 
 1875 
 1852 
 1866 
 1871 
 1875 
 
 1826 
 
 1871 
 190') 
 1S70 
 1884 
 1S82 
 1S33 
 1876 
 1866 
 1905 
 1852 
 1881 
 1866 
 1S.-p2 
 1896 
 1844 
 1881 
 1N2(, 
 1867 
 
 APPROPRIATIONS. 
 
 Total. 
 
 397,791,108 
 
 27,969,410 
 
 252,708 
 
 464,500 
 
 5,972,747 
 
 97,000 
 
 172,350 
 
 485,598 
 
 1,891,675 
 
 697,230 
 
 368, 100 
 
 58,500 
 
 379,500 
 
 46,992 
 
 17,082,510 
 
 10,845,772 
 
 55,500 
 
 113,970 
 
 29,000 
 
 96,000 
 
 198,500 
 
 80,564 
 
 5,854,500 
 
 15,560 
 
 1,445,928 
 
 943,750 
 
 1,953,500 
 
 59,000 
 
 23, 851, 630 
 
 249,000 
 
 12, 000 
 
 1,567,230 
 
 974, 219 
 
 30, 000 
 
 4, 037, 402 
 
 220, 500 
 
 478, 160 
 
 14, 000 
 918, 866 
 513, 000 
 529,078 
 702, 767 
 175, 000 
 516, 307 
 177, 800 
 
 19, 714 
 763, 435 
 
 $37,522,937.. 
 
 Up to and 
 
 including 
 
 1890. 
 
 $50,980,283 
 
 9,469,000 
 
 62,500 
 
 142,500 
 
 1,227,194 
 
 97,000 
 117,350 
 231,250 
 380,000 
 394,230 
 308,100 
 
 100,500 
 
 6,408,376 
 3,803,766 
 
 35,000 
 113,970 
 
 14,000 
 
 45,000 
 148,000 
 
 51,500 
 
 703,000 
 
 5,000 
 
 944,546 
 
 568,750 
 
 1,160,000 
 
 15,000 
 
 11, 137, 784 
 
 166, 000 
 
 432, 400 
 180, 000 
 30,000 
 2, 104, 005 
 102, 500 
 273, 660 
 
 623, 866 
 
 50, 000 
 
 297, 550 
 
 274, 615 
 
 245, 307 
 75, 000 
 19,714 
 
 352, 435 
 
 1891 to 1906.. 
 inclusive. 
 
 16,399,410 
 
 186,208 
 
 232,000 
 
 4,020,553 
 
 50,000 
 
 224,348 
 
 1,511,675 
 
 273,000 
 
 55,000 
 
 58,500 
 
 269,000 
 
 44,992 
 
 9,474,134 
 
 4,637,506 
 
 16,500 
 
 15,000 
 
 45,000 
 
 35,500 
 
 26,564 
 
 3,001,500 
 
 10,560 
 
 501,382 
 
 300,000 
 
 643,500 
 
 42,000 
 
 10,546,394 
 
 40,000 
 
 6,000 
 
 1,114,830 
 
 602, 719 
 
 , 383, 457 
 98,000 
 184, 500 
 14, 000 
 245, 000 
 375, 000 
 226,528 
 289, 700 
 175, 000 
 249, 000 
 97,800 
 
 311,000 
 
 March 2, 
 1907. 
 
 S9,287,888 
 
 2,101,000 
 
 4,000 
 90,000 
 725,000 
 
 5,000 
 30,000 
 
 30,000 
 5,000 
 
 10,000 
 
 2,000 
 
 1,200,000 
 
 2,404,500 
 
 4,000 
 
 6,000 
 
 15,000 
 
 2,500 
 
 2,150,000 
 
 75,000 
 
 150,000 
 
 2,000 
 
 2, 167, 452 
 
 43,000 
 
 6,000 
 
 20,000 
 
 191, 500 
 
 550, 000 
 20,000 
 20,000 
 
 50,000 
 
 88,000 
 
 5,000 
 
 138,452 
 
 22,000 
 5,000 
 
 100,000 
 
 1 Included with appropriation for Saugatuck harbor. 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 155 
 
 Table 39.— CONGRESSIONAL APPROPRIATIONS FOR THE SURVEY, IMPROVEMENT, AND MAINTENANCE OF THE 
 HARBORS, CHANNELS, AND TRIBUTARY STREAMS OF THE GREAT LAKES AND ST. LAWRENCE RIVER, BY 
 LOCALITIES AND PERIODS— Continued. 
 
 Date of 
 ;earliest 
 appro- 
 pria- 
 tion. 
 
 Lake Michigan — Continued. 
 
 Manistee harbor, Mich 
 
 Manistique harbor, Mich '.'.'.'..'....'.'.'.'..". 
 
 Manitowoc harbor, Wis '.'.'...'.'.". 
 
 Menominee harbor and river, Mich, and Wis. 
 
 Michigan City harbor, Ind 
 
 Milwaukee bay and harbor and harbor of refuge, and South Milwaukee, wis . 
 
 Muskegon harbor, Mich . . .' 
 
 New Buffalo harbor, Mich 
 
 Oconto harbor, Wis 
 
 Pensaukee harbor, Wis 
 
 Pentwater harbor, Mich 
 
 Petoskey harbor, Mich 
 
 Port Washington harbor, Wis 
 
 Racine harbor, Wis 
 
 St. Josephs harbor and river, Mich 
 
 Saugatuek harbor, Mich 
 
 Sheboygan harbor, Wis 
 
 South Haven harbor, Mich ] 
 
 Sturgeon Bay and Lake Michigan Ship Canai and harbor of refuge, Wis 
 
 Two Rivers harbor, Wis 
 
 Waukegan harbor, 111 
 
 White Lake harbor, Mich 
 
 Wolf Lake outlet, Ind 
 
 Lake Erie 
 
 Ashtabula harbor, Ohio 
 
 Black River (Lorain) harbor, Ohio 
 
 Buffalo and Black Rock harbors, N. Y 
 
 Cattaraugus creek, N. Y 
 
 Cleveland harbor, Ohio 
 
 Conneaut harbor, Ohio 
 
 Cunningham creek, Ohio 
 
 Dunkirk harbor, N. Y 
 
 Erie harbor, Pa 
 
 Fairport harbor, Ohio 
 
 Huron harbor, Ohio 
 
 Monroe harbor, Mich 
 
 Port Clinton harbor, Ohio 
 
 Portland harbor, N. Y 
 
 'Rocky River harbor, Ohio 
 
 Rouge river, Mich 
 
 Sandusky harbor and river, Ohio 
 
 Toledo harbor, Ohio 
 
 Tonawanda harbor and Niagara river, N. Y . 
 Vermilion harbor, Ohio 
 
 Lake Ontario. 
 
 Black River harbor, N. Y 
 
 Charlotte harbor, N. Y 
 
 Great Sodus Bay harbor, N. Y 
 
 Little Sodus Bay harbor, N. Y 
 
 Oak Orchard harbor, N. Y 
 
 Olcott harbor, N. Y 
 
 Oswego harbor, N. Y 
 
 Port Ontario harbor, N. Y 
 
 Pultney ville harbor, N. Y 
 
 Sacketts Harbor harbor, N . Y 
 
 Sandy Creek, N. Y 
 
 South shore of Lake Ontario, harbors of. 
 Wilson harbor, N. Y 
 
 St. Lawrence river. 
 
 Cape Vincent harbor, N. Y . 
 
 Grass river, N. Y 
 
 Ogdensburg harbor, N. Y . . 
 St. Lawrence river, N. Y . . . 
 Waddington harbor, N. Y . 
 
 General appropriations. . 
 
 Dredging machinery. 
 
 Ship channel, Great Lakes. 
 
 1867 
 1880 
 18.52 
 1871 
 1836 
 1836 
 1807 
 1852 
 18S1 
 1882 
 1867 
 1890 
 1870 
 1844 
 
 1852 
 1867 
 1873 
 1871 
 1852 
 1867 
 
 1823 
 
 1826 
 1828 
 1826 
 1836 
 1S25 
 1829 
 1826 
 1827 
 1823 
 1*25 
 1826 
 1835 
 1872 
 1836 
 1872 
 1888 
 1X26 
 1X66 
 1881 
 1836 
 
 1826 
 
 1836 
 1828 
 1829 
 1852 
 1836 
 1S67 
 1826 
 1836 
 1870 
 1826 
 1828 
 1S28 
 1875 
 
 1852 
 
 1S96 
 1882 
 1852 
 1890 
 1873 
 
 1836 
 
 APPROPRIATIONS. 
 
 $472, 000 
 
 56,000 
 
 658,560 
 
 404, 420 
 
 1, 643, 669 
 
 2,086,975 
 
 779,500 
 
 83,000 
 
 96,000 
 
 16,000 
 
 325,820 
 
 125,500 
 
 204,900 
 
 560,720 
 
 888,563 
 
 292,239 
 
 623,071 
 
 407,300 
 
 873,705 
 
 339,100 
 
 660,500 
 
 347,550 
 
 8,000 
 
 26,303,126 
 
 1,389,069 
 
 1,063,205 
 
 8,267,873 
 
 57,410 
 
 5,596,189 
 
 867,697 
 
 19,781 
 
 984,837 
 
 1,436,867 
 
 950,734 
 
 511,774 
 
 262,440 
 
 104,000 
 
 56,616 
 
 39,000 
 
 66,265 
 
 1, 175, 192 
 
 2,598,700 
 
 692,200 
 
 163,277 
 
 4,652,981 
 
 42, 401 
 
 753,328 
 
 547, 497 
 
 470, 442 
 
 207,250 
 
 178,000 
 
 2, 223, 613 
 
 50,000 
 
 85,000 
 
 20,000 
 
 300 
 
 400 
 
 74, 750 
 
 705,506 
 
 128,000 
 9,000 
 417, 006 
 116,000 
 35,500 
 
 3, 462, 683 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 1906.. 
 inclusive. 
 
 122, 683 
 
 3,3<:o,ooo 
 
 S298, 000 
 
 6,000 
 
 307,820 
 
 266,000 
 
 1, 118, 169 
 
 881, 087 
 
 329,000 
 
 83,000 
 
 68,000 
 
 15,000 
 
 233,820 
 
 15,000 
 
 177,500 
 
 264,785 
 
 370,613 
 
 140,439 
 
 318,449 
 
 207,000 
 
 168,000 
 
 203,500 
 
 165,000 
 
 274,550 
 
 9,140,567 
 
 468,211 
 
 232,205 
 
 2,520,093 
 
 57,410 
 
 1,523,632 
 
 112,629 
 
 19,781 
 
 511,579 
 
 891,867 
 
 320,874 
 
 139,274 
 
 225,515 
 
 66,000 
 
 56,616 
 
 39,000 
 
 20,000 
 
 418, 480 
 
 1,209,200 
 
 181,500 
 
 126, 701 
 
 3, 597, 631 
 
 42, 401 
 
 469, 328 
 
 437, 647 
 
 310,942 
 
 205,000 
 
 163,000 
 
 1,765,613 
 
 50,000 
 
 73,000 
 
 15,000 
 
 300 
 
 400 
 
 65,000 
 
 251, 506 
 
 9,000 
 
 202,006 
 
 5,000 
 
 35,500 
 
 122,683 
 
 122, 683 
 
 S149, 000 
 25,000 
 250, 740 
 133, 420 
 465, 500 
 1, 005, 888 
 375, 500 
 
 28,000 
 1,000 
 
 72,000 
 ' 93,000 
 
 27,400 
 245,935 
 501,950 
 
 76,800 
 264,622 
 160,300 
 685,705 
 
 45,600 
 445,500 
 
 73,000 
 8,000 
 
 14,942,123 
 
 900,858 
 
 801,000 
 
 4,214,344 
 
 3,849,557 
 735,068 
 
 473,258 
 425,000 
 529,860 
 356,500 
 31,500 
 35,000 
 
 39, 690 
 
 631, 712 
 
 1,389,500 
 
 507, 700 
 
 21,576 
 
 735,850 
 
 195,500 
 
 59,850 
 
 84,500 
 
 2,250 
 
 15, 000 
 
 358,000 
 
 6,000 
 5,000 
 
 9,750 
 379,000 
 
 128,000 
 
 140, 000 
 111, 000 
 
 3,340,000 
 
 March 2, 
 1907. 
 
 S25, 000 
 25,000 
 
 100,000 
 5,000 
 60,000 
 
 200,000 
 75,000 
 
 120,000 
 17,500 
 
 50,000 
 16,000 
 2 75,000 
 40,000 
 40,000 
 20,000 
 90,000 
 50,000 
 
 2,220,436 
 
 20,000 
 
 30,000 
 
 1,533,436 
 
 223,000 
 20,000 
 
 120,000 
 
 100,000 
 
 16,000 
 
 5,425 
 
 3,000 
 
 6,575 
 125,000 
 
 3,000 
 15,000 
 
 319,500 
 
 88,500 
 50,000 
 75,000 
 
 100,000 
 
 "6,666 
 
 75,000 
 
 75,000 
 
 i Includes appropriation for White Lake harbor. ' Includes appropriation for Kalamazoo river. a Included with appropriation for Pentwater harbor. 
 
 POPULATION AND LAKE COMMERCE. 
 
 In the special report on lake transportation, at the 
 census of 1890, a tabular statement showing the popu- 
 lation in 1880 and 1890 of cities of 8,000 inhabitants 
 
 and over, located within a radius of 50 miles of the 
 Great Lakes and St. Lawrence river, was presented 
 for the purpose of indicating the parallelism between 
 the increase of population in the regions contiguous 
 
156 
 
 TRANSPORTATION BY WATER. 
 
 to the lakes and the growth of lake commerce. A 
 similar table is presented here, but only lake ports for 
 which there are for 1906 port records of the receipt 
 or shipment of freight are included. The cities that 
 are not situated on navigable waters of the lakes 
 are omitted, for the reason that there is but a remote 
 relationship, if any, between their development and 
 that of the commerce of the -lakes. 
 
 Table 40. — Population of lake ports of 8,000 population and over: 
 1880 to 1900. 
 
 Aggregate. 
 Lake Superior... 
 
 Ashland, Wis'. 
 Duluth, Minn. 
 
 Marquette, Mich 
 
 Sault Ste. Marie, Mich. . 
 Superior, Wis 1 
 
 Lakes Huron and St. Clair. 
 
 Alpena, Mich 
 
 Bay City, Mich 
 
 Detroit, Mich 
 
 Port Huron, Mich . 
 
 Lake Michigan 
 
 Chicago, III 
 
 Escanaba, Mich 
 
 Green Bay, Wis 
 
 Kenosha, Wis 
 
 Manistee, Mich 
 
 Manitowoc, Wis 
 
 Marinette, Wis 
 
 Menominee, Mich 
 
 Michigan City, Ind. . 
 
 Milwaukee, Wis 
 
 Muskegon, Mich 
 
 Racine, Wis 
 
 Sheboygan, Wis 
 
 Traverse City, Mich. 
 Waukegan, Til 
 
 Lake Eric. 
 
 Ashtabula, Ohio 
 
 Buffalo, N.Y 
 
 Cleveland, Ohio 
 
 Dunkirk, N. Y 
 
 Erie, Pa 
 
 Lorain, Ohio 
 
 North Tonawanda, N. Y . 
 
 Sandusky, Ohio 
 
 Toledo, Ohio 
 
 Lake Ontario and St. Lawrence river . 
 
 Ogdcnsburg, N. Y. 
 o,N. Y 
 
 3, 670. 243 
 
 117,730 
 
 13,074 
 52,969 
 10, 058 
 10,538 
 31,091 
 
 344,292 
 
 11, 802 
 
 27, 628 
 
 285, 704 
 
 19. 158 
 
 2,185,353 
 
 1, 698, 575 
 
 9,549 
 
 18,684 
 
 11,606 
 
 14,260 
 
 11,786 
 
 16.195 
 
 12,818 
 
 14,850 
 
 285,315 
 
 20, 818 
 
 29, 102 
 
 22,962 
 
 9,407 
 
 9,426 
 
 988,036 
 
 2, 496, 919 
 
 09, 907 
 
 9,956 
 33. 115 
 9,093 
 5,760 
 11,983 
 
 258,541 
 
 11,283 
 
 27,839 
 
 205, 876 
 
 13,543 
 
 1,450,001 
 
 12, 949 
 
 352,387 
 
 381,768 
 
 11,616 
 
 52, 733 
 
 16,028 
 
 9,069 
 
 19,664 
 
 131, 822 
 
 34,832 
 
 12,633 
 22, 199 
 
 1,099,8TO 
 
 0,808 
 
 9,069 
 
 6,532 
 
 12, 812 
 
 7.710 
 
 11,523 
 
 10, 630 
 
 10, 776 
 
 204, 468 
 
 22,702 
 
 21,014 
 
 16,359 
 
 4,833 
 
 4,915 
 
 684, 960 
 
 8,338 
 255, 664 
 261,353 
 9,416 
 40,634 
 4,863 
 4,793 
 IS, 471 
 81,434 
 
 33,504 
 
 11,662 
 21,842 
 
 1S80 
 
 1,319,050 
 
 11,726 
 
 951 
 3,483 
 4,690 
 1,947 
 
 655 
 
 152, 069 
 
 6,153 
 
 20, 693 
 
 116,340 
 
 8,883 
 
 701,518 
 
 503, 185 
 3,026 
 7,464 
 5,039 
 6,930 
 6.367 
 2,750 
 3,288 
 7,366 
 
 115,587 
 11,262 
 16,031 
 7,314 
 1,897 
 4,012 
 
 422,280 
 
 4,445 
 155, 134 
 160, 146 
 
 7,248 
 27, 737 
 
 1,595 
 
 15,838 
 50, 137 
 
 31,457 
 
 10,341 
 21,116 
 
 1 Township figures lor 1880. 
 
 It is an interesting subject of speculation to attempt 
 to measure the extent of the influence exerted upon the 
 general progress of these cities by their situation as lake 
 ports. It may be regarded as an established fact that 
 their original location was the direct result of their sit- 
 uation; their subsequent development, however, may 
 have been in part produced by other causes. 
 
 The great wave movements of the population from 
 the older countries to the newer which have resulted 
 from the increase in population or from other causes, 
 have been generally along the natural highways to re- 
 gions of better natural resources, and the early settle- 
 ment of the lake region and its subsequent develop- 
 ment have been characterized by all the phases which 
 have marked similar movements elsewhere. 
 
 The first settlements along these waters were the 
 military posts made necessary for defensive and stra- 
 
 tegic purposes, by the fact that the lakes formed the 
 boundary between the British colonies and the French 
 dominions, and later between the United States and 
 Canada. These posts were located at the most advan- 
 tageous points for aggression and defense at river 
 mouths and on the channels between the lakes, and 
 naturally formed central points of future populous set- 
 tlements by attracting many to their vicinity for pro- 
 tection against the Indians and for better social inter- 
 course. The fur trading stations also were in some 
 cases the nuclei of what are now important cities. 
 
 A comparison of the statistics of population for cer- 
 tain cities shown in Table 40 with the figures for the 
 receipts and shipments of freight in Table 17 discloses 
 some interesting parallels. If the aggregate figures in 
 both tables are compared, it is seen that the growth in 
 population has been accompanied by a greater growth 
 in lake commerce. It is by comparison of the figures 
 for individual cities, however, that the most marked 
 effects of this commerce upon population may be ob- 
 served. With the exception of Marquette, Mich., all 
 the cities shown for Lake Superior exhibit substantial 
 increases in their population, and it is not an unreason- 
 able conclusion that the great development of the traf- 
 fic in iron ore and grain was largely responsible for this 
 growth. The freight statistics show that the ship- 
 ments of iron ore, which is the principal source of Mar- 
 quette's lake traffic, were about equal for that port in 
 1906 and 1889, and to this fact may be attributed the 
 slight increase in population from 1890 to 1900. 
 
 The decay of the lumber industry and the consequent 
 decrease in the shipments from Alpena and Bay City 
 on Lake Huron, are accompanied by an arrested growth 
 of the population of those cities. Detroit, in so far as 
 
 ■ its receipts and shipments of lake freight are concerned, 
 is not an important port considering its population, but 
 its other interests, manufacturing and commercial, are 
 so large that the growth of the city is not materially 
 affected. 
 
 The effect that the exhaustion of the timber supply 
 
 ■ has had in retarding the growth of cities is also 
 observed in several of the cities on Lake Michigan. 
 This is notably the case with Muskegon, which, during 
 the decade from 1890 to 1900, suffered a loss in popu- 
 lation. From 1889 to 1906, as shown by Table 17, 
 the receipts of lake freight at the port declined very 
 much, while its shipments dwindled to about one- 
 fourteenth of their former proportions. 
 
 Of the ports on Lake Erie, with but a single excep- 
 tion — Sandusky, Ohio, which shows but a slight increase 
 in population — the cities included in Table 40 have 
 made very large increases in their population, and it 
 may fairly be assumed that the enormous increase in 
 their lake commerce has exerted no small influence 
 in promoting this growth. 
 
 Finally, Ogdensburg and Oswego, ports on the St. 
 Lawrence river and Lake Ontario, respectively, have 
 remained almost stationary in population at the 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 157 
 
 last three censuses, and this condition has been ac- 
 companied by a steadily diminishing importance of 
 American commerce on those waters. 
 
 In connection with the lessening importance of the 
 lumber ports, it may be said that in some of the cases 
 cited, the shipment of this commodity is but incident 
 to its manufacture, so that it may reasonably be 
 claimed that 'the arrested development noted is 
 caused by the reduction in their importance in that 
 regard rather than in the concomitant decrease in 
 shipments. This can not, however, be said of those 
 ports which derive their importance from the volume 
 of receipts or shipments of other commodities, for 
 example, iron ore and grain. In such cases the 
 cities are not directly affected by the production of 
 these staples, the source of which is more or less 
 remote, but are affected only as they afford an outlet 
 to distant markets or as they stand as receiving ports. 
 
 CONCLUSION. 
 
 The chain of Great Lakes forms the natural high- 
 way for the transportation of the great staples of the 
 Northwest from the farm, factory, forest, and mine 
 to eastern points of consumption, and for the shipment 
 westward of co'al, principally, and of other merchan- 
 dise in smaller proportions, when the charge for break- 
 ing bulk does not exceed the difference between the 
 rail and the water rate and when the greater length of 
 time required is not of serious moment. 
 
 The continued expansion of the shipping interests 
 in the future must depend chiefly upon the transporta- 
 tion of these bulky commodities, such as iron ore, 
 grain, and coal; but there is also much room for greater 
 development in the transportation of the lighter mis- 
 cellaneous merchandise and for improvement in the 
 methods of handling it at the wharves in the shape of 
 better depot, warehouse, and terminal facilities. In 
 recognition of these facts new freight vessels of large 
 tonnage are constantly being added to the lake fleet, 
 although this can not continue indefinitely without in- 
 creasing the depth of the main channels, while the 
 lakes will share with the rest of the world the advan- 
 
 tages of whatever progress may be made in the future 
 in ship and engine construction. 
 
 The general interest now being manifested in the 
 improvement of the waterways of the country will 
 probably result in greater attention being paid to the 
 needs of the lakes. In view of this widespread inter- 
 est the remarks of Alexander Hamilton in regard to 
 the improvement of navigation seem singularly per- 
 tinent at this time. 
 
 The symptoms of attention to the improvement of inland navi- 
 gation, which have lately appeared in some quarters, must fill 
 with pleasure every breast warmed with a true zeal for the pros- 
 perity of the country. * * * This is one of those improvements 
 which could be prosecuted with more efficacy by the whole than 
 by any part or parts of the Union. 1 
 
 A great desideratum, in particular in connection 
 with lake navigation, undoubtedly is better commu- 
 nication within the United States between Lakes 
 Erie and Ontario. 
 
 As early as 1853 James Fenimore Cooper, in the pref- 
 ace to one of his works of fiction, forecasted the prog- 
 ress that would be made in the region of the Great 
 Lakes : 
 
 Ontario in our time has been the scene of important naval evolu- 
 tions. Fleets have maneuvered on those waters, which half a cen- 
 tury ago were as deserted as waters well can be; and the day is not 
 distant when the whole of that vast range of lakes will become the 
 seat of empire and fraught with all the interests of human society. 2 
 
 This prevision of events was but a faint conception 
 of the actual developments, and it was little thought 
 at that time that Ontario would prove the least 
 important member of this great system of ■ commercial 
 highways. 
 
 The merchant marine of the Great Lakes considered 
 in all its aspects can not but be regarded as a highly 
 beneficent element of the commercial interests of the 
 United States. It is in freight reduction and regula- 
 tion that its greatest benefits are felt, although the 
 profits received by those participating directly in the 
 trade and the wages paid to those employed by it are 
 not inconsiderable. 
 
 1 Alexander Hamilton, Secretary of the Treasury, Report on the 
 Subject of Manufactures, page 238. 
 
 2 The Pathfinder, preface. 
 
158 
 
 TRANSPORTATION BY WATER. 
 
 Table 41.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND OWNERSHIP. 
 
 Number 
 
 of 
 vessels. 
 
 TONNAGE. 
 
 EIGGED. 
 
 HOESEPOWEE OF ENGINES. 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 All 
 other. 
 
 1 
 
 
 2,990 
 
 2,392,863 
 
 1,905,176 
 
 1,616 
 
 51 
 
 8 
 
 1 
 
 976, 847 
 
 5,700 1 8 
 
 
 
 f 
 
 1,676 
 
 1,915,786 
 
 1,452,228 
 
 1,616 
 
 51 
 
 8 
 
 1 
 
 976, 847 
 
 5,700 | 8 
 
 
 
 3 
 
 932 
 
 382 
 
 48 
 
 236 
 
 78 
 
 1,842,251 
 
 22, 663 
 
 35,581 
 
 6,210 
 
 9,081 
 
 1,406,674 
 
 13,312 
 
 21,621 
 
 4,280 
 
 6,341 
 
 890 
 
 376. 
 
 43 
 
 235 
 
 72 
 
 37 
 5 
 3 
 
 
 
 5 
 1 
 1 
 1 
 
 1 
 
 811,004 
 89,451 
 49,001 
 12,387 
 15, 004 
 
 1,333 I 
 
 164 ' 
 
 116 
 
 3,923 , 8 
 
 164 
 
 4 
 
 
 <i 
 
 
 6 
 
 
 7 
 
 
 
 
 
 
 S 
 
 536 
 
 126, 160 
 
 97, 556 
 
 527 
 
 8 
 
 1 
 
 
 90, 606 
 
 4,733 8 
 
 
 
 q 
 
 196 
 94 
 12 
 
 204 
 30 
 
 207 
 
 114, 702 
 
 3,592 
 
 693 
 
 5,673 
 
 1,600 
 
 71,009 
 
 89,888 
 
 2,084 
 
 431 
 
 3,880 
 
 1,272 
 
 54, 402 
 
 192 
 93 
 11 
 
 204 
 27 
 
 202 
 
 4 
 1 
 
 
 
 65,232 
 11,494 
 
 1,121 
 11, 408 
 
 1,351 
 
 55,957 
 
 986 
 
 68 
 
 70 
 
 3, 445 i 8 
 164 
 
 10 
 
 
 
 
 11 
 
 
 1 
 
 
 1? 
 
 
 11 
 
 All other 
 
 3 
 3 
 
 
 
 14 
 
 
 2 
 
 
 515 
 
 
 
 
 15 
 
 113 
 
 59 
 
 5 
 
 23 
 
 7 
 
 905 
 
 67, 317 
 
 2,326 
 
 137 
 
 445 
 
 784 
 
 1,714,669 
 
 52,071 
 
 1,338 
 
 93 
 
 318 
 
 582 
 
 1,297,949 
 
 112 
 57 
 
 5 
 22 
 
 6 
 
 .859 
 
 1 
 
 1 
 
 
 
 43,409 
 
 10, 668 
 
 160 
 
 979 
 
 741 
 
 818,058 
 
 228 
 
 16 
 
 6 
 
 265 
 
 
 16 
 
 
 1 
 
 
 17 
 
 
 IS 
 
 
 1 
 40 
 
 1 
 
 
 in 
 
 All other.. 
 
 m 
 
 
 5 
 
 1 
 
 370 
 
 
 
 
 
 'i 
 
 621 
 225 
 
 30 
 6 
 
 23 
 
 28 
 
 1,659,308 
 
 16, 446 
 
 34,721 
 
 66 
 
 4,128 
 
 3,948 
 
 1,264,024 
 
 9,718 
 
 21,072 
 
 58 
 
 3,077 
 
 2,322 
 
 684 
 222 
 
 26 
 6 
 
 21 
 
 28 
 
 32 
 3 
 3 
 
 5 
 
 
 701,423 
 65,888 
 47,720 
 
 119 
 80 
 
 
 •n 
 
 
 M 
 
 
 
 1 
 
 ■>4 
 
 
 171 
 
 
 ■"> 
 
 
 2 
 
 
 3,027 
 12,226 
 
 '6 
 
 
 
 82 
 
 
 
 
 
 
 97 
 
 2 
 4 
 1 
 3 
 
 18 
 
 531 
 
 924 
 299 
 30 
 26 
 2,669 
 
 265,571 
 
 691 
 172 
 25 
 24 
 1,410 
 
 249,535 
 
 2 
 4 
 1 
 3 
 18 
 
 
 
 940 
 1,401 
 
 
 
 28 
 
 
 
 
 
 
 ?9 
 
 
 
 
 40 
 42 
 
 
 30 
 
 
 
 
 
 
 31 
 
 
 
 
 
 9,885 
 
 32 
 
 Sail 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 33 
 
 403 
 
 122 
 
 6 
 
 263,837 
 
 1,458 
 
 276 
 
 247,891 
 
 1,384 
 
 260 
 
 
 
 
 
 
 
 
 34 
 
 
 
 
 
 
 
 
 
 3ri 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 36 
 
 301 
 
 59,578 
 
 56,586 
 
 I 
 
 
 
 
 
 
 
 
 
 
 
 
 37 
 
 199 
 
 97 
 
 5 
 
 115 
 
 58,321 
 
 1,170 
 
 87 
 
 34,900 
 
 55,395 
 
 ;,no 
 
 81 
 33,032 
 
 
 
 
 
 
 
 
 38 
 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 
 
 
 40 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 41 
 
 90 
 
 24 
 
 1 
 
 112 
 
 34,428 
 283 
 189 
 
 170,267 
 
 32,584 
 269 
 179 
 
 159,137 
 
 
 
 
 
 
 
 
 4? 
 
 
 
 
 
 
 
 
 
 43 
 
 
 
 
 
 
 
 
 
 44 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 46 
 
 112 
 
 170,267 
 
 159,137 
 
 
 
 
 
 
 
 46 
 
 
 
 
 
 
 
 
 
 47 
 
 
 
 
 
 
 
 
 
 
 
 
 48 
 
 
 3 
 
 826 
 
 780 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 2 
 
 1 
 
 821 
 5 
 
 775 
 5 
 
 
 
 
 
 
 
 
 50 
 
 
 
 
 
 
 
 
 
 51 
 
 
 
 
 
 
 
 
 
 52 
 
 
 783 
 
 211,506 
 
 203,413 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 53 
 
 6 
 
 777 
 
 1,134 
 210,372 
 
 1,122 
 202,291 
 
 
 
 
 
 
 
 
 64 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 55 
 
 138 
 
 18,437 
 
 18,055 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 56 
 
 2 
 136 
 
 107 
 
 264 
 18,173 
 
 26, 927 
 
 262 
 17,793 
 
 25, 320 
 
 
 
 
 
 
 
 
 57 
 
 
 
 
 
 
 
 
 
 58 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 59 
 
 
 
 
 
 
 
 
 
 
 
 60 
 
 
 107 
 519 
 
 26, 927 
 159, 195 
 
 26,320 
 153, 346 
 
 
 
 
 
 
 
 
 fil 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 
 
 62 
 
 4 
 
 515 
 
 19 
 
 870 
 158, 325 
 
 6,947 
 
 860 
 152, 486 
 
 6, 692 
 
 
 
 
 
 
 
 
 63 
 
 
 
 
 
 
 
 
 
 64 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 65 
 
 
 
 
 
 
 
 
 
 
 
 66 
 
 
 i9 
 
 6,947 
 
 6,692 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
GREAT LAKES AND ST. LAWRENCE RIVER. 
 
 OCCUPATION, AND OWNERSHIP: 1906. 
 
 159 
 
 CONSTRUCTION. 
 
 Value of ves- 
 sels. 
 
 INCOME. 
 
 Number of 
 employees. 
 
 Wages. 
 
 Number of 
 
 passengers 
 
 carried. 
 
 
 Iron. 
 
 Steel. 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers 
 
 All other. 
 
 
 33 
 
 539 
 
 2,391 
 
 27 
 
 $130,805,640 
 
 $52,076,533 
 
 $4,866,904 
 
 $8,331,265 
 
 24,916 
 
 $13,280,716 
 
 14,080,146 
 
 1 
 
 32 
 
 457 
 
 1,172 
 
 15 
 
 116,983,812 
 
 47,227,424 
 
 4,866,904 
 
 4,245,899 
 
 20, 515 
 
 11,179,882 
 
 14,080,146 
 
 2 
 
 24 
 
 6 
 
 388 
 33 
 14 
 10 
 12 
 
 510 
 342 
 
 34 
 220 
 
 66 
 
 10 
 1 
 
 107,897,440 
 2,630,097 
 3,429,532 
 1,673,000 
 1,353,743 
 
 46,832,834 
 357,944 
 
 4,408,880 
 
 1,168 
 
 456,856 
 
 1,271,337 
 2,115,009 
 
 465,982 
 4,422 
 
 389, 149 
 
 17,279 
 
 1,659 
 
 656 
 
 441 
 
 480 
 
 9,269,490 
 
 1,081,913 
 
 308, 156 
 
 151,055 
 
 369,268 
 
 5,814,639 
 
 1,025 
 
 8,264,482 
 
 3 
 
 4 
 
 2 
 
 4 
 
 
 fi 
 
 36,646 
 
 
 
 7 
 
 11 
 
 30 
 
 487 
 
 8 
 
 6,664,550 
 
 2,639,573 
 
 297, 043 
 
 671,897 
 
 2,503 
 
 1,216,624 
 
 1,333,019 
 
 8 
 
 7 
 2 
 
 17 
 5 
 
 169 
 86 
 12 
 
 190 
 30 
 
 194 
 
 3 
 
 1 
 
 4,509,800 
 440,050 
 66,800 
 
 1,544,700 
 103,200 
 
 2,813,600 
 
 2,566,193 
 73, 380 
 
 267, 163 
 
 1,168 
 
 28,712 
 
 160,896 
 
 348,394 
 
 3,600 
 
 4,350 
 
 154,657 
 
 411,484 
 
 1,592 
 359 
 37 
 406 
 109 
 
 1,534 
 
 824,373 
 183,589 
 
 11,773 
 141, 673 
 
 55,216 
 
 737,711 
 
 1,081,178 
 
 1,025 
 
 250,816 
 
 9 
 10 
 11 
 1? 
 
 2 
 
 8 
 
 4 
 
 
 
 
 
 11 
 
 2 
 
 11 
 
 
 1,921,755 
 
 112,786 
 
 592,956 
 
 14 
 
 
 
 1 
 1 
 
 6 
 3 
 
 106 
 
 55 
 
 5 
 
 21 
 
 7 
 
 474 
 
 
 2,373,760 
 270,200 
 
 12,360 
 111,700 
 
 45,500 
 
 106,473,369 
 
 1,802,505 
 119,250 
 
 98,386 
 
 192, 112 
 191,031 
 
 1,213 
 
 250 
 
 13 
 
 25 
 
 33 
 
 16,241 
 
 577,349 
 
 129,216 
 
 5,250 
 
 6,942 
 
 18,954 
 
 8,992,737 
 
 304,956 
 
 15 
 
 
 1ft 
 
 
 14,400 
 
 288,000 
 
 17 
 
 
 2 
 
 
 
 
 18 
 
 
 
 
 
 28,341 
 3,154,905 
 
 
 10 
 
 19 
 
 405 
 
 7 
 
 42,645,226 
 
 4,456,425 
 
 12,141,171 
 
 20 
 
 16 
 3 
 
 365 
 23 
 
 14 
 
 233 
 199 
 
 16 
 6 
 
 20 
 
 17 
 
 7 
 
 100,991,390 
 
 1,880,847 
 
 3,346,782 
 
 13,600 
 
 240,750 
 
 1,032,393 
 
 42,443,266 
 165, 314 
 
 4,043,331 
 
 915,893 
 
 1,574,429 
 
 462, 382 
 
 50 
 
 202, 151 
 
 7,613 
 
 14, 462 
 
 1,032 
 
 603 
 
 6 
 
 138 
 
 237 
 
 7,856,896 
 
 756,956 
 
 290,533 
 
 2,016 
 
 86,336 
 
 232,810 
 
 4, 428, 505 
 
 21 
 
 
 413,094 
 
 7,712,666 
 
 "t 
 
 
 
 
 04 
 
 
 3 
 11 
 
 
 36,646 
 20,870 
 
 
 
 25 
 
 
 
 650 
 
 13,000 
 
 ?6 
 
 
 
 
 
 
 2 
 2 
 1 
 3 
 9 
 
 494 
 
 
 22,500 
 
 39,000 
 
 3,600 
 
 3,000 
 
 964,293 
 
 7,135,271 
 
 20,870 
 
 
 2,436 
 1,155 
 
 12 
 18 
 3 
 4 
 200 
 
 2,258 
 
 10,872 
 
 12, 152 
 
 600 
 
 424 
 
 208,762 
 
 962,542 
 
 
 27 
 
 
 2 
 
 
 
 
 28 
 
 
 
 
 650 
 
 13,000 
 
 29 
 
 
 
 
 
 22 
 4,000 
 
 23,632 
 
 30 
 
 
 9 
 34 
 
 
 
 
 
 31 
 
 1 
 
 2 
 
 4,317,542 
 
 
 
 32 
 
 
 
 
 
 33 
 1 
 
 370 
 
 118 
 6 
 
 
 6,924,071 
 
 204,850 
 
 6,350 
 
 4,317,542 
 
 
 19,960 
 
 72 
 
 3,600 
 
 2,161 
 84 
 13 
 
 940,174 
 20,143 
 2,225 
 
 
 33 
 
 1 
 
 2 
 
 
 
 34 
 
 
 
 
 35 
 
 
 
 
 
 
 
 
 1 
 
 1 
 
 299 
 
 
 1,136,260 
 
 1,192,747 
 
 
 11,763 
 
 863 
 
 332,516 
 
 
 36 
 
 
 
 
 
 
 
 199 
 
 95 
 
 5 
 
 113 
 
 
 967,510 
 
 164,400 
 
 4,350 
 
 471,361 
 
 1,192,747 
 
 
 9,291 
 
 72 
 
 2,400 
 
 8,800 
 
 783 
 72 
 8 
 
 514 
 
 313,583 
 17,508 
 1,425 
 
 224,343 
 
 
 37 
 
 1 
 
 1 
 
 
 
 
 38 
 
 
 
 
 
 39 
 
 
 
 2 
 
 875,402 
 
 
 
 40 
 
 
 
 
 
 
 
 
 90 
 
 22 
 
 1 
 
 79 
 
 
 430,411 
 38,950 
 2,000 
 
 5,517,150 
 
 875,402 
 
 
 7,600 
 
 498 
 11 
 5 
 
 872 
 
 221,208 
 
 2,335 
 
 800 
 
 399,500 
 
 
 41 
 
 
 
 2 
 
 
 
 42 
 
 
 
 
 
 1,200 
 3,069 
 
 
 43 
 
 
 33 
 
 
 2,229,840 
 
 
 
 44 
 
 
 
 
 
 
 
 33 
 
 79 
 
 
 5,517,150 
 
 2,229,840 
 
 
 3,069 
 
 872 
 
 399,500 
 
 
 45 
 
 
 
 
 
 46 
 
 
 
 
 
 
 
 
 
 
 
 
 47 
 
 
 
 3 
 
 
 10,500 
 
 19,553 
 
 
 
 9 
 
 6,183 
 
 
 48 
 
 
 
 
 
 
 
 
 
 
 2 
 
 1 
 
 
 9,000 
 1 1,500 
 
 19,553 
 
 
 
 8 
 1 
 
 5,883 
 300 
 
 
 49 
 
 
 
 
 
 
 
 50 
 
 
 
 
 
 
 
 
 51 
 
 
 48 
 
 725 
 
 10 
 
 6,686,557 
 
 531,567 
 
 
 4,061,734 
 
 2,143 
 
 1,138,292 
 
 
 52 
 
 
 
 
 
 
 
 6 
 719 
 
 
 13,800 
 6,672,757 
 
 6,500 
 525,067 
 
 
 1,290 
 4,050,444 
 
 15 
 2,128 
 
 2,801 
 1,135,491 
 
 
 53 
 
 
 48 
 
 10 
 
 
 
 54 
 
 
 
 1 
 
 136 
 
 1 
 
 554,660 
 
 25,730 
 
 
 332,216 
 
 206 
 
 93,802 
 
 
 55 
 
 
 
 2 
 134 
 
 103 
 
 
 4,000 
 550,660 
 
 740, 675 
 
 
 
 900 
 331,316 
 
 623,366 
 
 2 
 204 
 
 338 
 
 221 
 93,581 
 
 169,922 
 
 
 56 
 
 
 1 
 4 
 
 1 
 
 25,730 
 98,899 
 
 
 
 57 
 
 
 
 
 58 
 
 
 
 
 
 
 
 
 
 
 
 
 59 
 
 
 4 
 
 43 
 
 103 
 467 
 
 
 740,675 
 5,320,422 
 
 406,938 
 
 
 3,106,002 
 
 338 
 1,559 
 
 169,922 
 846, 737 
 
 
 HO 
 
 
 9 
 
 
 
 61 
 
 
 
 
 
 
 4 
 463 
 
 19 
 
 
 9,800 
 5, 310, 622 
 
 70, 800 
 
 6,500 
 400, 438 
 
 
 390 
 3, 105, 612 
 
 150 
 
 13 
 1.546 
 
 40 
 
 2,580 
 844, 157 
 
 27, 831 
 
 
 62 
 
 
 43 
 
 9 
 
 
 
 63 
 
 
 
 
 
 64 
 
 
 
 
 
 
 1 
 
 
 
 
 
 65 
 
 
 
 19 
 
 
 70,800 
 
 
 
 
 
 
 66 
 
 
 
 
 1 
 
 
 
 32576—08 12 
 
MISSISSIPPI RIVER 
 AND ITS TRIBUTARIES 
 
 (161) 
 
■""vxwr* 
 
 MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 By Stoky B. Ladd. 
 
 The statistics of water transportation presented in 
 this section are for the vessels operating on the Missis- 
 sippi river and its tributaries. In accordance with 
 the plan adopted at the Eleventh Census the rivers 
 have been grouped under three heads, namely, the 
 Upper Mississippi system, the Lower Mississippi sys- 
 tem, and the Ohio system. St. Louis has been consid- 
 ered the point of separation between the Upper and the 
 Lower Mississippi systems. The statistics of freight 
 are shown for the leading ports and for the chief tribu- 
 taries. At the Eleventh Census credit was given to 
 every stream for such business as had its origin thereon, 
 whether the finality of the operation was on that or 
 some other stream. At the present census credit 
 has been given to each stream for the freight shipped 
 from ports or landings thereon, and in addition there 
 are shown the freight deliveries by streams. This 
 course has been adopted to avoid duplication of freight 
 movement, although it is open to criticism that it 
 does not show the total freight tonnage moved on 
 certain rivers. For example, the Ohio river does not 
 receive credit for freight shipped from St. Louis to 
 ports on the Cumberland or the Tennessee rivers, nor 
 for coal shipped from the Monongahela river to points 
 on the lower Mississippi. It is, however, only in cases 
 where a river serves as a highway and both the port of 
 shipment and the port of delivery are on other streams 
 that the plan fails to credit the river with all freight 
 moved thereon. 
 
 The statistics with respect to ocean trade to and 
 from New Orleans, for all boats operating below New 
 Orleans or from New Orleans seaward, and for all 
 boats operating on Lake Pontchartrain and its tribu- 
 taries and on Grand Lake and the Gulf outlets to the 
 bayous and rivers of lower Louisiana, have been 
 included in the section on the Atlantic coast and Gulf 
 of Mexico. All local traffic at New Orleans and all 
 traffic on the bayous of Louisiana tributary to the 
 Mississippi are included in this section of the report. 
 
 The water traffic for St. Louis has been credited to 
 the Upper or to the Lower Mississippi system according 
 as the freight was received from or shipped to ports 
 above or below St. Louis, the local business of that 
 
 port being credited to the Lower Mississippi. Like- 
 wise in the case of shipments from or to Cairo, 111., 
 the Ohio system has received credit for all freight 
 that pertains to the Ohio river or any of its tribu- 
 taries, while all Mississippi river freight has been 
 credited to the Lower Mississippi system. 
 
 Separate statistics are given for all rivers for which 
 reports were received for boats of 5 tons net register 
 or over owned by three or more proprietors, whether 
 individuals, firms, or corporations. The statistics 
 for streams representing the operations of less than three 
 proprietors can not be shown without disclosing the 
 business of individual operations. The traffic reported 
 for a specific stream includes the traffic on all branches 
 thereof unless an exception is specifically noted. 
 Thus the totals shown for the Tennessee river include 
 data for all traffic on the French Broad, the Hiwassee, 
 etc.; likewise freight on the Barren is included, with 
 that for the Green. 
 
 The Red River (of the North) was. at the-Eleventh 
 Census included with the Mississippi river and its 
 tributaries, under the group title, "rivers of the 
 Mississippi valley." At the present census the 
 statistics for the Red River (of the North) will be 
 found in the section on canals and other inland waters. 
 
 COMPARISON WITH PRIOR CENSUSES. 
 
 The methods followed in the presentation of the 
 statistics compiled at the Tenth and Eleventh cen- 
 suses differ in so many particulars from the methods 
 adopted for the present census that comparisons only 
 of the most general character can be made. 
 
 The census of 1880 was for the steam navigation of 
 the United States, and took cognizance, primarily, of 
 steam craft and of freight carried on steam vessels, 
 and incidentally, in the case of the Mississippi River 
 traffic, of freight carried by the barge lines of St. Louis 
 and by the coal barges of Pittsburg. No compilation 
 of the statistics for unrigged craft in general was made. 
 
 In 1890 a comprehensive census of all craft was 
 taken for the year 1889, both steam and unrigged, and 
 the boats and their traffic were assigned to the river 
 upon which they plied or on which the freight origi- 
 
 (163) 
 
164 
 
 TRANSPORTATION BY WATER. 
 
 nated. In many cases boats ply upon several streams, 
 for example, upon the Mississippi, the Ohio, and the 
 Tennessee, or upon the Illinois and the Mississippi; 
 and hence, as the data could not be apportioned, they 
 have been assigned, where distribution has been 
 attempted, to the river on which the boat's chief or 
 home port is located or the port from which the bulk 
 of its freight emanated. 
 
 The Mississippi river with its tributaries, comprising 
 about 16,000 miles of river navigation or waters 
 susceptible of navigation, constituted in the earlier 
 
 days the commercial highway for half of the Kepublic. 
 It is Nature's route to the seaboard for a territory 
 extending from St. Paul to New Orleans, and from 
 Pittsburg in the east to the headwaters of the Missouri 
 in the west, a territory measured by 15 degrees of 
 latitude and over 30 degrees of longitude. About 
 one-half of the total number of states and territories 
 are touched by its waters. 
 
 The general statistics for 1889 and 1906, with the 
 per cent of increase or decrease for the several items, 
 are shown in Table 1. 
 
 Table 1.— ALL VESSELS AND CRAFT: 1906 AND 1889. 
 
 [Vessels operating as connecting links in railroad systems did not uniformly report the tonnage of freight carried or income for the year. In addition to the craft 
 reported in this table there were 171 vessels, with a gross tonnage of 15,038, reported as idle in 1906, and 138, with a gross tonnage of 17,364, reported as idle or 
 untraceable in 1889.] 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees . 
 
 Number of passengers carried 
 
 Freight carried, including harbor work (net tons) . 
 
 1906 
 
 9,622 
 
 4,411,967 
 
 122,852,142 
 
 $17,342,038 
 
 15,016 
 
 $5,692,117 
 
 14,122,241 
 
 27,856,641 
 
 1889 
 
 7,300 
 
 3,364,610 
 
 $14,407,162 
 
 $16,331,872 
 
 15,951 
 
 $5,337,185 
 
 10,858,894 
 
 29,401,409 
 
 Per cent 
 
 of 
 increase. 
 
 31.8 
 31.1 
 58.6 
 
 6.2 
 25.9 
 
 6.7 
 30.1 
 25.3 
 
 1,435 
 
 146,227 
 
 $13,196,770 
 
 $15,410,136 
 
 13,973 
 
 $5,148,581 
 
 13,890,850 
 
 4,551,014 
 
 1889 
 
 972 
 192,974 
 $9,622,608 
 « 
 
 ( 3 ) 
 
 m 
 ( 3 ) 
 
 10,345,504 
 
 Per cent 
 
 of 
 increase. 
 
 47.6 
 
 2 24.2 
 
 37.1 
 
 UNRIGGED. 
 
 1906 
 
 8,187 
 
 4,265,740 
 
 $9,655,372 
 
 $1,931,902 
 
 1,043 
 
 $543, 536 
 
 231,391 
 
 23,305,627 
 
 1889 
 
 6,328 
 
 3,171,636 
 
 $4,784,554 
 
 ( 8 ) 
 
 ( 3 ) 
 
 ( 3 ) 
 
 ( 3 ) 
 
 19,055,905 
 
 Per cent 
 
 of 
 increase. 
 
 29.4 
 34.5 
 101.8 
 
 22.3 
 
 1 Includes all craft propelled by machinery. 
 
 2 Decrease. 
 
 3 Not reported separately. 
 
 In addition to the vessels and craft included in this 
 and other tables, 14 steamers or power boats of 653 
 gross tons were in service on the waters of the Upper 
 Mississippi system. These boats were reported too 
 late for tabulation and, moreover, no detailed statistics 
 concerning them were furnished. 
 
 There was a material increase in the number of 
 vessels of each class, but all the increase in tonnage 
 was in unrigged vessels, the power vessels showing a 
 large decrease. The fact that there was an increase 
 in the number and at the same time a decrease in the 
 tonnage of steam or power vessels, is due to the greatly 
 increased number of small boats. This change is 
 reflected in the quantity of freight handled, the 
 amount carried by steam vessels in 1906, exclusive 
 of harbor work, being about one - fourth of the 
 amount carried in 1889. The decrease in the 
 amount of barge freight along with an increase in 
 the number and tonnage of the unrigged vessels 
 will be noted, due apparently to the use of a rela- 
 tively larger number of coal barges that make but 
 a single trip. The coal traffic down the Ohio and 
 the Mississippi is the chief freight factor on these 
 rivers, and it is handled in the main by a compara- 
 tively few barge owners and shippers. A large num- 
 ber of coal boats are built to be used but once and 
 sold for rough lumber on their arrival at lower river 
 ports. This practice makes unnecessary the long 
 tow back of empty barges that would otherwise re- 
 sult, since there is no adequate return freight. With 
 the growing scarcity of lumber this plan of building 
 qoal flats for use for a single trip will probably be 
 
 abandoned. Steel barges, some of which are now in 
 use, besides being stronger than wooden barges, carry 
 about 20 per cent more cargo on the same draft of 
 water. In 1889 the barge freight was over six times 
 as much as the barge tonnage, whereas in 1906 it was 
 about four times as great, not including harbor work. 
 Tables 2 and 3 give the general statistics for the 
 census of 1880 as presented in the comparative tables 
 of the report for the census of 1889, and require no 
 special comment. 
 
 Table 2. — Water transportation on the rivers of the 
 valley: 1880. 1 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees*(ordinary crews) . 
 
 W ages 
 
 Number of passengers carried 
 
 Freight moved (net tons) 
 
 Total. 
 
 5,052 
 
 1,161,617 
 
 $16,379,400 
 
 $20,293,173 
 
 23, 616 
 
 $6, 979, 226 
 
 6, 728, 067 
 
 18,946,522 
 
 Steam. Unrigged. 
 
 1,198 
 251, 793 
 $12,009,400 
 ( ! ) 
 « 
 ( 2 ) 
 
 C 2 ) 
 
 13,557,884 
 
 3,854 
 909,824 
 $4,370,000 
 (2) 
 
 (2) 
 (2) 
 (2) 
 
 5,388,638 
 
 1 From report on Transportation on the Rivers of the Mississippi Valley for 
 the Eleventh Census, pages 448 and 449. 
 
 2 Not reported separately. 
 
 Table 3. — Steam vessels on the rivers of the Mississippi valley, by 
 occupation: 1880. ' 
 
 OCCUPATION. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Value. 
 
 Total 
 
 1,198 
 
 251,793 
 
 $12,009,400 
 
 
 Passenger and freight vessels... . 
 
 503 
 177 
 477 
 41 
 
 166,376 
 
 21,307 
 
 63,225 
 
 885 
 
 7,059,900 
 
 1,022,900 
 
 3,800,500 
 
 136,100 
 
 Ferryboats 
 
 Towing and harbor vessels 
 
 
 
 1 From report on Transportation on the Rivers of the Mississippi Valley for 
 the Eleventh Census, pages 448 and 449. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 165 
 
 A comparison of the several tables compiled from 
 the reports of the Commissioner of Navigation with the 
 returns of the Census Office shows differences in the 
 number of boats and in the tonnage. These differ- 
 ences are due in part to the fact that the Census statis- 
 tics are for the calendar year and include all boats of 5 
 tons measurement, whether documented or undocu- 
 mented, while the returns of the Commissioner of Navi- 
 gation are for the fiscal year ending June 30 and are for 
 documented boats only, and, further, to the fact that 
 boats are carried on the documented rolls until it is 
 shown that they have been abandoned. 
 
 The large number of small undocumented boats, par- 
 ticularly gasoline boats, results in making the total 
 number of power boats returned by the Census exceed 
 the number of boats reported by the Commissioner of 
 Navigation, while the tonnage of a few large boats that 
 have been abandoned but are still carried on the docu- 
 mented rolls operates as an offset to the tonnage of a 
 large number of small undocumented craft. 
 
 It is probable, moreover, that in many cases differ- 
 ences will appear when the freight statistics herein 
 given are compared with similar statistics shown in 
 the reports of the Chief of Engineers, United States 
 Army, for specific rivers or ports, or in the reports of 
 the various commercial organizations of the cities of 
 the Mississippi valley. Such differences are due, as a 
 rule, to the lack of uniformity either in the time or in 
 the scope of the statistics compared, or in the manner 
 of presenting the data. 
 
 The total documented shipping of the Mississippi 
 system on June 30, 1906, which includes documented 
 steam and unrigged vessels, was 167,957 gross tons, 
 compared with a total of 274,527 tons on June 30, 1896, 
 a decrease of 38.8 per cent for the ten-year period. 
 This decadence is in striking contrast with an increase 
 in each of the other districts; the American docu- 
 mented shipping for the Atlantic coast and Gulf of 
 Mexico increased 28.5 per cent during the decade; that 
 for the Great Lakes, 70.1 per cent; and that for the 
 Pacific coast, 86.7 per cent. 1 
 
 The following statement gives, for the Mississippi 
 River district, the number and gross tonnage of the 
 documented vessels which could not be found and for 
 which no reports were received in 1906: 
 
 Documented vessels for viaich no reports were received: 1906. 
 
 CLASS. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 
 43 
 
 1,664 
 
 
 38 
 5 
 
 1,361 
 
 
 303 
 
 
 
 
 Growth of steam navigation.— A presentation of the 
 number and tonnage of the Mississippi fleet of docu- 
 mented steam vessels for a series of years will help to 
 
 1 Report of Commissioner of Navigation. 
 
 show the rise and decline of steamboat navigation on 
 the Mississippi. 
 
 • Table 4 shows the number and tonnage of all docu- 
 mented steam vessels built on the Mississippi river 
 and its tributaries for quinquennial groups of years 
 from 1811 to 1906. 
 
 Table 4. — Documented steam vessels built, by quinquennial periods: 
 1811 to 1906. 1 
 
 
 TOTAL. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 AVERAGE PER 
 YEAR. 
 
 PERIOD. 
 
 Num- 
 ber of 
 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 144 
 728 
 480 
 392 
 369 
 551 
 596 
 588 
 504 
 706 
 675 
 671 
 638 
 495 
 459 
 270 
 156 
 69 
 62 
 9 
 
 4,586 
 42,592 
 59,184 
 51,864 
 54,683 
 97,577 
 124, 275 
 128,054 
 142,578 
 153,573 
 147, 465 
 160, 157 
 124,534 
 87,552 
 72,284 
 35,720 
 27,225 
 10,075 
 12,620 
 1,589 
 
 32 
 59 
 123 
 132 
 148 
 177 
 209 
 218 
 283 
 218 
 218 
 239 
 195 
 177 
 157 
 132 
 175 
 146 
 204 
 177 
 
 144.0 
 145.6 
 96.0 
 78.4 
 73.8 
 110.2 
 119.2 
 117.6 
 100.8 
 141.2 
 135.0 
 134.2 
 127.6 
 99.0 
 91.8 
 54.0 
 31.2 
 13.8 
 12.4 
 1.8 
 
 4,586.0 
 8,518.4 
 11,836.8 
 10, 372. 8 
 
 1901 to 1905.. 
 
 1896 to 1900 
 
 1891 to 1895 . . 
 
 1886 to 1890.. . 
 
 10,936.6 
 19,515.4 
 24,855.0 
 
 1881 to 1885 
 
 1876 to 1880 
 
 1871 to 1875 
 
 25,610.8 
 
 1866 to 1870 
 
 28,515.6 
 
 1861 to 1865 . . 
 
 30,714.6 
 29, 493. 
 32,031.4 
 24,906.8 
 17,510.4 
 14, 456. 8 
 7, 144. 
 
 1856 to 1860 
 
 1851 to 1855 
 
 1846 to 1850 . . . 
 
 1841 to 1845 
 
 1836 to 1840 
 
 1831 to 1835 
 
 1826 to 1830 
 
 5,445.0 
 2,015.0 
 
 1821 to 1825 
 
 1816 to 1820 
 
 2,524.0 
 317.8 
 
 1811 to 1815 . . . 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Com- 
 merce and Labor, for 1884 and subsequent years; from " Commerce and Navigation 
 of the United States," Treasury Department, for 1881 to 1883, inclusive; and from 
 the report on Transportation, Tenth Census of the United States, for years 
 preceding 1881. 
 
 The first steamboat on the Mississippi was the New 
 Orleans, a side wheeler, launched at Pittsburg in 181 1." 
 It arrived at New Orleans, January 10, 1812, and was 
 put in service between New Orleans and Natchez. 
 The first towboat on the Mississippi river was put in 
 service at New Orleans in November, 1815, and was 
 used for towing vessels up to the city from the mouth 
 of the river. 
 
 The second steamboat was built in 1813 and had a 
 tonnage of 25; 2 with an aggregate tonnage of 386 
 were built in 1814; and 5 with a total tonnage of 1,078 
 were built in 1815. The steamer Washington made a 
 memorable ascent of the Mississippi in 1817 and 
 removed all doubts as to the practicability of steam 
 navigation against the river currents, and from that 
 time the business of steamboat building advanced 
 rapidly. The period 1851 to 1860 marks the crest of 
 steamboat building. Prior thereto the number of 
 new boats increased year by year and there was a gen- 
 eral increase in the tonnage; although a large number 
 of new boats were built during the period 1861 to 1865 
 and the tonnage was large, yet from that time on the 
 new yearly tonnage shows a striking decrease for 
 almost every period. In the year 1871 there were 155 
 new boats, with an aggregate tonnage of 50,084, the 
 largest tonnage for any one year, but the tonnage for 
 preceding and following years was low. In VL864, 
 
 2 J. H. Morrison. 
 "90 ff. 
 
 History of American Steam Navigation, page 
 
166 
 
 TRANSPORTATION BY WATER. 
 
 1865, and 1866 steamboat building was active and 
 the new tonnage in 1865 was 50,082 tons, next in 
 amount to that of 1871, but the average tonnage per 
 year for the five-year period of 1861 to 1865 was less 
 than that for the period from 1851 to 1855, and the 
 annual average for 1866 to 1870 was still lower, while 
 the years immediately preceding the financial crisis 
 of 1857 all showed large tonnage. The tonnage in 
 
 1906 is less than that for any year since 1831. The 
 development of the gasoline power boat in the later 
 years is responsible in part for the decline in the docu- 
 mented tonnage, and particularly so for the marked 
 decrease in the average tonnage per vessel. 
 
 Table 5 gives the number and gross tonnage of the 
 documented steam vessels, classified according to ton- 
 nage groups, for the years 1889 to 1906. 
 
 Table 5.— NUMBER AND GROSS TONNAGE OF DOCUMENTED STEAM VESSELS, BY TONNAGE GROUPS: 1889 TO 1906. 1 
 
 
 TOTAL. 
 
 5 TO 49 TONS. 
 
 50 TO 99 TONS. 
 
 100 TO 499 TONS. 
 
 500 TO 999 TONS. 
 
 1,000 TONS AND 
 OVER. 
 
 TEAR. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 1,451 
 1,405 
 1,342 
 1,241 
 1,193 
 
 1,144 
 1,101 
 1,064 
 1,064 
 1,048 
 
 1,047 
 1,061 
 1,087 
 1,123 
 
 1,122 
 1,111 
 1,087 
 1,114 
 
 152,592 
 159, 772 
 165, 877 
 166, 949 
 166,574 
 
 167, 619 
 168, 406 
 169, 519 
 167,297 
 175,075 
 
 176, 344 
 184, 443 
 191, 142" 
 201,300' 
 
 207,001 
 205,708 
 205,277 
 209, 826 
 
 754 
 676 
 596 
 505 
 450 
 
 404 
 369 
 337 
 335 
 298 
 
 292 
 290 
 294 
 285 
 
 270 
 277 
 261 
 270 
 
 14,057 
 13,244 
 12, 187 
 10,839 
 10,429 
 
 9,813 
 9,290 
 8,936 
 9,103 
 9,912 
 
 8,413 
 8,376 
 8,344 
 8,167 
 
 7,815 
 8,007 
 7,494 
 7,933 
 
 300 
 323 
 326 
 311 
 314 
 
 303 
 285 
 271 
 274 
 279 
 
 274 
 269 
 279 
 289 
 
 285 
 267 
 258 
 261 
 
 22,508 
 24, 128 
 24,385 
 23, 132 
 23,498 
 
 22,656 
 21,259 
 20,190 
 20,405 
 19,320 
 
 20,399 
 19,900 
 20,637 
 21,436 
 
 20,988 
 19,815 
 18,981 
 19,345 
 
 339 
 340 
 349 
 350 
 356 
 
 361 
 370 
 380 
 380 
 393 
 
 405 
 420 
 426 
 456 
 
 470 
 472 
 475 
 493 
 
 72,289 
 72,238 
 74, 477 
 74,748 
 76, 812 
 
 78.052 
 78^926 
 80,571 
 80,729 
 84, 615 
 
 86,696 
 90,243 
 90,742 
 97,554 
 
 100,263 
 100, 761 
 101,336 
 103, 358 
 
 51 
 58 
 62 
 65 
 65 
 
 67 
 67 
 64 
 66 
 66 
 
 63 
 67 
 71 
 75 
 
 76 
 74 
 71 
 67 
 
 33,784 
 38,599 
 41,257 
 43,045 
 43,208 
 
 44,346 
 44, 171 
 42,441 
 43,947 
 ■ 43,863 
 
 41,940 
 44, 615 
 47,763 
 50, 710 
 
 51, 156 
 50, 419 
 48,878 
 49,026 
 
 7 
 8 
 9 
 10 
 8 
 
 9 
 10 
 12 
 
 9 
 12 
 
 13 
 
 15 
 17 
 18 
 
 21 
 21 
 22 
 23 
 
 9,954 
 
 1905 
 
 11,563 
 13,571 
 
 1904 
 
 1903 
 
 15,185 
 12,627 
 
 1902 
 
 1901 
 
 12,752 
 14,760 
 
 1900 
 
 1899 
 
 17,381 
 
 1898 
 
 13,113 
 17,365 
 
 18,896 
 
 1897 ; 
 
 1896 
 
 1895 
 
 21,309 
 
 1894 
 
 23,656 
 23,433 
 
 1893 
 
 1892 
 
 26,779 
 
 1891 
 
 26,706 
 
 1890.... 
 
 28,588 
 
 1889 
 
 30,164 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 The tonnage of all steam vessels shows a practically 
 steady decrease — amounting, from 1889 to 1906, to 
 27.3 per cent. In certain years as compared with the 
 preceding years a slight increase is apparent, but on 
 the whole the shrinkage is quite uniform. The num- 
 ber of vessels varied within narrow limits from 1889* 
 to 1899, but from the latter date the number increased 
 from year to year. The increase in number is, how- 
 ever, in small boats, chiefly in the 5 to 49 ton class. 
 The number of boats in this class increased 179.3 per 
 cent, and the tonnage thereof increased 77.2 per cent, 
 between 1889 and 1906. Vessels of the 50 to 99 ton 
 class increased 14.9 per cent in number and 16.4 per 
 cent in tonnage. The higher classes, on the other 
 hand, show decreases. Boats of the 100 to 499 ton 
 class decreased 31.2 per cent in number and 30.1 per 
 cent in tonnage; boats of the 500 to 999 ton class 
 decreased 23.9 per cent in number and 31.2 per cent 
 in tonnage; and boats of 1,000 tons and over decreased 
 69.6 per cent in number and 67 per cent in tonnage. 
 
 For 1898 and the years prior thereto the reports of 
 the Commissioner of Navigation give a segregation of 
 steam vessels of a tonnage from 100 to 499 tons, in 
 
 groups of a hundred, and they show that the lower 
 groups thereof contain the larger number of boats and 
 the bulk of the tonnage. The following tabular state- 
 ment shows the distribution of such boats by groups 
 of a hundred, for the years 1889 and 1898, and the per- 
 centage of decrease for each group: 
 
 Documented steam vessels of 100 to 499 tons, by tonnage groups: 1889 
 
 to 1898. 
 
 
 NUMBER OF VESSELS. 
 
 GROSS TONNAGE. 
 
 GROUP. 
 
 1898 
 
 1889 
 
 Per cent 
 
 of 
 decrease. 
 
 1898 
 
 1889 
 
 Per cent 
 
 of 
 decrease. 
 
 Total 
 
 380 
 
 493 
 
 22.9 
 
 80,729 
 
 103,358 
 
 
 
 
 100 to 199 tons 
 
 200 to 299 tons 
 
 300 to 399 tons 
 
 400 to 499 tons 
 
 222 
 85 
 51 
 22 
 
 295 
 92 
 80 
 26 
 
 24.7 
 7.6 
 36.3 
 15.4 
 
 32,180 
 
 20,990 
 
 17,591 
 
 9,968 
 
 42,601 
 22,747 
 25,481 
 12,529 
 
 . 24.5 
 
 7.7 
 31.0 
 20.4 
 
 The change in the size of boats is further illustrated 
 by Table 6, which gives, for each year from 1889 to 
 1906, the percentage of the total number of boats and 
 the total tonnage in each tonnage class. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 167 
 
 Table 6.— PER CENT DISTRIBUTION OF NUMBER AND GROSS TONNAGE OF DOCUMENTED STEAM VESSELS, BY 
 
 TONNAGE GROUPS: 1889 TO 1906. 1 
 
 
 5 TO 49 TONS. 
 
 50 TO 
 
 99 TONS. 
 
 100 TO 499 TONS. 
 
 500 TO 
 
 999 TONS. 
 
 1,000 TONS AND 
 OVER. 
 
 TEAS. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Grose 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 52.0 
 48.1 
 44.4 
 40.7 
 37.7 
 
 35.3 
 33.5 
 31.7 
 31.5 
 2a 5 
 
 27.9 
 27.3 
 27.0 
 25.4 
 
 24 
 24.9 
 24.0 
 24 2 
 
 9.2 
 &3 
 7.3 
 6.5 
 6.3 
 
 5.9 
 5.5 
 5.3 
 5.4 
 5.6 
 
 48 
 
 45 
 
 4.4 
 
 . 41 
 
 3.8 
 
 a9 
 
 3.7 
 3.8 
 
 20.7 
 23.0 
 24 3 
 25.1 
 26.3 
 
 26.5 
 25.9 
 25.5 
 25.8 
 26.6 
 
 26.2 
 25.4 
 25.7 
 25.7 
 
 25.4 
 24 
 23 7 
 23 4 
 
 14 7 
 15.1 
 14 7 
 13.9 
 141 
 
 13.5 
 12.6 
 11.9 
 12.2 
 11.0 
 
 11.6 
 10.8 
 10.8 
 10.6 
 
 10.2 
 9.6 
 9.2 
 9.2 
 
 2a 4 
 
 24 2 
 26.0 
 28.2 
 29.8 
 
 31.6 
 33.6 
 35.7 
 35.7 
 37.5 
 
 38.7 
 39.6 
 39.2 
 40.6 
 
 41.8 
 42.5 
 43.7 
 44 3 
 
 47.4 
 45.2 
 44 9 
 44 8 
 46.1 
 
 46.6 
 46.9 
 47.5 
 48.3 
 4a 3 
 
 49.2 
 4& 9 
 47.5 
 4&5 
 
 48.4 
 49.0 
 49.4 
 49.3 
 
 3.5 
 41 
 46 
 5.2 
 5.4 
 
 5.9 
 6.1 
 6.0 
 .6.2 
 6.3 
 
 6.0 
 6.3 
 6.5 
 6.7 
 
 6.8 
 6.7 
 6.5 
 6.0 
 
 22.1 
 24 2 
 
 24 9 
 
 25 8 
 25.9 
 
 26.5 
 26.2 
 25.0 
 26.3 
 25.1 
 
 23.8 
 24 2 
 25.0 
 25.2 
 
 24 7 
 24 5 
 23.8 
 23.4 
 
 0.5 
 0.6 
 0.7 
 0.8 
 0.7 
 
 0.8 
 0.9 
 1.1 
 0.8 
 1.1 
 
 1.2 
 1.4 
 1.6 
 1.6 
 
 1.9 
 1.9 
 2.0 
 2.1 
 
 6.5 
 
 1905 
 
 7.2 
 
 1904 
 
 a2 
 
 1903 
 
 9.1 
 
 1902 
 
 7.6 
 
 1901 
 
 7.6 
 
 1900 
 
 8.8 
 
 1899 
 
 10.3 
 
 1898 
 
 7.8 
 
 1897 
 
 9.9 
 
 1896 
 
 10.7 
 
 1893 
 
 11.6 
 
 1894 
 
 12.4 
 
 1893 
 
 11.6 
 
 1892 
 
 12.9 
 
 1891 
 
 13.0 
 
 1890 
 
 13.9 
 
 1869 
 
 14 4 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 A marked increase is shown in the percentage that 
 the number of boats with a tonnage of from 5 to 49 
 forms of the total number of vessels. The percentage 
 for the number of boats with a tonnage of from 50 to 
 99 shows an increase, with fluctuations, followed by a 
 decrease; while the percentages for number of boats in 
 the groups with higher tonnage show decided decreases. 
 The changes in tonnage percentages are not so great 
 as those for the number of boats. In 1889 boats of 
 
 from 5 to 99 tons constituted 47.7 percent of all boats 
 in number and 13 per cent in tonnage; in 1900 they 
 constituted 59.4 percent of the total number and 18.1 
 per cent of the tonnage; and in 1906 they formed 72.7 
 per cent of the total number and 23.9 per cent of the 
 tonnage. 
 
 The change in steamboat equipment is further illus- 
 trated by Table 7. 
 
 Table 7.— NUMBER, GROSS TONNAGE, AND AVERAGE TONNAGE OF ALL DOCUMENTED STEAM VESSELS, AND OF 
 SUCH VESSELS BUILT DURING EACH YEAR, WITH PER CENT NEW VESSELS ARE OF ALL VESSELS, AND NEW 
 VESSELS, BY CHARACTER OF PROPULSION: 1880 TO 1906. 1 
 
 1906. 
 1905. 
 1904. 
 1903. 
 1902. 
 
 1901. 
 1900. 
 
 1897. 
 
 1896. 
 1895. 
 1894. 
 1893. 
 1892. 
 
 1891. 
 1890. 
 1889. 
 1888. 
 
 1887. 
 1886. 
 1885. 
 1884. 
 
 1883. 
 1882. 
 1881- 
 1880. 
 
 ALL VESSELS. 
 
 Num- 
 ber. 
 
 1,451 
 1,405 
 1,342 
 1,241 
 1,193 
 
 1,144 
 1,101 
 1,064 
 1,064 
 1,048 
 
 1,047 
 1,061 
 1,087 
 1,123 
 1,122 
 
 1,111 
 1,087 
 1,114 
 1,122 
 
 1,144 
 1,105 
 1,145 
 1,157 
 
 1,163 
 1,226 
 1,191 
 1,225 
 
 Gross 
 tonnage. 
 
 152, 592 
 159,772 
 165,877 
 166,949 
 166, 574 
 
 167, 619 
 168, 406 
 169, 519 
 167,297 
 175,075 
 
 176, 344 
 184,443 
 191, 142 
 201,300 
 207,001 
 
 205, 708 
 205,277 
 209,826 
 214,036 
 
 217,942 
 221,089 
 231,676 
 241,007 
 
 243,317 
 249, 210 
 2*6,997 
 256,916 
 
 Per cent 
 
 of 
 increase 
 
 in 
 tonnage. 
 
 245 
 237 
 SO. 6 
 0.2 
 2 0.6 
 
 2 0.5 
 
 2 0.7 
 
 1.3 
 
 244 
 
 2 0.7 
 
 244 
 235 
 25.0 
 2 2.8 
 0.6 
 
 0.2 
 2 2.2 
 2 2.0 
 2 1.8 
 
 2 1.4 
 246 
 2a9 
 2 0.9 
 
 2 2.4 
 0.9 
 
 2a9 
 
 VESSELS BUILT DURING THE YEAR. 
 
 Total. 
 
 Num- 
 ber. 
 
 144 
 161 
 176 
 137 
 139 
 
 115 
 109 
 92 
 
 106 
 91 
 
 82 
 60 
 61 
 87 
 
 70 
 81 
 91 
 
 116 
 134 
 
 129 
 117 
 
 Gross 
 tonnage. 
 
 4,586 
 5,741 
 9,439 
 9,597 
 8,888 
 
 8,927 
 8,823 
 14,042 
 12,211 
 10,974 
 
 13, 134 
 7,240 
 7,305 
 9,364 
 
 12,482 
 
 15,473 
 11,886 
 11,557 
 11,372 
 
 10,158 
 9,700 
 11,220 
 16,219 
 
 20,879 
 24, 672 
 24,587 
 23,931 
 
 Side wheel. 
 
 Num- 
 ber. 
 
 Gross 
 tonnage. 
 
 82 
 
 95 
 
 1,242 
 
 2,183 
 
 176 
 
 1,662 
 
 2,728 
 
 2,330 
 
 803 
 
 2,868 
 658 
 
 1,909 
 827 
 
 1,595 
 
 445 
 3,882 
 
 981 
 4,313 
 
 2,171 
 1,333 
 4,342 
 3,786 
 
 6,388 
 6,576 
 6,926 
 11,450 
 
 Stern wheel. 
 
 Num- 
 ber. 
 
 108 
 126 
 131 
 99 
 99 
 
 97 
 
 65 
 
 70 
 
 76 
 100 
 
 82 
 75 
 
 Gross 
 tonnage. 
 
 4,127 
 5,193 
 7,399 
 7,004 
 7,834 
 
 7,348 
 
 9,587 
 
 9,852 
 6,321 
 5,204 
 8,201 
 10, 571 
 
 14,627 
 7,745 
 9,289 
 6,831 
 
 7,872 
 8,227 
 6,138 
 12,076 
 
 12,890 
 17, 124 
 15,436 
 11,791 
 
 Screw propeller. 
 
 Num- 
 ber. 
 
 Gross 
 tonnage. 
 
 377 
 453 
 
 798 
 410 
 S78 
 
 721 
 273 
 415 
 182 
 584 
 
 414 
 
 21,1 
 192 
 336 
 316 
 
 401 
 
 259 
 
 1,287 
 
 228 
 
 125 
 140 
 740 
 357 
 
 1,601 
 972 
 
 2,225 
 690 
 
 Per cent of all 
 
 Num- 
 ber. 
 
 11.5 
 13.1 
 11.0 
 11.7 
 
 10.1 
 9.9 
 
 8.6 
 10.0 
 8.7 
 
 7.8 
 5.7 
 5.6 
 7.7 
 7.9 
 
 8.6 
 7.5 
 6.6 
 6.6 
 
 6.0 
 6.3 
 7.1 
 7.9 
 
 10.0 
 10.9 
 10.8 
 9.6 
 
 Gross 
 tonnage. 
 
 ao 
 
 3.6 
 
 5.7 
 5.7 
 5.3 
 
 5.3 
 5.2 
 8.3 
 7.3 
 6.3 
 
 7.4 
 3.9 
 3.8 
 46 
 6.0 
 
 7.5 
 5.8 
 5.5 
 5.3 
 
 47 
 44 
 48 
 6.7 
 
 10.0 
 9.3 
 
 All 
 
 vessels. 
 
 AVERAGE TON- 
 NAGE PER 
 VESSEL. 
 
 New 
 vessels. 
 
 105 
 114 
 124 
 135 
 140 
 
 147 
 153 
 159 
 157 
 167 
 
 168 
 174 
 176 
 179 
 184 
 
 185 
 189 
 188 
 191 
 
 191 
 200 
 
 202 
 
 209 
 
 207 
 210 
 
 54 
 
 70 
 64 
 
 78 
 81 
 153 
 115 
 121 
 
 160 
 121 
 120 
 108 
 140 
 
 163 
 145 
 156 
 
 154 
 
 147 
 139 
 139 
 178 
 
 180 
 184 
 190 
 205 
 
 i From the reports of the Commissioner of Navigation, 1884 and subsequent years, and " Commerce and Navigation of the United States," Treasury Depart- 
 ment, for years preceding 1884. 
 2 Decrease. 
 
168 
 
 TRANSPORTATION BY WATER. 
 
 The increase in the number of new vessels dating 
 approximately from 1900, with a marked decrease in 
 the average tonnage of the new boats, is due to the 
 development and growing use of gasoline power boats. 
 
 The steady decrease, with but few exceptions, in 
 total tonnage from year to- year shows that the new 
 boats have not made good the wear and tear of the 
 fleet. The number of small boats built has caused 
 
 an increase in the total number, but the average ton- 
 nage of the new boats has been below the average 
 tonnage for the fleet in every year, the difference being 
 especially great since 1899. 
 
 Table 8 shows the number and tonnage of the docu- 
 mented steam vessels built on the Mississippi river 
 and its tributaries for each year from 1880 to 1906, 
 by customs districts. 
 
 Table 8.— STEAM VESSELS BUILT AND DOCUMENTED, BY CUSTOMS DISTRICTS: 1880 TO 1906. 1 
 
 
 TOTAL. 
 
 CINCINNATI, OHIO. 
 
 DUBUQUE, IOWA. 
 
 EVANSVILLE, IND. 
 
 LOUISVILLE, KY. 
 
 MEMPHIS, TENN. 
 
 YEAR. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 144 
 161 
 176 
 137 
 139 
 
 115 
 109 
 
 92 
 106 
 
 91 
 
 82 
 60 
 61 
 87 
 89 
 
 95 
 82 
 74 
 74 
 
 69 
 70 
 81 
 91 
 
 116 
 134 
 129 
 117 
 
 4,586 
 5,741 
 9,439 
 9,597 
 8,888 
 
 8,927 
 8,823 
 14,042 
 12,211 
 10,974 
 
 13, 134 
 7,240 
 7,305 
 9,364 
 
 12,482 
 
 15,473 
 11,886 
 11,557 
 11,372 
 
 10,168 
 9,700 
 11,220 
 16,219 
 
 20,879 
 24,672 
 24,587 
 23,931 
 
 9 
 10 
 7 
 5 
 10 
 
 12 
 9 
 8 
 8 
 8 
 
 7 
 3 
 2 
 
 7 
 7 
 
 14 
 2 
 8 
 4 
 
 4 
 4 
 10 
 6 
 
 14 
 18 
 17 
 18 
 
 152 
 297 
 281 
 106 
 500 
 
 622 
 553 
 828 
 521 
 884 
 
 2,318 
 232 
 72 
 431 
 
 2,312 
 
 1,379 
 
 89 
 
 1,083 
 
 315 
 
 502 
 
 718 
 
 2,376 
 
 1,009 
 
 2,852 
 3,064 
 4,210 
 6,484 
 
 4 
 3 
 4 
 6 
 
 215 
 
 230 
 
 863 
 
 2,678 
 
 12 
 14 
 16 
 10 
 16 
 
 13 
 13 
 10 
 16 
 6 
 
 6 
 4 
 3 
 10 
 4 
 
 6 
 5 
 2 
 5 
 
 5 
 1 
 5 
 6 
 
 8 
 6 
 4 
 8 
 
 225 
 184 
 438 
 156 
 341 
 
 547 
 415 
 618 
 459 
 246 
 
 532 
 529 
 185 
 1,027 
 128 
 
 853 
 
 282 
 
 92 
 
 186 
 
 635 
 235 
 282 
 539 
 
 372 
 337 
 346 
 356 
 
 15 
 22 
 15 
 9 
 16 
 
 14 
 14 
 14 
 16 
 13 
 
 9 
 10 
 
 7 
 12 
 
 17 
 
 16 
 16 
 14 
 12 
 
 14 
 11 
 15 
 15 
 
 18 
 18 
 21 
 
 17 
 
 1,286 
 1,262 
 1,434 
 1,884 
 2,081 
 
 2,313 
 2,660 
 4,032 
 4,500 
 4,584 
 
 2,864 
 2,457 
 3,264 
 2,343 
 4,111 
 
 5,723 
 5,569 
 4,392 
 4,351 
 
 4,241 
 2,270 
 4,273 
 6,106 
 
 7,947 
 8,430 
 7,465 
 5,302 
 
 10 
 8 
 15 
 10 
 17 
 
 5 
 11 
 5 
 9 
 17 
 
 10 
 7 
 8 
 
 10 
 6 
 
 9 
 
 7 
 7 
 8 
 
 9 
 8 
 5 
 4 
 
 10 
 6 
 
 8 
 5 
 
 192 
 
 1905 
 
 190 
 
 1904 
 
 342 
 
 1903 
 
 251 
 
 1902 
 
 665 
 
 1901 
 
 1 
 
 10 
 
 185 
 
 1900 
 
 276 
 
 1899 
 
 3 
 
 1,715 
 
 450 
 
 1898 
 
 398 
 
 1897 
 
 2 
 
 3 
 
 2 
 2 
 1 
 
 177 
 
 868 
 113 
 95 
 66 
 
 1,369 
 661 
 
 1898 
 
 1895 
 
 
 1894 
 
 427 
 
 1893 
 
 702 
 
 1892 
 
 299 
 
 1891 
 
 4 
 
 1,102 
 
 624 
 
 1890 
 
 1,101 
 1,102 
 1,371 
 
 611 
 
 1889 
 
 4 
 
 2 
 
 671 
 238 
 
 1888 
 
 1887 
 
 1886 
 
 2 
 3 
 1 
 
 2 
 1 
 
 2 
 1 
 
 260 
 196 
 27 
 
 231 
 192 
 366 
 
 457 
 
 818 
 
 1885 
 
 
 1884 
 
 522 
 
 1883 
 
 
 1882 
 
 
 1881 
 
 945 
 
 1880 
 
 435 
 
 
 
 
 NEW ORLEANS, LA. 
 
 PITTSBURG, PA. 
 
 ROCK ISLAND, ILL. 
 
 ST. LOUIS, MO. 
 
 WHEELING, W. VA. 
 
 ALL OTHER DIS- 
 TRICTS. 
 
 TEAK. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 Of 
 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 1906 
 
 13 
 26 
 18 
 6 
 9 
 
 13 
 7 
 8 
 8 
 1 
 
 6 
 7 
 4 
 5 
 6 
 
 5 
 5 
 3 
 
 6 
 
 4 
 2 
 8 
 6 
 
 8 
 
 7 
 6 
 7 
 
 415 
 564 
 700 
 262 
 651 
 
 544 
 654 
 415 
 538 
 99 
 
 183 
 361 
 108 
 364 
 336 
 
 318 
 
 156 
 
 1,080 
 
 392 
 
 89 
 
 96 
 
 368 
 
 504 
 
 482 
 
 337 
 
 1,253 
 
 448 
 
 1 
 
 151 
 
 19 
 20 
 16 
 30 
 20 
 
 8 
 5 
 3 
 4 
 5 
 
 7 
 3 
 3 
 4 
 
 4 
 
 6 
 
 367 
 317 
 610 
 585 
 563 
 
 477 
 205 
 38 
 419 
 229 
 
 733 
 209 
 206 
 398 
 432 
 
 400 
 
 4 
 3 
 5 
 4 
 3 
 
 8 
 2 
 4 
 11 
 9 
 
 3 
 1 
 3 
 1 
 4 
 
 3 
 6 
 1 
 
 107 
 85 
 128 
 216 
 207 
 
 1,018 
 25 
 
 281 
 1,879 
 
 245 
 
 1,057 
 34 
 
 118 
 41 
 
 137 
 
 785 
 
 313 
 
 43 
 
 13 
 13 
 24 
 14 
 18 
 
 14 
 12 
 
 9 
 10 
 
 9 
 
 4 
 6 
 6 
 13 
 10 
 
 17 
 13 
 6 
 12 
 
 6 
 8 
 13 
 13 
 
 22 
 18 
 15 
 12 
 
 559 
 702 
 1,463 
 541 
 989 
 
 1,509 
 1,285 
 2,294 
 1,094 
 1,045 
 
 705 
 
 818 
 
 646 
 
 1,665 
 
 1,865 
 
 2,651 
 
 1,714 
 
 493 
 
 1,065 
 
 504 
 
 724 
 
 1,237 
 
 1,332 
 
 2,085 
 1,981 
 2,057 
 1,084 
 
 44 
 42 
 47 
 35 
 21 
 
 20 
 28 
 20 
 20 
 19 
 
 24 
 
 11 
 17 
 15 
 24 
 
 11 
 22 
 21 
 19 
 
 13 
 20 
 11 
 17 
 
 22 
 22 
 19 
 21 
 
 917 
 
 1905 
 
 1,910 
 1,559 
 
 1904. . . 
 
 9 
 8 
 9 
 
 7 
 8 
 8 
 4 
 2 
 
 3 
 6 
 6 
 9 
 
 7 
 
 4 
 6 
 8 
 6 
 
 10 
 12 
 4 
 18 
 
 6 
 27 
 24 
 10 
 
 1,621 
 
 1,277 
 
 836 
 
 611 
 
 1,630 
 
 1,655 
 
 770 
 
 782 
 
 1,263 
 
 1,058 
 
 962 
 
 927 
 
 999 
 
 573 
 
 728 
 
 881 
 
 1,468 
 
 2,248 
 
 2,886 
 
 843 
 
 4,392 
 
 3,040 
 6,424 
 4,428 
 4,330 
 
 1903 
 
 1902 
 
 2,055 
 1,091 
 
 1901 
 
 1900 
 
 1899 
 
 l|716 
 
 1898 
 
 1897 
 
 1,314 
 1,950 
 
 1896 
 
 1895 
 
 1894 
 
 
 1893 
 
 1,400 
 
 1892 
 
 1891 
 
 1,065 
 1,934 
 
 1890 
 
 1889 
 
 
 
 1888 
 
 
 
 l',986 
 1,268 
 
 1887 
 
 
 
 4 
 2 
 7 
 5 
 
 6 
 11 
 13 
 18 
 
 70 
 87 
 776 
 466 
 
 1,344 
 1,440 
 2,254 
 2,024 
 
 1886 
 
 
 
 1885 
 
 
 
 
 1884 
 
 
 
 
 1883 
 
 
 
 
 1882 
 
 
 
 
 1881 
 
 
 
 l',263 
 3,011 
 
 1880 •. 
 
 
 
 
 
 
 1 From the reports of the Commissioner of Navigation, 1884 and subsequent years, and "Commerce and Navigation of the United States," Treasury Depart- 
 ment, for years preceding 1884. 
 
 Nearly one-third of the entire tonnage shown in the 
 table is credited to the Louisville district. The table 
 discloses certain marked changes in the boat building 
 
 centers during the quarter of a century it covers. The 
 following statement shows the number of boats built 
 during the periods 1880 to 1885 and 1901 to 1906, the 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 169 
 
 totai tonnage of such boats for the several districts, The advance in relative rank of the Rock Island and 
 
 and the rank of the districts according to tonnage for Dubuque districts and the decline of Cincinnati and 
 
 the respective periods: St. Louis are noticeable. Important districts included 
 
 ., . . ,. . under "all other districts" in Table 8 are Chattanooga, 
 
 Ne W steam vessels, by customs tistncts: 1880 to 1885 arui 1901 to 1906. ^^ which ^ credited fm ^ period 18g() ^ J^ 
 
 with 94 boats of 7,839 tonnage; Paducah, Ky., with 
 63 boats of 4,595 tonnage; Cairo, 111., with 31 boats 
 of 3,460 tonnage; Nashville, Tenn., with 49 boats of 
 3,417 tonnage; Burlington, Iowa, with 53 boats of 
 2,804 tonnage; and Vicksburg, Miss., with 29 boats 
 of 1,100 tonnage. 
 
 Table 9 shows, for comparative purposes, the num- 
 ber, gross -tonnage, and average tonnage per vessel of 
 all documented steamers, by customs districts, for the 
 years 1889, 1895, 1900, and 1906, covering approxi- 
 mately five-year intervals. 
 
 -DOCUMENTED STEAM VESSELS, BY CUSTOMS DISTRICTS, ARRANGED BY SYSTEMS: 1906, 1900, 1895, AND 
 
 1889. 1 
 
 
 1880 TO 1885. 
 
 CUSTOMS DISTRICT. 
 
 1901 to 1906. 
 
 CUSTOMS DISTRICT. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 
 104 
 89 
 83 
 93 
 60 
 42 
 38 
 37 
 10 
 
 39,523 
 23,457 
 19,995 
 9,776 
 8,304 
 3,392 
 3,115 
 2,232 
 1,469 
 
 Louisville, Ky 
 
 Wheeling, W. Va 
 
 Pittsburg, Pa 
 
 Dubuque, Iowa 
 
 New Orleans, La 
 
 Eock Island, 111 
 
 Cincinnati, Ohio 
 
 Evansville, Ind 
 
 Memphis, Tenn 
 
 91 
 96 
 34 
 18 
 85 
 113 
 53 
 81 
 65 
 27 
 
 10,260 
 5,763 
 4,496 
 3,996 
 3,136 
 2,919 
 1,958 
 1,891 
 1,825 
 
 Pittsburg, Pa 
 
 Cincinnati, Ohio 
 
 Wheeling, W. Va 
 
 St. Louis, Mo 
 
 New Orleans, La 
 
 Memphis, Tenn 
 
 Evansville, Ind 
 
 Dubuque, Iowa 
 
 Eock Island, 111 
 
 
 
 
 
 Table 9. 
 
 
 1906 
 
 1900 
 
 1895 
 
 1889 
 
 CUSTOMS DISTRICT. 
 
 Num- 
 ber ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Average 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Average 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Average 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Average 
 tonnage. 
 
 
 1,451 
 
 152,592 
 
 105 
 
 1,101 
 
 168, 406 
 
 153 
 
 1,061 
 
 184, 443 
 
 174 
 
 1,114 
 
 209,826 
 
 188 
 
 
 
 
 293 
 
 14,386 
 
 49 
 
 197 
 
 19, 185 
 
 97 
 
 187 
 
 20,555 
 
 110 
 
 226 
 
 27,093 
 
 120 
 
 
 
 
 44 
 15 
 4 
 21 
 34 
 12 
 100 
 
 16 
 4 
 1 
 8 
 7 
 
 27 
 
 711 
 
 1,691 
 385 
 102 
 
 1,271 
 
 1,767 
 489 
 
 4,717 
 
 883 
 138 
 
 J 16 
 470 
 
 1,035 
 
 1,422 
 
 85,624 
 
 38 
 26 
 26 
 61 
 62 
 41 
 47 
 
 55 
 35 
 16 
 59 
 148 
 53 
 
 120 
 
 20 
 12 
 3 
 41 
 29 
 11 
 46 
 
 10 
 1 
 
 14 
 4 
 6 
 
 1,533 
 3,858 
 
 112 
 3,555 
 1,549 
 
 431 
 4,079 
 
 652 
 
 27 
 
 1,269 
 
 555 
 1,565 
 
 77 
 322 
 37 
 87 
 53 
 39 
 89 
 
 65 
 27 
 91 
 139 
 261 
 
 28 
 18 
 
 1 
 
 41 
 19 
 
 9 
 45 
 
 7 
 2 
 12 
 2 
 3 
 
 3,312 
 4,239 
 65 
 3,624 
 1,546 
 458 
 5,031 
 
 513 
 
 44 
 
 1,162 
 
 349 
 
 212 
 
 118 
 236 
 65 
 88 
 81 
 51 
 112 
 
 73 
 22 
 97 
 175 
 71 
 
 43 
 
 28 
 27 
 47 
 46 
 
 5,059 
 6,355 . 
 3,130 
 3,884 
 5,214 
 
 118 
 
 
 227 
 
 
 116 
 
 
 83 
 
 
 113 
 
 
 
 
 
 
 
 Missouri river- 
 
 16 
 6 
 13 
 
 1,780 
 
 341 
 
 1,330 
 
 HI 
 
 
 57 
 
 
 102 
 
 
 
 
 
 
 
 
 
 
 
 
 546 
 
 82,629 
 
 151 
 
 527 
 
 91,509 
 
 174 
 
 542 
 
 105,075 
 
 194 
 
 
 
 
 102 
 44 
 
 136 
 62 
 30 
 44 
 
 168 
 
 125 
 
 447 
 
 14,835 
 2,161 
 7,043 
 6,388 
 3,244 
 4,291 
 
 38,688 
 8,974 
 
 52,582 
 
 145 
 49 
 52 
 
 103 
 
 108 
 98 
 
 230 
 72 
 
 118 
 
 88 
 23 
 90 
 42 
 19 
 44 
 152 
 88 
 
 358 
 
 16,827 
 1,568 
 4,772 
 7,338 
 2,173 
 6,696 
 
 34, 221 
 9,034 
 
 66,592 
 
 191 
 68 
 53 
 175 
 114 
 152 
 225 
 103 
 
 186 
 
 107 
 27 
 50 
 37 
 17 
 31 
 148 
 110 
 
 347 
 
 23,083 
 4,307 
 5,106 
 6,932 
 1,888 
 6,407 
 33, 566 
 10,220 
 
 72,379 
 
 216 
 160 
 102 
 187 
 111 
 207 
 227 
 93 
 
 209 
 
 115 
 22 
 54 
 52 
 
 31, 407 
 3,966 
 6,951 
 
 11,938 
 
 273 
 
 
 180 
 
 
 129 
 
 
 230 
 
 
 
 
 53 
 152 
 94 
 
 346 
 
 8,781 
 32,263 
 9,769 
 
 77,658 
 
 166 
 
 
 212 
 
 Wheeling, W. Va 
 
 104 
 
 
 224 
 
 
 
 
 21 
 126 
 6 
 174 
 88 
 32 
 
 2,323 
 10, 921 
 
 1,135 
 14,204 
 20, 795 
 
 3,204 
 
 111 
 87 
 
 189 
 82 
 
 236 
 
 100 
 
 20 
 90 
 2 
 113 
 107 
 26 
 
 2,928 
 12, 180 
 349 
 16, 423 
 30, 860 
 
 3,852 
 
 146 
 135 
 175 
 145 
 288 
 148 
 
 17 
 69 
 4 
 127 
 109 
 21 
 
 3,954 
 9,025 
 580 
 17,298 
 38,703 
 2,819 
 
 233 
 131 
 145 
 136 
 355 
 134 
 
 
 
 
 
 71 
 
 4 
 
 126 
 
 115 
 
 30 
 
 12,117 
 592 
 19,246 
 42,827 
 2,876 
 
 171 
 
 
 148 
 
 
 153 
 
 
 372 
 
 
 96 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Commerce and Labor. 
 
 As a rule the documented tonnage decreased for the 
 several districts, the principal exceptions being 
 Natchez and Vicksburg, on the lower Mississippi, 
 Nashville on the Cumberland, and Pittsburg and 
 Evansville on the Ohio. The decrease in the average 
 
 tonnage of the documented steam vessels is specially 
 marked for Dubuque, St. Louis, Chattanooga, Cincin- 
 nati, and Louisville. 
 
 A natural grouping of the customs districts is 
 presented in Table 10. 
 
170 
 
 TRANSPORTATION BY WATER. 
 
 Table 10. — Tonnage of documented steam vessels, by customs dis- 
 tricts groups, with per cent of decrease: 1906 and 1889. 1 
 
 
 GROSS TONNAGE. 
 
 Per cent 
 
 OI 
 
 decrease. 
 
 
 1906 
 
 1889 
 
 Total 
 
 152, 592 
 
 209,826 
 
 27.3 
 
 
 
 Upper Mississippi, including Burlington, Du- 
 buque, Galena, La Crosse, Minnesota, Peoria, 
 
 10,422 
 
 3,964 
 27,409 
 
 81,333 
 29, 464 
 
 23,642 
 
 3,451 
 51,608 
 
 96,294 
 34,831 
 
 55.9 
 
 Missouri, including Kansas City, St. Joseph, 
 Omaha, North and South Dakota, Montana 
 
 2 14. 9 
 
 Central, including St. Louis, Cairo, and Paducah. 
 
 Ohio, including Cincinnati, Chattanooga, Evans- 
 ville, Louisville, Nashville, Pittsburg, and 
 Wheeling 
 
 Lower Mississippi, including Memphis, Natchez, 
 
 ' 46.9 
 
 15.5 
 15.4 
 
 
 
 1 From the reports of the Commissioner of Navigation, Department of Com- 
 merce and Labor. 
 
 2 Increase. 
 
 The percentage of decrease in the documented 
 steam vessel tonnage has been heaviest on the upper 
 Mississippi (exclusive of the Missouri) ; next heaviest 
 in the central district, comprising the midcde Missis- 
 sippi and the moUth of the Ohio; and least on the 
 lower Mississippi, although the percentage for the 
 Ohio is almost the same as that for the lower Missis- 
 sippi. In the Missouri district alone there was an 
 increase, but the actual amount of the tonnage is 
 small. 
 
 CONSTRUCTION. 
 
 Statistics concerning the material of construction 
 and the character of service or occupation of all 
 vessels in service, as reported for 1906, are presented 
 in Table 11. 
 
 Table 11.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CHARACTER OF CONSTRUCTION AND BY 
 OCCUPATION, WITH AVERAGE TONNAGE PER VESSEL AND AVERAGE VALUE PER TON: 1906. 
 
 
 TOTAL. 
 
 WOOD. 
 
 IRON. 
 
 STEEL. 
 
 CLASS AND OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. ■ 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross Value of 
 tonnage, vessels. 
 
 
 9,622 
 
 4,411,967 
 
 22,852,142 
 
 9,513 
 
 4,377,480 
 
 20,213,460 
 
 26 
 
 2,748 
 
 436,988 
 
 81 
 
 31, 145 
 
 2,143,694 
 
 
 
 1,435 
 
 146,227 
 
 13,196,770 
 
 1,358 
 
 129, 141 
 
 10,870,593 
 
 25 
 
 2,115 
 
 404, 488 
 
 50 
 
 14,377 
 
 1,863,689 
 
 
 
 390 
 619 
 166 
 222 
 38 
 
 8,187 
 
 55, 779 
 
 62,836 
 
 22, 180 
 
 3,255 
 
 2,177 
 
 4,265,740 
 
 3,737,450 
 
 6,822,210 
 
 1,776,360 
 
 563,400 
 
 297,350 
 
 9,655,372 
 
 379 
 578 
 153 
 211 
 37 
 
 8,155 
 
 52,692 
 55,881 
 15,604 
 2,887 
 2,077 
 
 4,248,339 
 
 3,407,950 
 
 5,571,777 
 
 1,156,616 
 
 471,900 
 
 262,350 
 
 9,342,867 
 
 1 
 
 18 
 3 
 2 
 1 
 
 1 
 
 50 
 1,398 
 
 517 
 " 50 
 
 100 
 
 633 
 
 4,500 
 
 245,988 
 
 85,000 
 
 34,000 
 
 35,000 
 
 32, 500 
 
 9 
 
 ■ 22 
 
 10 
 
 9 
 
 2,912 
 
 5,088 
 
 6,059 
 
 318 
 
 317,000 
 954,445 
 534,744 
 57,500 
 
 Tugs and other towing vessels 
 
 
 
 
 
 31 
 
 16,768 
 
 280,005 
 
 
 
 
 COMPOSITE. 
 
 AVERAGE TONNAGE PER VESSEL. 
 
 AVERAGE VALUE PER TON. 
 
 CLASS AND OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 All 
 
 vessels. 
 
 Wood. 
 
 Iron. 
 
 Steel. 
 
 Compos- 
 ite. 
 
 All 
 
 vessels. 
 
 Wood. 
 
 Iron 
 
 Steel. 
 
 Compos- 
 ite. 
 
 
 2 
 
 594 
 
 58,000 
 
 459 
 
 460 
 
 106 
 
 385 
 
 297 
 
 $5 
 
 $5 
 
 $159 
 
 S69 
 
 S98 
 
 
 
 
 2 
 
 594 
 
 58, 000 
 
 102 
 
 95 
 
 85 
 
 288 
 
 297 
 
 90 
 
 84 
 
 191 
 
 130 
 
 98 
 
 
 
 
 1 
 1 
 
 125 
 469 
 
 8,000 
 50,000 
 
 143 
 
 102 
 
 134 
 
 15 
 
 57 
 
 521 
 
 139 
 97 
 
 102 
 14 
 56 
 
 521 
 
 50 
 78 
 
 172 
 25 
 
 100 
 
 633 
 
 324 
 
 231 
 
 606 
 
 35 
 
 125 
 469 
 
 67 
 109 
 
 80 
 173 
 137 
 
 65 
 100 
 
 74 
 163 
 126 
 
 90 
 176 
 164 
 680 
 350 
 
 51 
 
 109 
 188 
 88 
 181 
 
 64 
 
 Tugs and other towing vessels 
 
 107 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 541 
 
 
 17 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 The number of wooden vessels propelled by steam 
 constituted 94.6 per cent of the total number of the 
 steam vessels, and their tonnage formed 88.3 per cent 
 of the steam tonnage. The tonnage of steel vessels 
 constituted 9.8 per cent of the tonnage of all steam 
 vessels, while the tonnage of vessels of iron and of com- 
 posite construction constituted 1.4 per cent and four- 
 tenths of 1 per cent, respectively. Of the tonnage of 
 
 unrigged craft, but four-tenths of 1 per cent was for 
 vessels of iron or steel construction and 99.6 per cent 
 for those of wood. 
 
 For 1889 the character of construction was not re- 
 ported, but on the assumption that all the vessels were 
 of wood, a comparative presentation by character of 
 construction is given in Table 12, for all boats in service 
 as reported at the censuses of 1906 and 1889. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 171 
 
 Table 12.~Number, gross tonnage, and value of vessels, by char- The 26 iron boats in use in 1906 had a gross tonnage 
 
 acter of construction, with per cent of increase: 1906 and 1889. „ f 7/io ™j l i ± ..oc r,oo it . 01 ± i 
 
 or 2,748 and were valued at $436,988; the 81 steel 
 
 boats had a gross tonnage of 31,145 and were valued 
 
 at $2,143,694; and the 2 composite vessels had a gross 
 
 tonnage of 594 and were valued at $58,000. The wood 
 
 vessels comprised 99.2 per cent of the total when 
 
 measured by gross tonnage. 
 
 CHARACTER OF PROPULSION. 
 
 Table 13 gives the number and gross tonnage of all 
 power boats or vessels of the steam class, classified 
 according to rig or means of propulsion. 
 
 -NUMBER AND GROSS TONNAGE OF ALL POWER VESSELS, BY CHARACTER OF PROPULSION AND BY 
 
 OCCUPATION: 1906. 
 
 
 1906 
 
 • 1889 
 
 Per cent of 
 increase. 
 
 Total: 
 
 Number of vessels. . . , 
 
 9,622 
 
 4,411,967 
 
 $22,852,142 
 
 9,513 
 
 4,377,480 
 
 $20,213,460 
 
 109 
 
 34,487 
 
 $2,638,682 
 
 7,300 
 
 3,364,610 
 
 $14,407,162 
 
 7,300 
 
 3,364,610 
 
 $14,407,162 
 
 31.8 
 31.1 
 58.6 
 
 30.3 
 30.1 
 40.3 
 
 
 Wood: 
 
 
 Value of vessels 
 
 Iron, steel, and composite: 
 
 Number of vessels 
 
 Ornss tonnage 
 
 
 
 
 
 
 
 
 
 Table 13. 
 
 
 
 
 
 
 
 
 
 
 
 PER CENT OF TOTAL. 
 
 OCCUPATION. 
 
 
 
 
 
 
 Stern wheel. 
 
 Side wheel. 
 
 Center wheel. 
 
 Screw. 
 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Total 
 
 1,435 
 
 146,227 
 
 990 
 
 108, 405 
 
 85 
 
 28,372 
 
 4 
 
 616 
 
 356 
 
 8,834 
 
 69.0 
 
 74.1 
 
 5.9 
 
 19.4 
 
 0.3 
 
 0.4 
 
 24.8 
 
 6.0 
 
 
 Freight and passenger 
 
 390 
 
 619 
 
 166 
 
 222 
 
 38 
 
 55,779 
 
 62,836 
 
 22,180 
 
 3,255 
 
 2,177 
 
 287 
 
 506 
 105 
 70 
 22 
 
 39,447 
 
 57,213 
 8,257 
 1,774 
 1,714 
 
 36 
 
 7 
 
 35 
 
 6 
 
 1 
 
 15,280 
 
 174 
 
 12,598 
 
 96 
 
 224 
 
 
 
 67 
 
 106 
 22 
 
 146 
 15 
 
 1,052 
 
 5,449 
 709 
 
 1,385 
 239 
 
 73.6 
 
 81.7 
 63.3 
 31.5 
 57.9 
 
 70.7 
 
 91.1 
 37.2 
 54.5 
 78.7 
 
 9.2 
 
 1.1 
 21.1 
 2.7 
 2.6 
 
 27.4 
 
 0.3 
 56.8 
 
 2.9 
 10.3 
 
 
 0) 
 
 17.2 
 
 17.1 
 13.3 
 65.8 
 39.5 
 
 1.9 
 
 Tugs and other towing 
 
 
 
 8.7 
 
 
 4 
 
 616 
 
 2.4 
 
 2.8 
 
 
 Yachts 
 
 42.5 
 
 All other 
 
 
 
 
 
 11.0 
 
 
 
 
 
 
 
 1 Less than one-tenth of 1 per cent. 
 
 The flat-bottomed stern wheeler is and has been the 
 prevailing type of steamboat on the Mississippi. Boats 
 of this class constituted in 1906 more than two-thirds 
 of the total number of power boats and nearly three- 
 fourths of the total tonnage of such vessels. The side 
 wheelers were chiefly employed in freight and passen- 
 ger and in ferry service, and the center wheelers are 
 steam catamarans chiefly used in ferry service. Boats 
 
 of the screw propeller class formed nearly one-fourth 
 of the total number, but had only 6 per cent of the 
 total tonnage. 
 
 CHARACTER OF POWER. 
 
 Table 14 gives the number, gross tonnage, and 
 horsepower of all power vessels, classified according to 
 character of power and according to occupation, or 
 character of service. 
 
 Table 14. 
 
 -NUMBER, GROSS TONNAGE, AND HORSEPOWER OF ALL POWER VESSELS, BY CHARACTER OF POWER 
 
 AND BY OCCUPATION: 1906. 
 
 
 
 
 
 
 
 
 
 
 
 PER CENT. 
 
 OCCUPATION. 
 
 
 
 
 Steam. 
 
 Gasoline. 
 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Horse- 
 power. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 ton- 
 nage. 
 
 Horse- 
 power. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Horse^ 
 power 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Horsed 
 power. 
 
 
 1,435 
 
 146,227 
 
 236,969 
 
 884 
 
 139,965 
 
 227,802 
 
 551 
 
 6,262 
 
 9,167 
 
 61.6 
 
 95.7 
 
 96.1 
 
 38.4 
 
 4.3 
 
 3.9 
 
 
 390 
 619 
 166 
 222 
 38 
 
 55, 779 
 
 62,836 
 
 22, 180 
 
 3,255 
 
 2,177 
 
 80,692 
 
 117, 547 
 
 28,220 
 
 6,542 
 
 3,968 
 
 259 
 
 454 
 
 117 
 
 34 
 
 • 20 
 
 54,092 
 61,100 
 21,321 
 1,425 
 2,027 
 
 78, 451 
 
 114, 696 
 
 27,372 
 
 3,571 
 
 3,712 
 
 131 
 165 
 
 49 
 188 
 
 18 
 
 1,687 
 1,736 
 
 859 
 1,830 
 
 150 
 
 2,241 
 2,851 
 
 848 
 2,971 
 
 256 
 
 66.4 
 73.3 
 70.5 
 15.3 
 52.6 
 
 97.0 
 97.2 
 96.1 
 43.8 
 93.1 
 
 97.2 
 97.6 
 97.0 
 54.6 
 93.5 
 
 33.6 
 26.7 
 29.5 
 84.7 
 47.4 
 
 3.0 
 2.8 
 3.9 
 56.2 
 6.9 
 
 2.8 
 
 
 2.4 
 
 
 3.0 
 
 
 45.4 
 
 
 6.5 
 
 
 
 Nearly two-fifths of the boats employed gasoline as 
 the source of power, but their tonnage was only 4.3 
 per cent of the total tonnage and their horsepower 
 only 3.9 per cent of the total horsepower. As the 
 census was restricted to boats of 5 tons measurement 
 or over, a very large number of small gasoline power 
 
 boats was excluded. The use of the small gasoline 
 boats has developed greatly within the last few years, 
 and they are employed in all kinds of work — in freight 
 and passenger and ferry service and in towing. The 
 number and tonnage of these small excluded boats 
 and the transportation service performed by them 
 
172 
 
 TRANSPORTATION BY WATER. 
 
 must amount in the aggregate to large figures, and, if 
 included in these statistics, would add materially to 
 the totals. For example, one party does a large 
 amount of business with a fleet of 5 gasoline tow- 
 boats, each under 5 tons, and hence not included in 
 the canvass. If a bargeload is too heavy for one 
 boat, two or more are used as the case requires. A 
 large amount of the river business is being captured 
 by the small gasoline boats, since they do not require 
 license or inspection, and since the economical advan- 
 tages favor them; while the regulations governing 
 
 steam craft and the requirements in regard to the 
 employment of licensed engineers therefor operate 
 against the use of small steam craft. Consequently 
 the statistics of steam craft are more nearly com- 
 plete, for there are few steampower craft of less than 
 5 tons measurement. 
 
 The average tonnage and the average horsepower 
 per vessel, classified by character of propulsion and 
 by character of power, are given in Table 15 for the 
 several classes of service. 
 
 Table 15.— AVERAGE GROSS TONNAGE AND HORSEPOWER OF ALL POWER VESSELS, BY CHARACTER OF PROPUL- 
 SION AND POWER, AND BY OCCUPATION: 1906. 
 
 
 AVERAGE TONNAGE PEK VESSEL. 
 
 AVERAGE HORSEPOWER PER 
 VESSEL. 
 
 OCCUPATION. 
 
 All 
 
 vessels. 
 
 Character of propulsion. 
 
 Character oi 
 power. 
 
 All 
 
 vessels. 
 
 Character of 
 power. 
 
 
 Stem 
 wheel. 
 
 Side 
 wheel. 
 
 Center 
 wheel. 
 
 Screw. 
 
 Steam. 
 
 Gasoline. 
 
 Steam. 
 
 Gasoline. 
 
 Total 
 
 102 
 
 no 
 
 334 
 
 154 
 
 25 
 
 158 
 
 11 
 
 165 
 
 258 
 
 17 
 
 
 
 
 
 143 
 
 102 
 134 
 15 
 57 
 
 137 
 113 
 79 
 25 
 78 
 
 424 
 25 
 
 360 
 16 
 
 224 
 
 
 16 
 51 
 32 
 9 
 16 
 
 209 
 135 
 182 
 42 
 101 
 
 13 
 11 
 
 18 
 10 
 8 
 
 207 
 190 
 170 
 29 
 104 
 
 303 
 253 
 234 
 105 
 186 
 
 
 
 
 17 
 
 
 154 
 
 17 
 
 
 16 
 
 
 
 14 
 
 
 
 
 A summary of the vessels in service in 1906, by 
 character of power and propulsion, with the percent- 
 age that each class of power formed of the total, is 
 presented in Table 16. 
 
 Table ltf. — Number, gross tonnage, and horsepower of power vessels, 
 "by character of power and propulsion: 1906. 
 
 
 All 
 vessels. 
 
 Stern 
 wheel. 
 
 Side 
 wheel. 
 
 Center 
 wheel. 
 
 Screw. 
 
 
 1,435 
 
 990 
 
 85 
 
 4 
 
 356 
 
 
 
 
 884 
 551 
 
 146,227 
 
 678 
 312 
 
 108, 405 
 
 72 
 13 
 
 28,372 
 
 4 
 
 130 
 
 
 226 
 
 
 616 
 
 8,834 
 
 
 
 
 139,965 
 6,262 
 
 236,969 
 
 104, 476 
 3,929 
 
 174, 121 
 
 28,221 
 151 
 
 39,889 
 
 616 
 
 6,652 
 
 
 2,182 
 
 
 535 
 
 22,424 
 
 
 
 
 227,802 
 9,167 
 
 169, 210 
 4,911 
 
 39, 731 
 158 
 
 535 
 
 18,326 
 
 
 4,098 
 
 
 
 
 
 
 PER ( 
 
 ENT OF T 
 
 DTAL. 
 
 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 
 61.6 
 38.4 
 
 100.0 
 
 68.5 
 31.5 
 
 100.0 
 
 84.7 
 15.3 
 
 100.0 
 
 100.0 
 
 36.5 
 
 
 63.5 
 
 
 100.0 
 
 100.0 
 
 
 
 
 95.7 
 4.3 
 
 100.0 
 
 96.4 
 3.6 
 
 100.0 
 
 99.5 
 0.5 
 
 100.0 
 
 100.0 
 
 75.3 
 
 
 24.7 
 
 
 100.0 
 
 100.0 
 
 
 
 
 96.1 
 3.9 
 
 97.2 
 2.8 
 
 99.6 
 0.4 
 
 100.0 
 
 81.7 
 
 
 18.3 
 
 
 
 
 The steam vessels show an average of 158 gross tons 
 and 258 horsepower per vessel, and the gasoline boats 
 an average of 11 gross tons and 17 horsepower per 
 vessel. 
 
 In the 5 to 49 ton class in 1906, there were 788 power 
 
 boats. of 12,346 gross tonnage, the majority being gaso- 
 line, or motor boats. The gasoline boats in this class 
 average per boat less than one-half the tonnage of the 
 steam vessels. Table 17 shows the number and ton- 
 nage of the gasoline power boats, by tonnage groups. 
 
 Table 17. — Number and gross tonnage of gasoline power boats, by 
 tonnage groups: 1906. 
 
 GROUP. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 551 
 
 6,262 
 
 
 
 
 291 
 226 
 11 
 11 
 3 
 9 
 
 2,001 
 
 10 to 19 tons 
 
 2,831 
 250 
 
 20 to 29 tons . .• 
 
 30to39tbns 
 
 372 
 
 40 to 49 tons 
 
 129 
 
 
 679 
 
 
 
 In 1906, 517 boats, or 36 per cent of all vessels in the 
 steamer class, were gasoline power boats of less than 
 20 tons. More than one-third of all gasoline power 
 boats were pleasure craft, as shown in Table 18, which 
 gives the distribution of the boats according to occu- 
 pation, or character of service. 
 
 Table 18. — Number and gross tonnage of gasoline power boats, by 
 occupation: 1906. 
 
 OCCUPATION. 
 
 Number 
 of vessels 
 
 Total 
 
 Freight and passenger 
 
 Tugs and other towing vessels 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 131 
 
 165 
 
 188 
 18 
 
 Gross 
 tonnage. 
 
 6,262 
 
 1,687 
 1,736 
 
 859 
 1,830 
 
 150 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 173 
 
 The distribution of all craft by tonnage groups as 
 reported for 1906 is shown in Table 19, which gives 
 the number and tonnage of all vessels, by character 
 
 of ownership and by character of service or occupa- 
 tion, with groupings by river districts. 
 
 Table 19.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY CLASS, OWNERSHIP, RIVER SYSTEMS, AND 
 
 OCCUPATION: 1906. 
 
 CLASS, OWNERSHIP, RIVER SYSTEM, AND OCCUPATION. 
 
 Steam 
 
 unrigged. 
 
 Character ol ownership: 
 Steam 
 
 Individual 
 
 Firm 
 
 Incorporated company. 
 Miscellaneous 
 
 Unrigged. 
 
 Individual 
 
 Firm 
 
 Incorporated company . 
 Miscellaneous 
 
 Kiver systems and occupation: 
 Steam 
 
 Freight and passenger 
 
 Tugs and other towing vessels . 
 
 Ferryboats 
 
 Yacht s 
 
 All other 
 
 Upper Mississippi system 
 
 Freight and passenger 
 
 Tugs and other towing vessels. 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Ohio system 
 
 Freight and passenger 
 
 Tugs and other towing vessels. 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Lower Mississippi system 
 
 Freight and passenger 
 
 Tugs and other towing vessels. 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Unrigged. 
 
 Upper Mississippi system. 
 
 Ohio system 
 
 Lower Mississippi system. 
 
 Number 
 
 oi 
 vessels. 
 
 1,435 
 8,187 
 
 687 
 
 211 
 
 524 
 
 13 
 
 8,187 
 
 631 
 
 322 
 
 7,228 
 
 1,435 
 
 390 
 619 
 166 
 222 
 38 
 
 417 
 
 133 
 
 89 
 
 51 
 
 129 
 
 15 
 
 700 
 167 
 399 
 63 
 56 
 15 
 
 318 
 90 
 
 131 
 52 
 37 
 
 8,187 
 
 Gross 
 tonnage. 
 
 4,411,967 
 
 146,227 
 4,265,740 
 
 146,227 
 
 27,524 
 
 11,360 
 
 106,575 
 
 768 
 
 4,265,740 
 
 429 
 
 7,404 
 
 354 
 
 107,131 
 
 37,986 
 
 4,120,025 
 
 146,227 
 
 55,779 
 62,836 
 22, 180 
 3,255 
 2,177 
 
 21,313 
 12,440 
 4,506 
 2,408 
 1,753 
 206 
 
 81,645 
 25,865 
 48,326 
 
 5,276 
 644 
 
 1,534 
 
 43,269 
 17,474 
 10,004 
 14,496 
 858 
 437 
 
 4,265,740 
 
 5 TO 49 TONS. 
 
 Number 
 
 of 
 vessels. 
 
 1,383 
 
 24,799 
 
 4,146,728 
 
 94,213 
 
 788 
 595 
 
 788 
 
 134 
 
 105 
 
 10 
 
 595 
 
 178 
 74 
 343 
 
 788 
 
 180 
 291 
 
 84 
 210 
 
 23 
 
 124 
 14 
 
 332 
 70 
 168 
 
 Gross 
 tonnage. 
 
 12,346 
 19,413 
 
 12,346 
 
 7,247 
 
 2,251 
 
 2,646 
 
 202 
 
 19,413 
 
 4,542 
 1,615 
 13,256 
 
 12,346 
 
 148 
 
 5 
 595 
 
 200 
 367 
 28 
 
 2,904 
 5,448 
 1,727 
 1,983 
 284 
 
 4,288 
 1,229 
 1,070 
 
 734 
 1,099 
 
 156 
 
 5,224 
 
 1,056 
 
 2,866 
 
 702 
 
 2,834 
 619 
 
 1,512 
 
 291 
 
 352 
 
 60 
 
 19,413 
 
 50 TO 99 TONS. 
 
 Number 
 
 of 
 vessels. 
 
 265 
 417 
 
 92 
 
 47 
 126 
 
 105 
 
 92 
 
 218 
 
 2 
 
 4,777 
 13,855 
 
 781 
 
 72 
 
 150 
 
 30 
 
 7 
 6 
 
 57 
 22 
 24 
 9 
 1 
 1 
 
 136 
 
 29 
 
 87 
 
 14 
 
 2 
 
 4 
 
 72 
 
 21 
 
 39 
 
 7 
 
 4 
 
 1 
 
 Gross 
 tonnage. 
 
 48,654 
 
 19,991 
 28,663 
 
 6,804 
 3,548 
 9,639 
 
 28,663 
 
 7,079 
 
 6,890 
 
 14,594 
 
 100 
 
 19,991 
 
 165 
 189 
 63 
 
 5,537 
 
 11,183 
 
 2,254 
 
 589 
 
 428 
 
 4,284 
 
 1,652 
 
 1,803 
 
 681 
 
 98 
 
 50 
 
 10,284 
 
 2,295 
 
 6,574 
 
 978 
 
 112 
 
 325 
 
 5,423 
 
 1,590 
 
 2,806 
 
 595 
 
 379 
 53 
 
 28,663 
 
 100 TO 199 TONS. 
 
 Number 
 
 of 
 vessels. 
 
 1,912 
 
 183 
 1,729 
 
 10,636 
 
 13,886 
 
 4,141 
 
 31 
 
 20 
 
 131 
 
 1 
 
 1,729 
 
 195 
 
 121 
 
 1,409 
 
 4 
 
 183 
 
 47 
 
 102 
 
 21 
 
 5 
 
 7 
 14 
 10 
 
 1 
 
 1 
 
 1,729 
 
 Gross 
 tonnage. 
 
 57 
 
 1,582 
 
 90 
 
 26,898 
 268,638 
 
 26,898 
 
 4,540 
 
 2,664 
 
 19,594 
 
 100 
 
 268,638 
 
 23,456 
 
 18,131 
 
 226,553 
 
 26,898 
 
 7,255 
 
 14,598 
 
 3,121 
 
 683 
 
 1,241 
 
 4,691 
 2,155 
 
 4 
 
 556 
 
 118 
 
 17,273 
 
 26 
 
 3,830 
 
 81 
 
 11,677 
 
 4 
 
 625 
 
 1,141 
 
 4,934 
 1,270 
 1,934 
 1,503 
 127 
 100 
 
 268,638 
 
 7,481 
 
 249,203 
 
 11,954 
 
174 
 
 TRANSPORTATION BY WATER. 
 
 Table 19.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY CLASS, OWNERSHIP, RIVER SYSTEMS, AND 
 
 OCCUPATION: 1906— Continued. 
 
 
 200 TO 
 
 299 TONS. 
 
 300 TO 
 
 399 TONS. 
 
 400 TO 
 
 499 TONS. 
 
 500 TO 
 
 999 TONS. 
 
 1,000 TONS AND OVEB. 
 
 CLASS, OWNERSHIP, RIVER SYSTEM, AND OCCUPATION. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 
 784 
 
 196,099 
 
 105 
 
 34,990 
 
 424 
 
 181,044 
 
 2,087 
 
 1,215,430 
 
 2,245 
 
 2,408,455 
 
 
 
 
 76 
 708 
 
 18,839 
 177,260 
 
 39 
 
 66 
 
 13,893 
 21,097 
 
 21 
 403 
 
 9,482 
 171,562 
 
 56 
 2,031 
 
 34,824 
 1,180,606 
 
 7 
 2,238 
 
 9,954 
 
 
 2,398,501 
 
 
 
 Character of ownership: 
 
 76 
 
 18,839 
 
 39 
 
 13,893 
 
 21 
 
 9,482 
 
 56 
 
 34,824 
 
 7 
 
 9,954 
 
 
 
 
 13 
 9 
 
 52 
 2 
 
 708 
 
 3,217 
 
 2,468 
 
 12,688 
 
 466 
 
 177,260 
 
 3 
 
 1,035 
 
 
 
 9 
 
 4,681 
 
 
 
 
 1 
 20 
 
 429 
 9,053 
 
 
 
 
 36 
 
 12,858 
 
 .47 
 
 30,143 
 
 7 
 
 9,954 
 
 
 
 
 66 
 
 21,097 
 
 403 
 
 171,562, 
 
 2,031 
 
 1,180,606 
 
 2,238 
 
 2,398,501 
 
 
 
 
 74 
 24 
 610 
 
 17,693 
 
 6.250 
 
 153,317 
 
 5 
 7 
 54 
 
 1,717 
 2,500 
 16,880 
 
 4 
 
 1,621 
 
 58 
 
 4 
 
 1,969 
 
 35,823 
 
 2,600 
 
 1,142,183 
 
 12 
 
 15,200 
 
 
 
 
 399 
 
 169,941 
 
 2,226 
 
 2,383,301 
 
 
 
 River systems and occupation: 
 
 76 
 
 18,839 
 
 39 
 
 13,893 
 
 21 
 
 9,482 
 
 56 
 
 34,824 
 
 7 
 
 9,954 
 
 
 
 
 37 
 
 29 
 
 9 
 
 9,375 
 7,002 
 2,238 
 
 14 
 16 
 9 
 
 5,134 
 5,532 
 3,227 
 
 10 
 7 
 4 
 
 4,462 
 3,206 
 1,814 
 
 27 
 
 23 
 
 6 
 
 16,682 
 
 14,388 
 
 3,754 
 
 3 
 1 
 3 
 
 4,430 
 
 
 1,479 
 
 
 4,045 
 
 
 
 
 1 
 
 11 
 8 
 3 
 
 224 
 
 2,522 
 
 1,876 
 
 646 
 
 
 
 
 
 
 
 
 
 
 1 
 1 
 
 360 
 360 
 
 2 
 2 
 
 919 
 919 
 
 6 
 6 
 
 4,249 
 4,249 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Yachts 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 43 
 
 19 
 
 20 
 
 4 
 
 10,853 
 
 4,858 
 
 5,033 
 
 962 
 
 28 
 9 
 
 15 
 4 
 
 9,880 
 3,304 
 5,142 
 1,434 
 
 10 
 3 
 .7 
 
 4,505 
 1,299 
 3,206 
 
 30 
 9 
 
 20 
 1 
 
 19,020 
 6,096 
 
 12,349 
 * 575 
 
 3 
 2 
 1 
 
 4,606 
 
 
 3,127 
 
 Tugs and other towing vessels 
 
 1,479 
 
 Yachts 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 22 
 
 10 
 
 6 
 
 5 
 
 5,464 
 2,641 
 1,323 
 1,276 
 
 10 
 4 
 1 
 5 
 
 3,653 
 
 1,470 
 
 390 
 
 1,793 
 
 9 
 5 
 
 4,058 
 2,244 
 
 20 
 
 12 
 
 3 
 
 5 
 
 ' 11,555 
 6,337 
 2,039 
 3,179 
 
 4 
 1 
 
 5.348 
 
 
 1)303 
 
 Tugs and other towing vessels 
 
 
 4 
 
 1,814 
 
 3 
 
 4,045 
 
 
 All other 
 
 1 
 708 
 
 224 
 177,260 
 
 
 
 
 
 
 
 
 
 
 66 
 
 21,097 
 
 403 
 
 171,562 
 
 2,031 
 
 1,180,606 
 
 2,238 
 
 2,398,501 
 
 
 
 5 
 651 
 52 
 
 1,112 
 
 163,757 
 
 12,391 
 
 1 
 29 
 36 
 
 355 
 10,008 
 10,734 
 
 1 
 371 
 31 
 
 438 
 157,653 
 13,471 
 
 
 
 
 
 
 1,988 
 43 
 
 1,154,220 
 26,386 
 
 2,227 
 11 
 
 2,384,146 
 14,355 
 
 
 
 The bulk of the freight business is handled on 
 barges. Unrigged craft — barges, coal boats, etc. — 
 constitute 85.1 per cent of the total number of vessels 
 and 96.7 per cent of the total tonnage; and of the 
 steam vessels, towboats constitute 43.1 per cent of the 
 total number and 43 per cent of the total tonnage. 
 
 OWNERSHIP OF VESSELS. 
 
 Corporate ownership controlled 96.6 per cent of the 
 tonnage of unrigged vessels and 72.9 per cent of the 
 tonnage of steam vessels. In the case of the steam 
 vessels owned by individuals the percentage for number 
 is relatively large in comparison with the percentage 
 for tonnage, as a result of the fact that the majority 
 
 of such boats are of low tonnage. A large majority 
 of the yachts or pleasure boats are owned by indi- 
 viduals, while corporate control prevails in the case of i 
 the larger boats. Thus in boats of the 5 to 49 ton 
 class individual ownership was reported for 68.4 per 
 cent of the number and 58.7 per cent of the tonnage of 
 the steam vessels, as compared with 13.3 per cent of the 
 number and 21.4 per cent of the tonnage for corporate 
 ownership. In all the other tonnage groups for steam 
 vessels corporate ownership is in a large majority, and 
 with respect to unrigged vessels ownership by corpora- 
 tions leads in all tonnage groups. The number, 
 gross tonnage, and value of the vessels in active 
 service, by character of ownership, with the percentage 
 in each class, is given in Table 20. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 175 
 
 Table 20.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND CHARACTER OF OWNERSHIP: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 
 Number. 
 
 Percent. 
 
 Gross tons. 
 
 Per cent. 
 
 Amount. 
 
 Per cent. 
 
 Total 
 
 9,622 
 
 100.0 
 
 4,411,967 
 
 100.0 
 
 $22,852,142 
 
 100.0 
 
 
 Individual 
 
 1,318 
 533 
 
 7,752 
 19 
 
 13.7 
 5.5 
 
 80.6 
 0.2 
 
 134, 655 
 
 49,346 
 
 4,226,600 
 
 1,366 
 
 3.1 
 
 1.1 
 
 95.8 
 
 3, 114, 755 
 
 1,341,901 
 
 18,292,186 
 
 103,300 
 
 13.6 
 5.9 
 
 80.0 
 0.5 
 
 
 Incorporated company 
 
 
 
 
 1,435 
 
 100.0 
 
 146, 227 
 
 100.0 
 
 13,196,770 
 
 100.0 
 
 
 
 687 
 
 211 
 
 524 
 
 13 
 
 8,187 
 
 47.9 
 14.7 
 36.5 
 0.9 
 
 100.0 
 
 27, 524 
 
 11,360 
 
 106,575 
 
 768 
 
 4,265,740 
 
 18.8 
 7.8 
 
 72.9 
 0.5 
 
 100.0 
 
 2,394,680 
 
 935, 875 
 
 9,783,915 
 
 82,300 
 
 9,655,372 
 
 18.1 
 7.1 
 
 Firm 
 
 Incorporated company 
 
 
 
 
 
 
 
 
 631 
 
 322 
 
 7,228 
 
 6 
 
 7.7 
 3.9 
 88.3 
 0.1 
 
 107,131 
 
 37,986 
 
 4,120,025 
 
 598 
 
 2.5 
 
 0.9 
 
 96.6 
 
 720,075 
 
 406,026 
 
 8,508,271 
 
 21,000 
 
 
 Firm 
 
 
 Incorporated company 
 
 
 Miscellaneous '. 
 
 0.2 
 
 
 
 1 Less than one-tenth of 1 per cent. 
 
 The large ownership by corporations is a striking 
 feature of the table, likewise the comparatively small 
 portion under firm control, the latter being less than 
 the portion owned by individuals in number of vessels, 
 
 tonnage, and value for both steam and unrigged vessels. 
 A showing of the number and tonnage of the vessels, 
 according to character of ownership and by occupation, 
 or character of service, is given in Table 21. 
 
 Table 21.— NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY CLASS AND. 
 
 OCCUPATION: 1906. 
 
 
 TOTAL. 
 
 INDIVIDUAL. 
 
 FIRM. 
 
 INCORPORATED 
 COMPANY. 
 
 MISCELLANEOUS, 
 
 CLASS AND OCCUPATION. 
 
 Number 
 
 ol 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 
 9,622 
 
 4,411,967 
 
 1,318 
 
 134,655 
 
 533 
 
 49,346 
 
 7,752 
 
 4,226,600 
 
 19 
 
 1,366 
 
 
 
 
 1,435 
 
 146, 227 
 
 687 
 
 27, 524 
 
 211 
 
 11,360 
 
 524 
 
 106, 575 
 
 13 
 
 768 
 
 
 
 
 390 
 619 
 166 
 222 
 38 
 
 8,187 
 
 55,779 
 
 62,836 
 
 22, 180 
 
 3,255 
 
 2,177 
 
 4,265,740 
 
 179 
 
 232 
 
 73 
 
 185 
 18 
 
 631 
 
 11,472 
 10,441 
 2,349 
 2,815 
 447 
 
 107, 131 
 
 71 
 85 
 27 
 26 
 2 
 
 322 
 
 5,822 
 
 3,944 
 
 1,384 
 
 183 
 
 27 
 
 37, 986 
 
 139 
 
 298 
 
 65 
 
 7 
 15 
 
 j 7,228 
 
 38,243 
 
 48,351 
 
 18, 403 
 
 206 
 
 1,372 
 
 4,120,025 
 
 1 
 4 
 1 
 4 
 3 
 
 6 
 
 242 
 
 
 100 
 
 
 44 
 
 
 51 
 
 
 331 
 
 
 598 
 
 
 
 The extent of concentration of the transportation 
 business in the hands of the larger operators is 
 indicated in Table 22. 
 
 Table 22. — Number of proprietors owning three or more steam ves- 
 sels, classified by occupation of vessel and by river systems: 1906. 
 
 
 VESSELS. 
 
 PROPRIETORS OWNING THREE OR 
 MORE VESSELS. 
 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber. 
 
 Vessels. 
 
 OCCUPATION AND EIVER 
 SYSTEM. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Per cent of 
 total. 
 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Freight and passenger 
 
 390 
 
 55,779 
 
 20 
 
 84 
 
 28,142 
 
 21.5 
 
 50.5 
 
 
 
 
 5 
 3 
 12 
 
 12 
 
 18 
 15 
 51 
 
 131 
 
 6,045 
 6, 649 
 15, 448 
 
 32,609 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Tugs and other towing vessels . 
 
 619 
 
 62,836 
 
 21.2 
 
 51.9 
 
 Upper and Lower Missis- 
 
 
 
 6 
 6 
 
 M 
 
 23 
 
 108 
 
 21 
 
 2,238 
 30,371 
 
 5, 699 
 
 
 
 
 166 
 
 22. 180 
 
 12.7 
 
 25.7 
 
 
 
 
 
 i Lower Mississippi system, 2; Ohio system, 2. 
 32576—08 13 
 
 In freight and passenger service more than one- 
 fifth of the total number of vessels and one-half of 
 the tonnage is in the hands of 20 owners; and of the 
 towboats, more than one-fifth of the number and one- 
 half of the tonnage is in the hands of 12 owners. Less 
 concentration is shown for the ferryboats, ownership 
 of 3 or more vessels being reported in only four cases. 
 
 The unrigged vessels show a materially greater degree 
 of concentrated ownership, as indicated by the statistics 
 presented in Table 23. 
 
 A little more than two-thirds of all unrigged ves- 
 sels, the same constituting nearly four-fifths of the 
 total tonnage, were reported for 10 owners, all of the 
 Ohio system, each with 100 or more boats in opera- 
 tion. These represent the large coal companies of the 
 Pittsburg district. The barge equipment of these 10 
 owners handled 43.4 per cent of all barge freight, 
 including harbor work and the car freight transferred 
 by railroad companies on barges. There were 58 own- 
 ers each with from 10 to 99 boats in operation, and 
 they are credited with 19.4 per cent of all unrigged 
 boats, 17 per cent of the tonnage, and nearl}' one-third 
 of the merchandise handled on unrigged boats. 
 
176 
 
 TRANSPORTATION BY WATER. 
 
 Table 23.— PROPRIETORS OF UNRIGGED CRAFT, GROUPED ACCORDING TO NUMBER OF VESSELS OWNED AND 
 
 RIVER SYSTEMS: 1906. 
 
 GROUP, AND RIVER SYSTEM. 
 
 Total 
 
 Proprietors owning less than 10 boata.. 
 
 Upper Mississippi system . 
 
 Ohio system . 
 
 Lower Mississippi system ^ 
 
 Proprietors owning 10 but less than 100 boats. 
 
 Upper Mississippi system . 
 
 Ohio system 
 
 Lower Mississippi system . 
 
 Proprietors owning 100 or more boats: 
 Ohio system 
 
 Number 
 of pro- 
 prietors. 
 
 10 
 
 Number 
 of boats. 
 
 18,187 
 
 336 
 
 517 
 236 
 
 92 
 
 1,381 
 
 119 
 
 »5,506 
 
 Gross 
 tonnage. 
 
 4,265,740 
 
 138,346 
 
 18, 184 
 65,799 
 54,363 
 
 723,412 
 
 6,601 
 
 676,947 
 
 39,864 
 
 3,403,982 
 
 Freight and 
 
 harbor work 
 
 (net tons) . 
 
 2 23,305,627 
 
 5, 949, 783 
 
 979, 903 
 1,846,128 
 3, 123, 752 
 
 7,232,040 
 
 534,926 
 4,504,212 
 2,192,902 
 
 PER CENT. 
 
 Number 
 of boats. 
 
 100.0 
 
 Gross 
 tonnage. 
 
 13.3 
 
 4.1 
 6.3 
 2.9 
 
 1.1 
 16.9 
 1.5 
 
 0.4 
 1.5 
 1.3 
 
 17.0 
 
 0.2 
 15.9 
 0.9 
 
 Freight 
 and har- 
 bor work. 
 
 100.0 
 25.5 
 
 4.2 
 
 7.9 
 
 13.4 
 
 31.0 
 
 2.3 
 19.3 
 9.4 
 
 1 Active boats. 
 
 2 Includes harbor work and railway car freight amounting to 6,129,920 tons, distributed as follows: Upper Mississippi system, 30,090 tons; Ohio system, 
 2,493,776 tons; Lower Mississippi system, 3,606,054 tons. 
 
 3 Includes 2,054 coal boats, 2,037,526 gross tonnage, sold with cargo. 
 
 As shown in Table 19, less than one-half of the steam 
 vessels and more than one-half of the tonnage of such 
 vessels are credited to the Ohio system. 
 
 The Ohio system had the largest tonnage em- 
 ployed in freight and passenger service, while the 
 Lower Mississippi, which was second in rank in this 
 respect, had the largest average tonnage per vessel. 
 The average tonnage per vessel for the 90 freight and 
 passenger boats of the Lower Mississippi system was 
 194 tons, as compared with an average of 155 tons 
 for the 167 similar boats of the Ohio system, and 94 
 tons for the 133 boats of like service for the Upper 
 Mississippi system. 
 
 To handle its large fleet of barges, the Ohio system 
 had nearly two-thirds of the towboats and a little 
 more than three-fourths of the total towboat tonnage. 
 The Lower Mississippi had over three-fifths of the 
 ferryboat tonnage and the Upper Mississippi the ma- 
 jority of the yachts, in number and tonnage. 
 
 The miscellaneous class includes boats hired out for 
 fishing or pleasure parties, dredges and work boats pro- 
 vided with propelling power, and in general all power 
 craft not coming within the range of the other groups. 
 
 The Ohio system is credited with 90.4 per cent of 
 the number and 97.2 per cent of the tonnage of the 
 unrigged boats; the Lower Mississippi system, with 
 4.3 per cent of the number and 2.2 per cent of the 
 tonnage; and the Upper Mississippi system, with 5.2 
 per cent of the number and six-tenths of 1 per cent 
 of the tonnage. 
 
 VALUATION OF VESSELS. 
 
 Statistics in regard to vessel values, and the average 
 value per ton and per vessel for both steam and un- 
 rigged craft, are shown in Table 24, which presents 
 the figures for 1906 in comparison with 1889. 
 
 Table 24. — Number, gross tonnage, and value of vessels by class: 
 1906 and 1889. 
 
 CLASS. 
 
 Census. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Aver- 
 age 
 ton- 
 nage 
 per 
 vessel. 
 
 Aver- 
 age 
 
 value 
 per 
 ton. 
 
 Aver- 
 age 
 
 value 
 per 
 
 vessel. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 9,622 
 7,300 
 
 4,411,967 
 3,364,610 
 
 {22,852,142 
 14, 407, 162 
 
 459 
 461 
 
 $5 
 4 
 
 12,375 
 1,974 
 
 Steam 
 
 Unrigged 
 
 1,435 
 972 
 
 8,187 
 6,328 
 
 146,227 
 192,974 
 
 4,265,740 
 3,171,636 
 
 13,196,770 
 9,622,608 
 
 9,655,372 
 4,784,554 
 
 102 
 199 
 
 521 
 501 
 
 90 
 50 
 
 2 
 2 
 
 9,196 
 9,900 
 
 1,179 
 756 
 
 Steam vessels show a large increase in the average 
 value per ton and a large decrease in the average ton- 
 nage per vessel, and unrigged vessels an increase in 
 average tonnage, and an increase in the average value 
 per vessel of 56 per cent. 
 
 VALUE OF LAND PROPERTY. 
 
 The value of all property other than vessels, but in- 
 cident to their operation, was $5,685,900, comprising 
 $5,570,823, the value of land, wharves, warehouses and 
 other buildings, fixtures, machinery, implements, tools, 
 cash on hand, etc., and $115,077, the value of leases. 
 The addition of these amounts to the value of the ves- 
 sels gives $28,538,042 as the aggregate value of all 
 property in 1906. 
 
 Much of the land property owned by parties operat- 
 ing vessels and used in conjunction with the operation 
 of the vessels, is used also for railroad, storage, mercan- 
 tile, or other purposes; a large amount of wharf prop- 
 erty, however, is owned by parties other than those op- 
 erating water craft," and hence is not reported. The 
 statistics in regard to the value of land property are 
 therefore far from being complete. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 177 
 
 EMPLOYEES AND WAGES. 
 
 Table 25 shows the statistics relating to the number 
 of employees on vessels and on land, and the amounts 
 
 paid in salaries and wages, for the different classes of 
 vessels. 
 
 Table 25.— EMPLOYEES, AND SALARIES AND WAGES, BY OCCUPATION OF VESSEL: 1906. 
 
 OCCUPATION. 
 
 Total 
 
 Freight and passenger 
 
 Towing vessels and unrigged craft 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Total 
 
 Freight and passenger 
 
 Towmg vessels and unrigged craft 
 
 Ferryboats 
 
 Yachts 
 
 All other 
 
 Number 
 oi em- 
 ployees. 
 
 17, 473 
 
 7,333 
 
 8,668 
 
 838 
 
 177 
 457 
 
 Salaries 
 and 
 
 $7,063,776 
 
 2,335,977 
 3,926,242 
 
 493, 961 
 62,218 
 
 245, 378 
 
 ON VESSELS. 
 
 Number 
 of em- 
 ployees. 
 
 15,016 
 
 6,7^6 
 
 7,152 
 
 699 
 
 165 
 254 
 
 Wages. 
 
 15,692,117 
 
 2,019,202 
 3,055,644 
 
 413, 553 
 59,168 
 
 144, 550 
 
 ON LAND. 
 
 Total. 
 
 Average 
 number 
 of em- 
 ployees. 
 
 2,457 
 
 587 
 1,516 
 
 12 
 203 
 
 Salaries 
 and 
 
 $1,371,659 
 
 316, 775 
 870, 598 
 80, 408 
 3,050 
 100,828 
 
 Officers, managers, 
 clerks, etc. 
 
 All other. 
 
 Average 
 number 
 of em- 
 
 1,011 
 
 296 
 560 
 120 
 10 
 25 
 
 Salaries. 
 
 $686,536 
 
 219, 828 
 364,366 
 
 72,192 
 2,850 
 
 27, 300 
 
 Average 
 number 
 of em- 
 ployees. 
 
 1,446 
 
 291 
 
 956 
 19 
 2 
 
 178 
 
 Wages. 
 
 $685, 123 
 
 96,947 
 
 506,232 
 
 8,216 
 
 200 
 
 73, 528 
 
 PEE CENT OF TOTAL. 
 
 100.0 
 
 42.0 
 
 49.6 
 
 4.8 
 
 1.0 
 
 2.6 
 
 100.0 
 
 33.1 
 55.6 
 7.0 
 0.9 
 
 3.5 
 
 100.0 
 
 44.9 
 
 47.6 
 
 4.7 
 
 1.1 
 
 1.7 
 
 100.0 
 
 35.5 
 
 63.7 
 
 7.3 
 
 1.0 
 
 2.5 
 
 100.0 
 
 23.9 
 
 61.7 
 
 5.7 
 
 0.5 
 
 8.3 
 
 100.0 
 
 23.1 
 
 63.5 
 
 5.9 
 
 0.2 
 
 7.4 
 
 100.0 
 
 29.3 
 55.4 
 11.9 
 1.0 
 2.5 
 
 100.0 
 
 32.0 
 53.1 
 
 10.5 
 0.4 
 4.0 
 
 100.0 
 
 20.1 
 66.1 
 1.3 
 0.1 
 12.3 
 
 14.2 
 73.9 
 1.2 
 
 (') 
 
 1 Less than one-tenth of 1 pet cent. 
 
 Towing vessels and unrigged craft gave employment 
 to nearly one-half of all the employees, and the em- 
 ployees on such craft received more than one-half of 
 the total amount paid in salaries and wages. 
 
 The crews on the vessels formed 85.9 per cent of the 
 total number of employees, and they received in wages 
 80.6 per cent of the total amount paid to all employees, 
 the land employees constituting 14.1 per cent of the 
 total number and their salaries and wages 19.4 per cent 
 of the total amount. In the case of towing vessels and 
 ferries the land employees constituted a larger portion 
 of all employees than they did in the case of freight 
 and passenger boats. The amount paid in salaries and 
 wages to land employees is, for all craft, about equally 
 divided between the administrative and superintend- 
 ing employees, listed as officers, managers, clerks, etc., 
 arid the wage-earners. In the case of freight and pas- 
 senger steamers the numbers in these two groups are 
 nearly equal, while for ferryboats the land employees 
 are chiefly officers, managers, and clerks, and for tow- 
 ing vessels and barges the "all other" class of em- 
 ployees is naturally largely in excess of the adminis- 
 trative men. 
 
 As a rule, the loading and unloading of freight on 
 Mississippi river boats is done by roustabouts carried 
 on the boats as part of the crew. Hence the crews of 
 Mississippi river vessels are relatively larger than those 
 for vessels operating on the Atlantic coast and Gulf 
 of Mexico, the Pacific coast, or the Great Lakes. In 
 handling coal and sand, which are the largest factors 
 
 of the barge freight, machinery is extensively used. 
 Moreover, the coal barges are frequently loaded by the 
 regular employees of the coal companies and the un- 
 loading on delivery is frequently done by the con- 
 signees. 
 
 The crews of freight and passenger steam vessels for 
 the Atlantic coast and the Gulf of Mexico average a 
 man for every 42 tons of the gross tonnage of the ves- 
 sels, and for freight and passenger vessels operating 
 on the Great Lakes and the St. Lawrence river the av- 
 erage is a man for 107 tons of gross tonnage; whereas 
 the freight and passenger vessels of the Mississippi 
 river and its tributaries average a man for every 8 
 tons of gross tonnage. Of course, a large part of the 
 difference is due to the fact that the Mississippi, river 
 vessels are much smaller boats than the ocean or lake 
 steamers. 
 
 The "all other" employees on land constitute 22.1 
 per cent of the total number of employees on vessels 
 and on land for the Atlantic coast and Gulf of Mexico 
 district, and 14 per cent of the total number for the 
 Great Lakes and St. Lawrence river, whereas for the 
 Mississippi river and its tributaries this class consti- 
 tutes but 8.3 per cent of the total number of em- 
 ployees. 
 
 GROSS INCOME. 
 
 The gross income from freight, passenger, and all 
 other sources by class of vessels and the per cent each 
 is of the total are shown in Table 26. 
 
178 
 
 TRANSPORTATION BY WATER. 
 
 Table 26. — Gross income of all vessels and craft, by source of income 
 and by occupation of vessel: 1906. 
 
 
 Total. 
 
 SOURCE OF INCOME. 
 
 OCCUPATION. 
 
 Freight. 
 
 Passen- 
 gers. 
 
 All 
 other. 
 
 Total 
 
 817,342,038 
 
 $7,450,869 
 
 82,281,243 87,609,926 
 
 
 
 
 5,934,629 
 
 9,342,145 
 
 1,553,121 
 
 512,143 
 
 4,038,002 
 3,412,867 
 
 1,766,581 
 
 15,780 
 
 498,747 
 
 135 
 
 130,046 
 
 Towing vessels and unrigged craft. 
 
 5,913,498 
 1,054,374 
 
 
 
 . 512,008 
 
 
 
 
 
 PER CENT OF TOTAL. 
 
 Total 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 
 34.2 
 
 53.9 
 
 9.0 
 
 3.0 
 
 54.2 
 45.8 
 
 77.4 
 0.7 
 21.9 
 
 1.7 
 
 Towing vessels and unrigged craft. 
 
 77.7 
 13.9 
 
 
 
 6.7 
 
 
 
 
 1 Less than one-tenth of 1 per cent. 
 
 The income of towing vessels and the unrigged 
 craft towed by them exceeded the income of all other 
 vessels. It will be observed that the income reported 
 under "all other" for towing vessels and unrigged 
 craft largely exceeds the amount reported for freight. 
 This is due to the fact that the income for towboats 
 reported separately, being for towing service only, is 
 included under "all other income," and in certain 
 cases operators owning both unrigged boats and tow- 
 ing vessels segregated the income and reported sepa- 
 rate amounts for freight and for towing service, which 
 latter appears under " all other." 
 
 To arrive at the total income derived from the 
 handling of freight on barges, the amount paid for 
 the towing service should be taken as a part of the 
 freight income as well as the amount paid for the 
 service rendered by the barge; except that when the 
 barge owner does not own towing vessels, but hires 
 them, the gross freight income of the barges includes 
 the amount paid by the barge owner for towing, and 
 hence in such cases the sum of the barge income and 
 the towboat income involves a duplication. On the 
 other hand, when barges and towing vessels are owned 
 by the same party the income covers the entire service 
 and is all directly chargeable to freight, even though 
 a segregation of the income be made for towing service 
 and for barge income. 
 
 A very large part of the $5,913,498 reported as "all 
 other" income for towing vessels and unrigged craft 
 represents towing service, and should be included 
 along with the $3,412,867 reported as freight income 
 to give the true income for the handling of freight on 
 unrigged vessels. 
 
 The amount reported as income from "all other" 
 sources for ferryboats represents all income for ferry- 
 boats except that derived from passengers, and the 
 bulk of it is for the ferrying of teams, loaded vehicles, 
 live stock, etc. » 
 
 FREIGHT. 
 
 The freight handled by all water craft was 31,626,981 
 net tons of the following character: 
 
 Aggregate freight, all craft: 1906. 
 Aggregate net tons 31, 626, 981 
 
 Total shipped from one port to another 19, 531, 093 
 
 Carried on steamers 2, 355, 386 
 
 Towed on barges, 17, 175, 707 
 
 Total lightered and transferred 12, 095, 888 
 
 Harbor work or lighterage 5, 190, 291 
 
 Transferred by railway car ferries 6, 905, 597 
 
 Included in the above, under car freight, are 
 3,770,340 tons, the estimated contents of 188,517 
 loaded cars, the freight contents of which were not 
 reported (see Table 48) . The total quantity of freight 
 reported was therefore 27,856,641 tons. Ferry freight, 
 live stock, and that carried in wagons are not included 
 in these freight statistics for 1906, as the returns 
 therefor were in the majority of cases not obtainable. 
 
 Freight proper, or merchandise shipped from one 
 port to another, constituted 61.8 per cent of the total 
 quantity handled by vessels; harbor work, or mer- 
 chandise handled within the confines of a port, formed 
 16.4 per cent of the total; and freight ferried in cars, 
 which is akin to lighterage, or harbor work, formed 
 21.8 per cent of the total. 
 
 The freight carried on the Mississippi river system 
 decreased in quantity between 1889 and 1906, as 
 shown by Table 27. 
 
 Table 27. — Freight shipments, by river systems, with amount and 
 per cent of decrease: 1906 and 1889. 
 
 RIVEK SYSTEM. 
 
 Total 
 
 Upper Mississippi 
 Obio 
 
 Lower Mississippi 
 
 FREIGHT (NET TONS). 
 
 1906 
 
 19,531,093 
 
 1,758,101 
 15, 226, 805 
 2,546,187 
 
 1889 
 
 28,289,503 
 
 6,260,448 
 15,796,968 
 6,232,087 
 
 Decrease. 
 
 8,758,410 
 
 4,502,347 
 
 570,163 
 
 3,685,900 
 
 Per cent 
 
 of 
 decrease. 
 
 71.9 
 3.6 
 59.1 
 
 The heaviest decrease both in tonnage and in per- 
 centage is for the Upper Mississippi system, and the 
 least is for the Ohio system. The above does not 
 of course show the total freight movement on the 
 several river systems, but as the statistics for both 
 years are on a like basis they are properly comparable. 
 
 A showing of the chief freight commodities for 1906 
 in comparison , with 1889 is given in Table 28. 
 
 The decrease in lumber tonnage nearly equals the 
 net decrease in all freight, while the decrease in all 
 other commodities is 73,169 tons, or four-tenths of 1 
 per cent of the tonnage of the remaining commodities. 
 But there is a very heavy increase in stone, sand, etc. 
 (chiefly sand), and a large tonnage increase in coal. 
 These two commodity groups now constitute more 
 than three-fourths of the freight. The decreases in 
 grain, cotton, iron ore, ice, and miscellaneous mer- 
 chandise are all large. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 179 
 
 Table 28. — Freight, by commodities, with amount and per cent of 
 increase: 1906 and 1889. 
 
 
 FREIGHT (NET TONS). 
 
 COMMODITY. 
 
 1906 
 
 1889 
 
 Increase. 
 
 
 Amount. 
 
 Per cent. 
 
 Total 
 
 19,531,093 
 
 28,289,503 
 
 1 8, 758, 410 
 
 131.0 
 
 
 
 95, 443 
 
 11,033,011 
 
 146,975 
 
 81,900 
 
 55, 703 
 
 380, 721 
 
 17,229 
 
 171, 779 
 
 514,950 
 
 365, 479 
 
 55, 346 
 
 4,004,259 
 
 114, 000 
 
 2,494,298 
 
 2,193 
 
 8,527,428 
 
 895, 742 
 
 2 89,992 
 
 41,748 
 
 1,712,498 
 
 91,010 
 
 574, 790 
 
 3 9,200,191 
 
 3,534 
 
 «7,775 
 
 321, 054 
 
 27,707 
 
 6,793,841 
 
 93,250 
 
 2,505,583 
 
 1748,767 
 
 18,092 
 
 13,955 
 
 1 1, 331, 777 
 
 173,781 
 
 1403,011 
 
 18,685,241 
 
 361,945 
 
 47, 571 
 
 '3,683,205 
 
 86,293 
 
 14,299,543 
 
 4,252.2 
 
 29.4 
 
 183.6 
 
 19.0 
 
 33.4 
 
 177.8 
 
 181.1 
 
 ■70.1 
 
 194.4 
 
 10,241.8 
 
 611.8 
 
 1,147.2 
 
 311.4 
 
 163.3 
 
 Coal 
 
 Cotton 
 
 Flour 
 
 
 
 
 
 
 Petroleum and other oils 
 
 
 
 
 
 1 Decrease. 
 
 8 Mill products. 
 
 a Lumber and forest products. 
 1 Iron, pig and bloom. 
 
 Since the reports for both 1889 and 1906 show under 
 
 "miscellaneous merchandise " considerable freight that 
 could not be segregated by commodities, for the reason 
 that in many cases no record was kept of the kind of 
 freight handled, considerable quantities of the speci- 
 fied commodities are necessarily included with com- 
 modities not specifically called for by the schedule. 
 Hence, except in the case of coal, stone, and sand, or 
 such commodities as are freighted in bulk, the ton- 
 nage shown for specific commodities is less than the 
 actual amounts. 
 
 Table 29 is a presentation of freight, by commodi- 
 ties, and by river systems and rivers, for 1889 and 
 1906. Each river has been credited with the freight 
 shipped from its ports or landings, and the table shows 
 freight shipments only — or the freight emanating on 
 the respective rivers. For comparative purposes, lum- 
 ber and petroleum and other oils, which commodities 
 are expressed in feet and barrels, respectively, in other 
 tables, are here given in net tons. 
 
 Table 29.— FREIGHT SHIPMENTS, BY COMMODITIES, AND BY RIVER SYSTEMS AND RIVERS: 1906 AND 1889. 
 
 RIVER SYSTEM ANI> RIVER. 
 
 Year. 
 
 Total' 
 (net tons). 
 
 Cement, 
 
 brick, and 
 
 lime 
 
 (net 
 
 tons). 
 
 Coal 
 (net tons). 
 
 Cotton 
 
 (net 
 
 tons). 
 
 Fruits 
 and 
 vege- 
 tables 
 (net 
 tons). 
 
 Grain 
 (net 
 tons). 
 
 Ice 
 
 (net 
 
 tons) . 
 
 Iron ore 
 (net 
 tons). 
 
 Lumber 
 
 (net 
 
 tons). 
 
 Petro- 
 leum 
 and- 
 other 
 oils 
 (net 
 tons) . 
 
 Stone, 
 
 sand, etc. 
 
 (net 
 
 tons) . 
 
 To- 
 bacco 
 
 (net 
 tons). 
 
 Miscel- 
 laneous 
 
 mer- 
 chandise 
 (net 
 tons). 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 19,531,093 
 28,289,503 
 
 1,758,101 
 6,260,448 
 
 95,443 
 2,193 
 
 11,033,011 
 8, 527, 428 
 
 146, 975 
 895, 742 
 
 55,703 
 41,748 
 
 380, 721 
 1, 712, 498 
 
 17, 229 
 91,010 
 
 171,779 
 574, 790 
 
 514, 950 
 19,200,191 
 
 365, 479 
 3,534 
 
 4,004,259 
 321,054 
 
 114, 000 
 27, 707 
 
 2,631,544 
 
 
 6,891,608 
 
 Upper Mississippi system 
 
 15,238 
 
 27,421 
 64,086 
 
 
 11,397 
 
 92,868 
 227,000 
 
 1,792 
 87, 000 
 
 2 
 
 1,500 
 
 12, 676 
 4, 649, 430 
 
 526 
 
 1,274,785 
 
 318 
 
 321,078 
 
 
 1,231,432 
 
 
 
 
 
 
 
 
 
 Upper Mississippi 
 
 595,885 
 3,947,364 
 
 105,826 
 180, 264 
 
 J, 056, 390 
 2,132,820 
 
 15,226,805 
 15,796,968 
 
 14,546 
 
 20,110 
 10,624 
 
 6,245 
 2,300 
 
 1,066 
 51, 162 
 
 10,968,307 
 8,102,543 
 
 
 10,845 
 
 30,813 
 23,000 
 
 31,936 
 18,000 
 
 30, 119 
 186,000 
 
 230, 705 
 203,092 
 
 1,743 
 45, 050 
 
 2 
 
 6,494 
 3,372,874 
 
 114 
 742 
 
 6,068 
 1,275,814 
 
 279, 436 
 3,812,013 
 
 347 
 
 363,859 
 
 210 
 
 146, 916 
 
 
 495,816 
 
 
 50 
 
 
 140 
 
 
 135 
 
 160 
 
 100 
 
 66, 946 
 
 
 
 41, 950 
 49 
 
 11,387 
 10 
 
 
 117,272 
 
 All others rivers 2 
 
 642 
 
 
 412 
 
 
 44 
 
 910, 766 
 
 8 
 
 107,216 
 
 
 1,500 
 
 171,777 
 573,290 
 
 618,344 
 
 
 70,329 
 2,193 
 
 40,628 
 31,064 
 
 39,743 
 21,690 
 
 18, 477 
 3,534 
 
 1, 969, 732 
 201, 054 
 
 112, 453 
 27, 707 
 
 1,313,831 
 
 
 2,818,778 
 
 
 3, 142, 097 
 7, 525, 667 
 
 1,776 
 286, 483 
 
 348,697 
 974, 316 
 
 305, 144 
 819,278 
 
 975, 031 
 1, 145, 202 
 
 11,239 
 115, 657 
 
 8, 925, 923 
 3,294,932 
 
 13,826 
 10,281 
 
 678, 501 
 909, 078 
 
 42,427 
 93, 178 
 
 782, 144 
 622,896 
 
 59,099 
 
 1,048,638 
 4,018,787 
 
 2,848 
 18, 522 
 
 36,587 
 
 15 
 2,511 
 
 1,100 
 
 171,346 
 125,000 
 
 100 
 423 
 
 6,570 
 20, 983 
 
 1,590 
 1,431 
 
 6,420 
 
 6,554 
 
 71, 777 
 11,656 
 
 78,568 
 1, 131, 755 
 
 1,077 
 142,950 
 
 64, 577 
 810, 716 
 
 64,829 
 752, 541 
 
 3,308 
 80,468 
 
 17,031 
 
 901,586 
 
 91,630 
 
 656", 433 
 
 
 2,219,947 
 
 
 3 
 
 11 
 
 
 3 
 
 567 
 
 
 
 
 
 
 
 140, 599 
 
 
 1,485 
 
 450 
 
 
 400 
 
 
 54 
 236 
 810 
 
 85,000 
 89,964 
 
 4,050 
 788 
 
 2,200 
 
 3,620 
 10,201 
 
 500 
 4,723 
 
 891 
 
 185, 441 
 
 
 
 
 42,452 
 
 
 865 
 168 
 
 1,802 
 863 
 
 38 
 
 125,301 
 45, 904 
 
 934,608 
 941, 446 
 
 
 29 
 501 
 
 1,582 
 
 145 
 
 
 107, 599 
 
 
 
 
 13,222 
 22, 597 
 
 
 
 813 
 
 
 
 
 
 122, 425 
 
 
 
 
 847 
 
 
 
 110 
 678 
 
 
 
 10,244 
 
 
 1,100 
 
 8,828,315 
 3, 059, 418 
 
 710 
 
 
 • 
 
 
 
 109,079 
 
 160 
 81,209 
 
 287 
 475 
 
 55,368 
 163, 113 
 
 10, 037 
 63,300 
 
 1,225 
 
 
 
 4,800 
 
 
 3,600 
 
 
 
 
 200 
 
 
 72,000 
 
 
 21, 648 
 120, 919 
 
 9,280 
 8,113 
 
 
 800 
 
 
 280 
 
 2,090 
 1,693 
 
 17,143 
 28,812 
 
 24, 599 
 17, 759 
 
 150 
 
 
 79 
 
 50 
 
 100 
 
 
 
 
 
 2,573 
 962 
 
 64 
 
 30,285 
 35,888 
 
 37, 780 
 12,542 
 
 100 
 18,657 
 
 3,125 
 10 
 
 100, 000 
 528,248 
 
 146 
 406 
 
 148,153 
 21, 137 
 
 1,900 
 5,754 
 
 754, 793 
 
 709 
 10, 000 
 
 15,000 
 
 283, 119 
 89,303 
 
 5,827 
 6,365 
 
 11,076 
 
 
 
 
 
 
 
 
 
 
 
 
 50 
 
 21 
 
 
 
 
 200 
 
 
 
 6,991 
 
 
 
 476,407 2,450 83, 411 2,783 00,633 
 
 l T umber and forest products, including raited forest products 
 I lSdestS%6 Gasconade. Kansas Minnesota Mgsour, Os, 
 3 Includes in 1906, Allegheny, Kentucky, and Salt of Kentucky, 
 
 , St. Croix, Salt of Iowa; in 1889, Chippewa, Gasconade, 
 1889, Allegheny and Kentucky. 
 
 Missouri, Osage, and St. Croix. 
 
180 TRANSPORTATION BY WATER. 
 
 Table 29.— FREIGHT SHIPMENTS, BY COMMODITIES, AND BY RIVER SYSTEMS AND RIVERS: 1906 AND 1889— Cont'd. 
 
 RIVER SYSTEM AND RIVER. 
 
 Year. 
 
 Total 
 (net tons). 
 
 Cement, 
 
 brick.and 
 
 lime 
 
 (net 
 
 tons). 
 
 Coal 
 |(net tons). 
 
 Cotton 
 
 (net 
 
 tons). 
 
 Fruits 
 and 
 vege- 
 tables 
 (net 
 tons). 
 
 Grain 
 
 (net 
 
 tons). 
 
 Ice 
 
 (net 
 tons). 
 
 Iron ore 
 
 (net 
 
 tons). 
 
 Lumber 
 
 (net 
 tons). 
 
 Petro- 
 leum 
 and 
 other 
 oils 
 (net 
 tons). 
 
 Stone, 
 
 sand, etc. 
 
 (net 
 
 tons) . 
 
 To- 
 bacco 
 
 (net 
 tons). 
 
 Miscel- 
 laneous 
 
 mer- 
 chandise 
 (net, 
 tons). 
 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 2, 546, 187 
 6,232,087 
 
 9,876 
 
 37, 283 
 360, 799 
 
 106,347 
 864, 678 
 
 4,563 
 20,058 
 
 57,148 
 1,282,406 
 
 4,050 
 4,000 
 
 
 222,838 
 
 346, 476 
 
 759, 742 
 120,000 
 
 1,229 
 
 996, 635 
 
 
 
 738,748 
 
 2,841,398 
 
 
 
 
 
 • 
 
 
 2, 329, 350 
 4,206,745 
 
 24, 994 
 1, 662, 717 
 
 25, 136 
 93,707 
 
 14, 417 
 105, 145 
 
 43, 933 
 86,393 
 
 108, 357 
 77,380 
 
 8,339 
 
 36,849 
 183,848 
 
 410 
 165,888 
 
 64, 709 
 783, 458 
 
 4,489 
 35, 003 
 
 7,933 
 
 3,991 
 
 317 
 20,058 
 
 20 
 
 51,334 
 954,803 
 
 1,777 
 282,086 
 
 1,357 
 16, 652 
 
 365 
 6,000 
 
 3,786 
 
 
 198,936 
 310, 654 
 
 3,130 
 302, 690 
 
 3,638 
 29, 110 
 
 432 
 4,577 
 
 13,250 
 63,856 
 
 3,452 
 27,861 
 
 346,084 
 
 756, 716 
 
 1,180 
 
 857, 426 
 
 
 
 1, 973, 982 
 
 14,481 
 732, 992 
 
 
 110 
 
 112 
 4,000 
 
 32 
 
 
 161 
 92 
 
 
 7 
 15 
 
 
 
 120,000 
 3,016 
 
 Ouachita (or Wichita) 
 
 64 
 
 
 8,969 
 
 
 
 
 47,946 
 
 6,999 
 53,829 
 
 30, 401 
 15, 134 
 
 Bed 
 
 135 
 
 
 6,480 
 29, 676 
 
 282 
 7,403 
 
 22, 454 
 9,138 
 
 
 
 
 6 
 
 
 
 
 11,063 
 
 
 
 
 
 White 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1,228 
 
 24 
 
 235 
 
 2,315 
 22,805 
 
 120 
 
 
 133 
 
 10 
 
 27 
 
 78,359 
 17, 516 
 
 
 
 
 
 
 
 
 
 
 
 
 1 Includes the Atch.afa.laya, Black of Arkansas, Black bayou, Lafourche, Macon bayou, St. Francis, and Tensas. 
 
 Under "all other merchandise," as shown in Table 
 29, are included certain commodities that are given 
 separately in other tables, namely, canned goods, flour, 
 naval stores, pig iron and steel rails, and phosphate 
 and fertilizer, for which the returns for 1889 and 1906 
 are not specifically comparable. 
 
 The grain traffic has suffered a heavy decline, the 
 aggregate of shipments shrinking from 1,712,498 tons 
 in 1889 to 380,721 tons in 1906, a decrease of 77.8 per 
 cent. This decrease has been for the Mississippi, the 
 Ohio system showing a small gain. The decrease in 
 shipments on the Upper Mississippi was from 227,- 
 000 tons to 92,868 tons, or 59.1 per cent, and on the 
 Lower Mississippi, from 1,282,406 tons to 57,148 tons, 
 or 95.5 per cent. The latter reflects the decrease in 
 the grain barge traffic from St. Louis to the seaboard, 
 as further shown by the following statement, which is 
 taken from the report of the Merchants' Exchange of 
 St. Louis for 1903, and gives the grain shipment by 
 barges for a series of years. 
 
 The decrease in the grain barge traffic for the period 
 from 1889 to 1903 amounted to 80.6 per cent. 
 
 Shipment of bulh grain by river from St. Louis to New Orleans: 
 1889 to- 1908. 
 
 YEAS. 
 
 Quantity 
 (bushels) . 
 
 yfar Quantity 
 TEAE - (bushels). 
 
 1903 
 
 2,749,441 
 2, 591, 735 
 2,363,949 
 3,314,160 
 2, 233, 235 
 6,600,707 
 5, 475, 342 
 10,527,208 
 
 1895 i 1 , 690, 417 
 
 1902 
 
 1894 ! 2, 345, 503 
 
 1893 1 7, 079, 598 
 
 1892 -8. 414. 940 
 
 1901 
 
 1900 
 
 1899 
 
 1891 
 
 8,468,546 
 10,217,244 
 14, 158, 046 
 
 1898 - - . 
 
 1890 
 
 1897 
 
 1889 
 
 1896 
 
 
 
 
 The movement of petroleum and other oils shows a 
 very large increase, due chiefly to the development of 
 the oil fields of Louisiana, which state first became a 
 producer of petroleum in 1902. The bulk of the oil 
 movement is on the Lower Mississippi. 
 
 The bulk of the freight is towed on barges, a little 
 less than one-eighth being carried on freight and pas- 
 senger vessels. The quantity of freight which is car- 
 ried and towed in the several river districts and the 
 leading rivers thereof is shown in Table 30, by com- 
 modities. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 181 
 
 Table 30.— FREIGHT SHIPMENTS ON STEAM VESSELS AND ON UNRIGGED CRAFT, BY COMMODITIES AND BY 
 
 RIVER SYSTEMS AND RIVERS: 1906. 
 
 CLASS, RIVER SYSTEM, 
 AND RIVER. 
 
 a 
 o 
 
 a 
 g, 
 
 o 
 
 °a 
 
 B 
 O 
 
 — C 
 *- o 
 
 ID ffl 
 
 £ = 
 
 Hi .H 
 
 CQ 
 
 a 
 o 
 
 O 
 
 o 
 
 a 
 o 
 +j 
 
 a 
 0, 
 
 a 
 o 
 
 o 
 
 o 
 
 § 
 
 I 
 
 s 
 
 o 
 
 s 
 
 gig 
 > o 
 
 a 8 
 
 is 
 
 I 
 
 a 
 a 
 
 a 
 
 O 
 
 m 
 
 a 
 o 
 
 c_ 
 
 a 
 
 u 
 
 M 
 
 OJ 
 
 a, 
 
 it 
 
 
 
 
 
 l-t 
 
 1 
 
 3. 
 
 .a 
 g 
 
 Is 
 
 00 O 
 
 i 
 
 •A 
 
 14 
 
 c s 
 
 m 
 
 §5 
 
 § t- • 
 
 O rt W 
 
 SIN 
 a K 
 
 CM 
 
 ■2$ 
 
 fl a 
 S 
 
 Ph 
 
 1U 
 
 a a 
 
 © . 
 
 ■si 
 
 08 
 
 
 +- 
 
 si 
 
 A 
 
 c 
 
 Miscellaneou s 
 mere handise 
 (net tons). 
 
 Total 
 
 19,531,093 
 
 63,697,95,443 
 
 11,033,011 
 
 146,975 
 
 81,900 
 
 55, 703 
 
 380,721 
 
 17,229 
 
 171,779 
 
 1 225,545 
 
 770 
 
 2 2,256,230 
 
 44,413 
 
 55,346 
 
 4,004,259114,000 
 
 2,385,418 
 
 
 
 2,355,386 
 17, 175, 707 
 
 62,949'43,185 
 748 52,258 
 
 50,361 
 10,982,650 
 
 140,022 
 6,953 
 
 80,426 
 1,474 
 
 50,627 
 5,076 
 
 235, 550 
 145, 171 
 
 16,592 
 637 
 
 402 
 171,377 
 
 61,815 
 163,730 
 
 770 
 
 96,919 
 2,159,311 
 
 
 at nno 
 
 59,343113,937 
 3,944,916! 63 
 
 1,275,661 
 1,109,757 
 
 Unrigged 
 
 2| 9S0| 8' 254 
 
 Upper Mississippi system. 
 
 1, 758, 101 
 
 2,76315,238 
 
 27,421 
 
 
 5,001 
 
 11,397 
 
 92,868 
 
 1,792 
 
 2 
 
 7,164 
 
 58 
 
 2,336 
 
 179 
 
 400 
 
 1,274,785 
 
 318 
 
 312,617 
 
 
 273,362 
 1,484,739 
 
 2,566' 1,208 
 19714,030 
 
 1,027 
 26,394 
 
 
 4, 596 
 
 9,837 
 
 47,832 
 
 1,695 
 97 
 
 2 
 
 3,129 
 4,035 
 
 58 
 
 1,915 
 421 
 
 154 
 25 
 
 400 
 
 23,680 
 1,251,105 
 
 310 
 8 
 
 174,029 
 138,588 
 
 
 
 
 
 Upper Mississippi 
 
 595, 885 
 
 1,99814,546 
 
 20, 110 
 
 
 4,238 
 
 10,845 
 
 30, 813 
 
 1,743 
 
 2 
 
 3,752 
 
 58- 1,540 
 
 149 
 
 
 363,859 
 
 210 
 
 140,473 
 
 
 153,932 
 441,953 
 
 105, 826 
 
 1,9911 713 
 7 13,833 
 1 
 510, 50 
 
 26 
 20,084 
 
 6,245 
 
 
 4,218 
 20 
 
 500 
 
 9,385 
 1,460 
 
 140 
 
 30, 480 
 333 
 
 31,936 
 
 1,661 
 82 
 
 2 
 
 „ - 
 
 
 149 
 
 
 22,850 
 341,009 
 
 160 
 
 207 
 3 
 
 100 
 
 79,646 
 60,827 
 
 65, 936 
 
 Unrigged 
 
 2)450! ' '245 
 
 72 ' 600 
 
 
 
 
 
 
 
 
 
 
 Steam 
 
 32,764 
 73,062 
 
 1,037,059 
 
 510! 50 
 
 15 
 6,230 
 
 889 
 
 
 200 
 300 
 
 225 
 
 105 
 35 
 
 260 
 
 2,500 
 29,436 
 
 25,743 
 
 
 
 
 600 
 
 
 
 160 
 
 100 
 
 28,926 
 
 Unrigged 
 
 
 
 32 
 
 
 
 
 37,010 
 
 
 1 
 170, 530 
 
 49, 
 
 
 
 
 
 910,221 
 
 8 
 
 94,270 
 
 
 
 
 
 84, 790 
 952,269 
 
 19,331 
 
 65 445 
 105 85 
 
 85 112 
 
 868 
 21 
 
 177 
 
 
 157 
 68 
 
 98 
 
 197 
 63 
 
 152 
 
 14, 121 
 11,622 
 
 4,376 
 
 34l 
 
 15 
 
 1,752 1 20 
 
 ~ 520, J 100 
 
 1,068! J 76 
 
 5 1 400 
 25' 
 
 250 
 909, 971 
 
 545 
 
 3 
 5 
 
 
 
 29, 189 
 11,938 
 
 All other rivers 3 
 
 
 
 
 
 
 
 
 1,876 
 17,455 
 
 15,226,805 
 
 i 
 
 118 
 59 
 
 10,968,307 
 
 
 21 
 
 77 
 
 150] 731 
 2 3,645 
 
 39,743 230,705 
 
 
 
 35 
 1,033 
 
 - I 
 
 
 
 420 1 
 
 125 
 
 1,969,732J112,453 
 
 376 
 
 Unrigged 
 
 85 112 
 46,79370,329 
 
 
 
 1 7„ 
 
 
 
 11,562 
 
 
 11,387 
 
 171,777 
 
 141, 173| 105| 82, 121 
 
 36, 094 
 
 54.410 
 
 1, 120, 593 
 
 
 
 
 
 
 1,246,437 
 13,980,368 
 
 46,57835,532 
 215 34,797 
 
 48,616 
 10,919,691 
 
 40,628 55,560 
 | 276 
 
 
 10,967 
 
 400 
 
 38,957, 105 81,751 
 102,2161 ! 370 
 
 35,649'46,306 
 445| 8,104 
 
 35,034 
 1,934,698 
 
 112,403 
 50 
 
 509,448 
 611, 145 
 
 
 3,485 
 
 93,258 
 
 
 
 
 Ohio 
 
 3, 142, 097 
 
 42,468 59,099 
 
 1,048,638 
 
 2,84833,851 
 
 36, 587 
 
 171,346 
 
 6,554 
 
 71,777 
 
 38,661 
 
 
 75, 691 
 
 31,753J53,810 
 
 901,586 
 
 91,630 
 
 494,551 
 
 
 
 
 888,562 
 2,253,535 
 
 1,776 
 
 42,360 31,678 
 10827,421 
 
 1 
 22 3 
 
 46,941 
 1,001,697 
 
 2, 848 33. 790 
 
 33, 152 
 3,435 
 
 15 
 
 105,376 
 65, 970 
 
 100 
 
 6,134 
 420 
 
 400 
 71,377 
 
 19, 685 - - 
 
 75, 661 
 30 
 
 50 
 
 31,748'46,306 
 5| 7,504 
 
 I 
 
 4,831 
 896, 755 
 
 91,580 
 
 354,390 
 
 Unrigged 
 
 
 61 
 70 
 
 18,976 
 540 
 
 
 140, 161 
 475 
 
 
 
 
 
 
 
 
 
 
 
 779 
 997 
 
 348,697 
 
 22 3 
 
 1 
 
 
 
 70 
 
 15 
 
 100 
 
 
 
 40 
 
 500 
 
 34,635 
 
 ; » 
 
 
 
 
 3 
 
 475 
 
 
 
 
 
 
 
 
 
 
 
 1 
 154 1,485 
 
 450 
 
 
 3,571 
 
 1,100 
 
 6,570 
 
 400 
 
 
 105 
 
 240 
 
 1,020 
 
 
 85,000 
 
 3,620 
 
 180,591 
 
 
 
 
 70,440 
 278,257 
 
 305,144 
 
 154 455 
 I 1,030 
 
 60, 865 
 
 
 
 3,571 
 
 1,100 
 
 6,570 
 
 400 
 
 
 3,520 
 31,115 
 
 30,936 
 
 105 
 
 240 
 
 1,020 
 
 
 30,000 
 55,000 
 
 4,050 
 
 3,620 
 500 
 
 16,828 
 
 
 450 
 125,301 
 
 
 163,763 
 
 
 
 480 
 
 29 
 
 1,590 
 
 145 
 
 
 
 1,050 
 
 275 
 
 
 106,784 
 
 
 
 
 19, 106 
 286,038 
 
 975,031 
 
 60 865 
 
 i 
 
 
 
 480 
 
 29 
 
 1,240 
 350 
 
 6,420 
 
 145 
 
 
 590 
 30, 346 
 
 2,113 
 
 
 1,050 
 
 275 
 
 
 
 500 
 891 
 
 14,040 
 
 
 125,301 
 934,608 
 
 
 
 
 4,050 
 2,200 
 
 92,744 
 
 
 1 
 3,720, 1,802 
 
 
 2,885 
 
 1,582 
 
 813 
 
 
 
 3,600 
 
 305 
 
 
 15,687 
 
 
 
 
 a+ 
 
 36,621 
 938,410 
 
 11,239 
 
 3,720 1,172 
 
 1 630 
 
 84 3S 
 
 
 
 2,885 
 
 1,582 
 
 6,420 
 
 813 
 
 
 2,013 
 100 
 
 
 3,600 
 
 305 
 
 
 
 
 891 
 
 14,872 
 
 
 934, 608 
 
 
 
 2,200 
 
 815 
 
 
 
 355 
 
 
 847 
 
 
 
 
 490 
 
 
 
 9,805 
 
 
 
 
 
 
 
 
 
 
 
 
 
 9,496 
 1,743 
 
 8,925,923 
 
 12 3 
 72 35 
 1 
 | 3,60C 
 
 
 
 140 
 215 
 
 
 393 
 454 
 
 
 
 
 
 200 
 290 
 
 
 
 
 
 8,903 
 
 Unrigged 
 
 
 
 
 
 
 
 
 
 
 
 902 
 
 8,828,315 
 
 
 200 
 
 
 97 
 
 
 
 
 72,000 
 
 
 21,648 
 
 
 13,319 
 8,912,604 
 
 13,826 
 
 1 
 
 
 
 
 
 
 200 
 
 
 72 
 25 
 
 170 
 
 
 
 
 
 
 13,000 
 
 
 
 8,828,315 
 
 710 
 
 
 
 
 
 
 1 
 
 
 72,000 
 50 
 
 100 
 
 8,648 
 
 Muskingum 
 
 60 
 
 80C 
 
 
 1,015 
 
 280 
 
 2,090 
 
 150 
 
 
 
 350 
 
 400 
 
 
 7,805 
 
 
 13,826 
 
 60 
 
 80C 
 
 710' 
 
 1,015 
 
 280 
 
 2,090 
 
 150 
 
 
 170 
 
 
 350 
 
 400 
 
 
 50 
 
 100 
 
 7,805 
 
 
 
 
 678,501 
 
 225 
 
 2,573 
 
 30,285 
 
 37,780 
 1 37,780 
 
 5,609 
 
 100 
 
 17, 143 
 
 3,125 
 
 100,000 
 
 30, 130 
 
 
 650 
 
 2,341 
 
 600 
 
 148, 153 
 
 709 
 
 274,344 
 
 
 167,494 
 511,007 
 
 42,427 
 
 19C 
 35 
 
 S5E 
 
 2,017 
 
 64 
 
 965 
 29,32C 
 
 5,009 
 
 100 
 
 15, 048 
 2,095 
 
 24, 599 
 
 3,125 
 
 
 12,786 
 17,344 
 
 3,276 
 
 
 600 
 50 
 
 1,901 
 440 
 
 600 
 
 153 
 148,000 
 
 1,900 
 
 709 
 
 75,785 
 
 
 jlOO.UUli 
 
 198, 559 
 
 
 1 
 
 
 
 5,827 
 
 
 1,264 
 41,163 
 
 782, 144 
 
 
 
 
 
 
 
 210 
 24,389 
 
 
 
 66 
 3,210 
 
 615 
 
 
 
 
 
 
 
 850 
 
 Unrigged 
 
 All other rivers < 
 
 
 04 
 
 
 
 8,00C 
 
 5C 
 
 
 
 
 
 
 
 754,793 
 
 15,000 
 
 4,977 
 3,076 
 
 
 25, 530 
 756,614 
 
 
 
 
 8,O0C 
 
 
 
 
 
 15 
 COO 
 
 
 
 
 
 
 15,000 
 
 2,500 
 
 Unrigged 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 Net tons, 514,950. 
 
 2 Net tons, 365,479. 
 
 a Includes Gasconade, Minnesota, Osage, St. Croix, and Salt of Iowa. 
 4 Includes Allegheny, Kentucky, and Salt of Kentucky. 
 
182 
 
 TRANSPORTATION BY WATER. 
 
 Table 30.— FREIGHT SHIPMENTS ON STEAM VESSELS AND ON UNRIGGED CRAFT, BY COMMODITIES AND BY 
 
 RIVER SYSTEMS AND RIVERS: 1906— Continued. 
 
 CLASS, RIVER SYSTEM, 
 AND RIVER. 
 
 a 
 o 
 
 4J 
 V 
 
 a 
 
 "oS 
 o 
 
 y 
 
 09 
 
 •a 
 
 °s 
 
 Mo 
 
 11 
 oi 
 
 o 
 
 O r/j 
 
 - a 
 ^ o 
 
 h 
 
 09 
 
 1 
 1 
 
 ■a 
 
 o 
 o 
 
 03 
 
 d 
 o 
 -p 
 
 I 
 
 a 
 
 o 
 
 +3 
 +3 
 O 
 
 o 
 
 00 
 
 a 
 
 O 
 
 I 
 
 u 
 
 a 
 o 
 
 MS 
 
 a s 
 
 El 
 
 a 
 o 
 
 1 
 
 a 
 '3 
 
 u 
 
 
 I 
 
 I 
 5 
 
 M 
 
 I 
 
 si 
 
 a 
 o 
 u 
 
 g. 
 
 I 
 
 u 
 H 
 
 m O 
 
 a g 
 
 to 
 
 Bo 
 
 O S m 
 5 O H 
 
 Ah 
 
 ag 
 <e u 
 
 * N . 
 
 ASS 2 
 to T; a 
 o S o 
 
 s 
 
 "3 • 
 w a 
 
 « 
 
 a a 
 §•2- 
 
 I. 
 
 sf 
 
 to a 
 aS 
 o 
 
 OS 
 
 fi- 
 
 B a 
 
 ug 
 
 O 
 
 a w 
 o— 
 
 <DTJ . 
 
 a as 
 
 a * a 
 
 .2as 
 
 Lower Mississippi system. 
 
 2,546,187 
 
 14,141 
 
 9,876 
 
 37,283 
 
 106,347 
 
 21,003 
 
 4,563 
 
 57, 148 
 
 4,050 
 
 
 77,208 
 
 607 
 
 2, 171, 773 
 
 8,140 
 
 536 
 
 759,742 
 
 1,229 
 
 952,208 
 
 
 835,587 
 1,710,600 
 
 13,805 
 336 
 
 6,445 
 3,431 
 
 718 
 36,565 
 
 99,394 
 6,953 
 
 20,270 
 733 
 
 4,532 
 31 
 
 50,271 
 6,877 
 
 3,930 
 
 
 19,729 
 57, 479 
 
 607 
 
 13,253 
 2, 158, 520 
 
 5,630 
 2,510 
 
 386 
 150 
 
 629 
 759, 113 
 
 1,224 
 
 5 
 
 592,184 
 
 
 120| 
 
 360,024 
 
 
 
 Lower Mississippi 
 
 2, 168, 581 
 
 13,317 
 
 8,194 
 
 36,549 
 
 60, 789 
 
 16,081 
 
 3,946 
 
 50,809 
 
 3,716| 
 
 46,098 
 
 607 
 
 2,026,885 
 
 3,526 
 
 376 
 
 756,716 
 
 1,159 
 
 756,396 
 
 
 693,516 
 1,475,065 
 
 24,994 
 
 13,081 
 236 
 
 125 
 
 4,819 
 3,375 
 
 110 
 
 284 
 36,265 
 
 410 
 
 58,064 
 2,725 
 
 4,489 
 
 15,601 
 480 
 
 233 
 
 3,915 
 31 
 
 317 
 
 44,239 
 6,570 
 
 1,777 
 
 3,666 
 
 9,514 
 36,584 
 
 2,065 
 
 607 
 
 11,415 
 2,015,470 
 
 714 
 
 3,516 
 10 
 
 4 
 
 376 
 
 613 
 756,103 
 
 1,154 
 5 
 
 7 
 
 529,894 
 
 Unrigged..., 
 
 50 
 112 
 
 
 226,502 
 14,119 
 
 
 
 
 
 
 23,175 
 1,819 
 
 20,059 
 
 125 
 
 110 
 
 410 
 
 4,489 
 
 233 
 
 317 
 
 1,777 
 
 112 
 
 
 865 
 1,200 
 
 3,714 
 
 
 714 
 
 4 
 
 
 
 7 
 
 14,119 
 
 
 
 
 
 
 
 
 
 410 
 
 50 
 
 
 
 20 
 
 
 
 
 
 
 
 
 12,300 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 23 
 20,036 
 
 25,136 
 
 
 
 
 
 
 
 
 
 
 12 
 3,702 
 
 2,971 
 
 
 
 
 
 
 
 
 
 
 
 
 410 
 7,933 
 
 50 
 1,063 
 
 
 
 20 
 32 
 
 
 
 
 
 
 
 
 12,300 
 
 Ouachita (or Wichi- 
 ta) and Black of 
 
 70 
 
 04 
 
 
 20 
 
 1,357 
 
 
 410 
 
 2,025 
 
 
 3,016 
 
 15 
 
 5,811 
 
 
 
 
 
 18,125 
 7,011 
 
 14,417 
 
 70 
 100 
 
 28 
 36 
 
 135 
 
 
 7,900 
 33 
 
 6,480 
 
 1,060 
 3 
 
 276 
 
 20 
 
 1,350 
 7 
 
 365 
 
 32 
 
 
 678 
 2,293 
 
 . 240 
 
 
 410 
 
 2,025 
 
 
 16 
 3,000 
 
 15 
 
 4,687 
 
 
 
 1,124 
 
 Eed '. 
 
 
 
 
 
 25 
 
 85 
 
 
 6,538 
 
 
 
 
 
 
 
 
 
 
 14, 147 
 270 
 
 43,933 
 
 100 
 
 135 
 
 
 6,480 
 
 276 
 
 
 365 
 
 
 
 90 
 150 
 
 6,525 
 
 
 25 
 
 85 
 
 
 
 
 6,538 
 
 
 
 
 
 
 
 
 
 
 
 
 
 282 
 
 
 
 
 
 
 
 
 
 
 
 
 30,401 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 25, 433 
 18,500 
 
 108,357 
 
 
 
 
 282 
 
 
 
 
 
 
 6,525 
 
 
 
 
 
 
 
 11,901 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 18,500 
 
 
 279 
 
 1,228 
 
 24 
 
 22, 454 
 
 2,950 
 
 235 
 
 2,315 
 
 120 
 
 
 1,425 
 
 
 589 
 
 
 10 
 
 10 
 
 27 
 
 75,120 
 
 
 
 
 52,751 
 55,606 
 
 140,710 
 
 279 
 
 1,228 
 
 24 
 
 19, 579 
 2,875 
 
 3,510 
 
 2,950 
 
 235 
 
 2,315 
 
 120 
 
 
 1,375 
 50 
 
 14,170 
 
 
 589 
 
 
 10 
 
 
 27 
 21 
 
 22,520 
 
 
 10 
 
 .52,600 
 51,523 
 
 All other rivers and 
 
 250 
 
 145 
 
 300 
 
 350 
 
 45 
 
 525 
 
 50 
 
 
 
 143, 150 
 
 2,500 
 
 150 
 
 
 
 
 
 8,417 
 132,293 
 
 150 
 100 
 
 125 
 20 
 
 
 2,600 
 910 
 
 150 
 200 
 
 45 
 
 225 
 300 
 
 
 
 670 
 13,500 
 
 
 100 
 143,050 
 
 
 
 
 21 
 
 2,525 
 
 
 300 
 
 50 
 
 
 2,500 
 
 150 
 
 
 48,998 
 
 
 
 
 
 1 Includes Atchafalaya, Black bayou, Lafourche, Macon bayou, St. Francis, aud Tensas. 
 
 The quantity of freight towed exceeds the quantity 
 carried on steamers in the case of a large majority of 
 the rivers shown in detail. 
 
 Table 31 shows the percentages for the several rivers 
 of the freight carried on steamers and that towed on 
 unrigged vessels. 
 
 Table 31. — Per cent of freight carried on steamers and towed on 
 unrigged vessels: 1906. 
 
 RIVER SYSTEM AND RIVER. 
 
 Total 
 
 Upper Mississippi system.. 
 
 Upper Mississippi.. 
 
 Illinois 
 
 Missouri 
 
 All other rivers... 
 
 Carried 
 
 on 
 steamers. 
 
 15.5 
 
 25.8 
 31.0 
 
 8.2 
 9.7 
 
 Towed 
 on un- 
 rigged 
 vessels. 
 
 87.9 
 84.5 
 
 74.2 
 69.0 
 91.8 
 90.3 
 
 Table 3 1 . — Per cent of freight carried on steamers and towed on 
 unrigged vessels: 1906 — Continued. 
 
 RIVER SYSTEM AND RIVER. 
 
 Carried 
 
 on 
 
 steamers. 
 
 Towed 
 on un- 
 rigged 
 vessels. 
 
 
 8.2 
 
 91.8 
 
 
 
 Oliio 
 
 28.3 
 
 43.9 
 
 20.2 
 
 6.3 
 
 3.8 
 
 84.5 
 
 0.1 
 
 100.0 
 
 24.7 
 
 3.0 
 
 3.3 
 
 32.8 
 
 71.7 
 
 Big Sandy 
 
 56.1 
 
 
 79.8 
 
 
 93.7 
 
 
 96.2 
 
 
 15.5 
 
 
 99.9 
 
 
 
 
 75.3 
 
 
 97.0 
 
 
 96.7 
 
 
 67.2 
 
 
 
 
 32.0 
 92.7 
 
 0.1 
 72.1 
 98.1 
 57.9 
 48.7 
 
 6.0 
 
 68.0 
 
 
 7.3 
 
 
 99.9 
 
 
 27.9 
 
 Eed 
 
 1.9 
 
 White 
 
 42.1 
 
 
 51.3 
 
 
 94.0 
 
 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 183 
 
 The rivers on which steamer freight is in excess of 
 barge freight are the Muskingum and Little Kanawha of 
 the Ohio system and the Red, Arkansas, Ouachita 
 and Black of Louisiana, and White of the Lower Mis- 
 sissippi system. It should be remembered that rafts 
 and logs towed in the water are not included in any 
 of the freight- statistics for 1906. 
 
 Coal and sand, stone, etc., constituted 86.9 per cent 
 of all barge freight. For the Upper Mississippi system 
 these commodities formed 86 per cent of all barge 
 freight; for the Ohio system, 91.9 per cent; and for 
 the Lower Mississippi system, 46.5 per cent. 
 
 The freight receipts for the different commodities are 
 shown by river systems and rivers in Table 32. 
 
 Table 32.— FREIGHT RECEIPTS, BY COMMODITIES AND BY RIVER SYSTEMS AND RIVERS: 1906. 
 
 RIVER SYSTEM AND 
 RIVER. 
 
 Total 
 (net 
 tons) . 
 
 Canned 
 
 goods 
 
 (net 
 
 tons) . 
 
 Ce- 
 ment, 
 brick, 
 and 
 lime 
 (net 
 tons). 
 
 Coal 
 
 (net 
 
 tons). 
 
 Cotton 
 (net 
 tons) . 
 
 Flour 
 
 (net 
 
 tons). 
 
 Fruits 
 and 
 vege- 
 tables 
 (net 
 tons). 
 
 Grain 
 
 (net 
 
 tons) . 
 
 Ice 
 (net 
 tons). 
 
 Iron 
 
 ore 
 
 (net 
 
 tons) . 
 
 Lum- 
 ber 
 (Mft.). 
 
 Naval 
 
 stores 
 
 (net . 
 
 tons) . 
 
 Petrole- 
 um and 
 other oils 
 (barrels), 
 
 Phos- 
 phate 
 
 and 
 ferti- 
 . lizer 
 
 (net 
 tons). 
 
 Pig 
 iron 
 and 
 steel 
 rails 
 (net 
 tons). 
 
 Stone, 
 
 sand, 
 
 etc. (net 
 
 tons). 
 
 To- 
 bacco 
 
 (net 
 tons) . 
 
 Miscel- 
 laneous 
 mer- 
 chan- 
 dise (net 
 tons). 
 
 Total 
 
 19,531,093 
 
 63,697 
 
 95,443 
 
 11,033,011 
 
 146,975 
 
 81,900 
 
 55,703 
 
 380,721 
 
 17,229 
 
 171,779 
 
 1225,545 
 
 770 
 
 22,256,230 
 
 44, 413 
 
 55,346 
 
 4,004,259 
 
 114,000 
 
 2,385,418 
 
 
 Upper Mississippi sys- 
 
 1,753,501 
 
 6,258 
 
 15,803 
 
 27, 492 
 
 50 
 
 5,726 
 
 5,674 
 
 68,750 
 
 2,297 
 
 2 
 
 7,194 
 
 108 
 
 2,996 
 
 264 
 
 400 
 
 1,274,654 
 
 548 
 
 330,872 
 
 
 Upper Mississippi.. . 
 
 597,025 
 
 105,002 
 
 1,045,300 
 
 6,174 
 
 14,036,946 
 
 4,948 
 810 
 415 
 85 
 
 46,793 
 
 15,026 
 
 50 
 
 615 
 
 112 
 
 65,970 
 
 20,145 
 
 6,260 
 
 910 
 
 177 
 
 9,798,750 
 
 50 
 40,218 
 
 5,138 
 250 
 240 
 98 
 
 57,617 
 
 5,190 
 130 
 202 
 152 
 
 39,748 
 
 7,406 
 31,936 
 26,932 
 
 2,476 
 
 229,212 
 
 2,203 
 40 
 54 
 
 2 
 
 3,871 
 
 62 
 
 3,091 
 
 170 
 
 139,768 
 
 103 
 5 
 
 105 
 
 2,750 
 
 209 
 
 
 363,503 
 360 
 
 910,371 
 420 
 
 1,925,442 
 
 410 
 125 
 13 
 
 164, 422 
 64,841 
 99,371 
 2,238 
 
 
 170 
 76 
 
 82,321 
 
 55 
 
 400 
 
 All other rivers 8 . . . . 
 
 
 11,687 
 
 171,777 
 
 36,094 
 
 54, 410 
 
 
 
 Ohio 
 
 12,296,037 
 
 4,887 
 
 178,951 
 
 80,902 
 
 63,832 
 
 6,953 
 
 545,716 
 
 11,073 
 
 472,759 
 
 30,537 
 
 345,299 
 
 3,740,64b 
 
 39,140 
 30 
 184 
 285 
 4,720 
 109 
 
 ioo 
 
 225 
 2,000 
 
 10,646 
 
 50,987 
 
 3 
 
 1,470 
 
 1,247 
 
 4,072 
 
 38 
 3,600 
 1,140 
 3,349 
 
 64 
 
 9,321,447 
 
 8 
 
 450 
 
 32,970 
 
 9,670 
 
 40 
 
 420,780 
 
 650 
 
 12,735 
 
 3,580 
 
 30,450 
 
 100 
 
 4,425 
 
 1,330 
 
 5,915 
 
 580 
 
 36,657 
 
 15 
 
 1,300 
 
 349 
 
 1,047 
 
 169,555 
 205 
 
 6,472 
 540 
 
 6,265 
 889 
 
 6,619 
 
 71,777 
 
 103, 185 
 
 40 
 
 20,385 
 
 1,580 
 
 1,927 
 
 100 
 5 
 
 73,246 
 
 110 
 
 150 
 
 2,905 
 
 4,160 
 
 250 
 
 29,794 
 
 43,256 
 
 1,268,501 
 
 104,821 
 
 3 
 
 4,770 
 
 2,343 
 
 859, 159 
 4 365 
 
 Big Sandy 
 
 
 400 
 
 260 
 
 1,345 
 
 
 1,020 
 
 500 
 
 1,857 
 
 1,000 
 1,950 
 
 85,000 
 3,360 
 2,250 
 
 24,246 
 
 36,932 
 
 17,746 
 
 5,241 
 
 
 Little Kanawha 
 
 
 200 
 
 300 
 
 2,563 
 
 100,000 
 
 97 
 
 140 
 
 9,123 
 
 3,276 
 
 15 
 
 78,583 
 
 
 
 7,504 
 100 
 600 
 
 91,472 
 
 50 
 
 151,711 
 
 1,900 
 
 321,198 
 
 804,163 
 
 100 
 443 
 
 972 
 
 22,000 
 
 4,935 
 
 124,636 
 
 5,827 
 
 2,576 
 
 946,883 
 
 
 36,638 
 
 540 
 6,277 
 
 280 
 100 
 
 1,780 
 16,690 
 15,316 
 11,500 
 
 82,759 
 
 
 850 
 
 650 
 
 670 
 2,253 
 
 
 
 
 
 
 8,000 
 18,557 
 
 10,2S1 
 
 
 
 
 
 
 
 Lower Mississippi sys- 
 
 13,670 
 
 1,206,769 
 
 106,707 
 
 3,245 
 
 
 557 
 
 2,170,913 
 
 8,055 
 
 536 
 
 
 Lower Mississippi. . . 
 
 3,487,137 
 35,871 
 ■20,049 
 
 18,998 
 
 8,481 
 
 25,433 
 
 62,325 
 
 82,352 
 
 5,407 
 758 
 
 10,459 
 110 
 
 1,205,985 
 410 
 
 91,425 
 
 1,399 
 
 410 
 
 1,750 
 
 480 
 
 282 
 
 10,761 
 
 200 
 
 7,466 
 
 1,345 
 
 50 
 
 1,760 
 416 
 
 9,322 
 633 
 
 59,318 
 9,849 
 
 1,679 
 112 
 20 
 
 204 
 
 
 03,922 
 1,052 
 3,702 
 
 328 
 
 215 
 
 6,525 
 
 1,677 
 
 1,162 
 
 557 
 
 2,023.841 
 1,606 
 
 3,741 
 4 
 
 386 
 
 801,026 
 
 795 
 47 
 
 814,972 
 18,743 
 12,300 
 
 6,016 
 5,988 
 
 
 
 
 Ouachita (or Wi- 
 chita) and Black 
 
 731 
 220 
 
 464 
 160 
 
 
 10 
 
 2,650 
 625 
 
 
 526 
 55 
 
 1,525 
 125 
 
 
 3,000 
 
 65 
 
 
 
 White . 
 
 
 
 
 
 
 
 11,901 
 23,393 
 
 
 3,257 
 273 
 
 2,307 
 170 
 
 74 
 300 
 
 7,140 
 380 
 
 316 
 
 9,952 
 365 
 
 910 
 320 
 
 
 
 1,730 
 143,155 
 
 160 
 2,500 
 
 150 
 
 137 
 
 46 
 20 
 
 All other rivers and 
 
 53,570 
 
 
 
 
 
 i Net tons, 514,950. 
 2 Net tons, 365,479. 
 > Includes Gasconade, Minnesota, 
 
 Osage, St. Croix, and Salt of Iowa. 
 
 For the Upper Mississippi system the difference in 
 quantity between the freight shipments (Table 30) and 
 the freight receipts (Table 32) is small, but for the 
 Ohio and the Lower Mississippi systems there are ma- 
 terial differences. The freight shipments for the Ohio 
 system exceed the receipts by 1,189,859 tons, chiefly 
 represented by the 1,169,557 tons of excess of coal 
 shipments over receipts. This coal goes to lower river 
 ports and appears under coal receipts in the Lower 
 Mississippi system, the coal receipts of the latter dis- 
 trict exceeding the coal shipments of the same by 
 1,169,486 tons. 
 
 The freight receipts for the Ohio river exceed the 
 shipments by 9,153,940 tons, which excess is composed 
 chiefly of 8,272,809 tons of coal received from the 
 Monongahela and Kanawha rivers; of 64,524,215 feet 
 of lumber coming from the Cumberland, Green, and 
 Tennessee rivers; of 366,915 tons of stone, sand, etc., 
 from tributaries of the Ohio; and 364,608 tons of mis- 
 
 * Includes Allegheny, Kentucky, and Salt of Kentucky, 
 s Includes Atchafalaya, Black bayou, Lafourche, Macon bayou, St. Francis, 
 and Tensas. 
 
 cellaneous merchandise, from tributaries of the Ohio 
 and other rivers. Shipments materially in excess of 
 receipts are shown for each tributary of the Ohio, with 
 the exception of the Big Sandy, the freight movements 
 being chiefly to lower river ports. 
 
 Next to coal the chief commodity is sand, but the 
 water transportation of sand is in general restricted to 
 short hauls, which seldom extend farther than the river 
 on which they emanate. Hence the shipments and 
 deliveries of stone, sand, etc., approximate each other 
 closely for most of the rivers, the chief exceptions being 
 the Ohio and "all other rivers" of the Ohio system; 
 the exception in these cases, however, is more apparent 
 than real, as the difference is due chiefly to sand 
 shipped from the Allegheny river to Pittsburg. 
 
 Table 33 shows the tons of freight shipped from and 
 received at the leading ports, the chief commodities, 
 coal and stone, sand, etc., being shown separately for 
 the several ports. 
 
184 
 
 TRANSPORTATION BY WATER. 
 
 Table 33.— FREIGHT SHIPMENTS AND RECEIPTS AND TOTAL FREIGHT HANDLED, BY RIVER SYSTEMS AND 
 
 PORTS: 1906. 
 
 KIVER SYSTEM AND PORT. 
 
 Aggregate 
 
 Upper Mississippi system. 
 
 Alton, 111.. 
 
 Burlington, Iowa. 
 
 Clinton, Iowa 
 
 Davenport, Iowa. 
 Dubuque, Iowa... 
 
 Galena, 111 
 
 Kansas City, Mo. 1 
 
 Moline, 111 
 
 Muscatine, Iowa. . 
 
 Petal, 111 
 
 Peoria, 111 
 
 Q.uincy, III 
 
 Hook Island, 111... 
 All other ports 
 
 Ohio system . 
 
 Allegheny, Pa 
 
 Bowling Green, Ky . . 
 
 Burnside, Ky 
 
 Catlettsburg, Ky. 1 . . . 
 Charleston, W. Va. 1 . 
 Chattanooga, Term. . 
 
 Cincinnati, Ohio > 
 
 Decatur, Ala 
 
 Evans ville, Ind 
 
 Florence, Ala 
 
 Grayville, 111 
 
 Knoxville, Tenn. 1 
 
 Livermore, Ky 
 
 Louisville, Ky 
 
 Madison, Ind 
 
 Marietta, Ohio 
 
 Nashville, Term. 1 
 
 Paducah, Ky 
 
 Parkersburg, W. Va. 
 
 Pittsburg, Pa. 1 - 
 
 Terre Haute, Ind 
 
 Wheeling, W. Va 
 
 Vincennes, Ind 
 
 All other ports 
 
 Lower Mississippi system. . 
 
 Alexandria, La 
 
 Baton Rouge, La. 1 . 
 
 Cairo, IU.i 
 
 Greenville, Miss. 1 . . . 
 
 Helena, Ark. 
 
 Little Rock, Ark. 1 .. 
 Memphis, Tenn. 1 . . . 
 
 Monroe, La 
 
 Natchez, Miss 
 
 New Orleans, La. 1 .. 
 
 Pine Bluff, Ark 
 
 Shreveport, La 
 
 St. Louis, Mo. 1 
 
 Vicksburg, Miss 
 
 Yazoo City, Miss... 
 All other ports 
 
 Total 
 
 freight 
 
 movement 
 
 (net tons) . 
 
 33, 604 
 35, 777 
 37, 503 
 95, 163 
 10,260 
 5,439 
 645, 954 
 56, 336 
 21, 934 
 10,050 
 29,277 
 39,222 
 S4, 594 
 
 81, 209 
 
 50, 367 
 
 32, 175 
 
 9,694 
 
 38,650 
 
 91, 061 
 
 !, 363, 215 
 
 81,078 
 
 416, 133 
 
 27,040 
 
 10, 607 
 
 77, 828 
 
 8,516 
 
 ,203,727 
 
 107, 053 
 
 33, 480 
 
 99, 193 
 
 239, 808 
 
 56, 547 
 
 i, 854, 575 
 
 4,980 
 
 161,550 
 
 2,014 
 
 6,147 
 
 15, 508 
 
 247,239 
 
 89, 519 
 
 60, 463 
 
 5,476 
 
 662,308 
 
 21, 141 
 
 56, 966 
 
 ,036,613 
 
 11,393 
 
 4,026 
 
 743, 981 
 
 375, 454 
 
 27, 130 
 
 SHIPMENTS. 
 
 Total 
 ( net tons) . 
 
 1, 758, 101 
 
 5,987 
 
 4,856 
 
 1,898 
 
 11,735 
 
 526 
 
 1 
 
 250 
 
 2,219 
 
 1,392 
 
 21, 409 
 
 5,221 
 
 23,202 
 
 1, 679, 405 
 
 15,226,805 
 
 7,960 
 13,119 
 .4,708 
 
 4,254 
 21, 430 
 19, 250 
 231, 368 
 18,003 
 57,762 
 
 5,000 
 
 4,232 
 
 5,363 
 
 86, 772 
 
 21, 495 
 
 15,883 
 
 11,920 
 
 48,977 
 
 35, 649 
 
 493. 702 
 
 200 
 
 42,360 
 
 64 
 
 14, 077, 334 
 
 2, 546, 187 
 
 3,718 
 
 4,896 
 
 13, 130 
 
 16, 189 
 
 2,052 
 
 2,560 
 
 395, 494 
 
 15, 848 
 
 14, 531 
 
 58, 483 
 
 5,902 
 
 2,182 
 
 77, 901 
 
 232, 061 
 
 8,777 
 
 1,692,463 
 
 Coal 
 (net tons) 
 
 11,033,011 
 
 27, 421 
 
 14,000 
 13, 380 
 
 10, 968, 307 
 
 150 
 
 ;, 3S4 
 500 
 
 1,170 
 
 75 
 
 370, 672 
 
 700 
 
 10, 560, 588 
 
 37, 283 
 
 122 
 11 
 50 
 
 205 
 
 2, 540 
 205 
 
 50 
 34, 029 
 
 Stone, 
 sand, etc. 
 (net tons). 
 
 4,004,259 
 
 1,274,785 
 
 1 
 '8,'i66' 
 
 160 
 
 8,100 
 1,258,424 
 
 3,460 
 
 300 
 
 ir-ai 
 
 3,784 
 10,938 
 47, 472 
 
 18,000 
 
 "i,"884,"888' 
 
 759, 742 
 
 2,000 
 
 330,113 
 
 35 
 
 112 
 
 25 
 
 427, 022 
 
 All other 
 merchan- 
 dise (net 
 tons). 
 
 4,493,823 
 
 455, 895 
 
 5,967 
 4,855 
 1,898 
 3,635 
 
 526 
 1 
 
 250 
 2,219 
 1,386 
 
 21,234 
 
 5, 221 
 
 1,102 
 
 407, 601 
 
 2,288,766 
 
 4,500 
 13, 119 
 
 4,258 
 
 4,246 
 21,430 
 18, 800 
 197, 354 
 17, 503 
 57,502 
 
 5,000 
 
 4,132 
 
 5,363 
 
 86, 772 
 
 20, 985 
 
 15,883 
 
 11, 920 
 
 44,023 
 
 24, 636 
 
 75, 558 
 
 200 
 
 23, 660 
 
 64 
 
 1,631,858 
 
 1, 749, 162 
 
 3,718 
 2,896 
 13,008 
 16,178 
 2,002 
 2,355 
 65,381 
 15,848 
 14,531 
 55, 508 
 5,697 
 2,182 
 77, 795 
 231, 949 
 8,702 
 1,231,412 
 
 Total 
 (net tons) . 
 
 19,531,093 
 
 1, 753, 501 
 
 27, 617 
 
 30, 921 
 
 35, 605 
 
 83,428 
 
 9,734 
 
 5,438 
 
 645,704 
 
 54,117 
 
 20,542 
 
 10, 050 
 
 7,868 
 
 34, 001 
 
 61, 392 
 
 727, 084 
 
 73, 
 
 37, 
 
 27, 
 
 5, 
 
 17, 
 
 71, 
 
 2,131 
 
 63, 
 
 358, 
 
 22, 
 
 10, 
 
 73. 
 
 3, 
 
 1, 116, 
 
 85. 
 
 17 
 
 87! 
 
 190, 
 
 20, 
 
 6, 360, 
 
 4, 
 
 119, 
 
 1, 
 
 3, 135, 
 
 3, 740, 646 
 
 2,429 
 
 10,612 
 
 234, 109 
 
 73,330 
 
 58, 411 
 
 2,916 
 
 266, 814 
 
 5,293 
 
 42, 435 
 
 978, 130 
 
 5,491 
 
 1,844 
 
 666, 080 
 
 143,393 
 
 18, 353 
 
 1,231,006 
 
 Coal 
 (net tons) . 
 
 11,033,011 
 
 27, 492 
 
 960 
 
 684, 775 
 
 50, 000 
 
 93, 541 
 
 2,500 
 
 5,832,195 
 
 840 
 "i,"028,'i9.V 
 1,206,769 
 
 9,403 
 62,007 
 19, 101 
 
 7,329 
 
 103, 706 
 
 36, 085 
 702, 906 
 
 191,914 
 43, 987 
 
 Stone, 
 sand, etc. 
 (net tons). 
 
 22,331 
 19,500 
 28, 995 
 80,100 
 
 5,311 
 645, 064 
 54,111 
 12, 000 
 
 20, 000 
 
 60, 600 
 
 326, 642 
 
 1,925,442 
 
 57,749 
 28, 705 
 
 3,250 
 
 
 5,000 
 
 
 
 
 59, 000 
 
 1,904,242 
 
 113, 920 
 300 
 
 114, 988 
 
 73,600 
 
 460 
 73, 000 
 
 235,000 
 
 17 
 55,000 
 18, 328 
 
 465,077 
 " _ 22,' 074' 
 
 801,416 
 804, 163 
 
 25,000 
 
 86,000 
 
 309, 391 
 
 10 
 383,762 
 
 AH other 
 merchan- 
 dise (net 
 tons). 
 
 4, 493, 823 
 
 451,355 
 
 5,286 
 
 11,421 
 
 6,610 
 
 3,328 
 
 9,734 
 
 127 
 
 640 
 
 6 
 
 8,542 
 
 10,050 
 
 7,688 
 
 14, 001 
 
 792 
 
 373, 130 
 
 2,312,754 
 
 15,500 
 
 5,293 
 
 27, 467 
 
 440 
 
 17,220 
 
 " 12,811 
 
 113,685 
 
 62,775 
 
 169,783 
 
 22,040 
 
 10, 147 
 
 596 
 
 2,193 
 
 197, 180 
 
 35, 558 
 
 17, 520 
 
 32,273 
 
 78, 962 
 
 18,398 
 
 63,601 
 
 4,780 
 
 96,276 
 
 1,950 
 
 , 306, 306 
 
 2,429 
 
 1,209 
 
 147, 102 
 
 54,229 
 
 51,082 
 
 2,916 
 
 163, 108 
 
 5,293 
 
 6,350 
 
 189,224 
 
 5,491 
 
 1,844 
 
 164,775 
 
 99,406 
 
 18, 343 
 
 816,913 
 
 1 See Table 35 for harbor freight. 
 
 In cases where the port freight as reported to the 
 Census is for boats owned by less than 3 operators, the 
 port has been included under "all other ports," in or- 
 der not to disclose individual operations. For this 
 reason certain important ports can not be shown sepa- 
 rately. 
 
 The bulk of the freight reported under "stone, sand, 
 etc.," was sand dredged in the neighborhood of the 
 port at which it was delivered, and in certain cases 
 such freight constituted the bulk of the freight 
 handled. This is notably the case in most of the 
 ports of the Upper Mississippi system. Table 34 
 shows the ports where the "stone, sand, etc.," deliv- 
 ered constitute more than one-half of the total freight 
 handled. 
 
 Table 34. — Ports where the stone, sand, etc., received form the hulk 
 of all freight handled: 1906. 
 
 Upper Mississippi system 
 
 Alton, 111 
 
 Burlington, Iowa 
 
 Clinton, Iowa 
 
 Davenport, Iowa 
 
 Galena, 111 
 
 Kansas City, Mo 
 
 Moline, 111 
 
 Muscatine, Iowa 
 
 Quincy, 111 
 
 Rock Island, 111 
 
 Ohio system: 
 
 Catlettsburg, Ky 
 
 Chattanooga, Tenn... 
 
 Knoxville, Tenn 
 
 Nashville, Tenn 
 
 Total 
 freight 
 handled 
 (tons) . 
 
 33,604 
 35,777 
 37,503 
 95, 163 
 5,439 
 645,954 
 56,336 
 21,934 
 39,222 
 84,594 
 
 9,694 
 91,061 
 77,828 
 99, 193 
 
 Stone, 
 
 sand, etc. 
 
 received 
 
 (tons). 
 
 22,331 
 19,500 
 28,995 
 80,100 
 5,311 
 645,064 
 54,111 
 12,000 
 20,000 
 60,600 
 
 5,000 
 59,000 
 73,000 
 55,000 
 
 All other 
 
 mer- 
 chandise 
 handled 
 (tons). 
 
 11,273 
 16,277 
 8,508 
 15,063 
 128 
 890 
 2,225 
 9,934 
 19,222 
 23,994 
 
 4,694 
 32,061 
 
 4,828 
 44,193 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 185 
 
 The sand included as freight does not include the 
 sand that was dredged and delivered within the con- 
 fines of a port; this sand shipment has been classified 
 as harbor work. 
 
 Ranked by the quantity of freight handled Pittsburg 
 is easily first, followed by Cincinnati, Louisville, New 
 Orleans, St. Louis, and Memphis in the order named. 
 Kansas City is seventh, according to total tonnage, but 
 practically all of the freight is sand, the quantity of 
 other freight being small. Hence, as a general freight 
 port, the rank of Kansas City is low. Evansville, 
 Vicksburg, Cairo, Paducah, Wheeling, and Madison 
 follow in the order named, these comprising all of the 
 specified ports showing more than 100,000 tons of 
 freight movement. 
 
 Freight classified as harbor work, or lighterage, 
 amounted to 5,190,291 tons, exclusive of car freight 
 handled by the car ferries, for which see Table 48. 
 Table 35 shows the distribution of harbor work. 
 
 Table 35. — Harbor work, by river systems, rivers, and ports: 1906. 
 
 RIVER SYSTEM, RIVER, AND PORT. 
 
 Total 
 (tons) . 
 
 Coal 
 (tons). 
 
 Sand 
 (tons) . 
 
 Miscel- 
 laneous 
 
 mer- 
 chandise 
 (tons). 
 
 
 5,190,291 
 
 238,302 
 
 4,698,101 
 
 253,828 
 
 
 
 
 482,030 
 
 3,200 
 
 477,962 
 
 928 
 
 
 
 
 459, 105 
 2,700 
 19,485 
 
 
 458,727 
 
 378 
 
 
 2,400 
 
 300 
 
 
 19,235 
 
 250 
 
 
 
 
 
 5,000 
 14,-485 
 
 800 
 
 2,354,147 
 
 
 5,000 
 14,235 
 
 
 
 
 250 
 
 
 800 
 
 
 
 2,354,147 1 
 
 
 2,249,122 
 
 
 
 2,249,122 j 
 
 
 
 
 
 20,000 
 
 72,000 
 
 2, 102, 122 
 
 55,000 
 
 2S,125 
 
 
 20,000 
 
 
 
 
 72,000 
 
 2, 102, 122 
 
 55,000 
 
 28, 125 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 28, 125 
 72,400 
 
 
 28,125 
 72,400 
 
 
 
 
 
 
 72,400 
 4,500 
 
 
 72,400 
 4,500 
 
 
 
 
 
 ™ 
 
 4,500 
 2,354,054 
 
 
 4,500 
 1,866,052 
 
 
 Lower Mississippi system 
 
 235, 102 
 
 252,900 
 
 
 2,322,624 
 
 235, 102 
 
 1,844,622 
 
 242,900 
 
 
 42,400 
 14,600 
 
 35,000 
 14,600 
 
 3,000 | 4,400 
 
 
 
 
 
 
 89,000 
 
 Memphis, Tenn !25'9£x 
 
 New Orleans, La 107, 500 
 
 120,000 75,000 
 26,500 6,500 
 
 
 74,500 
 
 
 905,122 
 21,430 
 
 
 830,122 
 21,430 
 
 75,000 
 
 
 
 
 
 
 21,430 
 
 
 
 10,000 
 
 
 10,000 
 
 
 
 
 In considering the total merchandise handled at 
 the different ports the tonnage shown in Table 35 
 
 should be added to that reported as freight in Table 33. 
 Thus the total quantities handled at the specified ports 
 for which harbor work was reported (exclusive of car 
 freight) were as follows : 
 
 Table 36. — Total freight and harbor work for ports reporting harbor 
 work: 1906. 
 
 BatonRouge, La 57,908 
 
 Cairo, 111...: 1261,839 
 
 Catlettsburg, Ky 29,694 
 
 Charleston, W\Va '111,050 
 
 Cincinnati, Ohio 2,435,215 
 
 Greenville, Miss 178,519 
 
 Kansas City; Mo 650, 954 
 
 Knoxville, Tenn 82, 328 
 
 Little Rook, Ark 26, 906 
 
 Memphis, Tenn > 857, 308 
 
 Nashville, Tenn I 127, 318 
 
 New Orleans, La > 1, 144, 113 
 
 Pittsburg, Pa 8,956,697 
 
 St. Louis, Mo > 1, 712, 983 
 
 I I 
 
 Total 
 (tons). 
 
 Freight 
 handled 
 (tons) . 
 
 15,508 
 
 247, 239 
 
 9,694 
 
 38,650 
 
 2,363,215 
 
 89, 519 
 
 645, S54 
 
 77,828 
 
 5,476 
 
 662, 308 
 
 99, 193 
 
 1, 036, 613 
 
 6,854,575 
 
 743, 981 
 
 Harbor 
 work 
 (tons). 
 
 42,400 
 
 14,600 
 
 20,000 
 
 72,400 
 
 72,000 
 
 89,000 
 
 5,000 
 
 4,500 
 
 21, 430 
 
 195,000 
 
 28,125 
 
 107, 500 
 
 2, 102, 122 
 
 969,002 
 
 1 Does not include freight ferried in railway cars. 
 
 The ranking ports, ,when all merchandise is con- 
 sidered, are the following, the list including all ports 
 showing over 100,000 tons of freight shipped and 
 received and harbor work exclusive of car freight: 
 
 Ports showing over 100,000 tons of freight shipped and received: 1906. 
 
 Pittsburg, Pa ! 8,956,697 
 
 Cincinnati, Ohio - ! 2, *!35, 215 
 
 St. Louis, Mo ' 1,712,983 
 
 Louisville, Ky ; 1,203,727 
 
 New Orleans, La 1,144,113 
 
 Memphis, Tenn ' 857, 308 
 
 Kansas City, Mo ' 650, 954 
 
 Evansville, Ind \ 416,133 
 
 Vicksburg, Miss . . 
 
 Cairo, 111 
 
 Paducah, Ky 
 
 Greenville, Miss.. 
 Wheeling, W.Va.. 
 Nashville, Tenn. . . 
 Charleston, W. Va 
 Madison, Ind 
 
 375, 454 
 261,839 
 239,808 
 178,519 
 161,550 
 127,-3:8 
 111,050 
 107,053 
 
 PASSENGERS. 
 
 A comparative statement of the passengers carried 
 by ferryboats and all other vessels on the Mississippi 
 river and its tributaries is given in Table 37. 
 
 The many bridges now crossing the Upper Missis- 
 sippi, the Missouri, and the Ohio rivers have resulted 
 in a large decrease since 1889 in the number of ferry 
 passengers on these rivers, while the Lower Missis- 
 sippi, which is bridged only at St. Louis and Memphis, 
 shows a large increase. 
 
 The statistics in detail with respect to passenger 
 traffic for 1906 are given in Table 38. 
 
 The passengers carried by a vessel are credited to 
 the river on which the chief port or home port of the 
 vessel is located, and it therefore follows that in the 
 case of boats plying on more than one river, the river 
 on which the home port is located has received credit 
 for all passengers, even though they be local passen- 
 gers between landings on another river. 
 
186 
 
 TRANSPORTATION BY WATER. 
 
 Table 37.— NUMBER OF PASSENGERS, BY RIVER SYSTEMS, WITH PER CENT OF INCREASE AND PER CENT OF TOTAL: 
 
 1906, 1889, AND 1880. 
 
 RIVER SYSTEM AND CLASS OF PASSENGERS. 
 
 1906 
 
 1889 
 
 1880 
 
 PER CENT OF IN- 
 CREASE. 
 
 PER CENT OF TOTAL. 
 
 1889 to 
 1906 
 
 1880 to 
 1889 
 
 1906 
 
 1889 
 
 1880 
 
 Total 
 
 114,122,241 
 
 10,858,894 
 
 6,728,067 
 
 30.1 
 
 61.4 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 Ferryboats 
 
 '10,022,612 
 4,099,629 
 
 8,474,646 
 2,384,248 
 
 5,199,984 
 1,528,083 
 
 IS. 3 
 
 71.9 
 
 63.0 
 56.0 
 
 71.0 
 29.0 
 
 78.0 
 22.0 
 
 77.3 
 22.7 
 
 
 
 
 2,333,084 
 
 1,821,734 
 
 1,380,912 
 
 28.1 
 
 31.9 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 
 890,836 
 1,442,248 
 
 4,776,088 
 
 1,482,984 
 338,750 
 
 6,603,143 
 
 1,026,182 
 354,730 
 
 3,961,798 
 
 239.9 
 325.8 
 
 226.6 
 
 44.5 
 24.5 
 
 64.1 
 
 38.2 
 61.8 
 
 100.0 
 
 81.4 
 18.6 
 
 100.0 
 
 74.3 
 
 
 
 
 100.0 
 
 
 
 
 2,951,908 
 1,824,180 
 
 7,013,069 
 
 4,996,549 
 1,506,594 
 
 2,534,017 
 
 3,000,862 
 960,936 
 
 1,385,357 
 
 M0.9 
 21.1 
 
 176.8 
 
 66.5 
 56.8 
 
 82.9 
 
 61.8 
 38.2 
 
 100.0 
 
 76.8 
 23.2 
 
 100.0 
 
 75.7 
 
 
 24.3 
 
 
 100.0 
 
 
 
 
 6,179,868 
 833,201 
 
 1,995,113 
 538,904 
 
 1,172,940 
 212, 417 
 
 209.8 
 54.6 
 
 70.1 
 163.7 
 
 88.1 
 11.9 
 
 78.7 
 21.3 
 
 84.7 
 
 
 15.3 
 
 
 
 1 Includes 371 ,514 passengers ferried in railway cars on the Ohio, Tennessee, and Lower Mississippi rivers. 2 Decrease. 
 
 Table 38.— NUMBER OF PASSENGERS, BY CLASS OF VESSELS AND BY RIVER SYSTEMS AND RIVERS: 1906. 
 
 RIVER SYSTEM AND RIVER. 
 
 Aggregate. 
 
 FREIGHT AND PASSENGER VESSELS. 
 
 FERRYBOATS. 
 
 TUGS AND OTHER TOW- 
 ING VESSELS. 
 
 BARGES. 
 
 Total. 
 
 Regular. 
 
 Excursion. 
 
 Total. 
 
 Regular. 
 
 Excur- 
 sion. 
 
 Total. 
 
 Regu- 
 lar. 
 
 Excur- 
 sion. 
 
 Total. 
 
 Regu- 
 lar. 
 
 Excur- 
 sion. 
 
 
 '14,122,241 
 
 2 3,809,550 
 
 1,765,998 
 
 2 2,043,552 
 
 10,022,612 
 
 '9,807,731 
 
 214,881 
 
 58,688 
 
 29,459 
 
 29,229 
 
 231,391 
 
 17,772 
 
 213,619 
 
 
 Upper Mississippi system. 
 
 2,333,084 
 
 1,211,910 
 
 404,988 
 
 2806,922 
 
 890,836 
 
 890, 159 
 
 677 
 
 3,947 
 
 317 
 
 3,630 
 
 226,391 
 
 16,772 
 
 209,619 
 
 Upper Mississippi 
 
 1,419,070 
 
 455,935 
 
 382,040 
 
 76,039 
 
 4,776,088 
 
 692,814 
 277,856 
 165,201 
 76,039 
 
 1,788,531 
 
 268, 731 
 
 44,089 
 
 87,199 
 
 4,969 
 
 1,027,023 
 
 2 424,083 
 233,767 
 78.002 
 71,070 
 
 761,508 
 
 673,997 
 
 673,370 
 
 627 
 
 3,868 
 79 
 
 238 
 79 
 
 3,630 
 
 48,391 
 178,000 
 
 6,772 
 10,000 
 
 41,619 
 168,000 
 
 
 216,839 
 
 216,789 
 
 50 
 
 All other rivers ' 
 
 
 
 
 
 
 
 
 2,951,908 
 
 2,768,304 
 
 183,604 
 
 30,649 
 
 6,280 
 
 24,369 
 
 5,000 
 
 1,000 
 
 4,000 
 
 
 Ohio 
 
 4,059,617 
 
 4,555 
 
 43,865 
 
 45,326 
 
 77,952 
 
 7,752 
 
 13,263 
 
 246, 486 
 
 76, 480 
 
 122, 401 
 
 78,391 
 
 7,013,069 
 
 1,247,184 
 4,555 
 14,862 
 44,826 
 77, 152 
 7,752 
 13,263 
 246, 486 
 76,480 
 42,799 
 13, 172 
 
 809, 109 
 
 725, 436 
 
 4,555 
 
 12,062 
 
 42,876 
 
 55,212 
 
 7,212 
 
 13, 263 
 
 78,486 
 
 53,665 
 
 33,956 
 
 .300 
 
 333,987 
 
 521,748 
 
 2,783,387 
 
 2,599,783 
 
 183,604 
 
 28,046 
 
 5,180 
 
 22,866 
 
 1,000 
 
 1,000 
 
 
 
 
 
 2,800 
 
 1,950 
 
 21,940 
 
 540 
 
 24,600 
 
 24,600 
 
 
 403 
 500 
 800 
 
 300 
 800 
 
 403 
 200 
 
 4,000 
 
 
 4,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 168,000 
 22,815 
 8,843 
 12,872 
 
 475, 122 
 
 
 
 
 
 
 
 
 
 
 Muskingum 
 
 
 
 
 
 
 
 
 
 
 
 78,702 
 65,219 
 
 6,179,868 
 
 78,702 
 65,219 
 
 6, 149, 268 
 
 
 900 
 
 
 900 
 
 
 
 
 Wabash 
 
 
 
 
 
 Lower Mississippi system . 
 
 30, 600 
 
 24,092 
 
 22,862 
 
 1,230 
 
 
 
 
 
 
 
 
 Lower Mississippi 
 
 6,926,616 
 75,370 
 
 4,900 
 1,790 
 1,340 
 
 104 
 2,284 
 
 665 
 
 780,476 
 21,040 
 
 1,775 
 1,790 
 1,340 
 
 104 
 2,284 
 
 300 
 
 316,062 
 11, 172 
 
 1,775 
 950 
 
 1,340 
 104 
 
 2,284 
 300 
 
 464, 414 
 9,868 
 
 6,122,173 
 54,330 
 
 3,000 
 
 6,091,573 
 54,330 
 
 3,000 
 
 30,600 
 
 23,967 
 
 22,837 
 
 1,130 
 
 
 
 
 Arkansas 
 
 
 
 
 Ouachita and Black 
 
 
 125 
 
 25 
 
 100 
 
 
 
 
 Red 
 
 840 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 White 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 365 
 
 365 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 Includes 371,514 passengers ferried in railway cars on the Ohio, Tennessee, and Lower Mississippi rivers. 
 
 2 Includes 700 excursion passengers on yachts. 
 
 3 Includes Minnesota, St. Croix, Salt of Iowa, and Wisconsin. 
 ^Includes Forked Deer river and Black bayou. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 187 
 
 FERRYBOATS. 
 
 Statistics of the ferries for the years 1889 and 1906 
 are presented in Table 39. 
 
 Table 39. — Ferryboats, with per cent of increase: 1906 and 1889. 
 
 
 1906 
 
 1SS9 
 
 Per cent 
 of in- 
 crease. 
 
 Number of vessels 
 
 U66 
 
 22,180 
 
 $1,776,360 
 
 $1,553,121 
 
 $498, 747 
 
 $1,054,374 
 
 699 
 
 $413,553 
 
 '10,022,612 
 
 163 
 
 18,593 
 
 $1,056,250 
 
 $1, 196, 817 
 
 1.8 
 19.3 
 68.2 
 29.8 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 From passengers. . . 
 
 From all other sources 
 
 
 
 Number of employees 
 
 893 
 $456,676 
 8,474,646 
 
 2 21.7 
 29.4 
 18.3 
 
 Wages 
 
 Number of passengers carried 
 
 
 1 Includes 14 railway ferry steamers, with 350,282 passengers. 2 Decrease. 
 
 The ferry passengers formed 71 per cent of all pas- 
 sengers for all vessels reported for 1906.. as compared 
 with 78 per cent in 1889. The ferrying of wagons, 
 teams, and live stock forms a large part of the ferry- 
 boat traffic, and since the income therefrom is re- 
 ported as income from "all other sources," this item 
 is largely in excess of passenger income. 
 
 The distribution of the ferries by river systems is 
 indicated in Table 40. 
 
 Table 40. — Ferryboats, by river systems: 1906. 
 
 RIVER SYSTEM. 
 
 Total 
 
 Upper Mississippi . 
 .Lower Mississippi 
 
 Total 
 
 Upper Mississippi. 
 Ohio 
 
 Lower Mississippi. 
 
 Number 
 of ves- 
 
 166 
 
 Gross 
 tonnage. 
 
 22,180 
 
 2,408 
 
 5,276 
 
 14,496 
 
 Number of 
 
 passengers 
 
 carried. 
 
 10,022,612 
 
 2,951,908 
 6,179,868 
 
 PER CENT OF TOTAL. 
 
 100.0 
 
 30.7 
 38.0 
 31.3 
 
 100.0 
 
 10.9 
 23.8 
 
 65.4 
 
 100.0 
 
 29.5 
 61.7 
 
 The ferry passengers of the Upper Mississippi system 
 numbered 673,997 for the Mississippi river and 216,839 
 for the Missouri. The 2,951,908 ferry passengers of 
 the Ohio system were distributed as follows: Ohio 
 river, 2,783,387 ; Cumberland river, 24,600; Tennessee 
 river, 78,702; and Wabash river, 65,219. The ferry 
 passengers of the Lower Mississippi system numbered 
 6,122,173 for the Mississippi river itself; 54,330 for the 
 Arkansas; and 3,365 for the minor tributaries. 
 
 The principal ferry points and the only centers, or 
 districts, for which detailed statistics can be given with- 
 out disclosing individual operations are New Orleans 
 and St. Louis, the statistics for which districts are pre- 
 sented in Table 41. 
 
 Table 4,1.— FERRYBOATS, BY DISTRICTS, WITH PER CENT IN EACH DISTRICT: 1906. 
 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 GROSS INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Number of 
 
 DISTRICT. 
 
 Total. 
 
 Passen- 
 gers. 
 
 All other 
 sources. 
 
 passengers 
 carried. 
 
 
 166 
 
 22, 180 
 
 $1,776,360 
 
 $1,553,121 
 
 $498, 747 
 
 $1,054,374 
 
 699 
 
 $413,553 
 
 10,022,612 
 
 
 
 11 
 
 10 
 
 145 
 
 1,598 
 4,061 
 16,521 
 
 214,000 
 
 241, 047 
 
 1,321,313 
 
 154, 415 
 631,434 
 767,272 
 
 49, 730 
 
 79, 504 
 
 369,513 
 
 104, 685 
 551,930 
 397,759 
 
 65 
 72 
 562 
 
 25, 467 
 
 65,675 
 
 322,411 
 
 3,524,470 
 
 
 1, 633, 113 
 
 
 4,865,029 
 
 
 
 
 PER CENT OF TOTAL. 
 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 6.6 
 6.0 
 87.3 
 
 7.2 
 18.3 
 74.5 
 
 12.0 
 13.6 
 74.4 
 
 9.9 
 40.7 
 49.4 
 
 10.0 
 15.9 
 74.1 
 
 9.9 
 52.3 
 37.7 
 
 9.3 
 10.3 
 80.4 
 
 6.2 
 15.9 
 78.0 
 
 35.2 
 
 
 16.3 
 
 
 48.5 
 
 
 
 No income was reported for 212,710 out of the 
 350,282 railway ferry passengers included in the above 
 tables, all the revenue being reported as for railway 
 service. 
 
 Only one ferry, that at Wabasha, Minn., was re- 
 ported as operated under municipal ownership. 
 
 In addition to the foregoing there are a few team 
 boats, or boats using horse treadmills for motive 
 power, which, not being within the scope of the steam 
 vessel class, have been included in the class of un- 
 rigged vessels. There are 6 boats of this character in 
 use on the Upper Mississippi and. Ohio systems, all 
 side wheelers, the detailed statistics of which are given 
 in Table 42. 
 
 Table 42. — Team boats: 1906. 
 
 Number of boats 6 
 
 Gross tonnage 106 
 
 Value of property $7, 600 
 
 Boats $5, 700 
 
 All other property $1, 300 
 
 Leases $600 
 
 Gross income $4, 970 
 
 From freight $500 
 
 From passengers §645 
 
 From all other sources (ferrying teams, etc.) S3, 825 
 
 Employees on boats: 
 
 Number 6 
 
 Wages SI, 992 
 
 Number of passengers carried 4, 200 
 
 Freight carried (net tons) 1, 000 
 
 The bridging of the Mississippi and its tributaries 
 has of course been a factor in reducing the ferry traffic, 
 which would have otherwise reached much larger pro- 
 portions. The points at which the Mississippi, Mis- 
 
188 
 
 TRANSPORTATION BY WATER. 
 
 souri, and Ohio rivers are spanned by bridges, either 
 railway or highway, are as follows: 
 
 The upper Mississippi river at and below St. Paul: 
 
 Minnesota. — St. Paul, 7; Hastings, 2; Winona, 3; Red Wing, 
 Reads Landing. 
 
 Wisconsin. — La Crosse, 2; Prairie du Chien. 
 
 Iowa. — Eagle Point, Dubuque, 2; Sabula, Lyons, Clinton, 2; 
 Muscatine, Burlington, Fort Madison, Keokuk. 
 
 Illinois. — Rock Island, 2; Keithsburg, Quincy, Alton. 
 
 Missouri. — Hannibal, Louisiana. 
 
 The Missouri river, below Bismarck, North Dakota. 
 
 South Dakota. — Pontis, Pierre, Chamberlain. 
 
 Iowa. — Sioux City, 2. 
 
 Nebraska. — Blair, Omaha, 3; Plattsmouth, Nebraska City, Rulo. 
 
 Kansas. — Atchison, Leavenworth, Fort Leavenworth. 
 
 Missouri. — St. Joseph, Kansas City, 2; Randolph, Sibley, Glas- 
 gow, Boonville, Jefferson City, St. Charles, Fort Bellefontaine. 
 
 The Ohio river: 
 
 Pennsylvania. — Pittsburg- Allegheny, 2; Neville Island, 3; Roch- 
 ester, Beaverboro. 
 
 Ohio. — East Liverpool, 2; Steubenville, 2; Mingo, Bellaire, Mari- 
 etta, Cincinnati, 5. 
 
 West Virginia. — Wheeling, 3; Parkersburg, Point Pleasant, 
 Kenova. 
 
 Kentucky. — Ashland, Louisville, 2; Henderson. 
 
 Indiana. — New Albany. 
 
 Illinois. — Cairo. 
 
 The lower Mississippi river: 
 
 Missouri. — St. Louis, 2; Memphis. 
 
 YACHTS. 
 
 The yachts of the Mississippi river and its tribu- 
 taries are all power boats. Tables 43 and 44 give 
 the number, tonnage, and value of the yachts in 
 service during the year, the former table showing 
 the distribution according to character of power, 
 and the latter the distribution according to means of 
 propulsion. 
 
 Table 43.— YACHTS— NUMBER, GROSS TONNAGE, AND VALUE, BY CHARACTER OF POWER: 1906. 
 
 
 TOTAL. 
 
 STEAM. 
 
 GASOLINE. 
 
 RIVER SYSTEM. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Number 
 
 of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 222 
 
 3,255 
 
 $563,400 
 
 34 
 
 1,425 
 
 $278,275 
 
 188 
 
 1,830 
 
 $285, 125 
 
 
 130 
 56 
 36 
 
 1,946 
 644 
 665 
 
 296,100 
 136,700 
 130,600 
 
 18 
 9 
 
 7 
 
 1,050 
 152 
 223 
 
 156,575 
 69,050 
 52,650 
 
 112 
 47 
 29 
 
 896 
 492 
 442 
 
 139,525 
 67,650 
 
 Ohio 
 
 
 77.950 
 
 
 
 
 
 
 
 PEE 
 
 CENT OF TOTAL. 
 
 
 
 
 Total 
 
 100.0 
 
 100. p 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 100.0 
 
 
 
 
 58.6 
 25.2 
 16.2 
 
 59.8 
 19.8 
 20.4 
 
 52.6 
 24.3 
 23.2 
 
 52.9 
 26.5 
 20.6 
 
 73.7 
 10.7 
 15.6 
 
 56.3 
 24.8 
 18.9 
 
 59.6 
 25.0 
 15.4 
 
 49.0 
 26.9 
 24.2 
 
 48.9 
 
 Ohio ... 
 
 23.7 
 
 
 27.3 
 
 
 
 Table 44.— YACHTS— NUMBER, GROSS TONNAGE, AND VALUE, BY CHARACTER OF PROPULSION AND RIVER 
 
 SYSTEMS: 1906. 
 
 
 TOTAL. 
 
 STERN WHEEL. 
 
 SIDE WHEEL. 
 
 SCREW. 
 
 RIVER SYSTEM. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 222 
 
 3,255 
 
 $563,400 
 
 70 
 
 1,774 
 
 $240, 400 
 
 6 
 
 96 
 
 $10, 550 
 
 146 
 
 1,385 
 
 • $312,450 
 
 
 
 
 130 
 56 
 36 
 
 1,946 
 644 
 665 
 
 296, 100 
 136,700 
 130,600 
 
 32 
 24 
 14 
 
 1,091 
 254 
 429 
 
 149,400 
 26,650 
 64,350 
 
 3 
 1 
 2 
 
 65 
 12 
 19 
 
 8,800 
 
 1,000 
 
 750 
 
 95 
 31 
 20 
 
 790 
 378 
 217 
 
 137,900 
 
 Ohio 
 
 109,050 
 
 
 65.500 
 
 
 
 The gasoline boats constituted 84.7 per cent of 
 the total number, 56.2 per cent of the tonnage, and 
 a little more than one-half of the value of the pleasure 
 craft. 
 
 WORK BOATS. 
 
 A large number of work boats other than freight car- 
 riers are included among the unrigged craft. They 
 comprise dredges, sand pump boats, derrick barges, 
 pile drivers, and other work craft not equipped with 
 
 propelling power. The statistics pertaining to boats 
 of this character, so far as they can be segregated, are 
 presented in Tables 45 and 46. In some cases dredges, 
 derrick barges, and like boats have been reported in 
 connection with freight carrying barges, and in such 
 cases, when possible, the details for the work boats 
 have been segregated by apportionment. Table 45 
 shows the statistics for derrick, elevator, diving, and 
 pile driving barges, and Table 46 shows the statistics 
 for dredges and sand pump boats. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 189 
 
 Table 45. — Statistics of derrick, elevator, diving, and pile driving 
 barges, by river systems : 1906. 
 
 KIVER SYSTEM. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Value. 
 
 Gross 
 income. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Total 
 
 43 
 
 3,915 
 
 1164,650 
 
 $172,212 
 
 169 
 
 $75, 436 
 
 
 Upper Mississippi 
 
 Ohio 
 
 11 
 15 
 17 
 
 462 
 1,140 
 2,313 
 
 22, 050 
 50,400 
 92,200 
 
 37,805 
 40,820 
 93,587 
 
 30 
 
 , 47 
 
 92 
 
 12, 553 
 23, 251 
 39,632 
 
 Lower Mississippi 
 
 Table 46. — Statistics of dredges and sand pump boats, by river 
 systems: 1906. 
 
 KIVER SYSTEM. 
 
 Num- 
 ber. 
 
 Gross 
 ton- 
 nage. 
 
 Value. 
 
 Gross 
 income. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 Total 
 
 87 
 
 9,239 
 
 8752,918 
 
 $742,218 
 
 484 
 
 $295, 511 
 
 
 
 Upper Mississippi 
 
 32 
 40 
 15 
 
 2,688 
 4,527 
 2,024 
 
 226, 850 
 382,768 
 143,300 
 
 281,920 
 322,413 
 137,885 
 
 222 
 168 
 94 
 
 122,171 
 123, 890 
 
 Lower Mississippi 
 
 49, 450 
 
 RAILWAY SHIPPING. 
 
 Freight and passenger cars are ferried at fourteen 
 points on the Mississippi river and its tributaries. The 
 transfer points are as follows: 
 
 On the Ohio river: Between Brookport, 111., and Paducah, Ken- 
 tucky. 
 
 On the Tennessee river: Between Gunters Landing and Hobbs 
 Island, Alabama. 
 
 On the Kanawha river: Between Charleston and South Buffner, 
 West Virginia. 
 
 On the Mississippi river: Between St. Louis, Mo., and East St. 
 Louis, 111.; Ivory, Mo., and East Ivory, 111.; Moro, 111., and Little 
 Rock Landing, Mo.; Cairo, 111., and Bird Point, Mo.; Columbus, 
 Ky., and Belmont, Mo.; Memphis, Tenn., and Hopefield, Ark.; 
 Helena, Ark., and Trotters Point, Miss.; Vicksburg, Miss., and 
 Delta Point, La.; Natchez, Miss., and Vidalia, La.; New Orleans 
 and Gouldsboro, La. ; and New Orleans and Algiers, Louisiana. 
 
 The general statistics are presented in Table 47. 
 
 Table 47.— Craft operated in connection with steam railroads, by 
 class: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Number of employees 
 
 Wages • ■ • • 
 
 Number of passengers carried. 
 
 Total. 
 
 38 
 
 21,206 
 
 $1,231,895 
 
 261 
 
 $192, 201 
 
 1371,514 
 
 24 
 
 10, 480 
 
 $1,009,154 
 
 255 
 
 $188,601 
 
 371,514 
 
 Unrigged. 
 
 14 
 
 10,726 
 
 $222, 741 
 
 6 
 
 $3,600 
 
 i Includes 21,232 passengers carried on towboats. 
 
 Passengers were reported as carried at the following 
 car transfer points: At New Orleans, La.; between 
 Natchez, Miss., and Vidalia, La.; Vicksburg, Miss., 
 and Delta Point, La.; Helena, Ark., and Trotters 
 Point, Miss. ; Columbus, Ky., and Belmont, Mo. ; Cairo 
 111 and Bird Point, Mo.; Brookport, 111., and 
 Paducah, Ky.; and Gunters Landing and Hobbs 
 Island, Alabama. 
 
 Table 48 presents the details of the vessel equip- 
 ment for this service, and the freight handled 
 
 In a number of cases the reports showed the num- 
 ber of loaded cars ferried, and in two cases the 99,825 
 cars ferried included loaded and empty cars. * or the 
 
 latter cases it has been estimated that the loaded cars 
 formed 80 per cent of the cars transferred, and the 
 freight handled has been estimated at 20 tons per car. 
 On this basis there were 3,770,340 tons of freight trans- 
 ferred in 188,517 loaded cars, in addition to the 3,135,- 
 257 tons of. freight directly reported. On the basis of 
 20 tons per car for the freight directly reported there 
 is obtained an estimated total of 345,280 loaded cars 
 for all car freight. 
 
 Table 48.— Craft operated in connection with steam railroads, by 
 river systems : 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Steam vessels: 
 
 Number 
 
 Gross tonnage 
 
 Ferryboatr— 
 
 Number 
 
 Gross tonnage 
 Towboats— 
 
 Number 
 
 Gross tonnage 
 Unrigged vessels: 
 
 Number 
 
 Gross tonnage 
 
 Freight in cars (tons) 
 
 Reported 
 
 Estimated 
 
 Total. 
 
 38 
 21,206 
 
 24 
 10,480 
 
 13 
 8,653 
 
 11 
 1,827 
 
 14 
 10,726 
 
 6,905,597 
 
 3,135,257 
 3,770,340 
 
 Ohio sys- 
 tem. 
 
 Lower Mis- 
 sissippi 
 system. 
 
 2,887 
 
 5 
 1,427 
 
 2 
 974 
 
 3 
 
 453 
 
 4 
 1,460 
 
 287,777 
 
 172, 497 
 115,280 
 
 29 
 18,319 
 
 19 
 9,053 
 
 11 
 7,679 
 
 1,374 
 
 10 
 9.266 
 
 6,617,820 
 
 2,962,760 
 3,655,060 
 
 GOVERNMENT VESSELS. 
 
 State and city. — The general statistics for the vessels 
 owned and operated by state and city governments 
 are given in Table 49. 
 
 Table 49. — Vessels owned and operated by state and city govern- 
 ments: 1906. 
 
 Number of vesseb 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 
 Total. 
 
 873 
 
 $80,200 
 
 $7,000 
 
 15 
 
 $11,300 
 
 5,000 
 
 Steam. 
 
 Unrigged. 
 
 4 
 
 375 
 
 $59,700 
 
 $1,000 
 
 15 
 
 $11,300 
 
 5,000 
 
 4 
 
 498 
 
 $20,500 
 
 $6,000 
 
 These vessels were employed as follows : One steamer 
 in ferry service in Minnesota, 1 steamer for the pro- 
 tection of game by the state of Illinois, 1 steamer in 
 quarantine duty and 3 barges for the disposal of gar- 
 bage at New Orleans, and 1 steamer and 1 barge in 
 harbor work at St. Louis. 
 
 Federal. — The United States Government has a large 
 number of vessels in service on the Mississippi river and 
 its tributaries, chiefly in connection with the various 
 improvements to the channels and harbors under the 
 direction of the Engineer Department of the United 
 States Army. These vessels are not included else- 
 where in this report. 
 
 In 1906 there were in the service of the Engineer 
 Department 361 vessels of 5 tons register or over, com- 
 prising steamboats, tenders, launches, towboats, snag 
 boats, dredges of different types — hydraulic, pump and 
 suction, dipper, ladder, etc. — derrick boats, pile drivers, 
 quarter boats, repair boats, barges, scows, and flats. 
 
190 
 
 TRANSPORTATION BY WATER. 
 
 This is inclusive of the boats of the New Orleans station 
 employed in the improvements at the Mississippi river 
 passes. 
 
 The manner of reporting the tonnage is not uniform 
 for all vessels, gross tonnage being reported in some 
 cases and net tonnage or displacement tonnage in oth- 
 ers, and in a few cases no data as to the tonnage. The 
 tonnage reported for 341 vessels aggregates 72,411 tons. 
 Vessels of the steamer class, including all vessels 
 equipped with propelling power, numbered 126; the 
 tonnage of 6 of these was not reported, but 120 reported 
 a tonnage of 23,693. 
 
 Horsepower was reported in the case of 83 vessels, 
 with a tonnage of 19,321. Of these vessels, 78 were 
 steam vessels of 25,034 horsepower and 5 were gasoline 
 boats of 74 horsepower. 
 
 The value of all Federal craft on the Mississippi river 
 and its tributaries, with the exception of 2 unrigged 
 craft for which the value was not reported, was 
 $5,438,226, which amount forms 23.8 per cent of the 
 value of all commercial craft. 
 
 The Federal fleet in 1906 included 32 dredges of all 
 kinds, valued at 12,548,070, and 12 snag boats, valued 
 at $529,618. Five of the vessels of 841 tons are oT iron 
 construction, 60 vessels of 20,045 tons are of steel con- 
 struction, 6 of 1,368 tons are composite, 3 of 699 tons 
 are iron and steel, and 287 are wooden vessels. For 
 95 of the self-propelling vessels the classification by 
 means of propulsion is as follows: Stern wheels, 78; 
 side wheels, 7; and screw propellers, 10. 
 
 The Bureau of Fisheries, Department of Commerce 
 and Labor, had 1 wooden steam vessel of a gross ton- 
 nage of 50 and a value of $7,434 on the Mississippi 
 river, and the Light-House Service, 3 steam tenders of 
 a gross tonnage of 1,312 and a value of $111,400. Of 
 the latter boats, 2 are of steel construction and 1 of 
 wood; and 2 are stern wheel boats and 1 is side wheel. 
 
 FISHING CRAFT. 
 
 The number, tonnage, and value of vessels engaged 
 in the commercial fisheries, as reported by the Bureau 
 of Fisheries, and the number of persons employed on 
 such vessels, are given in the following statement, the 
 figures being for 1903, the last year for which statistics 
 are available: 
 
 Vessels engaged in commercial fisheries: 1903. 
 
 Number of transporting vessels 5 
 
 Net tonnage 138 
 
 Value ol vessels $11, 400 
 
 Number of persons employed 19 
 
 IDLE VESSELS. 
 
 Table 50 gives the statistics in regard to idle vessels 
 which are not included in the foregoing tables. 
 
 Table 50.— Idle vessels: 1906. 
 
 
 Total. 
 
 Steam. 
 
 Unrigged. 
 
 
 171 
 
 15,038 
 
 14,564 
 
 $310,685 
 
 2 
 
 2 
 
 166 
 
 1 
 
 58 
 5 
 
 36 
 1 
 
 7,325 
 
 100 
 
 4,482 
 
 4,009 
 
 $256,220 
 
 2 
 
 2 
 
 95 
 
 1 
 
 58 
 5 
 
 36 
 1 
 
 7,325 
 
 71 
 
 
 10,556 
 
 10,555 
 
 $54,465 
 
 
 
 Construction: 
 
 Steel 
 
 
 Wood 
 
 71 
 
 
 
 Character of propulsion: 
 
 
 
 
 
 
 
 
 
 
 
 
 
 6,407 
 918 
 
 6,407 
 918 
 
 
 
 
 
 
 The idle steam vessels constituted 6.5 per cent of 
 the number of all steam vessels, active and idle, 3 per 
 cent of the tonnage, and 1.9 per cent of the value; 
 while of the unrigged craft, the idle boats formed nine- 
 tenths of 1 per cent of the number of all unrigged craft, 
 two-tenths of 1 per cent of the tonnage, and six- 
 tenths of 1 per cent of the value. 
 
 In 1889 the idle steam vessels, or steam vessels for 
 which no traffic report was received, were 138 in num- 
 ber; they had a tonnage of 17,364 and were valued 
 at $902,643. The proportion these vessels formed 
 of all steam vessels amounted to 12.4 per cent for 
 number, 8.3 per cent for tonnage, and 8.6 per cent for 
 value. 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 There are between fifteen and sixteen thousand 
 miles of navigable waterways in the Mississippi valley, 
 and for the survey and improvement of the Mississippi 
 river and its tributaries $208,063,097, or over twice 
 as much as was shown at the Eleventh Census, has 
 been appropriated by Congress up to and including 
 the act of March 2, 1907. 1 Whatever differences 
 exist between the figures shown in 1890 and those for 
 the same periods as shown in this report are due to a 
 reclassification of the streams or localities improved, 
 to a readjustment of some of the appropriations, or 
 to apparent errors made in 1890. The earliest appro- 
 priation was made in 1809, when Congress author- 
 ized the expenditure of $25,000 for the purpose of 
 extending the Carondelet canal to the Mississippi 
 river. 
 
 Table 51 shows the amounts appropriated by Con- 
 gress for the survey, improvement, and maintenance 
 of the waterways of the Mississippi valley, by systems 
 and by periods. 
 
 Of the total amount appropriated, 33.1 per cent 
 was for the specific improvement of the waterways of 
 the Upper Mississippi system, 31.4 per cent for the 
 
 'Not including $421,623 appropriated for the Red River (of the 
 North) and for Warroad harbor and river. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 191 
 
 Ohio system, 33.2 per cent for the Lower Mississippi 
 system, and 2.3 per cent for general improvements. 
 Of the total, 59.6 per cent has been appropriated since 
 1890.' 
 
 Table- 51. — Congressional appropriations for the survey, improve- 
 ment, and maintenance of the tributary streams and harbors of the 
 Mississippi river, by periods and river systems. 1 
 
 
 APPROPRIATIONS. 
 
 RIVER SYSTEM. 
 
 Total. 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 1906, 
 inclusive. 
 
 March 2, 
 1907. 
 
 Total 
 
 8208,063,097 
 
 $83,993,783 
 
 8115,268,431 
 
 88,800,883 
 
 
 Upper Mississippi 
 
 68,802,507 
 
 65,433,649 
 
 69,118,561 
 
 4,708,380 
 
 31,283,508 
 
 24,641,220 
 
 23,360,675 
 
 4,708,380 
 
 35,994,999 
 37,351,826 
 41,921,606 
 
 1,524,000 
 3,440,603 
 3,836,250 
 
 
 
 
 
 1 Does not include appropriations for the improvements at mouth of the 
 Mississippi river, lor which see section on Atlantic coast and Gulf of Mexico. 
 
 From Table 52, which shows the Congressional 
 appropriations for each stream or locality, it will be 
 seen, as is to be expected, that the largest appropria- 
 tions have been made for the survey, improvement, 
 and maintenance of the Mississippi river. 
 
 The total appropriations for the Mississippi river 
 aggregate $97,685,920, or a little less than one-half of 
 the total amount appropriated for the waterways of the 
 valley. Of the amount shown for the Mississippi river, 
 59.4 per cent was for the improvement of the lower 
 part of thejiver, which is the portion between the 
 
 mouth of the Ohio river and Head of Passes below 
 New Orleans. This amount includes not only the 
 appropriations for such work as snagging, dredging, 
 and the removal of wrecks, but also those for levee 
 work and other improvements at various specified 
 localities. The appropriations for the betterments at 
 the mouth of the Mississippi river are included in the 
 section relating to the Atlantic coast and Gulf of 
 Mexico. In the case of the Upper Mississippi, which 
 extends from the headwaters of the river to the mouth 
 of the Ohio, the total appropriations cover not only 
 those for the improvement and maintenance of the 
 channel, but also those for the construction of reser- 
 voirs at the headwaters of this river, as well as those 
 for the improvements at the Des Moines rapids and 
 other specific localities. 
 
 The next largest appropriations have been made for 
 the Ohio river, for the improvement of which Congress 
 has authorized the expenditure of over $25,000,000. 
 The expenditures have been not only for general open 
 channel improvement and snag boat work, but also for 
 the construction of locks and dams. It is the intention 
 to ultimately canalize this river from Pittsburg to its 
 mouth by the construction of sufficient locks and dams 
 to afford either a 6-foot or a 9-foot depth the entire 
 length of the river. The cost of the canal around the 
 Falls of the Ohio at Louisville, Ky., which amounts to 
 nearly $6,000,000, is included in the total. for the Ohio 
 river. 
 
 Table 52.— CONGRESSIONAL APPROPRIATIONS FOR THE SURVEY, IMPROVEMENT; AND MAINTENANCE OF JTHE 
 TRIBUTARY STREAMS AND HARBORS OF THE MISSISSIPPI RIVER, BY PERIODS AND LOCALITIES. 
 
 RIVER SYSTEM AND LOCALITY. 
 
 Aggregate. 
 
 Upper Mississippi system. 
 
 Mississippi river headwaters to mouth of Ohio river ' 
 
 Mississippi river to Lake Superior (survey) . . . . 
 
 Big Stone Lake and Lake Traverse, Minn, and S. Dak 
 
 Chippewa river, Wis 
 
 Cuivre river, Mo 
 
 Des Moines and Iowa rivers, Iowa 
 
 Fox and Wisconsin rivers, Wis 
 
 Galena river, 111 
 
 Gasconade river, Mo 
 
 Illinois river, 111 - ■ - 
 
 Illinois and Des Plaines rivers, 111 
 
 Illinois and Mississippi canal , 111. 1 
 
 Kaskaskia river, 111. 5 
 
 Lake Minnetonka, Minn - . . - - - - - - 
 
 Milwaukee and Rock River canal, Wis. and 111 
 
 Minnesota river, Minn 
 
 Missouri river 
 
 Osage river, Mo 
 
 Red Cedar river, Iowa 
 
 Rock river, Wis. and 111 
 
 St. Croix river, Minn, and Wis 
 
 Yellowstone river, Mont, and N. Dak 
 
 i Includes operations of snag and dredge boats. 
 
 2 Includes $143,000 shown under Great Lakes in 1890, also payments 
 
 s Includes payments connected with flowage damages. 
 
 < Called Hennepin canal in 1890. . 
 
 s Included under Lower Mississippi system in 1890. 
 
 "Includes 850,000 contributed by citizens of St. Joseph, Mo. 
 
 32576—08 14 
 
 Date of 
 earliest 
 
 
 APPROPRIATIONS. 
 
 
 appro- 
 pria- 
 tion. 
 
 Total. 
 
 Up to and in- 
 cluding 1890. 
 
 1891 to 1906, 
 inclusive. 
 
 March 2, 
 1907. 
 
 1809 
 
 8208,063,097 
 
 883,993,783 
 
 $115,268,431 
 
 S8, 800, 883 
 
 1836 
 
 68,802,507 
 
 31,283,508 
 
 35,994,999 
 
 1.524. COO 
 
 1836 
 1894 
 
 39, 677. 513 
 
 10,000 
 
 5.000 
 
 201, 750 
 
 12,000 
 
 1,000 
 
 26,050,711 
 
 236, 102 
 
 111,500 
 
 2, 377, 779 
 
 230,000 
 
 7,578,179 
 
 10, 500 
 
 7,000 
 
 225,277 
 
 137, 500 
 
 11,851,060 
 
 801,021 
 
 1,600 
 
 1,000 
 
 147,365 
 
 128, 750 
 
 18,289,908 
 
 20,492,005 
 10,000 
 5,000 
 35,000 
 
 895,000 
 
 1899 
 
 
 
 1876 
 
 166, 750 
 
 12,000 
 
 1,000 
 
 3 3, 740, 936 
 
 166,000 
 
 40, 500 
 
 1,773,827 
 
 
 1880 
 
 
 1839 
 
 
 
 1839 
 1878 
 
 1,274,775 
 
 70, 102 
 
 55,000 
 
 503,952 
 
 230,000 
 
 7,033,179 
 
 4,500 
 
 7,000 
 
 35,000 
 
 1880 
 1852 
 1899 
 
 10,000 
 100,000 
 
 1882 
 
 545,000 
 6,000 
 
 
 1890 
 
 
 1905 
 
 
 1864 
 
 225, 277 
 
 127,500 
 
 5, 701, 060 
 
 260,000 
 
 1,500 
 
 1,000 
 
 100, 500 
 
 118.750 
 
 
 1867 
 1836 
 1871 
 1839 
 
 8,000 
 
 = 5,750,000 
 
 463,021 
 
 2,000 
 
 400, 000 
 
 78, 000 
 
 1838 
 
 
 
 1878 
 1879 
 
 42,865 
 10,000 
 
 4,000 
 
 connected with flowage damages. 
 
192 
 
 TRANSPORTATION BY WATER. 
 
 Table 52.— CONGRESSIONAL APPROPRIATIONS FOR THE SURVEY, IMPROVEMENT, AND MAINTENANCE OF THE 
 TRIBUTARY STREAMS AND HARBORS OF THE MISSISSIPPI RIVER, BY PERIODS AND LOCALITIES— Continued. 
 
 RIVER SYSTEM AND LOCALITY. 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 Ohio system . 
 
 Ohio river 
 
 Ohio river to Lake Erie canal (survey) 
 
 Allegheny river 
 
 Big Sandy river, W. Va. and Ky 
 
 Buckhannon river, W. Va 
 
 Caney Fork river, Tenn 
 
 Cheat river, W. Va 
 
 Clinch river, Tenn 
 
 Cumberland river, Tenn. and Ky 
 
 Duck river. Tenn 
 
 Elk river, Tenn. and Ala 
 
 Elk river, W. Va 
 
 French Broad and Little Pigeon rivers, Tenn. 
 
 Gauley river, W. Va 
 
 Green and Barren rivers, Ky 
 
 Guyandotte river, W. Va 
 
 Hiwassee river, Tenn 
 
 Holston river, Term 
 
 Kanawha river, W. Va 
 
 Kentucky river, Ky 
 
 Licking river, Ky 
 
 Little Kanawha river, W. Va 
 
 Little Tennessee river, Tenn 
 
 Monongahela river, W. Va. and Pa 
 
 Muskingum river, Ohio 
 
 Obey river, Tenn 
 
 Pittsburg harbor, Pa 
 
 Eed river, Term 
 
 Rough river, Ky 
 
 Tennessee river, Tenn. and Ky 
 
 Tradewater river, Ky 
 
 Wabash river, Ind. and 111 
 
 Wabash and Erie canal, Ind. and 111 
 
 White river, Ind 
 
 Lower Mississippi system. 
 
 Mississippi river, from mouth of the Ohio river to Head of Passes. 
 
 Arkansas river 
 
 Bartholomew bayou, La. and Ark 
 
 Big Black river, Miss 
 
 Big Hatchie river, Tenn 
 
 Big Sunflower river, Miss 
 
 Black river, Ark. and Mo 
 
 Black bayou, La 
 
 Boeuf river, La .• 
 
 Cache river, Ark 
 
 Cane river, La 
 
 Carondelet canal, La 
 
 Coldwater river, Miss 
 
 Current river, Ark. and Mo 
 
 Cypress bayou, La. and Tex 
 
 D'Arbonne and Corney bayous, La 
 
 Forked Deer river, Tenn 
 
 Fourche la Fave river, Ark 
 
 L'Anguille river, Ark 
 
 Little Missouri river, Ark 
 
 Little Eed river, Ark 
 
 Little river, La 
 
 Little river, Mo. and Ark 
 
 Loggy bayou, La 
 
 Obion river, Tenn 
 
 Ouachita and Black rivers, Ark. and La 
 
 Petit Jean river, Ark 
 
 Pierre bayou, La. and Miss 
 
 Red river, La., Ark., Okla., and Tex 
 
 Roundaway and Vidal bayous, La 
 
 St. Francis river, Ark. and Mo 
 
 Saline river, Ark 
 
 Steele and Washington bayous, Miss 
 
 Sulphur river, Ark. and Tex 
 
 Tallahatchie river, Miss 
 
 Tchula Lake, Miss 
 
 Tensas river and Macon bayou, La 
 
 Vicksburg harbor, Miss 
 
 White river, Ark ' 
 
 Yalobusha river, Miss 
 
 Yazoo river, Miss 
 
 General. 
 
 General improvement 
 
 Dredges and snag boats 
 
 Removal of snags and wrecks . 
 Surveys 
 
 1820 
 
 1826 
 1894 
 1879 
 1878 
 1884 
 1880 
 1890 
 1880 
 1832 
 1880 
 1899 
 1878 
 1876 
 
 1878 
 1876 
 1902 
 1873 
 18 7 9 
 1888 
 1876 
 1882 
 1872 
 1886 
 1880 
 1899 
 1881 
 1890 
 1827 
 1881 
 1828 
 1834 
 1879 
 
 1809 
 
 1832 
 1881 
 1884 
 1880 
 1879 
 1880 
 1881 
 1881 
 1888 
 1884 
 1809 
 1879 
 1872 
 1872 
 1884 
 1882 
 1879 
 1878 
 1871 
 1886 
 1888 
 1888 
 1884 
 1902 
 1871 
 1886 
 1884 
 1828 
 1888 
 1871 
 1880 
 1884 
 1907 
 1879 
 1881 
 1881 
 1892 
 1874 
 1881 
 1873 
 
 1819 
 
 1820 
 1836 
 1884 
 1819 
 
 APPROPRIATIONS. 
 
 Total. 
 
 66,433,649 
 
 25, 340, 547 
 
 20,000 
 
 2,011,484 
 
 1, 458, 535 
 
 5,500 
 
 28,000 
 
 13,000 
 
 54,500 
 
 3,561,000 
 
 13,000 
 
 4,000 
 
 30,500 
 
 142,000 
 
 15,000 
 
 1,882,923 
 
 22,500 
 
 107,625 
 
 5,000 
 
 5,000,642 
 
 4,588,627 
 
 16,000 
 
 504, 476 
 
 6,000 
 
 9,321,546 
 
 1,980,777 
 
 11,500 
 
 145,663 
 
 5,000 
 
 113,641 
 
 8,018,626 
 
 16,500 
 
 841, 199 
 
 28,338 
 
 120,000 
 
 69,118,561 
 
 "58,008,407 
 
 2,481,285 
 
 79,000 
 
 15,000 
 
 35,500 
 
 203,000 
 
 153,730 
 
 25,000 
 
 65,800 
 
 20,000 
 
 2,500 
 
 25,000 
 
 11,000 
 
 54,835 
 
 155,701 
 
 21,500 
 
 36,300 
 
 33,500 
 
 17,000 
 
 20,000 
 
 8,400 
 
 2,500 
 
 8,000 
 
 10,000 
 
 30,700 
 
 1,367,734 
 
 9,500 
 
 13,600 
 
 2,710,877 
 
 2,000 
 
 136,737 
 
 21,500 
 
 12,500 
 
 36,000 
 
 70,500 
 
 29,000 
 
 52,700 
 
 1,200,000 
 
 1,466,255 
 
 11,000 
 
 455,000 
 
 4,708,380 
 
 3,867,041 
 
 550,000 
 
 280,339 
 
 11,000 
 
 Up to and in- 
 cluding 1890. 
 
 24,641,220 
 
 10,746,087 
 
 287,500 
 301,500 
 5,500 
 25,000 
 13,000 
 35,000 
 ,343.000 
 13,000 
 
 24,000 
 91,000 
 6,000 
 495,005 
 16,500 
 36,500 
 
 2,806,397 
 
 1,687,704 
 
 6,000 
 
 211, 175 
 
 5,000 
 
 650, 351 
 
 917,368 
 
 11,500 
 
 5,000 
 25,000 
 4,043,795 
 16,500 
 681,000 
 28,338 
 107,500 
 
 23,360,675 
 
 <r 
 
 18,620,014 
 
 1, 460, 784 
 
 33,000 
 
 10,000 
 
 32,000 
 
 57,000 
 
 80,000 
 
 25,000 
 
 31,000 
 
 7,000 
 
 2,500 
 
 " 25,000 
 
 11,000 
 
 7,000 
 
 127,000 
 
 11,000 
 
 22,000 
 
 33,500 
 
 17,000 
 
 20,000 
 
 8,400 
 
 2,500 
 
 8,000 
 
 10,000 
 
 351,500 
 6,000 
 13,600 
 1,570,877 
 2,000 
 58,500 
 21,500 
 10,000 
 
 1891 to 1906, 
 inclusive. 
 
 37,500 
 15,000 
 21,000 
 
 366, 500 
 
 11,000 
 
 215,000 
 
 4,708,380 
 
 3,867,041 
 
 550,000 
 
 280,339 
 
 11,000 
 
 37,351,826 
 
 12,815,494 
 
 .20,000 
 
 1,488,984 
 
 1,050,035 
 
 19,500 
 2,068,000 
 
 4,000 
 
 6,500 
 
 49,000 
 
 9,000 
 
 1,387,918 
 
 6,000 
 
 14,500 
 
 5,000 
 
 2,194,245 
 
 2,800,923 
 
 10,000 
 
 212,301 
 
 1,000 
 
 8, 415, 153 
 1,015,409 
 
 •256,042 
 48,000 
 
 135,663 
 
 10,000 
 
 88,641 
 3,361,861 
 
 
 612,970 
 
 160,199 
 
 
 
 12,500 
 41,921,606 
 
 36,388,393 
 985,501 
 29,000 
 5,000 
 3,400 
 46,000 
 73,730 
 
 34,800 
 11,000 
 
 29,835 
 18,701 
 10,500 
 14,300 
 
 27,700 
 
 815, 454 
 
 3,500 
 
 890,000 
 "66,"?37 
 
 2,500 
 
 March 2, 
 1907. 
 
 33,000 
 
 14,000 
 
 31,700 
 
 1,200,000 
 
 996,255 
 
 191,000 
 
 3,440,603 
 
 1,778,966 
 
 235,000 
 107,000 
 
 3,000 
 
 150,000 
 
 2,000 
 
 2 56,625 
 (') 
 
 100,000 
 
 "si'.bbb 
 
 3,000,000 
 
 35,000 
 
 > 17,000 
 
 100,000 
 
 < s > 
 
 2,000 
 
 (•). 
 
 18,000 
 10,000 
 
 (?) 
 
 3,000 
 200,780 
 
 250,000 
 
 "iijooo 
 
 36,000 
 
 (") 
 
 m 
 h 
 
 103,500 
 
 V 49,' 666 
 
 i Included with appropriation for Hiwassee river. 
 
 2 Includes appropriations for Clinch and Holston rivers. 
 
 3 Includes removal of snags and wrecks from lower river and gauging for entire river. For appropriations relating to improvements at mouth of the Mississippi 
 river, see section on Atlantic coast and Gulf of Mexico. 
 
 * Includes appropriations for Boeuf and Tensas rivers, and D'Arbonne, Corney, and Macon bayous. . 
 o Included with appropriation for Bartholomew bayou. 
 
 • Included with appropriation for Yazoo river. 
 
 Uncludes appropriations for Tallahatchie and Coldwater rivers, and Tchula Lake. 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 193 
 
 The Missouri river has been navigated by steamboats 
 since 1819, but the first appropriation by Congress for 
 its improvement was not made until 1836, since which 
 year, however, almost $12,000,000 have been appro- 
 priated. 
 
 In 1872 the first appropriation for the improvement 
 of the Monongahela river was made by Congress. Up 
 to and including the act of March 2, 1907, over 
 $9,000,000 have been appropriated for this river, and it 
 is now canalized from Pittsburg to Fairmont, W. Va., 
 a distance of 130 miles. Up to 1890 only about 
 $650,000 had been appropriated. 
 
 For the improvement of the Tennessee river over 
 $8,000,000 have been appropriated. This river and its 
 principal tributaries form a system of internal water- 
 ways suitable for steamboat navigation for more than 
 1,300 miles. Included in the total appropriations for 
 this river are those for the Muscle Shoals canal, which 
 cost over $3,000,000. 
 
 Although the appropriation for the survey of the 
 Illinois and Mississippi t (Hennepin) canal was made in 
 1882, the actual work of construction was not begun 
 until ten years later. This canal was completed late 
 in 1907 and affords a 7-foot waterway from Lake Michi- 
 gan to the Mississippi. The total appropriations for it 
 exceed $7,000,000. 
 
 Beginning with 1873 Congressional appropriations 
 have been made for the Kanawha river, and the 
 river now has a navigable depth of 6 feet for 
 all the year round. The total appropriations exceed 
 $5,000,000. 
 
 In 1879 Congress made its first appropriation for the 
 improvement of the Kentucky river, taking over from 
 the state of Kentucky the locks and dams previously 
 
 constructed on this stream. The appropriations to 
 date exceed $4,500,000, and when the approved project 
 is completed the river will be navigable for 261 miles 
 for boats drawing 6 feet. 
 
 As early as 1832 Congress appropriated money for 
 the improvement of the Cumberland river, which has a 
 navigable length of 518 miles, and up to and including 
 the act of March 2, 1907, has authorized the expendi- 
 ture of over $3,500,000, the greater portion of which 
 has been expended in canalizing this river. 
 
 Congress has appropriated over $2,000,000 each for 
 the improvement of the Red river, the Arkansas river, 
 the Illinois river, and the Allegheny river; and over 
 $1,000,000 each for the Muskingum river, the Green 
 and Barren rivers, the White river of Arkansas, the 
 Big Sandy river, the Ouachita and Black rivers, and 
 Vicksburg harbor. 
 
 Many of the accepted projects for the improvement 
 of the waterways of the Mississippi valley are but par- 
 tially completed, and large appropriations will be re- 
 quired to finish the work. 
 
 Among the many projects now before Congress rel- 
 ative to the improvement of the inland waterways, 
 particular attention is being given to that which con- 
 templates a 16-foot channel in the Mississippi river 
 from St. Louis to its mouth. A survey has already 
 been made and plans and estimates of cost have been 
 submitted for a navigable waterway 14 feet deep from 
 Lockport, 111., by way of the Des Plaines and Illinois 
 rivers, to the mouth of the Illinois, and thence by way 
 of the Mississippi river to St. Louis. 
 
 Table- 53 gives the detailed statistics for the trans- 1 
 porta tion on the Mississippi river and its tributaries for 
 1906. 
 
194 
 
 TRANSPORTATION BY WATER. 
 
 Table 53.— ALL VESSELS, BY CLASS, 
 
 
 CLASS, OCCUPATION, AND OWNERSHIP. 
 
 Number 
 of ves- 
 sels. 
 
 TONNAGE. 
 
 RIGGED. 
 
 HORSEPOWER OF ENGINES. 
 
 
 Gross. 
 
 Net. 
 
 Screw. 
 
 Side 
 wheel. 
 
 Stern 
 wheel. 
 
 All 
 other. 
 
 Steam. 
 
 Gasoline. 
 
 All 
 other. 
 
 1 
 
 Aggregate 
 
 9,622 
 
 4,411,967 
 
 4,379,064 
 
 356 
 
 85 
 
 990 
 
 4 
 
 227,802 
 
 9,167 
 
 
 9 
 
 
 1,435 
 
 146,227 
 
 129,227 
 
 356 
 
 85 
 
 990 
 
 4 
 
 227,802 
 
 9,167 
 
 
 
 
 1 
 
 390 
 619 
 166 
 222 
 38 
 
 55,779 
 
 62,836 
 
 22,180 
 
 3,255 
 
 2,177 
 
 49,997 
 
 53,821 
 
 20,791 
 
 2,923 
 
 1,695 
 
 67 
 106 
 
 22 
 146 
 
 15 
 
 36 
 7 
 
 35 
 
 1 
 
 287 
 
 506 
 
 105 
 
 70 
 
 22 
 
 4 
 
 78,451 
 
 114,696 
 
 27,372 
 
 3,571 
 
 3,712 
 
 2,241 
 2,851 
 
 848 
 2,971 
 
 256 
 
 
 A 
 
 
 5 
 
 
 6 
 
 
 7 
 
 
 
 
 8 
 
 687 
 
 27,524 
 
 24,268 
 
 238 
 
 24 
 
 424 
 
 1 
 
 36,174 
 
 6,403 
 
 
 
 
 q 
 
 179 
 232 
 
 73 
 185 
 
 18 
 
 211 
 
 11,472 
 10,441 
 2,349 
 2,815 
 
 . 447 
 
 11,360 
 
 10,379 
 8,834 
 2,174 
 2,506 
 375 
 
 10,376 
 
 49 
 40 
 17 
 122 
 10 
 
 49 
 
 10 
 3 
 6 
 5 
 
 10 
 
 120 
 
 189 
 
 49 
 
 58 
 
 8 
 
 * 152 
 
 1 
 
 14,718 
 15,475 
 2,068 
 2,873 
 1,040 
 
 17,412 
 
 1,408 
 1,859 
 
 481 
 2,444 
 
 211 
 
 1,395 
 
 
 in 
 
 
 11 
 
 
 T 
 
 
 11 
 
 
 14 
 
 
 
 
 IS 
 
 71 
 85 
 27 
 26 
 2 
 
 524 
 
 5,822 
 
 3,944 
 
 1,384 
 
 183 
 
 27 
 
 106,575 
 
 5,412 
 
 3,600 
 
 1,171 
 
 167 
 
 26 
 
 93,892 
 
 11 
 16 
 
 1 
 20 
 
 1 
 
 66 
 
 4 
 1 
 5 
 
 48 
 
 56 
 
 68 
 
 21 
 
 6 
 
 1 
 
 407 
 
 3 
 
 8,005 
 
 7,823 
 
 1,171 
 
 398 
 
 15 
 
 173,051 
 
 462 
 444 
 193 
 286 
 10 
 
 1,194 
 
 
 16 
 
 
 17 
 
 
 IS 
 
 
 IP 
 
 
 70 
 
 
 
 
 '1 
 
 139 
 
 298 
 65 
 7 
 15 
 
 13 
 
 38,243 
 
 48,351 
 
 18,403 
 
 206" 
 
 1,372 
 
 768 
 
 33,964 
 
 41,309 
 
 17,402 
 
 204 
 
 1,013 
 
 691 
 
 7 
 50 
 4 
 3 
 2 
 
 3 
 
 22 
 
 3 
 
 23 
 
 3 
 
 110 
 245 
 
 35 
 4 
 
 13 
 
 7 
 
 ' 3 
 
 55,595 
 
 91,328 
 
 24,117 
 
 300 
 
 1,711 
 
 1,165 
 
 371 
 490 
 174 
 139 
 20 
 
 175 
 
 
 99 
 
 
 91 
 
 
 ?4 
 
 
 '1 
 
 
 Ti 
 
 
 
 
 
 
 1 
 
 4 
 1 
 4 
 3 
 
 8,187 
 
 242 
 
 100 
 
 44 
 
 51 
 
 331 
 
 4,265,740 
 
 242 
 78 
 44 
 46 
 
 281 
 
 4,249,837 
 
 
 
 1 
 4 
 
 
 133 
 70 
 16 
 
 
 
 
 
 
 58 
 
 
 
 
 1 
 2 
 
 1 
 1 
 1 
 
 in 
 
 
 2 
 
 
 102 
 15 
 
 
 
 
 
 946 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 631 
 
 322 
 
 7,228 
 
 6 
 
 107,131 
 
 37,986 
 
 4,120,025 
 
 598 
 
 107,000 
 
 37,986 
 
 4,104,253 
 
 598 
 
 
 
 
 
 
 ; 
 
 14 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ..i . . 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 1 
 
 1 
 
MISSISSIPPI RIVER AND ITS TRIBUTARIES. 
 
 OCCUPATION, AND OWNERSHIP : 1906. 
 
 195 
 
 CONSTRUCTION. 
 
 , Value of 
 vessels. 
 
 INCOME. 
 
 Number 
 of em- 
 ployees. 
 
 Wages. 
 
 
 Freight car- 
 ried 
 (net tons). 
 
 
 Iron 
 
 Steel 
 
 Wood. 
 
 Com- 
 posite. 
 
 Freight. 
 
 Passengers. ■ 
 
 All other. 
 
 passengers 
 carried. 
 
 
 26 
 
 81 
 
 9,513 
 
 2 
 
 $22,852,142 
 
 $7,450,869 
 
 $2,281,243 
 
 $7,609,926 
 
 15, 016 
 
 $5, 692, 117 
 
 14,122,241 
 
 19,531,093 
 
 1 
 
 25 
 
 50 
 
 1,358 
 
 2 
 
 13,196,770 
 
 6, 480, 655 
 
 2,279,998 
 
 6,649,483 
 
 13,973 
 
 5,148,581 
 
 13,890,850 
 
 2,355,386 
 
 2 
 
 1 
 
 18 
 3 
 2 
 1 
 
 9 
 22 
 10 
 
 9 
 
 379 
 578 
 153 
 211 
 37 
 
 1 
 1 
 
 3,737,450 
 
 6,822,210 
 
 1,776,360 
 
 563, 400 
 
 297,350 
 
 4,038,002 
 2, 442, C53 
 
 1,766,581 
 
 14, 535 
 
 498, 747 
 
 135 
 
 130,046 
 
 4,953,-055 
 
 1,054,374 
 
 1,988 
 
 510,020 
 
 6,746 
 
 6,109 
 
 699 
 
 165 
 
 254 
 
 2,019,202 
 2,512,108 
 
 413, 553 
 59, 168 
 
 144,550 
 
 3,808,850 
 
 58,688 
 
 10,022,612 
 
 700 
 
 2,305,867 
 49, 519 
 
 3 
 
 4 
 
 5 
 
 
 
 
 r, 
 
 
 
 
 7 
 
 
 
 
 , 
 
 
 
 
 5 
 
 13 
 
 669 
 
 
 2, 394,680 
 
 1,202,363 
 
 530,028 
 
 1,119,643 
 
 2,942 
 
 962,389 
 
 2,580,811 
 
 426, 640 
 
 8 
 
 
 
 1 
 2 
 
 5 
 2 
 1 
 5 
 
 173 
 228 
 
 72 
 178 
 
 18 
 
 204 
 
 
 778, 125 
 847, 405 
 206, 100 
 502, 450 
 60, 600 
 
 935,875 
 
 858, 539 
 , 343,824 
 
 410, 741 
 
 7,573 
 
 111,579 
 
 135 
 
 51,807 
 
 870,040 
 
 97,217 
 
 1,882 
 
 98,697 
 
 305, 763 
 
 1,541 
 
 1,046 
 
 155 
 
 140 
 
 60 
 
 1,210 
 
 409,785 
 390,835 
 75,241 
 50,545 
 35, 983 
 
 465,025 
 
 1,233,001 
 
 32,353 
 
 1,314,757 
 
 700 
 
 419; 209 
 7,431 
 
 9 
 
 
 in 
 
 
 ii 
 
 2 
 
 
 
 
 l? 
 
 
 
 
 13 
 
 
 7 
 
 
 660,642 
 
 251,202 
 
 955,673 
 
 246,262 
 
 14 
 
 
 
 
 
 1 
 
 1 
 1 
 4 
 
 70 
 84 
 26 
 22 
 2 
 
 473 
 
 
 402, 400 
 407,825 
 90,950 
 33,200 
 1,500 
 
 9,783,915 
 
 451,902 
 208, 740 
 
 209,183 
 4,722 
 37,297 
 
 13, 570 
 
 244, 485 
 
 46,577 
 
 106 
 
 1,025 
 
 5,220,019 
 
 703 
 
 443 
 
 57 
 
 7 
 
 252,375 
 
 181,870 
 
 28,805 
 
 1,975 
 
 443,973 
 
 4,700 
 
 505,000 
 
 232, 407 
 13,855 
 
 15 
 
 
 
 16 
 
 
 
 17 
 
 
 
 
 
 IS 
 
 
 
 
 
 
 
 19 
 
 19 
 
 30 
 
 2 
 
 4,578,648 
 
 1,498,179 
 
 9,743 
 
 3,691,619 
 
 10,351,318 
 
 1,666,759 
 
 20 
 
 
 3 
 19 
 
 8 
 
 135 
 262 
 
 54 
 7 
 
 15 
 
 12 
 
 1 
 1 
 
 2,550,925 
 
 5,559,980 
 
 1,477,310 
 
 18,150 
 
 177, 550 
 
 82,300 
 
 2,692,204 
 1,886,444 
 
 1,146,568 
 
 2,240 
 
 349,371 
 
 64, 169 
 
 3,835,472 
 
 910,080 
 
 4,455 
 4,606 
 
 486 
 16 
 
 180 
 
 78 
 
 1,342,364 
 
 1,936,183 
 
 309,307 
 
 6,298 
 
 97, 467 
 
 29,548 
 
 2,131,828 
 
 21,635 
 
 8, 197, 855 
 
 1,638,526 
 28,233 
 
 21 
 
 16 
 3 
 
 22 
 ?.1 
 
 
 
 
 24 
 
 
 
 
 
 
 410,298 
 4,058 
 
 
 
 25 
 
 1 
 
 
 
 39,002 
 
 589 
 
 5,048 
 
 15, 725 
 
 26 
 
 
 
 
 
 
 1 
 4 
 1 
 4 
 2 
 
 8,155 
 
 
 6,000 
 7,000 
 2,000 
 9,600 
 57, 700 
 
 9,655,372 
 
 35,357 
 3,645 
 
 89 
 
 500 
 
 3,058 
 
 500 
 
 47 
 14 
 1 
 2 
 14 
 
 1,043 
 
 14,678 
 
 3,220 
 
 200 
 
 350 
 
 11,100 
 
 543, 536 
 
 48 
 
 15, 725 
 
 27 
 
 
 
 
 28 
 
 
 
 
 500 
 
 5,000 
 
 
 29 
 
 
 
 
 
 
 30 
 
 1 
 1 
 
 
 
 
 
 
 
 
 31 
 
 31 
 
 
 970, 214 
 
 1,245 
 
 960, 443 
 
 231,391 
 
 17, 175, 707 
 
 32 
 
 
 
 
 
 031 
 
 321 
 
 7,197 
 
 6 
 
 
 720,075 
 
 406, 026 
 
 8, 508, 271 
 
 21, 000 
 
 234, 498 
 84, 396 
 051,320 
 
 1,095 
 150 
 
 78,851 
 
 225,094 
 
 650, 498 
 
 6,000 
 
 190 
 193 
 660 
 
 76, 174 
 99, 335 
 368,027 
 
 13,000 
 20,381 
 198,010 
 
 1,874,323 
 
 560,973 
 
 14,736,361 
 
 4,050 
 
 33 
 
 
 1 
 30 
 
 
 34 
 
 1 
 
 
 3b 
 
 
 
 
 36 
 
 
 
 
 
 • 
 
 
 
 
CANALS AND 
 OTHER INLAND WATERS 
 
 (197) 
 
CANALS AND OTHER INLAND WATERS. 
 
 By William A. Countryman. 
 
 The statistics in this section relate to transporta- 
 tion by all vessels, documented and undocumented, of 
 5 tons net register or over, on all canals except ship 
 canals, save that the Chicago Drainage and Ship canal 
 is included; on all lakes except the Great Lakes; on 
 
 all rivers, canalized or other, tributary to the Great 
 Lakes, but not on any river tributary to the Missis- 
 sippi; on the Red River (of the North); and above 
 tidewater on all rivers tributary to the Atlantic and 
 Pacific oceans and the Gulf of Mexico. 
 
 Table 1.— ALL VESSELS AND CRAFT: 1906. 
 [In addition to the craft reported in this table there were 68 vessels, with a gross tonnage of 7,368 reported as idle in 1906.] 
 
 
 AGGREGATE. 
 
 STEAM. 1 
 
 SAIL. 
 
 UNRIGGED. 
 
 
 Total. 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 All other 
 inland 
 waters. 
 
 Total. 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 All other 
 inland 
 waters. 
 
 Total. 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 All other 
 inland 
 waters. 
 
 Total. 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 All other 
 inland 
 waters. 
 
 Number of vessels 
 
 Gross tonnage 
 
 V alue of vessels 
 
 2,140 
 
 259, 491 
 
 $4, 586, 791 
 
 $3,957,729 
 
 3,731 
 
 $1,361,030 
 
 1,877,889 
 3,944,655 
 
 1,648 
 
 209. 152 
 
 $3, 294, 221 
 
 $2, 781, 604 
 
 2,472 
 
 $920,260 
 
 835,052 
 2, 712, 481 
 
 492 
 
 50,339 
 
 $1,292,570 
 
 $1, 176, 125 
 
 1,259 
 
 $440, 770 
 
 1,042,837 
 1,232,174 
 
 337 
 
 21, 507 
 
 $2,225,673 
 
 $1,065,469 
 
 1,153 
 
 $412, 134 
 
 1,871,769 
 261, 315 
 
 151 
 
 14, 127 
 
 $1,390,512 
 
 $525, 970 
 
 590 
 
 $192,238 
 
 828,932 
 105,498 
 
 186 
 
 7,380 
 
 $835, 161 
 
 $539, 499 
 
 563 
 $219,896 
 
 1,042,837 
 155,817 
 
 14 
 
 518 
 
 $16,800 
 
 $4,250 
 
 11 
 
 $1,620 
 
 13 
 
 495 
 
 $16,000 
 
 $4,250 
 
 11 
 
 $1,620 
 
 •1 
 23 
 
 $800 
 
 1,789 
 
 237,466 
 
 $2,344,318 
 
 $2,888,010 
 
 2,567 
 
 $947,276 
 
 6,120 
 3,676,372 
 
 1,484 
 
 194,530 
 
 $1,887,709 
 
 $2,251,384 
 
 1,871 
 
 $726, 402 
 
 6,120 
 2,600,015 
 
 305 
 
 42,936 
 
 $456, 609 
 
 $636, 626 
 
 Number of employees . 
 
 
 696 
 
 
 $220,874 
 
 Number of passengers 
 
 
 
 Freight carried, in- 
 cluding harbor work 
 
 6,968 
 
 6,968 
 
 
 1,076,357 
 
 
 
 
 J Includes all craft propelled by machinery. 
 
 s Harbor U wo?k amounted to 227,890 tons, of which 1,500 tons were reported for steam vessels and 208,090 for unrigged on canals and other inland waters of New 
 York state, and 18,300 tons for unrigged vessels on all other inland waters. 
 
 In only a few particulars can the statistics for 1906 
 and 1889 be compared. At the earlier census sepa- 
 rate reports were made for transportation on canals 
 and canalized rivers and for transportation on Lake 
 Champlain; statistics for the Red River (of the North) 
 were shown separately among the statistics for rivers 
 of the Mississippi valley; statistics for freight traffic, 
 except on Lake Champlain and the Red River (of the 
 
 Table 2.— NUMBER, GROSS TONNAGE, AND 
 
 North), were reported by the management of the 
 canals, and not by the boat owners as in 1906. The 
 income and expenses also were those of the canal 
 companies and not those of the boat owners; and no 
 returns of employees or wages for canals and canalized 
 rivers were given. The only comparison possible is 
 with the number, tonnage, and valuation of canal 
 boats, and the average value and tonnage. 
 
 VALUE OF VESSELS, BY CLASS: 1906 AND 1889. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels . . . 
 
 1906 
 
 2,140 
 
 259, 491 
 
 $4,586,791 
 
 1889 
 
 Per cent 
 
 of 
 increase. 
 
 6,575 
 
 996,629 
 
 $6,138,914 
 
 167.5 
 174.0 
 125.3 
 
 Per cent 
 of 
 
 337 
 
 21,507 
 
 $2,225,673 
 
 163 
 
 19, 223 
 
 $790,000 
 
 106.7 
 11.9 
 181.7 
 
 1906 
 
 14 
 
 518 
 
 $16,800 
 
 1889 
 
 25 
 
 1,925 
 
 S36,800 
 
 Per cent 
 
 of 
 increase. 
 
 M4.0 
 173.1 
 154.3 
 
 1906 
 
 1,789 
 237, 466 
 ,344,318 
 
 6,387 
 
 975, 481 
 
 $5,312,114 
 
 Per cent 
 
 of 
 increase. 
 
 172.0 
 175.7 
 155.9 
 
 i Decrease. 
 
 In the statistics of transportation on Lake Cham- 
 plain for 1889 there are more details that could be 
 compared with those of 1906, if a separate showing of 
 the traffic on this lake were practicable for the later 
 
 census. The details for the Red River (of the North) 
 do not include the operations of 11 unrigged vessels; 
 for these, only tonnage and value are given. 
 
 The increase in boats operated by steam and the 
 
 (199) 
 
200 
 
 TRANSPORTATION BY WATER. 
 
 decrease in all other kinds represent the tendency in 
 transportation on inland waterways. The unrigged 
 boats decreased in number very materially, although 
 they still outnumbered the steam vessels. In value 
 the two classes were, as a whole, about the same in 
 1906; in tonnage, however, there was a wide differ- 
 ence in favor of the unrigged craft, which leads to the 
 conclusion that the increase in steam craft on inland 
 waters is due to their use for towing, for excursions, 
 and as private yachts for pleasure. Since 1889 yachts 
 have been used not only on rivers and lakes, but also 
 on canals. The superintendent of public works of the 
 state of New York in his report on canals for the year 
 1905 states that "formal written navigation permits 
 were issued the past year to the owners of nearly one 
 thousand such pleasure craft." 1 Many of these, how- 
 ever, probably had a net tonnage of less than 5, and 
 consequently were not enumerated for 1906. 
 
 Of the steam vessels, 84, with a gross tonnage of 
 7,280, were operated on canals. 
 
 The decrease in number of unrigged boats is very 
 largely due to the decrease of canal boats operating' 
 on the canals of New York state. The superintendent 
 of public works, in his annual report on canals for the 
 year 1906, states that "a total of ten million tons of 
 freight could have been carried on the canals but for 
 the single fact — a total inadequacy of seaworthy boats. 
 There has been a constant decrease in the number of 
 boats annually constructed during the past twelve 
 years, and during the past five years the number of 
 boats added to the equipment has not exceeded from 
 six to ten in any one year. On the other hand, the 
 older craft have been rapidly going out of commission. 
 A careful inspection of the boats navigating the canals 
 during the past season would have shown a very large 
 number of those in commission so dilapidated as not 
 to be accepted as risks by the marine insurance com- 
 panies." 2 The freight carrying craft on all canals 
 in the state in 1905 did not exceed 600 in num- 
 ber. 3 Another reason for the decrease in the number 
 
 1 Report on Canals of Superintendent of Public Works of the 
 State of New York, 1905, page 16. 
 
 2 Ibid., 1906, page 6. 
 
 3 Ibid. ,1905, page 16. 
 
 of canal boats is the abandonment since 1889 of sev- 
 eral towpath canals, thus lessening the demand. 
 
 Of the total number of vessels, 1,429, having a ton- 
 nage of 188,231, were undocumented. Of these, 191, 
 with a tonnage of 9,275, were operated by steam, and 
 4, with a tonnage of 25, by sail; while 1,234, with a 
 tonnage of 178,931, were unrigged craft. 
 
 In addition to the number of the vessels for which 
 statistics are shown in the statistical tables of this re- 
 port, 68 were reported as idle during the year. 
 
 Table 3. — Idle vessels: 1906. 
 
 
 TOTAL. 
 
 DOCUMENTED. 
 
 UNDOCUMENTED. 
 
 CLASS. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Number 
 of vessels. 
 
 Gross 
 tonnage. 
 
 Total 
 
 68 
 
 7,368 
 
 15 
 
 692 
 
 53 
 
 6,676 
 
 
 18 
 
 1 
 
 49 
 
 651 
 
 10 
 
 6,707 
 
 10 
 
 311 
 
 8 
 
 1 
 
 44 
 
 340 
 
 Sail. 
 
 10 
 
 Unrigged 
 
 5 
 
 381 
 
 6,326 
 
 Over four-fifths of the boats operated upon inland 
 waters were unrigged craft, mostly canal boats, and 
 their gross tonnage was more than nine-tenths of the 
 gross tonnage shown, although their value was but a 
 little more than one-half of the value of all vessels. 
 
 Table 4. — Per cent that steam, sail, and unrigged vessels form of 
 total: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 
 Freight carried, including harborwork(net tons) 
 
 Steam. 
 
 Sail. 
 
 15.7 
 
 0.7 
 
 8.3 
 
 0.2 
 
 48.5 
 
 0.4 
 
 26.9 
 
 0.1 
 
 30.9 
 
 0.3 
 
 30.3 
 
 0.1 
 
 99.7 
 6.6 
 
 
 0.2 
 
 Unrigged. 
 
 83.6 
 91.5 
 51.1 
 73.0 
 68.8 
 69.6 
 0.3 
 93.2 
 
 Nearly three-fourths of the gross income and over 
 two-thirds of the employees and wages were reported 
 by these unrigged craft. Their passenger traffic was 
 small, the steam vessels reporting all but three-tenths 
 of 1 per cent of all passengers carried. Practically 
 all the freight was carried by the unrigged craft; the 
 sailing vessels had only two-tenths of 1 per cent of it 
 and the steam vessels only 6.6, per cent. 
 
 Table 5.— PER CENT THAT CANALS AND OTHER INLAND WATERS OF NEW YORK STATE, AND ALL OTHER INLAND 
 WATERS, FORM OF TOTAL, FOR ALL VESSELS AND FOR EACH CLASS: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Number of employees 
 
 Wages 
 
 Number of passengers carried 
 
 AGGREGATE. 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 77.0 
 
 80.6 
 71.8 
 70.3 
 66.3 
 67.6 
 44.5 
 
 All other 
 inland 
 waters. 
 
 23.0 
 19.4 
 28.2 
 29.7 
 33.7 
 32.4 
 55. 5 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state 
 
 44.8 
 65.7 
 62.5 
 49.4 
 51.2 
 46. 6 
 44. 3 
 
 All other 
 inland 
 waters. 
 
 55. 2 
 34 3 
 37.5 
 
 .50. (i 
 48.8 
 53.4 
 55.7 
 
 Canals and 
 
 other in- 
 
 .and waters 
 
 of New 
 York state. 
 
 All other 
 inland 
 waters. 
 
 92.9 
 * 95.6 
 
 95.2 
 100.0 
 100.0 
 100.0 
 
 7.1 
 4.4 
 4,8 
 
 
 
 
 Canals and 
 other in- 
 land waters 
 
 of New 
 York state. 
 
 83.0 
 81.9 
 80.5 
 78.0 
 72.9 
 76.7 
 100.0 
 
 All other 
 inland 
 waters. 
 
 17.0 
 18.1 
 19.5 
 
 22.0 
 27.1 
 23.3 
 
CANALS AND OTHER INLAND WATERS. 
 
 201 
 
 For all but the operations of steam vessels the totals 
 for craft on inland waters of New York had a very 
 marked superiority over the totals for the craft on all 
 other inland waters. Of the 2,140 vessels of all kinds 
 reported, 1,648, or 77 per cent, were operated on the 
 inland waters of New York. Of the different kinds, 
 New York state reported 44.8 per cent of the steam, 
 92.9 per cent of the sail, and 83 per cent of the un- 
 rigged. 
 
 Of steam vessels on the New York canals, 22, with a 
 gross tonnage of 1,552 and a value of $169,400, were 
 used for towing. Of those on the canals of all other 
 states, 5, with a gross tonnage of 140 and a value of 
 $22,700, were used for the like purpose. The chief in- 
 come of the New York steam vessels operating on 
 canals — $122,946, or 53.4 per cent of the total amount 
 reported by them — was from "all other sources ;" and 
 of this, all but $12,450 was reported by towboats. 
 The greatest income of steam craft on canals in all 
 other states was from the transportation of freight. 
 
 Table 6. — Steam vessels operating on canals of New York slate, and 
 of all other states: 1906. 
 
 Number of vessels 
 
 Gross tonnage 
 
 Value of vessels 
 
 Gross income 
 
 Freight 
 
 Passengers 
 
 All other sources 
 
 Number of employees 
 
 Wages 
 
 Freight carried (net tons) 
 
 Total. 
 
 New York 
 state. 
 
 84 
 
 64 
 
 7,280 
 
 5,757 
 
 $418,800 
 
 $311,000 
 
 $370, 101 
 
 $230, 085 
 
 $189,391 
 
 $92,325 
 
 $23, 616 
 
 $14,814 
 
 $157, 094 
 
 $122,946 
 
 362 
 
 255 
 
 $145, 701 
 
 $91, 941 
 
 189,522 
 
 85,534 
 
 All other 
 states. 
 
 20 
 
 1,523 
 
 $107, 800 
 
 $140, 016 
 
 $97,066 
 
 $8,802 
 
 $34,148 
 
 107 
 
 $53,760 
 
 103,988 
 
 Nearly the entire number of vessels operating on the 
 inland waters of the United States were used for com- 
 mercial purposes, and more than four-fifths were un- 
 rigged craft. Except in value, all percentages shown 
 for the commercial vessels were even greater than the 
 percentage their number was of the whole. 
 
 Table 7.— ALL VESSELS AND CRAFT, BY OCCUPATION, AND PER CENT IN EACH GROUP: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 GROSS INCOME. 
 
 EMPLOYEES. 
 
 WAGES. 
 
 OCCUPATION. 
 
 Number. 
 
 Per 
 cent. 
 
 100.0 
 
 Gross 
 tons. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Number. 
 
 Per 
 
 cent* 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 2,140 
 
 259, 491 
 
 100.0 
 
 $4,586,791 
 
 100.0 
 
 $3,957,729 
 
 100.0 
 
 3,731 
 
 100.0 
 
 $1,361,030 
 
 100.0 
 
 
 
 
 2,039 
 
 95.3 
 
 257, 309 
 
 99.2 
 
 4,076,269 
 
 88.9 
 
 3,934,632 
 
 99.4 
 
 3,599 
 
 96.5 
 
 1,317,275 
 
 96.8 
 
 
 
 
 170 
 
 5 
 
 75 
 
 1,789 
 
 85 
 16 
 
 7.9 
 
 0.2 
 
 3.5 
 
 83.6 
 
 4.0 
 0.7 
 
 16, 803 
 
 307 
 
 2,733 
 
 237,466 
 
 1,476 
 706 
 
 6.5 
 
 0.1 
 
 1.1 
 
 91.5 
 
 0.6 
 0.3 
 
 1,283,987 
 
 86,500 
 
 361, 464 
 
 2, 344, 318 
 
 474,872 
 35,650 
 
 28.0 
 1.9 
 7.9 
 
 51.1 
 
 10.4 
 0.8 
 
 713, 020 
 
 35, 150 
 
 298,452 
 
 2,888,010 
 
 640 
 22, 457 
 
 iao 
 
 0.9 
 7.5 
 73.0 
 
 (') 
 0.6 
 
 737 
 
 17 
 
 278 
 
 2,567 
 
 100 
 32 
 
 19.8 
 0.5 
 7.5 
 
 68.8 
 
 2.7 
 0.9 
 
 237,830 
 
 8,154 
 
 124,015 
 
 947,276 
 
 31,891 
 11,864 
 
 17.5 
 
 
 0.6 
 
 
 9.1 
 
 
 69.6 
 
 
 2.3 
 
 
 0.9 
 
 
 
 1 Less than one-tenth of 1 per cent. 
 
 The few vessels reported besides those classified as 
 commercial, were yachts used for pleasure, and "all 
 other" kinds of vessels, which class was made up of 
 craft used for the inspection, repair, and care of rivers 
 and canals, and craft for pleasure and other purposes. 
 
 NUMBER AND TONNAGE OF VESSELS. 
 
 The limit of gross tonnage per vessel of all kinds was 
 in the group of vessels having from 1,000 to 2,499 tons. 
 In this group there were 4 vessels, divided between 
 steam and unrigged craft; and they were all employed 
 in New York waters. For "all other inland waters" 
 
 the limit was in the group of vessels of from 400 to 499 
 tons. The largest number of vessels of all kinds was 
 in the group having from 100 to 199 tons, and the 
 next, in that having from 5 to 49. Most of the steam 
 vessels — 66.5 per cent — had a gross tonnage of from 
 5 to 49 tons ; the largest proportion of unrigged craft — 
 73.2 per cent — was reported in the 100 to 199 group. 
 
 "All other inland waters" exceeded "canals and 
 other inland waters of New York state" in number 
 of steam and unrigged vessels in the lowest tonnage 
 group. The only sail vessel reported for "all other 
 inland waters" was also in this group. 
 
202 
 
 TRANSPORTATION BY WATER. 
 
 Table 8.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1906. 
 
 
 TOTAL. 
 
 5 TO 49 TONS. 
 
 50 TO 99 TONS. 
 
 100 TO 199 TONS. 
 
 200 TO 299 
 TONS. 
 
 300 TO 399 
 TONS. 
 
 400 TO 499 
 TONS. 
 
 500 TO 999 
 TONS. 
 
 1,000 TO 2,499 
 TONS. 
 
 DIVISION AND CLASS. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Num- 
 ber of 
 ves- 
 sels. 
 
 Gross 
 ton- 
 nage. 
 
 Total 
 
 2,140 
 
 259,491 
 
 271 
 
 5,184 
 
 255 
 
 20,505 
 
 1,371 
 
 164,817 
 
 187 
 
 43,435 
 
 32 
 
 11,002 
 
 13 
 
 5,319 
 
 7 
 
 4,634 
 
 4 
 
 4,595 
 
 
 
 Steam 
 
 Sail 
 
 337 
 14 
 
 1,789 
 
 21,507 
 
 518 
 
 237,466 
 
 224 
 10 
 37 
 
 4,041 
 
 126 
 
 1,017 
 
 41 
 
 2 
 
 212 
 
 2,980 
 
 183 
 
 17,342 
 
 59 
 
 2 
 
 1,310 
 
 • 7,681 
 
 209 
 
 156,927 
 
 6 
 
 1,440 
 
 2 
 
 667 
 
 1 
 
 469 
 
 2 
 
 1,634 
 
 2 
 
 2,595 
 
 Unrigged 
 
 181 
 
 41,995 
 
 30 
 
 10,335 
 
 12 
 
 4,850 
 
 5 
 
 3,666 
 
 2 
 
 2,000 
 
 Canals and other inland 
 waters of New York 
 
 1,648 
 
 209,152 
 
 105 
 
 1,990 
 
 193 
 
 16,244 
 
 1,153 
 
 136,313 
 
 174 
 
 40,676 
 
 1 
 
 300 
 
 11 
 
 4,400 
 
 7 
 
 4,634 
 
 4 
 
 4,595 
 
 
 
 
 151 
 
 13 
 
 1,484 
 
 492 
 
 14,127 
 
 495 
 
 194,530 
 
 50,339 
 
 80 
 9 
 16 
 
 166 
 
 1,523 
 103 
 364 
 
 3,194 
 
 17 
 
 2 
 
 174 
 
 62 
 
 1,145 
 
 183 
 
 14,916 
 
 4,261 
 
 45 
 
 2 
 
 1,106 
 
 218 
 
 5,924 
 
 209 
 
 130,180 
 
 28,504 
 
 4 
 
 1,006 
 
 1 
 
 300 
 
 
 
 2 
 
 1,634 
 
 2 
 
 2,595 
 
 Sail 
 
 
 
 
 
 170 
 13 
 
 39,670 
 2,759 
 
 
 
 11 
 2 
 
 4,400 
 919 
 
 5 
 
 3,000 
 
 2 
 
 2,000 
 
 
 31 
 
 10,702 
 
 
 
 
 
 
 
 
 186 
 
 1 
 
 305 
 
 7,380 
 
 23 
 
 42,936 
 
 144 
 
 1 
 
 21 
 
 2,518 
 23 
 653 
 
 24 
 
 1,835 
 
 14 
 
 1,757 
 
 2 
 
 434 
 
 1 
 
 367 
 
 1 
 
 469 
 
 
 
 
 
 Sail 
 
 
 
 
 
 
 38 
 
 2,426 
 
 204 
 
 26,747 
 
 11 
 
 2,325 
 
 30 
 
 10,335 
 
 1 
 
 450 
 
 
 
 
 
 
 
 
 
 
 OWNERSHIP OF VESSELS. Table 9. — Number, gross tonnage, and value of vessels, by character 
 
 of ownership, with per cent in each class: 1906. 
 
 Nearly two-thirds of the number and tonnage of all 
 craft used for purposes of transportation on all inland 
 waters of the country were under individual owner- 
 ship. Incorporated companies were next most exten- 
 sive in their ownership. 
 
 All the sailing vessels belonged to individuals. 
 When the steam and unrigged are considered, a 
 greater proportion of the latter than of the former is 
 found to have been owned by individuals, although 
 the difference is not great. 
 
 Table 10.— NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY OCCUPATION: 1906. 
 
 
 VESSELS. 
 
 TONNAGE. 
 
 VALUE OF VESSELS. 
 
 OWNERSHIP. 
 
 Number. 
 
 Per 
 cent. 
 
 Gross 
 tons. 
 
 Per 
 cent. 
 
 Amount. 
 
 Per 
 cent. 
 
 Total 
 
 2,140 
 
 100.0 
 
 259,491 
 
 100.0 
 
 34,586,791 
 
 100.0 
 
 
 
 
 1,328 
 83 
 
 696 
 33 
 
 62.1 
 3.9 
 
 32.5 
 1.5 
 
 160,359 
 7,993 
 
 88,331 
 2,808 
 
 61.8 
 3.1 
 
 34.0 
 1.1 
 
 2,320,100 
 125,200 
 
 2,064,641 
 76,850 
 
 50.6 
 
 
 2.7 
 
 Incorporated com- 
 
 45.0 
 
 
 1.7 
 
 
 
 
 TOTAL. 
 
 INDIVIDUAL. 
 
 FIRM. 
 
 INCORPORATED 
 COMPANY. 
 
 MISCELLANEOUS. 
 
 CLASS AND OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 
 2,140 
 
 259,491 
 
 1,328 
 
 .160,359 
 
 83 
 
 7,993 
 
 696 
 
 88,331 
 
 33 
 
 2,808 
 
 
 
 
 337 
 
 21,507 
 
 191 
 
 8,557 
 
 22 
 
 858 
 
 114 
 
 11,698 
 
 10 
 
 394 
 
 
 
 
 166 
 75 
 5 
 75 
 16 
 
 14 
 
 16,477 
 2,733 
 
 307 
 1,284 
 
 706 
 
 518 
 
 85 
 28 
 
 6,046 
 1,035 
 
 12 
 5 
 1 
 2 
 2 
 
 618 
 59 
 5 
 15 
 
 161 
 
 66 
 
 38 
 
 4 
 
 2 
 
 4 
 
 9,577 
 1,519 
 
 302 
 19 
 
 281 
 
 3 
 
 4 
 
 236 
 
 
 120 
 
 
 
 
 69 
 9 
 
 14 
 
 1,226 
 250 
 
 518 
 
 2 
 
 1 
 
 24 
 
 
 14 
 
 
 
 
 
 
 
 
 
 
 4 
 10 
 
 1,789 
 
 326 
 192 
 
 237,466 
 
 4 
 10 
 
 1,123 
 
 326 
 192 
 
 151,284 
 
 
 
 
 
 
 
 
 
 
 
 
 
 61 
 
 7,135 
 
 582 
 
 76,633 
 
 
 
 23 2.414 
 
 
 
 
 Among the freight and passenger steam vessels the 
 largest number were owned by individuals, but a 
 greater amount of the gross tonnage belonged to cor- 
 porations. 
 
 Corporation ownership was reported more numer- 
 ously than that of any other kind for tugs and 
 other towing vessels, both as to number and as to 
 tonnage. 
 
CANALS AND OTHER INLAND WATERS. 
 
 203 
 
 Table 11.— Unrigged vessels, by occupation, vrith per cent each class 
 is of total: 1906. 
 
 OCCUPATION. 
 
 Number 
 
 of 
 vessels. 
 
 Per cent. 
 
 Gross 
 tonnage. 
 
 Per cent. 
 
 Value of 
 vessels. 
 
 Per cent. 
 
 Total 
 
 1,789 
 
 100.0 
 
 237. 466 
 
 100. 
 
 $2, 344, 318 
 
 100.0 
 
 Canal boats 
 
 All other 
 
 1,566 
 223 
 
 87.5 
 12.5 
 
 198,247 
 39,219 
 
 83.5 
 16.5 
 
 1,821,822 
 522, 496 
 
 77.7 
 22.3 
 
 Canal boats are the chief kind included in unrigged 
 craft; their number was larger in proportion to the 
 total than their gross tonnage or value. 
 
 The unrigged craft other than canal boats consisted 
 for the most part of scows — some of which were used 
 as lighters — barges, and dredges. This class also in- 
 cluded pile drivers and some ferryboats. 
 
 CONSTRUCTION. 
 
 The steel vessels were few. They had their rise in 
 the experiments with steel vessels in 1895. One 
 
 steamer and five consorts took a cargo of street car rails 
 from Cleveland to New York city, and returned with 
 sugar for Cleveland, Indianapolis, and St. Louis. 
 Fierce storms were encountered on Lake Erie, but the 
 vessels rode them out. On the second trip down they 
 carried rails for Staten Island and flour for Ireland. 
 More gales were experienced on Lake Erie, but practi- 
 cally no damage was done. The. best time made by 
 the boats was thirteen days from New York to Cleve- 
 land. So pleased were the owners that three addi- 
 tional fleets were ordered. The towing boat was a pro- 
 peller, with an engine of 120 horsepower and a 
 net tonnage of 130. The boats were 98 feet long and 
 17 feet 11 inches wide, with a depth of 10 feet. The 
 consorts had a net tonnage of 235, and were loaded to 
 a draft of 6 feet. 1 These original vessels are now in 
 operation at Manila, P. I. 
 
 'Annual Report of State Engineer and Surveyor of the State of 
 New York, 1895, page 21ff. 
 
 Table 12.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CHARACTER OF CONSTRUCTION: 1906 
 
 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IRON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Num- 
 ber of 
 vessels. 
 
 Gross 
 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 2,140 
 6,575 
 
 259, 491 
 996. 629 
 
 $4,686,791 
 . 6,138,-914 
 
 22 
 6 
 
 6,705 
 1,404 
 
 $767,315 
 109,000 
 
 2,112 
 6,569 
 
 252,598 
 995,226 
 
 $3,800,176 
 6,029,914 
 
 6 
 
 188 
 
 $19, 300 
 
 
 
 
 
 
 
 
 
 337 , 21,507 
 163 | 19,223 
 
 2, 225, 673 
 790,000 
 
 12 
 
 5.103 
 
 673, 325 
 109, 000 
 
 320 16.319 
 
 1,533,848 
 681,000 
 
 5 
 
 85 
 
 18.500 
 
 
 6 1, 404 
 
 157 
 
 17,819 
 
 
 
 
 
 
 
 166 16. 477 
 
 1,281,737 
 690,500 
 
 361, 464 
 61, 000 
 
 86,500 
 1,500 
 
 460, 322 
 19,000 
 
 35,650 
 18,000 
 
 16,800 
 36,800 
 
 5 
 6 
 
 4 
 
 4,386 
 1,404 
 
 534 
 
 489,625 
 109,000 
 
 92, 000 
 
 161 
 144 
 
 67 
 6 
 
 5 
 1 
 
 71 
 3 
 
 16 
 3 
 
 14 
 25 
 
 12,091 
 16, 770 
 
 2,139 
 652 
 
 307 
 5 
 
 1,076 
 74 
 
 706 
 318 
 
 518 
 1,925 
 
 792, 112 
 581,500 
 
 254,964 
 61,000 
 
 86,500 
 1,500 
 
 364,622 
 19,000 
 
 35,650 
 18,000 
 
 16,800 
 36,800 
 
 
 
 
 150 
 
 75 
 6 
 
 5 
 1 
 
 75 
 3 
 
 16 
 3 
 
 14 
 25 
 
 18, 174 
 
 2,733 
 652 
 
 307 
 
 5 
 
 1,284 
 74 
 
 706 
 318 
 
 518 
 1,925 
 
 
 
 Tugs and other towing vessels. . . 
 
 
 
 4 
 
 60 
 
 14,500 
 
 
 
 
 
 
 
 
 
 j 
 
 
 
 
 
 3 
 
 183 
 
 91, 700 
 
 1 
 
 25 
 
 4,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ! 
 
 
 
 
 
 
 i 
 
 1 
 
 
 
 
 
 
 4 
 25 
 
 10 
 
 326 
 1,925 
 
 192 
 
 2,250 
 36, 800 
 
 14,550 
 
 1 
 
 4 
 25 
 
 10 
 
 326 
 1,925 
 
 192 
 
 2,250 
 36,800 
 
 14, 550 
 
 1 1 
 
 
 1 | 
 
 
 
 
 
 
 
 
 i 
 
 
 
 
 1,789 
 6,387 
 
 237, 466 
 976, 481 
 
 2, 344, 318 
 5,312,114 
 
 10 
 
 1,602 93,990 
 
 1,778 
 6,387 
 
 235,761 
 975, 481 
 
 2,249,528 
 5,312,114 
 
 1 
 
 103 
 
 800 
 
 
 
 
 
 
 
 
 
 1 The character of construction of unrigged craft was not reported in 1889, but for purposes of comparison in this, table all were assumed to be of wood. 
 
 The very large decrease in the number, tonnage, and 
 value of all vessels in 1906 as compared with 1889 is 
 due almost wholly to the decrease in unrigged boats 
 built of wood. There was a decided increase in the 
 number of steam vessels, in the case of those built of 
 iron and steel and those constructed of wood. Boats 
 of composite construction have come into statistical 
 existence since 1889, 
 
 Table 13. — Canal boats, by character of construction: 1906. 
 
 CONSTRUCTION. 
 
 Number Gross 
 of vessels. 1 tonnage. 
 
 Value of 
 vessels. 
 
 Total 
 
 1,566 198,247 il.JWM.ft92 
 
 
 
 ' 
 
 Steel 
 
 Wood 
 
 Composite. 
 
 9 I 602 
 
 1,556 197,542 
 
 1 ' 103 
 
 18,500 
 
 1,802,522 
 
 800 
 
204 
 
 TRANSPORTATION BY WATER. 
 
 Of the canal boats, 99.4 per cent were built of wood. 
 These represent 99.6 per cent of the gross tonnage and 
 98.9 per cent of the value. 
 
 The decrease in unrigged craft amounted to 72 per 
 cent in number, and 75.7 per cent in tonnage. Of this 
 kind of vessel, no iron and steel boats and none of com- 
 posite construction were shown separately in 1889; 
 these are presented for the first time in this report. 
 
 The increase in steam vessels of all kinds was 106.7 
 per cent in number, 11.9 per cent in tonnage, and 
 181.7 per cent in value. In steam vessels of iron and 
 steel construction the increase in value, 517.7 per cent, 
 was greater than the, increase in value of those built of 
 
 wood, 125.2 per cent; but the increase in the number 
 of the latter, 103.8 per cent, was greater than the 
 corresponding increase, 100 per cent, for the former. 
 Wooden steam vessels decreased 8.4 per cent in tonnage 
 although they increased in number and value. The 
 only iron and steel vessels shown in 1889 were freight 
 and passenger vessels; by 1906 the number of these 
 vessels had decreased by one, but the tonnage and 
 value had increased largely. 
 
 The average value per vessel and average value per 
 ton were greater in 1906 than in 1889 for vessels of all 
 kinds, and in all particulars for such as were of iron or 
 steel construction. 
 
 Table 14.— AVERAGE GEOSS TONNAGE AND VALUE PEE VESSEL AND AVEEAGE VALUE PEE TON: 1906 AND 1889. 
 
 
 Census. 
 
 TOTAL. 
 
 IRON AND STEEL. 
 
 WOOD. 
 
 COMPOSITE. 
 
 CLASS AND OCCUPATION. 
 
 Average 
 
 tonnage 
 
 per 
 
 vessel. 
 
 Average 
 
 value per 
 
 vessel. 
 
 Average 
 
 value per 
 
 ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value per 
 
 vessel. 
 
 Average 
 
 value per 
 
 ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value per 
 
 vessel. 
 
 Average 
 
 value per 
 
 ton. 
 
 Average 
 tonnage 
 
 per 
 vessel. 
 
 Average 
 
 value per 
 
 vessel. 
 
 Average 
 
 value per 
 
 ton. 
 
 Total 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 1906 
 1889 
 
 121 
 152 
 
 $2, 143 
 934 
 
 $18 
 6 
 
 305 
 234 
 
 134,878 
 18, 167 
 
 $114 
 78 
 
 120 
 152 
 
 $1,799 
 918 
 
 $15 
 6 
 
 31 
 
 $3,217 
 
 $103 
 
 
 
 
 
 
 
 64 
 118 
 
 6,604 
 4,847 
 
 103 
 41 
 
 425 
 234 
 
 56, 110 
 18,167 
 
 132 
 
 78 
 
 51 
 114 
 
 4,793 
 4,338 
 
 94 
 38 
 
 17 
 
 3,700 
 
 
 
 
 
 
 
 
 Freight and passenger 
 
 99 
 121 
 
 36 
 109 
 
 61 
 5 
 
 17 
 25 
 
 44 
 106 
 
 37 
 
 77 
 
 7,721 
 4,603 
 
 4,820 
 10, 167 
 
 17,300 
 1,500 
 
 6,138 
 6,333 
 
 2,228 
 6,000 
 
 1,200 
 1,472 
 
 78 
 38 
 
 132 
 94 
 
 282 
 300 
 
 358 
 257 
 
 50 
 57 
 
 32 
 19 
 
 877 
 234 
 
 133 
 
 97,925 
 18,167 
 
 23,000 
 
 112 
 78 
 
 172 
 
 75 
 116 
 
 32 
 109 
 
 61 
 5 
 
 15 
 25 
 
 44 
 106 
 
 37 
 
 77 
 
 4,920 
 4,038 
 
 3,805 
 10,167 
 
 17,300 
 1,500 
 
 5,136 
 6,333 
 
 2,228 
 6,000 
 
 1,200 
 1,472 
 
 66 
 35 
 
 119 
 94 
 
 282 
 300 
 
 339 
 
 257 
 
 50 
 57 
 
 32 
 19 
 
 
 
 
 
 
 
 
 Tugs and other towing ves- 
 
 15 
 
 3,625 
 
 242 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 
 
 
 61 
 
 30,567 
 
 501 
 
 25 
 
 4,000 
 
 16 
 
 
 
 1 
 
 
 
 
 
 
 1 
 
 
 
 
 
 Sail 
 
 1 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 Freight and passenger 
 
 82 
 77 
 
 19 
 
 562 
 1,472 
 
 1,455 
 
 7 
 19 
 
 76 
 
 1 
 
 
 82 
 77 
 
 19 
 
 562 
 1,472 
 
 1,455 
 
 7 
 19 
 
 76 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 133 
 153 
 
 1,310 
 832 
 
 10 
 5 
 
 160 
 
 9,399 
 
 59 
 
 132 
 153 
 
 1,265 
 832 
 
 10 
 5 
 
 103 
 
 800 
 
 8 
 
 
 
 
 
 
 
 
 
 The average tonnage of vessels of wooden construc- 
 tion diminished between 1889 and 1906, although the 
 average value per vessel nearly doubled and the aver- 
 age value per ton more than doubled. The averages 
 for iron and steel vessels were markedly greater in 
 every respect. In wooden tugs there was a large de- 
 crease in average tonnage and average value per vessel, 
 but an increase in value per ton. No iron or steel con- 
 struction was reported for ferryboats on inland waters ; 
 the increase in wooden boats used for ferriage is large. 
 The unrigged craft, which were mostly canal boats, 
 show an average tonnage for 1906 considerably less 
 than that for 1889, but the average values per vessel 
 and per ton increased. While the average tonnage of 
 wooden unrigged craft diminished, the average value 
 increased. 
 
 INCOME. 
 
 As the principal business of the greater number of 
 the vessels was the carrying of freight, it was natural 
 that the greater part of the income — 70.4 per cent — 
 should be from that source. By far the greatest re- 
 ceipts were credited to towing vessels and unrigged 
 craft. 
 
 Relatively to total receipts for each division the 
 receipts from passenger traffic on all other inland 
 waters were greater than the corresponding receipts for 
 canals and other inland waters of New York state. 
 The percentages were 14 for the former and 9.5 for the 
 latter. Of their total income, the boats plying on New 
 York waters received 79.1 per cent from freight; those 
 on all other inland waters received 50.1 per cent from 
 that source. 
 
CANALS AND OTHER INLAND WATERS. 
 
 205 
 
 Table 15. — Gross income — all vessels and craft, by divisions and 
 occupation: 1906. 
 
 DIVISION AND OCCUPATION. 
 
 Total. 
 
 Freight. 
 
 Passenger. 
 
 All other. 
 
 Total 
 
 13, 957, 729 
 
 $2,787,696 
 
 8429, 393 
 
 5740,640 
 
 
 Freight and passenger . 
 Towing vessels and un- 
 
 713, 020 
 
 3, 186, 462 
 58, 247 
 
 293, 686 
 
 2,489,290 
 4,720 
 
 388, 370 
 
 7,013 
 34,010 
 
 30, 964 
 
 690, 159 
 19, 517 
 
 
 
 Canals and other inland waters 
 
 2, 781, 604 
 
 2, 198, 920 
 
 264, 397 
 
 318,287 
 
 
 Freight and passenger 
 
 Towing vessels and unrigged 
 craft 
 
 387, 489 
 
 2, 388, 965 
 6,150 
 
 1, 176, 125 
 
 108,648 
 2, 090, 272 
 
 259,037 
 
 1,350 
 4,010 
 
 164, 996 
 
 19,804 
 297, 343 
 
 All other 
 
 All other inland waters 
 
 588, 776 
 
 422, 353 
 
 
 Freight and passenger 
 
 Towing vessels and unrigged 
 
 325,531 
 
 797, 497 
 53,097 
 
 185,038 
 
 399, 018 
 4,720 
 
 129, 333 
 
 5,663 
 30,000 
 
 11, 160 
 
 392, 816 
 18, 377 
 
 
 
 EMPLOYEES AND WAGES. 
 
 The number of employees on vessels formed 90.6 per 
 cent of the total number of employees on both land 
 and water, and their salaries and wages were 88.2 per 
 cent of the total. 
 
 In showing number and compensation no distinction 
 has been made between wage-earners and officers and 
 clerks on vessels, but this segregation has been made 
 for employees on land. Of the land force, 32.6 per cent 
 were officers, managers, clerks, etc., and their salaries 
 
 constituted 44.7 per cent of the total salaries and wages 
 paid on land. The proportion shown for the waters 
 of New York state is greater in the case of numbers 
 and of salaries. 
 
 Table 16. — Employees, and salaries and wages, by divisions: 1906. 
 
 DIVISION AND EMPLOYEES. 
 
 Number 
 of em- 
 ployees. 
 
 Salaries 
 
 and 
 wages. 
 
 Total 
 
 4,118 
 
 SI, 543, 486 
 
 
 
 3,731 
 387 
 
 1,361,030 
 182, 456 
 
 
 
 
 126 
 261 
 
 81, 497 
 
 
 100, 959 
 
 
 Canals and other inland waters of New York state 
 
 2,710 
 
 1,020,715 
 
 
 2,472 
 238 
 
 920, 260 
 100,455 
 
 
 
 
 92 
 146 
 
 1,408 
 
 54,695 
 45, 760 
 
 522, 771 
 
 
 
 
 
 1,259 
 149 
 
 440, 770 
 82,001 
 
 
 
 
 
 34 
 115 
 
 26,802 
 55,199 
 
 
 
 CHARACTER OF PROPULSION AND HORSEPOWER. 
 
 More than four-fifths of the steam vessels were 
 equipped with screws, an almost necessary feature 
 when canals are to be traversed. Stern wheelers, while 
 few, were more numerous than side wheelers. 
 
 Table 17.— CHARACTER OF PROPULSION AND HORSEPOWER OF STEAM VESSELS, BY OCCUPATION: 1906. 
 
 
 CHARACTER OF PROPULSION. 
 
 HORSEPOWER OF ENGINES. 
 
 OCCUPATION. 
 
 Total. 
 
 Screw 
 (num- 
 ber). 
 
 Side . 
 wheel 
 (num- 
 ber). 
 
 Stern 
 wheel 
 (num- 
 ber). 
 
 All other 
 (num- 
 ber). 
 
 * 
 
 Total. 
 
 Steam. 
 
 Gaso- 
 line. 
 
 All 
 other. 
 
 
 337 
 
 285 
 
 18 
 
 34 
 
 
 28,126 
 
 26,402 
 
 1,708 
 
 16 
 
 
 166 
 75 
 5 
 75 
 16 
 
 129 
 
 68 
 
 2 
 
 73 
 
 13 
 
 13 
 
 2 
 3 
 
 24 
 5 
 
 
 17,324 
 5,283 
 
 822 
 4,111 
 
 586 
 
 17,028 
 4,988 
 
 822 
 3,061 
 
 503 
 
 296 
 295 
 
 
 
 
 
 
 
 
 
 2 
 3 
 
 
 1,034 
 83 
 
 16 
 
 
 
 
 
 
 
 
 
 The steam horsepower was 93.9 per cent of the total. 
 Gasoline engines were most largely used for yachts, 
 25.2 per cent of the total horsepower being from en- 
 gines of this character. Yachts also had the entire 
 number of "all other" kinds of engines. 
 
 FREIGHT. 
 
 In considering the statistics of freight it must be 
 remembered that the figures were obtained from own- 
 ers and managers of craft plying either wholly or in part 
 on the canals and other inland waterways of the states, 
 and not from official records or clearances kept by canal 
 or other authorities. Under Census Office methods 
 the freight of a boat operating on canals is classified 
 according to the waters on which the greater part of its 
 freight is carried or the greater part of its time is spent. 
 
 Thus all the freight boats operating partly on canals or 
 other inland waterways of New York state, but carry- 
 ing more freight or spending a greater part of the sea- 
 son on the navigable rivers or in the harbors of New 
 York, are included under subdivisions of waters other 
 than canals and other inland waters of New York state, 
 as for instance, under the section on the Atlantic 
 coast and Gulf of Mexico. The statistics, therefore, 
 do not show separately all the freight carried on the 
 canals and inland waterways of the state. 
 
 The amount of freight lightered is not shown in the 
 tables. Some of this lightering was done in the differ- 
 ent canals of New York state, and some in the harbors 
 of New York and Buffalo. The total lighterage re- 
 turned for the canals and other inland waters of New 
 York state was 209,590 tons, and that for all other 
 inland waters, 18,300 tons. 
 
206 
 
 TRANSPORTATION BY WATER. 
 
 Table 18. — Freight shipped, by commodities: 1906. 
 
 COMMODITY. 
 
 Quantity. 
 
 Total 
 
 
 3,716,765 
 
 
 
 
 1,110 
 
 
 
 79, 754 
 899, 593 
 
 Coal :. 
 
 
 
 
 1,413 
 4,696 
 
 Flour 
 
 
 Fruits and vegetables 
 
 
 15,867 
 499, 340 
 71, 029 
 
 
 
 
 
 36, 612 
 1 226, 752 
 
 
 M feet 
 
 
 
 7,729 
 2 2,630 
 
 7,775 
 
 11,750 
 
 924, 351 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 785, 577 
 
 
 1 Equals 369,576 net tons. 
 
 2 Equals 592 net tons. 
 
 The largest quantity of freight reported was for stone, 
 sand, etc. ; almost one-fourth of the total net tons was 
 in this classification. Coal freights were only a little 
 less. 
 
 The miscellaneous group, comprising salt, sulphur, 
 sugar, etc., constituted over one-fifth of the tonnage. 
 These three groups accounted for seven-tenths of the 
 total. Grain and lumber, the only other commodi- 
 ties for which large quantities are shown, made more 
 than one-fifth. It is probable that the boat owners did 
 not report all of the lumber way freight east, or all of 
 the stone and sand, and that. the totals of certain other 
 items, as for instance ice, would be considerably en- 
 
 larged if credit for the commodities wer&jiot given, in 
 accordance with the custom of the Office,, T to waters in 
 which the craft carrying them were occupied the major 
 part of the season. 
 
 Freight on inland watenvays of New York.. — Concern- 
 ing the Delaware and Hudson canal in New York state 
 no census figures are presented separately- because the 
 traffic is credited to the Hudson river, and-statistics for 
 the Hudson river are included in the section on Atlantic 
 coast and Gulf of Mexico. About nine-smiles of the 
 canal — from High Falls to Eddyville- — were in use. 
 The 25 canal boats of the owning company carried 
 117,750 tons of cement during 1906 — all of it from the 
 works of the company. ~ 
 
 The New York state report ' covers all freight on 
 state canals, whether the freight was carried by boats 
 the chief traffic of which was in other waters or by boats 
 freighting exclusively on the canals. It does not in- 
 clude freights on the other inland waters-of the state, 
 as does the Census report. These differences necessa- 
 rily preclude close agreement between the statistics of 
 the two reports. The number of commodities for 
 which quantities are given in the state report is much 
 larger than the number shown in the Census report. 
 In Table 19 these have been rearranged, so far as pos- 
 sible, in more general accordance with the classifica- 
 tions of the Census. 
 
 1 Report on Canals of the Superintendent of Public Works of the 
 State of New York, 1906, pages 235 to 241. 
 
 Table 19.— CANALS OF NEW YORK— FREIGHT CARRIED, BY COMMODITIES AND CANALS: 1906. 1 
 
 COMMODITY. 
 
 Total 
 (net tons) . 
 
 Erie canal , C1 »f 
 (net tons). (ne f^ ns) . 
 
 Oswego 
 canal 
 
 (net tons) . 
 
 Cavugaand 
 
 Seneca 
 
 canal 
 
 (nettons) . 
 
 Black Riv- 
 er canal 
 (nettons). 
 
 Total 
 
 3,540,907 
 
 2,385,491 I 740,983 
 
 172,228 
 
 164,874 
 
 77,331 
 
 
 Coal 
 
 545,941 
 
 300 
 
 554, 291 
 
 116, 508 
 
 31,446 
 
 672, 023 
 
 98 
 
 15,517 
 
 171,686 
 
 13, 903 
 
 154, 400 
 
 180 
 
 910, 497 
 
 2,f35 
 
 352,082 
 
 268,150 
 
 178 
 
 517,605 
 
 50,661 
 
 2,348 
 
 442, 553 
 
 94 
 
 14, 437 
 
 3,205 
 
 13,833 
 
 95,962 
 
 182,518 
 
 17,481 
 
 76, 124 
 
 1,6C8 
 122 
 476 
 
 Flour 
 
 
 1,482 
 
 42,427 
 
 29, 098 
 
 204,023 
 
 11,514 
 23,420 
 
 23,214 
 
 
 
 
 
 
 14,674 
 
 42 
 
 10,731 
 4 
 
 
 
 1,080 
 127, 425 
 
 
 
 
 37,818 
 
 
 3,238 
 70 
 237 
 
 
 
 
 433 
 
 180 
 94,916 
 
 400 
 57,001 
 
 8,967 
 
 48,801 
 
 
 
 710, 499 
 
 1,635 
 
 264,331 
 
 io,sei 
 
 5,772 
 
 58,449 
 
 
 
 17,493 
 
 10,921 
 
 2,336 
 
 
 1 From Report on Canals cf the Superintendent cf Public Works cl the State cf New York, 1906. 
 
 Over two-thirds of the traffic was on the Erie canal 
 and more than one-fifth on the Champlain. The 
 Oswego and the Cayuga and Seneca had about one- 
 tenth between them, the Black Kiver canal coming 
 last with the residue. 
 
 Table 20 shows how the way and the through freight 
 was distributed, by canals. 
 
 Table 21, from the state report, shows the quantity 
 of the freight that went down the Hudson river to New 
 York city. 
 
 Table 20. — Canals of New York — way and through freight: 1S06. 
 
 CANAL. 
 
 Total 
 (net tons). 
 
 Way 
 (net tons). 
 
 Through 
 (net tons). 
 
 Total 
 
 3,540,907 
 
 2,534,493 
 
 1,006,414 
 
 
 Erie 
 
 2,385,491 
 740, 983 
 172, 228 
 164, 874 
 77, 331 
 
 1,713,350 
 406, 710 
 172, 228 
 164, 874 
 77, 331 
 
 672, 141 
 334, 273 
 
 
 
 
 
 
 
 
 
 1 From Report on Canals oi the Superintendent of Public Works of the State 
 of New York, 1906, page 6. 
 
CANALS AND OTHER INLAND WATERS. 
 
 207 
 
 Table 21. — Canals of New York— freight to New York city, by com- 
 modities: 1906. l 
 
 COMMODITY. 
 
 Quantity 
 (net tons) . 
 
 Total 
 
 953,202 
 
 
 Coal 
 
 230 
 
 290,513 
 
 93,072 
 
 29, 643 
 
 231, 165 
 
 12,942 
 
 Grain 
 
 Ioe 
 
 
 
 Pig iron 
 
 Stone, lime, and clay. 
 
 Miscellaneous merchandise 
 
 191,' 519 
 
 
 1 From Report on Canals of the Superintendent of Public Works of the State 
 of New York, 1906, pages 280 to 284. 
 
 The Bureau of the Census has taken as the founda- 
 tion of its discussion of the -quantity and kind of 
 freight carried on the Great Lakes, the statistics given 
 by the Bureau of Statistics of the Department of Com- 
 merce and Labor, in order not to duplicate the work. 
 There is, therefore, in the absence of individual census 
 schedules of craft giving statistics of traffic by ports, 
 no way of ascertaining what freight, if any, entered 
 the Erie canal in boats the operations of which are 
 included in the section on the Great Lakes. 
 
 The disparity between the totals for the Erie canal 
 in the Census returns and those in the New York state 
 report is largely attributable, it is believed, to differ- 
 ences in statistical methods. 
 
 The total traffic in the Erie canal is given in Table 22, 
 which shows data for the freight going over the canal 
 but included in the statistics for Atlantic coast and 
 Gulf of Mexico and for freight carried on the canals 
 and other inland waters of New York state, and com- 
 pares the totals with those shown in the New York 
 state report. 
 
 Table 23 shows the aggregate for the freight traffic 
 of "canals and all other inland waters of New York 
 state" and the freight carried on all such waters in 
 the state, the operations of which are included in the 
 statistics of transportation for the Atlantic coast 
 and Gulf of Mexico. 
 
 The Census report of traffic over the Hudson river in 
 1906 to and from the New York canals shows a move- 
 
 ment of 2,046,145 tons, this amount being included 
 in the statistics for canals and other inland waters of 
 New York state. 
 
 Table 22. — Erie canal— freight, by commodities: 1906. 
 
 
 CENSUS REPORT. 
 
 
 COMMODITY. 
 
 Total 
 (net tons). 
 
 Canals and 
 
 all other 
 
 inland 
 
 waters of 
 
 New York 
 
 state 
 (net tons) . 
 
 Atlantic 
 
 coast and 
 
 Gulf of 
 
 Mexico 
 
 (net tons). 
 
 New York 
 
 state 
 
 report 
 
 (net tons) . 
 
 Total 
 
 1,523,461 
 
 1,473,612 
 
 49,849 
 
 2,385,491 
 
 
 
 
 1,000 
 
 28,680 
 
 176,040 
 
 277 
 
 5,709 
 
 466,690 
 
 35,314 
 
 659 
 
 174,925 
 
 5,214 
 
 462 
 
 4,504 
 
 10.788 
 
 246,519 
 
 366,680 
 
 1,000 
 
 16, 595 
 
 174,649 
 
 277 
 
 5,709 
 
 460,714 
 
 16, 447 
 
 659 
 
 174,925 
 
 5,214 
 
 462 
 
 4,504 
 
 9,918 
 
 242,039 
 
 360,500 
 
 
 0) 
 
 Cement, brick, and lime 
 
 Coal 
 
 12,085 
 1,391 
 
 268, 150 
 178 
 
 Flour 
 
 
 
 
 
 5,976 
 18,867 
 
 517,605 
 
 
 50,661 
 
 
 2,348 
 
 
 
 442,553 
 
 
 
 
 
 
 . 94 
 
 
 
 13,833 
 
 Pig iron and steel rails 
 
 870 
 4,480 
 6,180 
 
 14, 437 
 710, 499 
 
 Miscellaneous merchandise 
 
 365,133 
 
 1 Probably included in miscellaneous merchandise. 
 
 2 Probably included in " stone, lime, and clay," the New York classification, 
 equivalent to the Census classification, ' ' stone, sand, etc." 
 
 Table 23. — Canals and other inland waters of New York state — 
 freight, by commodities: 1906. 
 
 COMMODITY. 
 
 Total 
 
 Canned goods. 
 
 Cement, brick, and lime. . . 
 
 Coal 
 
 Plour 
 
 Fruits and vegetables 
 
 Grain 
 
 Ice 
 
 Iron ore 
 
 Lumber 
 
 Naval stores 
 
 Petroleum and other oils . . 
 Phosphate and fertilizer. . . 
 
 Pig iron and steel rails 
 
 Stone, sand, etc 
 
 Miscellaneous merchandise 
 
 Total 
 (net tons) . 
 
 1.000 
 
 89,739 
 
 472,657 
 
 277 
 
 15,546 
 
 472,953 
 
 90,118 
 
 37,867 
 
 318,849 
 
 7,526 
 
 462 
 
 7,775 
 
 12, 414 
 
 342, 703 
 
 714, 836 
 
 I 
 
 Canals and 
 
 all other 
 
 inland 
 
 waters of 
 
 New York 
 
 state 
 (net tons) . 
 
 2,502,891 
 
 1,000 
 
 77,464 
 
 453,709 
 
 277 
 
 15,546 
 
 466,977 
 
 68,059 
 
 36,612 
 
 317,440 
 
 7,526 
 
 462 
 
 7,775 
 
 11,370 
 
 335, 176 
 
 703, 498 
 
 Atlantic 
 
 coast and 
 
 Gulf of 
 
 Mexico 
 
 (net tons). 
 
 12,275 
 18,948 
 
 5,976 
 
 22,059 
 
 1,255 
 
 1,409 
 
 1,044 
 7,527 
 11,338 
 
 1 In addition there were 117,500 tons of cement carried on the Delaware and 
 Hudson canal, a waterway not owned by the state, and statistics for which, 
 therefore, are not given in the New York state report. 
 
 Table 24.— HUDSON RIVER AND NEW YORK CITY— FREIGHT TO AND FROM NEW YORK CANALS, BY 
 
 COMMODITIES: 1906. 
 
 COMMODITY. 
 
 Total . 
 
 Aggregate 
 
 traffic 
 (net tons). 
 
 2, 046, 145 
 
 75 
 
 Cannedgoods 72 542 
 
 Cement, brick, and lime 500! 592 
 
 Coal ' 170 
 
 Flour - 7 468 
 
 Fruits and vegetables , 364 ' ^ 
 
 Grain . 
 
 Ice 
 
 Iron ore 
 
 Lumber 
 
 Naval stores — 
 
 Petroleum and other on-... 
 Phosphate and fertilizer . . . 
 
 Pig iron and steel rails 
 
 Stone, sand, etc 
 
 Miscellaneous merchandise . 
 
 29,849 
 
 18, 803 
 
 325. 390 
 
 9,138 
 
 466 
 
 7,615 
 
 8,820 
 
 121, 656 
 
 578, 809 
 
 TOTAL (NET TONS). 
 
 Receipts. Shipments. 
 
 1, 070, 881 
 
 54,816 
 
 196, 719 
 
 170 
 
 7,284 
 
 362, 681 
 
 26, 999 
 
 17, 778 
 
 20.1,956 
 
 1,612 
 
 424 ; 
 
 2,283 
 
 6,791 
 
 60,735 
 
 126, 633 
 
 975,264 
 
 75 
 
 17,826 
 
 303, 873 
 
 184 
 
 1,971 
 
 2,850 
 
 1,025 
 
 119,434 
 
 7,526 
 
 42 
 
 5,332 
 
 2,029 
 
 60, 921 
 
 452, 176 
 
 NEW YORK CITY (NET 
 TONS). 
 
 ALL OTHER HUDSON 
 RIVER PORTS (NET 
 TONS). 
 
 Receipts. 
 
 834,706 
 
 7 
 360. 
 26. 
 
 200 
 
 5. 
 29 
 113 
 
 Shipments. 
 
 75 
 
 9,791 
 
 120, 198 
 
 Receipts. 
 
 21,657 
 
 440 
 7,876 
 
 75 
 .191 
 
 5. 
 1. 
 
 56; 
 
 214, 
 
 7.57 
 497 
 42 
 178 
 054 
 519 
 932 
 
 1,440 
 800 
 200 
 
 3,225 
 
 2,270 
 5,406 
 
 Shipments. 
 
 18, 534 
 
 3,790 
 9,241 
 
 2,850 
 
 ,92 
 
 1,463 
 
 ALL OTHER PORTS (NET 
 TONS) . 
 
 Receipts. 
 
 214,518 
 
 3,498 
 149, 329 
 
 Shipments. 
 
 502 
 
 16,732 
 
 2,362 
 
 1,612 
 
 424 
 
 2,129 
 
 860 
 
 29, 155 
 
 7,915 
 
 32576—08- 
 
 -15 
 
 4,245 
 174, 434 
 
 109 
 
 780 
 
 1,025 
 
 110,185 
 
 29 
 
 154 
 
 975 
 
 2,939 
 
 236,546 
 
208 
 
 TRANSPORTATION BY WATER. 
 
 The greatest quantities of freight reported are those 
 of coal, grain, and lumber. The column of receipts 
 may be taken to be the freight coming East, and 
 naturally grain and lumber, largely the production of 
 the West, preponderate. Just as naturally, if "ship- 
 ments" are taken to be freight going West, the great- 
 est quantities shipped from the East are shown for 
 miscellaneous merchandise — sulphur, emery ore, sugar, 
 tin, rosin, asphalt, aliim, etc. — and for coal. 
 
 A knowledge of the freight carried on the Hudson 
 river, from whatever port derived or to whatever 
 port sent, is of interest and value. To obtain this, 
 the traffic to and from all Hudson river ports, and the 
 traffic to and from the canals shown in the statistics 
 for the Atlantic coast and Gulf of Mexico, must be 
 added to the traffic shown in Table 24, which includes 
 only the freight passing up and down the river to and 
 from the canals included in canals and other inland 
 waters of New York state. Freight to or from New 
 York city is not included in this statement of Hudson 
 river traffic unless shipped to, or sent from, Hudson 
 river ports. 
 
 Care has been taken not to duplicate the statistics. 
 Freight up the Hudson from all ports, including New 
 York city, outside the river limits is given as received 
 at the various destinations; freight from any river 
 port to outside ports is shown among shipments. The 
 comparatively small quantities shipped from one river 
 port to another are included as receipts to prevent 
 duplication. The figures, therefore, while giving the 
 entire river traffic, can not be used to show with 
 absolute accuracy the traffic by ports. 
 
 Table 25. — Hudson river traffic: 1906. 
 
 Total 
 
 To and from New York canals (included in canals and other inland 
 waters of New York state) 
 
 To and from New York canals (included in Atlantic coast and Gulf 
 of Mexico) 
 
 To and from river ports (included in Atlantic coast and Gulf of 
 Mexico) 
 
 Net tons. 
 
 8,654,880 
 
 2, 046, 145 
 
 ■81, 831 
 
 6,526,904 
 
 Substantially all of the 81,831 tons of freight which 
 passed through the canals, and which are included in 
 the statistics for the Atlantic coast and Gulf of Mexico, 
 went up or down the Hudson river; a very little of it 
 was way freight snipped from one point on the canals 
 and received at another. There were 2,046,145 tons 
 received from or shipped to New York canal points 
 by way of the Hudson river, as given in Table 24. 
 In the statistics for the Atlantic coast and Gulf of 
 Mexico are included 6,526,904 tons shipped from, or 
 received at, Hudson river ports, but having no con- 
 nection with the canals. 
 
 The receipts and shipments of freight, by com- 
 
 modities, are shown for the Hudson river in Table 26. 
 This traffic includes freight to and from New York 
 canals. 
 
 Table 26. — Hudson river receipts and shipments of freight, by com- 
 modities: 1906. 
 
 COMMODITY. 
 
 Total 
 
 Canned goods 
 
 Cement, brick, and lime . . . 
 
 Coal 
 
 Flour 
 
 Fruits and vegetables 
 
 Grain 
 
 Ice 
 
 Iron ore 
 
 Lumber 
 
 Naval stores 
 
 Petroleum and other oils. . 
 Phosphate and fertilizer. . . 
 
 Pig iron and steel rails 
 
 Stone, sand, etc 
 
 Tobacco 
 
 Miscellaneous merchandise 
 
 Total (net 
 " tons). 
 
 8,654,880 
 
 16,322 
 
 2, 039, 452 
 
 1,079,712 
 
 7,657 
 
 31, 029 
 
 370,861 
 
 1, 298, 124 
 
 21, 134 
 
 571, 437 
 
 9,138 
 
 519 
 
 8,907 
 
 28,429 
 
 1,836,481 
 
 63 
 
 1, 335, 615 
 
 Received 
 from river, 
 canal, and 
 
 outside 
 
 ports (net 
 
 tons). 
 
 8,755 
 
 103, 606 
 
 417,732 
 
 6,926 
 
 14,212 
 
 362, 681 
 
 28,199 
 
 17,778 
 
 211, 876 
 
 1,612 
 
 424 
 
 3,575 
 
 14, 950 
 
 107,488 
 
 451, 441 
 
 Shipped to 
 all canals 
 and out- 
 side ports 
 (net tons). 
 
 6,903,625 
 
 7,567 
 
 1, 935, 846 
 
 661,980 
 
 731 
 
 16, 817 
 
 8,180 
 
 1,269,925 
 
 3,356 
 
 359,561 
 
 7,526 
 
 95 
 
 5,332 
 
 13, 479 
 
 1,728,993 
 
 63 
 
 884,174 
 
 Freight on inland waterways of states other than Nevj 
 York. — Freight carried on canals and other inland 
 waterways of states exclusive of New York amounted 
 to 1,213,874 net tons. None of it was reported from 
 New England. All the major geographic divisions of 
 the country, except the South Central division, were, 
 however, represented. The South Central division is 
 not shown in this part of the report, because the canals 
 within its borders are ship canals and consequently 
 they are included elsewhere. 
 
 The North Central division had a little more than 
 one-half of the total traffic and the North Atlantic 
 (exclusive of New York, it should be remembered) 
 over one-fourth. The South Atlantic had about one- 
 sixth. The Western division was last, with less than 
 one-fifteenth. 
 
 Nearly one-half of the freight carried was stone, sand, 
 etc., coal being the next in quantity. The transporta- 
 tion of the former was almost altogether in the North 
 Central division, Illinois being the chief state in the 
 showing. The coal was carried in about equal quan- 
 tities on the waterways of the North Atlantic and 
 South Atlantic divisions, the states most largely rep- 
 resented being New Jersey in the former and Maryland 
 in the latter. All the cotton shown was carried on Ohio 
 canals; all the pig iron and steel rails reported, on the 
 waterways of Pennsylvania; and all the tobacco, a soli- 
 tary ton, on the waterways of Minnesota. Practically 
 all the naval stores were among the freights of Florida. • 
 
 The analysis is by states, arranged according to their 
 order in the geographic divisions. In some instances 
 a more comprehensive discussion than is afforded by 
 the material in the table itself is given, based upon ad- 
 ditional information obtained elsewhere. 
 
CANALS AND OTHER INLAND WATERS. 
 
 209 
 
 Table 27.— FREIGHT CARRIED ON CANALS AND OTHER INLAND WATERS OF STATES EXCLUSIVE OF NEW YORK, 
 
 BY COMMODITIES AND BY DIVISIONS AND STATES: 1906. 
 
 DIVISION AND STATE. 
 
 Total 
 (net tons). 
 
 Canned 
 
 goods 
 
 (net 
 
 tons). 
 
 Ce- 
 ment, 
 brick, 
 and 
 lime 
 (net 
 tons). 
 
 Coal 
 
 (net 
 
 tons). 
 
 Cotton 
 
 (net 
 tons). 
 
 Flour 
 
 (net 
 
 tons). 
 
 Fruits 
 and 
 vege- 
 tables 
 (net 
 tons). 
 
 Grain 
 
 (net 
 
 tons). 
 
 Ice 
 
 (net 
 
 tons). 
 
 Lum- 
 ber 
 (net 
 
 tons). 
 
 Naval 
 
 stores 
 
 (net 
 
 tons). 
 
 Petro- 
 leum 
 and 
 other 
 oils 
 (pet 
 tons). 
 
 Pig iron 
 and steel 
 
 rails 
 
 (net 
 tons). 
 
 Stone, 
 
 sand, etc. 
 
 (net 
 
 tons) . 
 
 To- 
 bacco 
 
 (net 
 tons). 
 
 Miscel- 
 laneous 
 mer- 
 chan- 
 dise 
 (net 
 tons). 
 
 United States 
 
 1,213,874 
 
 110 
 
 2,290 
 
 445,884 
 
 1,413 
 
 4,419 
 
 321 
 
 32, 363 
 
 2,970 
 
 52, 136 
 
 203 
 
 130 
 
 380 
 
 589, 175 
 
 1 
 
 82, 079 
 
 North Atlantic division 
 
 314, 631 
 
 
 
 212, 584 
 
 
 
 
 
 
 1 
 
 
 380 
 
 91,176 
 
 10, 491 
 
 
 
 
 
 
 
 
 
 
 
 
 New Jersey 
 
 203, 575 
 111, 056 
 
 201, 150 
 
 
 
 140,000 
 72,584 
 
 200,000 
 
 
 
 
 
 
 1 
 
 
 
 61,221 1 
 
 29,955 ] 
 
 2,354 
 
 Pennsylvania 
 
 
 
 
 
 
 
 
 
 
 
 380 
 
 8,137 
 
 South Atlantic division 
 
 50 
 
 
 
 40 
 
 150 
 
 60 
 
 20 
 
 100 
 
 200 
 
 
 530 
 
 
 
 
 
 
 
 Maryland 
 
 200,000 
 500 
 650 
 
 620,841 
 
 
 
 200,000 
 
 
 
 
 
 
 
 
 
 
 
 
 West Virginia 
 
 50 
 
 
 
 40 
 
 150 
 51 
 
 60 
 
 20 
 
 100 
 
 
 
 
 
 230 
 
 Florida 
 
 
 
 
 200 
 3 
 
 
 
 " 
 
 300 
 
 North Central division 
 
 60 
 
 82 
 
 33, 300 
 
 1,413 
 
 4,229 
 
 30,492 
 
 2,950 
 
 2,836 
 
 106 
 
 
 497, 997 
 
 1 
 
 47,321 
 
 
 
 
 Ohio 
 
 84,098 
 449,580 
 18,342 
 39, 900 
 9,357 
 19,564 
 
 77,252 
 
 4 
 
 5 
 
 
 1,413 
 
 10 
 
 4,147 
 
 60 
 
 5 
 
 14, 353 
 
 2,950 
 
 294 
 
 3 
 
 56 
 
 
 55,000 
 425, 397 
 17,600 
 
 
 24,358 
 4,383 
 
 Illinois 
 
 1,300 
 
 
 Michigan ■_ 
 
 50 
 
 60 
 
 
 
 
 12 
 
 
 560 
 
 Wisconsin 
 
 32,000 
 
 
 
 
 
 
 
 
 7,900 
 
 
 6 
 
 17 
 
 
 12 
 
 46 
 
 15 
 16, 124 
 
 1,811 
 
 
 2,172 
 370 
 
 49,200 
 
 
 38 
 
 
 
 1 
 
 7,050 
 
 
 
 
 
 
 3,070 
 
 
 
 2,208 
 
 
 
 150 
 
 120 
 
 
 24 
 
 
 2 
 
 
 23,737 
 
 
 
 
 
 
 
 3,065 
 
 4,800 
 
 40 
 
 54, 814 
 
 14, 533 
 
 
 
 
 
 
 
 1,624 
 175 
 
 
 1 
 
 
 
 
 
 1,441 
 
 
 
 700 
 
 
 
 
 
 
 600 
 
 
 
 
 
 
 3,325 
 
 Idaho 
 
 
 
 
 
 
 
 
 
 
 40 
 
 
 
 
 
 
 150 
 
 120 
 
 12 
 
 
 47,850 
 750 
 
 
 24 
 
 
 2 
 
 
 6,656 
 
 
 
 1,508 
 
 
 
 
 12,275 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 New Jersey. — All the freight tabulated by the water- 
 ways of this state went over the Delaware and Raritan 
 canal, and it was less than that reported by the canal 
 company. Doubtless a part of the freight returned to 
 the Census agents by boat owners and managers is in- 
 cluded in the statistics for the Atlantic coast and Gulf 
 of Mexico, the boats passing into those waters and per- 
 haps having their chief traffic therein. No traffic is 
 shown in the Census returns for the Morris canal, the 
 freight on this canal also probably being incorporated 
 with that of the larger division mentioned. 
 
 Freight on canals of New Jersey: 1906. 
 
 Total. 
 
 Delaware and Raritan. 
 Morris 
 
 Census 
 (net tons). 
 
 203,575 
 
 203,575 
 
 Canal 
 company 
 (net tons). 
 
 424,986 
 88,057 
 
 The freight reported for New Jersey was very 
 largely coal and nearly one-third was stone, sand, etc. 
 
 Pennsylvania. — The Census returns for this state 
 show a total of 111,056 tons of freight transported 
 on the canals, while the returns from the canal com- 
 panies show a total of 294,979 tons. The difference 
 is due to the difference in methods of statistical dis- 
 tribution and tabulation. The Lehigh Coal and Navi- 
 gation Company's coal coming down its canal was 
 taken over the Delaware river to Philadelphia, and is 
 credited in the Census returns to transportation on 
 the Atlantic coast. The entire traffic on this canal 
 
 was reported to be coal. On the Schuylkill Naviga- 
 tion Company's canal the greater part of the freight 
 was coal, 55,884 tons of coal being returned, with 
 29,711 tons of stone, sand, etc., 8,137 tons of miscel- 
 laneous merchandise, and 380 tons of pig iron and 
 steel rails. 
 
 Freight on waterways of Pennsylvania: 1906. 
 
 CANAL. 
 
 Census 
 (net tons) . 
 
 Canal 
 company 
 
 (net tons) . 
 
 
 111,056 
 
 294,979 
 
 
 
 
 16,944 
 94, 112 
 
 240,625 
 
 
 54,354 
 
 
 
 In addition to the canal freight shown in the state- 
 ment, there is a vast traffic on the Allegheny, Monon- 
 gahela, and Ohio rivers in Pennsylvania, emanating 
 largely from Pittsburg. The amount of freight car- 
 ried on these canalized rivers is included, according 
 to the report of the Census Office, in the returns for 
 the Mississippi river and its tributaries. The report 
 of the Chief of Engineers, U. S. Army, shows that over 
 16,000,000 tons of freight were carried on the Alle- 
 gheny, Monongahela, and Ohio rivers. 
 
 It is stated that the annual freight traffic in the 
 Pittsburg district exceeds 86,000,000 tons, and by far 
 the largest portion of it consists of products particularly 
 adapted to water transportation. 1 
 
 1 C. H. Forbes-Lindsay, "The Revival of the Waterway," in The 
 World To-day for May, 1908, pages 497 and 498. 
 
210 
 
 TRANSPORTATION BY WATER. 
 
 Delaware. — The Chesapeake and Delaware canal is 
 a ship canal and the traffic on it, therefore, is not 
 shown in this section of the report. According to the 
 report of the canal company operating it, the freight 
 carried in 1906 aggregated 683,086 tons. Part of the 
 canal is in Maryland and extends from the boundary 
 line of the state to Chesapeake bay. 
 
 Maryland. — The canal traffic, except that on the 
 small part of the Chesapeake and Delaware canal that 
 lies within the state, is over the Chesapeake and Ohio 
 canal, and, as reported to the Census agents both by 
 boat owners and by the canal company, consisted 
 entirely, in 1906, of the transportation of coal. The 
 boat owners reported 200,000 tons, the canal com- 
 pany 225,143. There may have been a difference in 
 the time covered by the operations of boats and that 
 by the report of the company. 
 
 Virginia. — The canals in this state are ship canals — 
 the Albemarle and Chesapeake, extending from Nor- 
 folk, Va., to Albemarle Sound, N. C, and the Lake 
 Drummond, or Dismal Swamp, from Elizabeth 
 river, Va., to Pasquotank river, N. C. — hoth owned by 
 canal companies. The traffic figures are reported by 
 the canal companies as a total of 95,269 tons on the 
 former and of 340,135 tons on the latter, an aggregate 
 of 435,404 tons. The Census figures are in the Atlantic 
 coast and Gulf of Mexico section of this report. 
 
 West Virginia. — There are no canals in this state, 
 but a little traffic was reported on a canalized river, 
 the Monongahela. Nearly one-half of the 500 tons 
 was miscellaneous merchandise. Of lumber, there 
 were 100 tons and of grain, 60. Canned goods, flour, 
 and ice made up the balance of the freight. The traffic 
 on the canalized rivers of West Virginia, except as 
 above given, is included in the section on the Missis- 
 sippi river and its tributaries. The traffic on the 
 Great Kanawha for the year ending June 30, 1905, is 
 given by theChief of Engineers,!!. S. Army, as 1 ,613,889 
 tons, and that on the Little Kanawha as 106,510 tons. 
 
 Georgia. — The canal traffic in this state is limited 
 to the Augusta canal, owned by the city of Augusta. 
 It is denominated a ship canal, and therefore is not 
 within the limitations of the statistics shown in this 
 section of the report. The canal owner reported that 
 7,004 tons of freight passed through it in 1906. 
 
 Florida. — The traffic reported for the inland waters 
 of Florida was a matter of 650 tons, all of which were 
 carried on the Kissimmee river. Besides miscellane- 
 ous merchandise, the commodities reported for this 
 state were naval stores and fruits and vegetables. 
 
 Ohio. — The traffic on the Muskingum river im- 
 provement is not shown here, nor that on the Ohio 
 canal and its branches. For the former the Chief of 
 Engineers, U. S. Army, reported freight carried to the 
 amount of 50,668 tons for the year ending June 30, 
 1905. The entire quantity shown in "canals and 
 other inland waters" for this state amounted to 
 84,098 tons, all of which were returned by boats 
 
 operating on the Miami and Erie canal. The state 
 canal office reported 8,818 tons on the Ohio and 
 branches and 75,234 tons on the Miami and Erie, 
 with about 7,000 additional tons (as estimated) for 
 which no weight was returned. 
 
 Illinois. — Most of the freight reported as carried on 
 the canals of Illinois was returned by boats operating 
 on the Chicago Drainage and Ship canal, transporting 
 principally stone, sand, etc., these articles constituting 
 94.6 per cent of the total. Grain was the commodity 
 carried in next greatest quantity, while miscella- 
 neous merchandise, flour, and coal followed in the 
 order named. The total traffic reported was nearly 
 500,000 net tons. . 
 
 Freight on waterways of Illinois: 1906. 
 
 CANAL. 
 
 Census 
 (net tons). 
 
 Canal 
 company 
 (net tons). 
 
 CANALIZED 3IVER. 
 
 Report of 
 Chief of 
 
 Engineers, 
 U. S. A. 
 
 (net tons). 
 
 Total 
 
 449,580 
 
 6,470 
 
 Total 
 
 33, 178 
 
 
 
 Illinois and Michigan. . . 
 
 Chicago Drainage and 
 
 Ship 
 
 3,500 
 446,080 
 
 6,470 
 
 4,245 
 
 
 24,943 
 3,990 
 
 
 
 
 
 1 Not reported. 
 
 The traffic on the Illinois and Michigan canal was, 
 as reported, wholly in grain, leaving the rest of the 
 grain and all the other commodities credited to the 
 Chicago Drainage and Ship canal. 
 
 For the Illinois and Mississippi Government canal 
 699 tons were reported by, the Chief of Engineers, 
 U. S. Army, as transported in 1906. 
 
 Michigan. — There are none but Government canals 
 in Michigan, and the traffic on these canals is not 
 shown in this section of the report. The freight re- 
 ported on the inland waters of Michigan was for a 
 lake, and for a river tributary to Lake Michigan. 
 For no other section of the country but the section 
 covered by the Great Lakes is the traffic on naviga- 
 ble rivers included with the traffic on "canals, and 
 other inland waters." On Leelanau Lake 382 tons 
 were transported and on Saginaw river 17,960 tons, 
 the total being 18,342 tons. Building materials 
 were the commodities shown in largest quantity and 
 exclusively on the Saginaw river. The lake traffic 
 was quite limited, the. largest part consisting of mis- 
 cellaneous merchandise. If the tonnage on the Gov- 
 ernment canals were included, the traffic would aggre- 
 gate over 95,000,000 tons. 
 
 Wisconsin. — The Fox river is credited with bearing 
 38,650 tons of traffic, 32,000 of which were coal and 
 the rest miscellaneous merchandise. Some of the 
 freight was carried on Lake Winnebago exclusively, 
 but this freight can not be .segregated. The Portage 
 canal between Fox and Wisconsin rivers is considered 
 in the Census report as a part of Fox river. The 
 Fox and the Chippewa rivers are both canalized. 
 For the former the report of the Chief of Engineers, 
 
CANALS AND OTHER INLAND WATERS. 
 
 211 
 
 U. S. Army, shows a tonnage of 263,589; no report 
 is made for the Chippewa. 
 
 The Sturgeon Bay and Lake Michigan Government 
 canal is credited with 617,210 tons. 
 
 Minnesota.— There are neither canals nor canalized 
 rivers in this state. The traffic reported to the Census 
 and included in this section of the report was on its 
 lakes and on Rainy river (which is part of the boundary 
 line between Minnesota and Canada) . The other river 
 traffic— except that on the Red River (of the North), 
 which is given as in North Dakota— appears in the 
 section on the Mississippi river and its tributaries. 
 
 Freight on waterways of Minnesota: 1906. 
 
 LAKE OK RIVER. 
 
 Quantity 
 (net tons). 
 
 Total 
 
 9,357 
 
 
 
 1,700 
 2,111 
 2,050 
 2,696 
 800 
 
 Lake of the Woods 
 
 
 
 
 
 Of the total freight shown the greatest part was given 
 as miscellaneous merchandise, which was about evenly 
 distributed among Bass Lake, Lake of the Woods,, 
 and Rainy Lake. The lumber, amounting to 2,172 
 tons, was carried almost wholly upon Rainy river. 
 The solitary ton of tobacco reported was transported 
 over the Lake of the Woods. For Rainy river the 
 largest traffic was reported — 2,696 tons, including 34 
 tons of petroleum and other oils. All the freight on 
 Bass, Rainy, and Vermillion lakes was returned as 
 miscellaneous. 
 
 Iowa. — The Des Moines Rapids is a Government 
 canal, and the traffic on it is included elsewhere. The 
 report of the Chief of Engineers, U. S. Army, shows 
 that 8,520 tons were transported upon it in 1906. 
 
 North Dakota. — The traffic on the Red River (of the 
 North), the boundary between this state and Minne- 
 sota, is credited to North Dakota. There are no canal- 
 ized rivers in the state, but there are navigable rivers. 
 The freight reported for the inland waterways of North 
 Dakota was carried on the Red River (of the North) and 
 the Riviere des Lacs, a lake-like river in the northern- 
 most part of the state. These are not tributary to the 
 Mississippi river; all rivers, such as the Missouri, tribu- 
 tary to the Mississippi, are included in the section of 
 the report relating to the Mississippi river and its tribu- 
 taries. Of the 19,564 tons shown here as carried on 
 the inland waters of North Dakota. 13,964 tons were 
 reported from the Red River (of the North) and 5,600 
 from the Riviere des Lacs. Grain was the only com- 
 modity on the latter; and on the former it was the 
 chief commodity, amounting to 10,524 tons, or about 
 three-fourths of the total. A small quantity— 370 
 tons— of lumber was carried; the remainder, or 3,070 
 tons, was composed of miscellaneous merchandise. 
 
 Kentucky.— -F 'or the Louisville and Portland canal, a 
 
 Government canal not included in this section of 
 the report, the report of the Chief of Engineers, U. S. 
 Army, gives 1,053,526 tons of freight for 1906. In 
 addition there are several canalized rivers in the state, 
 the Government reports also giving total tonnage on 
 these. 
 
 Freight on canalized rivers of Kentucky: 1906. 
 
 RIVER. 
 
 Quantity 
 (net tons). 
 
 Total 
 
 729,428 
 
 
 
 Kentucky 
 
 201 510 
 
 Green and Barren 
 
 342, 495 
 148, 623 
 30,800 
 
 Big Sandy 
 
 Rough 
 
 
 Tennessee. — There are no canals in this state, but 
 there are both navigable and canalized rivers. For 
 the fiscal year ending June 30, 1905, 119,009 tons were 
 carried on the Cumberland. 
 
 Alabama. — The Government canal around the 
 Muscle shoals in the Tennessee river at Florence is 
 credited with about 26,878 tons of freight for 1906, 
 and the Black Warrior river with 16,281 tons. 
 
 Louisiana. — All the canals in this state are owned by 
 corporations, and as they are classed as ship canals no 
 returns for them are included in this section of the re- 
 port on transportation by water. Nevertheless the 
 corporations have made certain returns of tonnage. 
 
 Freight on canals of Louisiana: 1906. 
 
 Total. . 
 
 New Basin . . 
 Old Basin... 
 
 Harvey's 
 
 Company's . . 
 Lake BoVgne 
 
 Quantity 
 (net tons). 
 
 683,900 
 
 500,000 
 CO, 000 
 50,000 
 50 000 
 23,900 
 
 The great water traffic of this state, including that on 
 these ship canals, is shown in the section on the Mis- 
 sissippi river and its tributaries. 
 
 Arkansas. — For the upper White river, a canalized 
 waterway, a tonnage of 7,999 was reported for 1906. 
 
 Texas. — There are several canals in this state, the 
 Morris and Cummings being the only one owned by a 
 private corporation. The statistics obtained from boat 
 owners and managers are not included in this section 
 of the report, but the owners of the canal reported the 
 carriage of 2,000 tons of freight in 1906. Government 
 canals are the Port Arthur, the Galveston and Brazes, 
 and the Morgan ; for these no statistics were secured. 
 
 Montana. — The freight on inland waterways of 
 Montana was carried on the Flathead river and lake 
 and the Kootenai river. It aggregated 3,065 tons, 
 consisting of 1,624 tons of grain and 1,441 tons of mis- 
 cellaneous merchandise. All the grain was carried on 
 the Flathead river. These waters are partly navigable 
 and are not canalized. There are no canals in the 
 state. 
 
212 
 
 TRANSPORTATION BY WATER. 
 
 Arizona. — The freight on the Colorado river in this 
 state is included here; it amounted to 4,800 tons. The 
 bulk of it is classed as miscellaneous merchandise; 
 while 700 tons were cement, brick, and lime, 600 tons 
 were lumber, and 175 tons were grain. 
 
 Idaho. — The entire quantity of freight shown for 
 the inland waterways of this state was reported from 
 boats operating on Lake Kaniksu. It aggregated 40 
 tons and is classed as miscellaneous merchandise. 
 
 Washington. — Of the 54,814 tons of freight included 
 as transported on the inland waterways of Wash- 
 ington, nearly all, or 53,990 tons, is shown for the 
 Pend d'Oreille river. From Lake Chelan 524 tons, 
 and from Lake Whatcom 300 tons, were reported. 
 The greatest part of the freight was lumber, of which 
 47,826 tons were carried on the Pend d'Oreille river 
 and 24 tons on Lake Chelan. 
 
 Oregon. — There were 14,533 tons of freight reported 
 for the inland waterways of Oregon. Of this, 5,625 tons 
 were on the canalized Columbia, 8,808 tons on Lower 
 Klamath Lake, and 100 tons on the Coquille river. 
 The greatest part of this freight was miscellaneous 
 merchandise, only 750 tons being lumber, and 1,508 
 tons cement, brick, and lime. The Portland General 
 Electric Company has a canal around the Falls of Wil- 
 lamette at Oregon City. It reported 43,826 tons 
 going through this canal in the year ending June 30, 
 1906. The Census figures for this canal are not in- 
 cluded in the tables of this section of the report. 
 
 Freight on inland waterways of Oregon: 1906. 
 
 CANAL. 
 
 Canal Com- 
 pany (net 
 tons). 
 
 CANALIZED RIVER OR 
 LAKE. 
 
 Census 
 (net tons) . 
 
 Report of 
 Chief of 
 Engineers, 
 U. S. A. 
 (net tons) . 
 
 
 43,826 
 
 Total 
 
 14, 533 
 
 48,911 
 
 
 Columbia river 
 
 Coquille river 
 
 Lower Klamath Lake. 
 
 
 Portland General 
 Electric Company 
 (around the Falls 
 
 43,826 
 
 5,625 
 
 100 
 
 8,808 
 
 46,884 
 
 
 2,027 
 
 
 
 
 
 PASSENGERS. 
 
 The 1,871,769 passengers carried by steam vessels 
 on the inland waters of the United States in 1906 were 
 reported from 13 states. The state of New York re- 
 turned a larger total than that of any other state, al- 
 though the number for Minnesota was very close to it. 
 
 Table 28. — Canals and other inland waters of New York state, and 
 all other inland waters — passengers on steam vessels, by states: 
 1906. 
 
 STATE. 
 
 Total. 
 
 | 
 Regular. 
 
 Excur- 
 sion. 
 
 Total 
 
 1,871,769 
 
 1,359,648 
 
 512,121 
 
 
 
 
 828,932 
 
 1,200 
 
 500 
 
 800 
 
 35,000 
 
 96,601 
 
 784,648 
 
 3,287 
 
 1,835 
 
 8,119 
 
 30,067 
 
 10,000 
 
 70,780 
 
 580,246 
 
 1,200 
 
 500 
 
 248,686 
 
 
 
 
 
 
 800 
 
 
 35,000 
 
 16,301 
 631,236 
 2,419 
 1,835 
 6,119 
 
 28,440 
 8,000 
 
 48,352 
 
 
 
 80,300 
 153,412 
 
 
 
 868 
 
 
 
 
 2,000 
 
 
 1,627 
 
 
 2,000 
 
 
 22,428 
 
 
 
 The 828,932 passengers carried by steam vessels on 
 the inland waters of New York were reported from 8 
 waterways. It is probable that, because of the exclu- 
 sion from the census of steamers of less than 5 tons net 
 register, some passengers, both regular and excursion, 
 have been omitted. It is likely also that in some in- 
 stances care has not been taken to separate accurately 
 regular passengers from excursionists. Some of the 
 returns are estimates. 
 
 Table 29. — Canals and other inland waters of New York state — regu- 
 lar and excursion passengers on steam vessels, by canals and lakes: 
 1906. 
 
 CANAL AND LAKE. 
 
 Total. 
 On canals... 
 
 Cayuga and Seneca canal and Lake Cayuga. 
 Cayuga and Seneca canal and Lake Seneca. 
 
 Erie canal 
 
 Oswego canal 
 
 Total. 
 
 61,049 
 
 19,000 
 5,489 
 
 32,000 
 4,560 
 
 767,883 
 
 Lake Canandaigua \ 39, 360 
 
 Lake Cayuga ' 45, 600 
 
 Lake Champlain j 192, 867 
 
 Lake Chautauqua 326,-904 
 
 Lake Conesus I 39, 217 
 
 Lake George ' 106, 835 
 
 Lake Seneca ' 17, 100 
 
 Regular. 
 
 26,799 
 
 12,000 
 1,189 
 9,050 
 4,560 
 
 553,447 
 
 27,360 
 20,000 
 187,891 
 192,044 
 14,217 
 106,835 
 5,100 
 
 Excur- 
 sion. 
 
 248,686 
 
 34,250 
 
 7,000 
 
 4,300 
 
 22,950 
 
 214,436 
 
 12,000 
 25,600 
 4,976 
 134,860 
 25,000 
 
 12,000 
 
 There were 6,120 passengers carried by unrigged 
 craft, all in New York state: 4,120 on the Erie canal, 
 2,520 being regular, and 2,000, all regular, on Lake 
 Champlain. 
 
 The Erie canal passengers were carried between 
 Syracuse and near-by points; between Tonawanda and 
 adjacent places ; and between Schenectady, Fort Plain, 
 and Amsterdam. The largest number of passengers 
 carried on the inland waters of New York were reported 
 from Lake Chautauqua, probably as a result of the 
 educational and other assemblies held there during the 
 summer. It is stated * that in 1825, the year the Erie 
 canal was opened, the number of persons passing 
 Utica in freight and packet boats during the season 
 was over 40,000. At that time the railroads were not 
 extensively in operation, and travel by canal boat 
 offered advantages greater than those prevailing to- 
 day. Notwithstanding this, in 1906 the number of 
 passengers taken from one point to another on the 
 canal was 36,120, 32,000 being carried by steam ves- 
 sels and 4,120 by canal boats. 
 
 POWER ON CANALS. 
 
 Steam. — Although the feasibility of using steam as a 
 motive power on the Erie canal was discussed 2 before 
 the opening of the canal in 1825, a steam-propelled 
 canal boat was not successfully introduced until No- 
 vember 17, 1870. 3 This boat went up the Hudson 
 
 1 State of New York, Report of the State Engineer and Surveyor, 
 Supplement, History of New York Canals, Vol. 1,1905, "Chronolog- 
 ical Re'sume' of Laws and Events," page 958. 
 
 2 Ibid., Vol. II, 1905, Bibliography, page 1339. 
 
 3 Ibid., Vol. I, 1905, "Chronological Resume of Laws and 
 Events," page 966. 
 
CANALS AND OTHER INLAND WATERS. 
 
 213 
 
 river and through the canal to Schenectady and re- 
 turned. The first steamer began to ply on the Erie 
 canal the year following. In 1874 there were 15 
 steamers in operation ; in 1883 there were 92. In 1891 , 
 however, only 29 were in active service. 1 In 1906, 
 according to the Census returns, 64 steamers and steam 
 canal boats were in operation on the canals of New 
 York and 20 on the canals of other states. 
 
 Electric. — Several methods of hauling canal boats by 
 means of electricity have been tried on the canals of 
 New York, Pennsylvania, and Ohio; although some of 
 them have proved successful, none has been installed 
 for permanent operation. 
 
 The first experiment on the Erie canal was with the 
 Hawley method in 1893, a steam propeller being fitted 
 with electric motors, the current for which was taken 
 from a trolley wire on the bank. Later this method 
 was tried again and with greater success; but the 
 banks were threatened by the churning of the water. 
 
 Another system tried was that of Richard Lamb, 
 who used, at Tonawanda, a telpher motor, or electric 
 motor carriage, traveling on a permanent, suspended 
 cableway, taking the current from the cable, and tow- 
 ing the boats by a line, as in horse or mule towage. 
 Passing boats exchanged motors and went on with- 
 out delay. 
 
 It was stated in 1895 that the New York state 
 authorities had agreed to conditions by which electric 
 power could be used from the Niagara power houses 
 at the rate of about $20 per year per horsepower. 2 
 
 About this time, also, the Dutton electric propeller 
 device was recommended. This device consisted of a 
 cable of wire on posts with a connecting trolley pole 
 on the boat to which was attached an adjustable pro- 
 pelling apparatus. 
 
 In 1903 a part of the Erie canal, 2,700 feet in length, 
 at a sharp curve near Schenectady, was set aside for 
 equipment with the Wood system. 3 A mile of double 
 track girder rail, one rail elevated above the other, was 
 laid back of the towpath, and on each of these mono- 
 rail tracks a towing car ran. This car was 10 feet long, 
 2 feet wide, and about 3 feet above the rail. It had 
 two 22-inch grooved wheels, each driven by a 40-horse- 
 power street car motor through a set of double reduc- 
 tion gears. A heavy arm extending downward was 
 equipped with springs that caused a pair of grooved 
 wheels to press upward on the lower rail, the springs 
 being adjusted so that the grip of the car on the track 
 was sufficient for any reasonable traction. The cur- 
 rent was taken from the overhead wire through a trolley 
 arm such as is used on mining locomotives, and con- 
 trolled by a series-parallel controller with a few steps 
 
 1 State of New York, Beport of the State Engineer and Surveyor, 
 Supplement fffistoryof New York Canals Vol.1, 1905, "Chronolog- 
 ical Resume of Laws and Events, 'page 972. 
 
 2Thnl, Oommerford Martin, "The Utilization of Niagara," 
 Annuar e port 7th Shsonian institution,1896, pages 230 and 231. 
 
 3 T hese statements are based nponj an -article in the Engineering 
 Record vol. 48, No. 20, November 14, 1903, page 596. 
 
 and by a resistance box located at one end of the car. 
 The voltage was 475 or 500, and one wire served for the 
 cars on both tracks. The boats were hauled by tow 
 ropes attached to hooks on the body of the car. It is 
 stated that about 600 tons were hauled without any 
 difficulty at a speed of 4J miles an hour. Four loaded 
 boats were also hauled readily at about the same speed 
 without creating a wash injurious to the banks. No 
 trouble was experienced in passing tows, and none was 
 to be expected with tows handled by the monorail cars, 
 for the greater elevation of one of the tracks would 
 enable the tow ropes to be crossed without any diffi- 
 culty, since it would be easy to hold down the trolley 
 arm of one of the motors long enough for the other to 
 pass. While the members of the commission before 
 whom the experiments were conducted were satisfied 
 with the success of the scheme, they decided that it was 
 best to wait for the completion of the barge canal before 
 authorizing a permanent installation. 
 
 In the summer of 1907 experiments with telpher 
 motor towage were conducted on the Lehigh Coal and 
 Navigation Company's canal at Mauch Chunk, Pa. 
 Vice-President Wilbur, in a letter to the Bureau of the 
 Census under date of May 12, 1908, wrote: "The 
 experiments were conducted sufficiently long to demon- 
 strate the practicability of electrical towage, and also 
 demonstrate to our own satisfaction that if our tonnage 
 were of sufficient volume, we would be justified in mak- 
 ing the expenditure necessary to install the system. 
 Until, however, our tonnage reaches substantially 
 three times what it now is, or was last year, we would 
 not be justified in making the necessary expenditure." 
 
 The tests were conducted by Lewis B. Stillwell and 
 H. St. Clair Putnam, and the results are given by them 
 in "Notes on Electric Haulage of Canal Boats." 4 
 One object of the experiments was to determine the 
 relative merits, for the purpose contemplated, of loco- 
 motives supplied by trolley and operating upon a track 
 of 42-inch gauge, and a monorail system. One section 
 of the canal was equipped with mining locomotives 
 weighing 8 tons and having direct current motors of 
 28 horsepower operating on 500 volt trolley circuits. 
 An experimental generating plant was used as a source 
 of power supply. Another section was fitted with a 
 monorail supported at a height of 4 feet above the 
 ground by steel posts outside the towpath. Several 
 traction machines or tractors were used, the heaviest 
 weighing 7,350 pounds with instruments and crew. 
 The electric equipment of each machine comprised one 
 direct current 40-horsepower motor. 
 
 Four canal boats, loaded and light, in from one-boat to 
 four-boat tows, were used in all comparative trials. In 
 addition, the regular canal traffic was handled by the 
 locomotives and tractors during October and Novem- 
 ber and a part of September. The average speed at 
 
 4 Proceedings of the American Institute of Electrical Engineers, 
 March, 1908, page 303 ff. 
 
214 
 
 TRANSPORTATION BY WATER. 
 
 which a team of mules draws a one-boat tow approxi- 
 mates 1.75 miles an hour, and does not exceed 2 miles 
 in still water. If the current assists, the speed is 
 greater; when the current is against the boats, the 
 speed drops very low. With towing machines single 
 boats were handled, both loaded and empty, at speeds 
 exceeding 5 miles an hour; two-boat tows, at from 
 3.5 to 4 miles; and four-boat tows, up to 3 miles an 
 hour, except on very sharp convex curves. There was 
 comparatively little difference in efficiencies between 
 the mining locomotive and the monorail tractor, with 
 which comparisons were made. 
 
 Ohio had a short and partial service with an electric 
 railway towing method on a section of the Miami and 
 Erie canal from Cincinnati to Middletown, a distance 
 of about 42 miles. This system was installed by the 
 Miami and Erie Canal Transportation Company, to 
 which Thomas N. Fordyce assigned a contract made 
 with him for thirty years by the board of public works 
 March 28, 1900, pursuant to an act of the general 
 assembly, April 25, 1895. The contract was for an 
 electrical installation for haulage purposes ' along the 
 entire length of the canal from Toledo to Cincinnati, 
 a distance of about 244 miles. Two and one-half years 
 was the time set for the completion. of the work between 
 Cincinnati and Dayton, and four years for the con- 
 struction and equipment of the entire system. These 
 terms, it was alleged, were not complied with. The 
 company became bankrupt, and the state brought a 
 suit to oust it from the canal. This suit was pending 
 in 1907. 1 
 
 The haulage was by electric locomotives on a stand- 
 ard gauge track laid along the towpath, the center 
 being about 6 feet from the water's edge and the whole 
 track about 2 feet above the water level, so as to avoid 
 the wash. The locomotives were of the four-wheel 
 mining type and weighed about 55,000 pounds each, 
 with a wheel base of 7 feet. They were equipped with 
 two 80-horsepower induction motors, with double 
 reduction gears, and three self-cooling oil transformers. 
 The current was supplied by the Cincinnati Gas and 
 Electric Company. Three-phase 60-cycle current at 
 4,200 volts was transmitted over the transportation 
 company's line of two overhead trolley wires to a 
 station five miles distant, where there were three 150 
 kilowatt 60-cycle oil-cooled transformers, including one 
 in reserve. A generator at this station furnished the 
 current to the Cincinnati section of the canal. The 
 railway track was used for the return. 2 
 
 CONGRESSIONAL APPROPRIATIONS. 
 
 Appropriations, except as herewith given for inland 
 waterways, have been included in the other geographic 
 divisions, such action being due in most cases to the 
 impracticability of segregating the various amounts. 
 
 1 Report of the Attorney-General of Ohio, January 1, 1906, to 
 January 1, 1907, page xi. 
 
 - Statements based on article in the Engineering Record, pre- 
 viously cited. 
 
 Lake Champlain. — The first improvements on Lake 
 Champlain were authorized by the act of July 4, 1836, 
 which appropriated $43,000 to be used as follows: For 
 building a breakwater, or pier, at Burlington harbor, 
 $10,000; for the same purpose at Plattsburg harbor, 
 $10,000; for improving the entrance to Whitehall 
 harbor, $8',000; and $15,000 for deepening the channel 
 . between North and South Hero islands, near St. 
 Albans. Up to and including the act of March 2, 1907, 
 Congress has appropriated $1,347,910 for improve- 
 ments at various localities on the lake. Of this 
 amount, 84.1 per cent was appropriated up to and in- 
 cluding the act of September 19, 1890, and the balance 
 since that year. 
 
 The following statement shows the Congressional 
 appropriations made for improvements on Lake Cham- 
 plain, by localities: 
 
 Congressional appropriations for the survey, improvement, and main-: 
 tenance of the harbors and tributary streams of Lake Champlain, by 
 periods and localities. 
 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 APPROPRIATIONS. 
 
 LOCALITY. 
 
 Total. 
 
 Up to and 
 
 including 
 
 1890. 
 
 1891 to 
 1906, in- 
 clusive. 
 
 March 2, 
 1907. 
 
 Total 
 
 1836 
 
 1836 
 
 1890 
 1S36 
 
 1SS4 
 1881 
 1836 
 
 1836 
 
 1836 
 
 1886 
 
 1836 
 1872 
 1873 
 
 $1,347,910 
 
 11,133,660 
 
 $211,750 
 
 $2,500 
 
 
 
 
 356,680 
 
 328,680 
 
 28,000 
 
 
 
 
 
 18,000 
 190,680 
 
 98,500 
 16,500 
 33,000 
 
 991,230 
 
 10,000 
 185,680 
 
 83,500 
 16,500 
 33,000 
 
 804,980 
 
 8,000 
 5,000 
 
 15,000 
 
 
 
 
 Rouse Point breakwa- 
 
 
 Ticonderoga river 
 
 
 
 
 
 183,750 
 
 2,500 
 
 
 
 BurliDgton harbor 
 
 Gordons Landing har- 
 
 699,980 
 
 34,750 
 
 1123,500 
 62,500 
 70, 500 
 
 582,230 
 
 34,750 
 
 76,000 
 41,500 
 70,500 
 
 117,750 
 
 
 
 Lake Champlain nar- 
 
 45,000 
 21,000 
 
 2,500 
 
 
 
 
 
 
 
 
 ■ Includes $31,000, appropriated for deepening the channel near St. Albans 
 called the "Gut." 
 
 Red River (of the North) and Warroad harbor and 
 river. — The first appropriation for the improvement 
 of the Red River (of the North), which is the boundary 
 separating Minnesota from North Dakota, was made 
 in 1876. The appropriations in the statement fol- 
 lowing include* appropriations for the survey of Otter 
 Tail lake and river and Red Lake and Red Lake river. 
 The object of the improvement is to provide an open 
 channel from Breckenridge to the northern boundary, 
 395.5 miles. Navigation is now confined to compara- 
 tively short reaches north and south of Grand Forks, 
 and consists maiuly in the transportation of wheat to 
 Grand Forks by 2 steamboats and 12 barges. Bars 
 have been lessened by dredging ; trees, snags, and bowl- 
 ders have been removed, and training dikes built. 
 
 The first appropriation for Warroad harbor and 
 river, Minnesota, was made in 1899. The outlet of 
 Warroad river is the only natural harbor in the United 
 States on the Lake of the Woods, which is part of the 
 boundary between Minnesota and Canada, and almost 
 
CANALS AND OTHER INLAND WATERS. 
 
 215 
 
 wholly within the latter territory. By dredging, a 
 minimum depth of 12 feet on the bars and of 9 feet in 
 the inner channel has been secured. Two steamboats, 
 4 sailing vessels, and 2 gasoline boats made regular- 
 trips to and from Warroad during the season of 1906. 
 There are now upward of 25 steamboats, from 10 to 500 
 tons capacity, navigating Lake of the Woods, the 
 greatest stretches of which are in Canada. 
 
 The statement that follows shows the data concern- 
 ing Congressional appropriations for the inland water- 
 ways mentioned here : 
 
 Congressional appropriations for the survey, improvement, and main- 
 tenance of Red River (of the North) and Warroad harbor and river. 
 
 
 Date of 
 earliest 
 appro- 
 pria- 
 tion. 
 
 APPROPRIATIONS. 
 
 
 Total. 
 
 Up to 
 and in- 
 including 
 1890. 
 
 1891 to 
 1906, in- 
 clusive. 
 
 March 2, 
 1907. 
 
 Total 
 
 1876 
 
 1876 
 1899 
 
 $421,623 
 
 
 
 $15,000 
 
 
 
 Red River (of the North) 
 Warroad harbor and river 
 
 338,623 
 83,000 
 
 218,000 
 
 1 105, 623 
 83.000 
 
 15,000 
 
 
 
 
 1 Includes appropriations for survey of Otter Tail lake and river, and Red 
 Lake and Red Lake river. 
 
 THE DEVELOPMENT OF INLAND WATERWAYS. 
 
 The renewed activity in connection with the im- 
 provement of inland waterways makes interesting cer- 
 tain expressions concerning this question when canal 
 construction was at its height in the early part of the 
 last century. 
 
 "The state has now 720 miles of public improve- 
 ments, /which, in point of extent, execution, and pro- 
 spective usefulness may challenge a comparison with 
 any other structure known to modern times," said 
 Governor Wolf of Pennsylvania in his annual message 
 to the legislature in 1834. x 
 
 "The possibilities of complete connections between 
 the internal water systems of this country, and through 
 them with all other portions of the outer world, are 
 bewildering. What was actually accomplished in link- 
 ing the Lakes with the Hudson exceeded all rational 
 expectations, and if plans for connecting Philadelphia, 
 Baltimore, and Georgetown with the Ohio river had 
 been equally successful, the utility of canals would have 
 been greatly increased and railway progress greatly 
 retarded. In 1833 hopes were still cherished of 
 the completion of the Chesapeake and Ohio canal, 
 throughout its entire length, from Georgetown to Pitts- 
 burg, and another project, frequently discussed, for 
 which national aid was solicited, was the construction 
 of a national steamboat canal, which would connect 
 the Susquehanna with an avenue leading directly to 
 the Great Lakes . " 2 ^ 
 
 'Mitchell's Compendium of Canals and Railroads, 1835 P?f> 34 - 
 - J L. Ringwalt, " Development of Transportation m the United 
 States, " page 51, 
 
 "The proposals to unite the Potomac to the Ohio, 
 Lake Michigan to the Gulf, and Pittsburg to Lake 
 Erie, by water, lift one into the realm of large concep- 
 tions. Yet the first was advocated by Washington, 
 the second by Madison, and the third by Calhoun; 
 hence, at the dawn of the twentieth century, they 
 should not be regarded as novel." 3 
 
 That the same, or greater, enthusiasm prevails 
 to-day is evident. At the Deep Waterway Conven- 
 tion at Memphis, Tenn., October 4, 1907, President 
 Roosevelt, in the course of a comprehensive address, 
 said: "Facility of cheap transportation is an essential 
 in our modern civilization, and we can not afford any 
 longer to neglect the great highways which nature has 
 provided for us. These natural highways, the water- 
 ways, can never be monopolized by any corporation. 
 They belong to all the people, and it is in the power 
 of no one to take them away." 
 
 In opening the National Rivers and Harbors Con- 
 gress in Washington, D. C, the same year, Secretary 
 Root emphasized the necessity of the proposed systems 
 of national waterways by saying: "The railroads of 
 the country no longer are able, physically, to carry the 
 traffic of America, and the one avenue open to such 
 traffic is water transportation. We must move for- 
 ward or we will go backward. I see American produc- 
 tion handicapped by two things: First, the cost of 
 getting the goods to the seaboard; and second, the 
 absence of an American Merchant Marine." 
 
 An Inland Waterways Commission was appointed 
 by President Roosevelt in 1907, "to recommend a full 
 and comprehensive plan for the development and utili- 
 zation of all the natural resources of the country 
 relating to water. Its primary purpose was to facili- 
 tate water transportation, upon which the prosperity 
 of the country so largely depends." 4 One of the 
 great results of this appointment was the conference of 
 governors of states and other notable delegates at the 
 White House in May, 1908, by request of the President. 
 
 Senator Newlands, of Nevada, who is vice-chairman 
 of this commission, is also the author of a bill for the 
 appointment of an official Inland Waterways Commis- 
 sion, with power to expend, under the direction of the 
 President, 150,000,000 annually for the next ten years 
 in surveys and practical work for the improvement of 
 the country's waterways. 
 
 It is Senator Newlands' opinion that ' ' the Ohio can 
 be connected by canal with Lake Erie, the Mississippi 
 with Lake Michigan, and so on; and we can connect 
 the entire Mississippi valley, the Gulf coast, and the 
 Atlantic coast with each other by a system of sheltered 
 waterways along the Gulf and Atlantic coasts * * * 
 consisting of bays, sounds, and rivers to be connected 
 
 3 Forestry and Irrigation, January, 1908, pages 8 and 9. 
 
 4 Hon. Francis G. Newlands, "Use and Development of American 
 Waterways," in American Waterways, American Academy of Polit- 
 ical and Social Science, January, 1908, page 49. 
 
216 
 
 TRANSPORTATION BY WATER. 
 
 with each other by canals, such as the contemplated 
 canal across Florida, connecting the Gulf with the 
 Atlantic coast, the canal connecting the Carolina 
 sounds with Chesapeake bay, the canal connecting 
 Chesapeake bay with the Delaware river, the canal 
 connecting the Delaware river with the Raritan, and 
 the canal across Cape Cod, thus giving a sheltered 
 waterway from the mouth of the Mississippi to Maine, 
 upon which it is possible that boats of standard draft 
 could pass from Boston down the Atlantic coast, across 
 Florida to the Gulf coast, and up the Mississippi to the 
 Great Lakes. If these things were done, and warfare 
 between the railways and waterways should continue, 
 there would still be sufficient transportation, without 
 the distributing aid of the railways, to constitute a 
 very influential part of the commerce of the country." 1 
 The country has been divided into four systems : 
 
 (1) The Atlantic Interior, comprising all territory 
 east of the Rocky mountains. 
 
 The chief projects here are the building of one vast 
 waterway of canals and canalized rivers from the Great 
 Lakes to the Gulf of Mexico ; and another from Boston 
 by the Cape Cod canal, now under construction by pri- 
 vate citizens, through Long Island Sound, New Jersey, 
 Delaware, Virginia, Maryland, North Carolina, South 
 Carolina, and Georgia, to the Florida rivers. Many of 
 the connecting links are old canals and canalized rivers. 
 Besides this, rivers and neglected streams from Maine 
 to Texas, including the Mississippi to its headwaters 
 and its great tributaries, are to be improved. An 
 inner passage, also, is planned to extend from the Mis- 
 sissippi to the Rio Grande, and another from the Mis- 
 sissippi to Florida. Canals are also to connect the 
 Great Lakes with the upper Mississippi and the Ohio, 
 and the canal now building under private auspices 
 from Ashtabula, Ohio, to Pittsburg, Pa., is to be com- 
 pleted. Among the propositions for this system are 
 the union of Toledo with Cincinnati by a deep water- 
 way, the joining of Toledo with Chicago by means of a 
 barge canal, the connection of Chicago with New York 
 by way of the Great Lakes, the Erie canal, and the 
 Hudson, and even the junction of New York with 
 Puget Sound. The connection of the Mississippi, Ohio, 
 and Tennessee rivers with the Coosa, Ocmulgee, and 
 Altamaha, thus uniting the Ohio and Mississippi sys- 
 tems with our southeastern coast waters at Mobile and 
 Brunswick, respectively, is another project. 
 
 (2) The Columbia-Puget, with the improvement of 
 the Columbia, Willamette, and Snake rivers, where 
 much work has already been done by Federal and 
 state governments. 
 
 (3) The California, involving principally the canali- 
 zation of the San Joaquin and the Sacramento rivers. 
 
 (4) The Colorado river, with extensive projects prin- 
 cipally for irrigation. 
 
 It is of interest to note what is being done or pro- 
 jected of superior importance in the various states, 
 
 1 Hon. Francis G. Newlands, " Use and Development of American 
 Waterways," in American Waterways, American Academy of Polit- 
 ical and Social Science, January, 1908, pages 55 and 56. 
 
 whether by Federal, state, or private enterprise, in the 
 construction and improvement of inland waterways of 
 all kinds. Statements concerning Federal enterprises 
 are taken largely from the reports of the Chief of En- 
 gineers, U. S. Army. 
 
 NORTH ATLANTIC DIVISION. 
 
 Massachusetts. — The passage around Cape Cod is the 
 great highway for the commerce between the north- 
 eastern and southern ports, and for many foreign 
 vessels which touch at Boston, bound to or from 
 New York. The idea of a canal across Cape Cod is a 
 very old one, and as early as 1676 a cut through the 
 peninsula was considered ; although numerous surveys 
 for a canal have been made, no actual work was ever 
 accomplished until recently. The Boston, Cape Cod, 
 and New York Canal Company has recently been 
 chartered and proposes to cut a canal, without locks, 
 250 to 500 feet wide, and 25 feet deep at low water, 
 across Cape Cod from Barnstable bay to Buzzards bay, 
 a distance of 8 miles. As estimated, the cost of this 
 waterway will be about $10,000,000, and the expecta- 
 tion is that it will be completed in the fall of 1911. 
 The proposed canal will shorten the distance between 
 Boston and New York, and eliminate the great danger 
 from marine disaster to vessels passing around the cape. 
 
 New York. — One of the. most noteworthy projects 
 in artificial waterways is the enlargement of the Erie, 
 Oswego, and Champlain canals, all located within, and 
 owned and operated by, the state of New York. The 
 expenditure for this improvement of $101,000,000, 
 which will be the cost according to the estimates of the 
 state engineer and surveyor, was authorized by a vote 
 of the people at a general election. More than one- 
 half of the new water routes will be through river chan- 
 nels and lakes, and the canal work involves the con- 
 struction of entirely new channels and locks, in many 
 places along different routes from the present canal. 2 
 
 On the principal route, or the Erie canal, from Lake 
 Erie to the Hudson river, the new channel will follow 
 the line of the old canal, in the main, from the Niagara 
 river at Tonawanda to the neighborhood of Lyons. 
 Thence it will take a new route to the south of the 
 Montezuma marshes, and in the Seneca and Oneida 
 rivers and across Oneida Lake. Thence it will cross to 
 the Mohawk river, west of Rome, and utilize the bed 
 of that river for most of the distance to Waterford on 
 the Hudson. The new route will remove the canal from 
 the business districts of Rochester and Syracuse, and at 
 the same time furnish each of these cities with larger 
 and better facilities for water traffic in the Genesee 
 river and Lake Onondaga. The most important 
 changes of level will be at Lockport and Waterford. 
 At the former a flight of 2 locks will replace the 5 now 
 in use; and at the latter 5 locks, with a fall of 34 feet 
 each, will take the place of the 16 in the neighborhood 
 of Cohoes, on the old canal. 
 
 2 John A. Fairlie, "New York Canals," in American Waterways, 
 page 121. 
 
CANALS AND OTHER INLAND WATERS. 
 
 217 
 
 In addition to this main line, the Oswego river will I 
 be canalized from its junction with the Erie canal 
 route to Lake Ontario, furnishing a waterway from 
 that lake to the Hudson with only 35 miles of canal. 
 The Hudson river will also be made navigable from 
 Troy to Fort Edward; and from there a new channel 
 will follow the line of the Champlain canal to the lake 
 of that name. 
 
 Work on the general project is already under way, 
 but it is not expected that it can be finished in less than 
 six years. When the improvement is finished, the 
 canals are to have a minimum depth of 12 feet and a 
 minimum bottom width of 75 feet, except when they 
 pass through rivers or lakes, when the minimum bot- 
 tom width shall be 200 feet. The locks, which are the 
 principal factors in limiting the size of the vessels, will 
 be 328 feet in length and 45 feet in width. These will 
 permit the passage at one time of 2 boats, each 150 feet 
 long and 42 feet wide, drawing 10 feet of water, and 
 having a capacity of 1,500 tons; and such barges will 
 be the most economical unit for transportation on the 
 new routes. The size of the barges and the location of 
 so much of the new routes in open water courses will 
 involve the disappearance of the primitive system of 
 horse towage, and will make necessary the use of steam 
 or other mechanical motive power. It is expected that 
 vessels will usually go in fleets of 4, one steamer towing 
 3 barges, and under these conditions it is estimated 
 that the trip from Buffalo to New York can be made 
 in five days, in place of ten days, as at present. 1 
 
 The Rochester Chamber of Commerce, in pursuance 
 of another project of improvement in waterways, 
 resolved on December 2, 1907, that "the proposed 
 'Rochester, Pittsburg and New Orleans Waterway, ' or 
 'The Middle Route from Lake Ontario to the Gulf of 
 Mexico,' is worthy of careful consideration." This 
 route was described by J. T. McClintock, county engi- 
 neer of Monroe county, N. Y., 2 who said: "It is possi- 
 ble to build a waterway 12 feet deep from Lake Ontario 
 up the bed of the Genesee river, over the divide at Cuba 
 and down the Allegheny river to Pittsburg, where it will 
 connect with the Ohio, and then the Mississippi river 
 to the Gulf of Mexico. The total length from Lake 
 Ontario to New Orleans will be about 2,308 miles, and 
 to Pittsburg 360 miles. It is apparent from informa- 
 tion we now have that 35 locks or lifts would be suffi- 
 cient to reach Pittsburg * * *. Mechanical lifts 
 have been perfected which permit of boats being raised 
 or lowered 100 feet or more at one lock." 
 
 New Jersey.— The Raritan river is 10 feet deep for 12 
 miles from its mouth to New Brunswick. Both New 
 Jersey and Delaware have profited by the improve- 
 ment of the Delaware river as far as Philadelphia. A 
 30-foot depth to Trenton is projected. 
 
 i John A. Fairlie, " New York Canals, " in American Waterways, 
 
 P ^< Waferways^evelopment," in Proceedings of Rochester Cham- 
 ber of Comme/ce at the regular meeting. December 2, 1907 , page 14 ff. 
 
 Pennsylvania. — A ship canal to connect Pittsburg 
 with Lake Erie is probably one of the most important 
 projects now receiving attention. The Lake Erie and 
 Ohio Ship Canal Company has been granted permission 
 by Congress to construct a canal 13 feet deep, with a 
 surface width of 177 feet, from Beaver, Pa., on the 
 Ohio river, to Ashtabula, Ohio, on Lake Erie. The 
 total length of this waterway is to be 103 miles, of 
 which nearly one-half will be formed by the canaliza- 
 tion of rivers tributary to the Ohio river. It will re- 
 quire from 25 to 30 locks, 400 feet long by 56 feet wide, 
 to overcome the rise to or the fall from the summit 
 level of the canal. It is estimated that the original 
 cost will be $50,000,000, and that it will take five years 
 to complete the canal after construction work has com- 
 menced. When complete it will be possible for lake 
 vessels to carry iron ore direct from the Lake Superior 
 mines to the furnaces along the route of the canal, and 
 for coal to be shipped from western Pennsylvania 
 mines to upper lake ports by an all-water route. It 
 has been estimated that the annual traffic through the 
 canal will not be less than 18,000,000 tons, or about 
 one-third of the annual tonnage through St. Marys 
 canal, and that there will be a great saving on iron, 
 coal, and coke, the commodities whose tonnage will 
 constitute the greater part of that through the canal. 
 Steam whaleback vessels of the type now in use on the 
 Great Lakes can easily pass through the canal to 
 Pittsburg. 
 
 The Ohio river from Pittsburg, Pa., to its mouth 
 in the Mississippi river, near Cairo, 111., has a length 
 of about 1,000 miles. Since 1825 the Federal Govern- 
 ment has been at work on this river securing addi- 
 tional depths at islands and bars by the construction 
 of low dams, by building dikes, where the river was 
 wide and shallow, by dredging, and by the removal of 
 rocks and snags. In 1875-76 Congress first approved 
 of the project of canalizing the upper part of the river 
 to secure a low-water depth of 6 feet, by the construc- 
 tion of locks and dams, the first of the locks, located at 
 Davis Island, 5 miles below Pittsburg, being completed 
 in 1885. The next lock to be completed is located 
 at Beaver, Pa., 29.5 miles below Pittsburg, and was 
 placed in operation in 1904, and another lock, located 
 between Davis Island and Beaver, was completed in 
 1906. At the present time the accepted project is for 
 6-foot navigation from Pittsburg to Aurora, Ind., just 
 below Cincinnati, about 500 miles down the river, and 
 contemplates the construction of 32 additional locks, 
 of which 7 are now being constructed. To complete 
 the canalization of the Ohio to its mouth at Cairo, 111., 
 would require 30 additional locks. Around the Falls 
 of the Ohio at Louisville, Ky., about 396 miles below 
 Pittsburg, is the Louisville and Portland canal, about 
 2.4 miles long, with 4 locks. This canal has been in 
 operation for many years. The United States Gov- 
 ernment has already expended over 115,000,000 on the 
 improvement of the Ohio, and it will take between 
 
218 
 
 TRANSPORTATION BY WATER. 
 
 $25,000,000 and $30,000,000 more to complete the 
 canalization of this river. 
 
 The Allegheny and the Monongahela rivers form the 
 Ohio river. The Allegheny has ample width and vol- 
 ume for the purpose of slack-water improvement. 
 Three locks between Pittsburg and Natrona, a dis- 
 tance of about 24 miles, have already been con- 
 structed, and a project has been submitted to canalize 
 the river from its mouth to the state line, by the con- 
 struction of 54 additional locks, at an estimated cost 
 of about $13,500,000. The project, however, is to 
 extend slack-water navigation only to Monterey, about 
 80 miles above Pittsburg, by the construction of 8 
 additional locks and dams at an estimated cost of 
 about $2,500,000. 
 
 The improvement of the Monongahela river in Penn- 
 sylvania extends from Pittsburg to the mouth of Dun- 
 kard's creek, a distance of 87.5 miles. This makes 
 the waterway of great use to the coal fleets, which 
 are accustomed to wait in Pittsburg harbor for the 
 rise in the Ohio, in order that they can proceed to 
 points on that river and on the lower Mississippi. 
 Several packet lines ply on the Monongahela, Ohio, 
 and Allegheny rivers. This system of inland water- 
 ways is one of the busiest in the United States. 
 
 Another important undertaking is thus outlined: 
 "As a link in the chain of deep waterways from Bos- 
 ton to Beaufort, the Delaware is of first importance. 
 Its 30-foot channel from Philadelphia to deep water 
 in Delaware bay will be ample until other links in the 
 chain have been completed, and by that time it will 
 have been further deepened. The proposed Delaware 
 and Chesapeake Ship canal will at once put Philadel- 
 phia in communication with numerous important 
 points on Chesapeake bay and its tributaries. The 
 extension northward to Raritan bay involves not only 
 the building of a ship canal, but extensive improve- 
 ments in the river itself, for the channel north of Phil- 
 adelphia is only 9 feet deep the greater part of the 
 way to Bordentown. Southward from Philadelphia, 
 to whatever point may be selected as an outlet to the 
 Delaware and Chesapeake canal, the Delaware river is 
 already an ample waterway for the purposes of the 
 proposed continuous inland route. The immediate 
 demand is for the completion of the 30-foot channel 
 from Philadelphia to the sea; then for a survey of 35 
 feet, which is necessary to accommodate vessels of 
 increased draft." 1 
 
 SOUTH ATLANTIC DIVISION. 
 
 Delaware. — In 1901 the legislature of this state 
 authorized the expenditure of $60,000 toward the im- 
 provement of the Christiana river at Wilmington. 
 The entire amount has been expended and the project 
 toward which it was applied has been completed. 
 The state is much interested in the improvement of 
 
 'Hon. J. Hampton Moore, M. C, "Delaware River," in American 
 Waterways, pages 71 and 72. 
 
 the Delaware river, which is described in connection 
 with the waterways of Pennsylvania. 
 
 Maryland. — The Susquehanna river is navigable for 
 5 miles from its mouth, and the Patapsco for 1 1 miles 
 to Baltimore. The Government has done much work 
 on these waterways. Chesapeake bay and Baltimore 
 harbor also. have been improved. The Potomac river 
 has a 24-foot depth to Washington. The Chesapeake 
 and Ohio canal has been controlled since 1890 by a 
 board of trustees appointed by the court in the inter- 
 est of bondholders under the mortgage of 1844. Its 
 traffic tonnage is almost altogether that of coal. 
 
 District of Columbia. — The Federal Government has 
 improved the Potomac above and below Washington. 
 The Potomac is navigable to the foot of Little Falls. 
 
 Virginia. — In Virginia the York river is 21 feet deep 
 to West Point, a distance of 45 miles; the Rappahan- 
 nock has a depth of 9 feet for 106 miles, and the 
 James 100 miles of 17-foot channel to Richmond. 
 The Mattapony, the Pamunkey, and the Nansemond 
 are being improved. 
 
 West Virginia. — Slack-water navigation on the Little 
 Kanawha river extends from its mouth at Parkers- 
 burg to Creston, a distance of 48 miles, and provides 
 a depth of 4 feet. Four of the 5 looks now in opera- 
 tion were constructed by the Little Kanawha Naviga- 
 tion Company between 1867 and 1874, and afford 
 slack-water navigation from Parkersburg to Spring 
 Creek, a distance of 43 miles. The Federal Govern- 
 ment built a lock 2 miles above Burning Springs, and 
 it was opened to navigation in 1891. In 1905 the 
 Federal Government purchased the navigation com- 
 pany's locks, and it is now proposed to continue the 
 canalization of this river to Bulltown, about 130 miles 
 above Parkersburg, by the construction of 11 addi- 
 tional locks. 
 
 The Great Kanawha river flows through a region 
 rich in mineral wealth, especially coal. The original 
 project for the canalization of this river was adopted 
 in 1873, and the modified project in 1875, and the 
 river is now canalized from Point Pleasant, where it 
 empties into the Ohio river, to Loup Creek shoals, 
 about 90 miles above the mouth. There are 10 locks 
 and dams, 2 of the dams being fixed and 8 movable. 
 The first lock and dam in this system were put in oper- 
 ation in 1880, and the last in 1898. Since the im- 
 provement there has been a large increase in the com- 
 merce of this river. 
 
 Before the Monongahela river in West Virginia was 
 improved, at high water steamboat navigation was 
 practicable only as far upstream as Morgantown. 
 Occasionally a boat would go to Fairmont. The 
 canalization and other improvements finished in 1899 
 furnished a channel 5.2 feet deep at low water as far 
 as Morgantown. The completion later of 6 locks and 
 dams extended slack-water navigation about 28 miles, 
 from Morgantown to a point on the West Fork river 4 
 miles above Fairmont, with a minimum navigable 
 
CANALS AND OTHER INLAND WATERS. 
 
 219 
 
 depth of 7 feet. The Chief of'Engineer's report, 1907, 
 advises that "the improvement should enable the peo- 
 ple of the territory affected to transport coal, general 
 freight, etc., almost uninterruptedly to market. ' A 
 daily line of packets plies the river between Pittsburg, 
 Pa., and Fairmont, W. Va., and towb oats run as often 
 as required. • 
 
 North Carolina. — The aim of the Federal Govern- 
 ment is to make a channel 5 feet in depth on the Roa- 
 noke from its mouth to Weldon, a distance of 129 
 miles. The Tar has a channel 3 feet deep for 22 
 miles. The Neuse and Trent are said to be navigable 
 to Smithfield, a distance of 150 miles, and it is expected 
 that they will be deepened until they have a channel 
 of 3 feet. The Cape Fear river is to be canalized and 
 made 8 feet deep to Fayette ville, a distance of 115 
 miles. 
 
 South Carolina. — In this state the principal rivers 
 are the Waccamaw and the Little Peedee, which are 
 fairly deep for 50 miles and only 2 or 3 feet in depth 
 for 50 miles more; the San tee, with its tributaries; the 
 Congaree and the Wateree; and the Peedee; all of 
 which the Appalachian Forest Keservoir system 
 would make navigable for river steamers. Work on 
 these waterways has been progressing for the last two 
 or three decades. 
 
 'Georgia. — The Coosa river is formed at Rome, Ga., 
 by the junction of the Oostenaula and Etowah rivers, 
 which have their sources in northern Georgia. The 
 Q&stenaula is formed by the junction of the Coosa- 
 wattee and Connesauga rivers, 56 miles northwest of 
 Eome. The Oostenaula and the Coosawattee are nav- 
 igable for light-draft boats during nine months of the 
 year for a distance of about 105 miles, but the Etowah 
 and Connesauga are not navigable. The Coosa river 
 has always been navigable for light-draft boats from 
 Rome, Ga., to Greenport, Ala., an estimated distance 
 of 162 miles, and this part of the river is of such a char- 
 acter as to make its improvement by works of con- 
 traction and channel excavation entirely practicable, 
 except at Horseleg shoals, near Rome, where a lock of 
 low lift will ultimately be required. From Greenport 
 to Wetumpka, Ala., a distance of 142 miles, locks and 
 dams are required in conjunction with works of con- 
 traction and channel excavation to provide for navi- 
 gation. From Wetumpka to the junction of the Tal- 
 lapoosa the river is navigable at all seasons. Various 
 examinations and estimates for the improvement of 
 parts of this river between Rome and Wetumpka were 
 made up to the time of the adoption of the existmg 
 project This project provides for a lock with exca- 
 vation for a 4-foot channel between Rome and Wdls 
 creek in Alabama; for 3 locks between Greenport and 
 Whisenant and Ten Island shoals, with an extreme low- 
 water depth of 4 feet on miter sills, together with a 
 3-foot channel between locks 1 and 3; for 5 locks and 
 dams from and including lock 4 to the East Tennessee, 
 Vir-inia, and Georgia Railroad bridge, with an ex- 
 
 treme low-water depth of 6 feet over the miter sill, 
 together with a connecting channel 100 feet wide and 4 
 feet deep at extreme low water; and for 23 locks and 
 dams, with 6 feet over the miter sills, between the East 
 Tennessee, \ T irginia, and Georgia Railroad bridge and 
 Wetumpka. In addition, the channel is to be cleared 
 of various rock reefs and points, so as to give a mini- 
 mum depth of 4 feet. The cost of these improve- 
 ments is estimated at about $7,000,000. Three locks 
 below Greenport have been built and lock 4, about 26 
 miles below, is under construction. 
 
 Georgia is to be one of the great beneficiaries of a 
 projected inner canal from Cairo, Ky., to Brunswick 
 and Savannah. A bill involving the appropriation of 
 $75,000 for a survey of this great canal has already 
 passed the United States Senate. 
 
 Florida. — The St. Johns river is navigable 276 
 miles to Lake Washington, and is 13 feet deep to 
 Palatka. The Ocklawaha, the Kissimmee, the Caloo- 
 sahatchee, the Suwanee, and the Withlacoochee also 
 are in a projected scheme of improvement. Across 
 the western part of the state runs the Apalachicola, 
 navigable for its entire length of 137 miles, and leading 
 up into the Chattahoochee and the Flint. 
 
 NORTH CENTRAL DIVISION. 
 
 Ohio. — The general assembly of Ohio recently au- 
 thorized the improvement of the Miami and Erie canal, 
 which extends from Toledo on Lake Erie to the Ohio 
 river at Cincinnati. Previously an appropriation had 
 been made for the enlargement of the Ohio and Erie 
 canal between Cleveland and Dresden. The enlarged 
 canal will have a depth of 12 feet and a width on bot- 
 tom of 75 feet. The enlarged locks will be 300 feet 
 long by 28 feet wide and have a minimum depth over 
 the miter sill of 11 feet. The estimated cost of all these 
 improvements is $3,000,000. 
 
 Under date of August 21, 1907, Chief Engineer 
 Charles E. Perkins wrote to the Bureau of the Census: 
 
 "The legislature of this state has had under consider- 
 ation for a number of years the improvement of its 
 canal system, which at last resulted in an act passed 
 April 25, 1904, 'to provide for a continuing appropria- 
 tion for the improvement of the Northern Division 
 of the Ohio and Erie canal between Cleveland and 
 Dresden on the Muskingum slack-water improvement, 
 a distance of 150 miles.' (See Laws of Ohio, vol. 97, page 
 578.) This policy since that time has been directed to 
 the improvement of the entire Miami and Erie canal 
 between Cincinnati and Toledo, including what is known 
 as the Sidney feeder, a distance for the main canal of 
 244 miles and for the Sidney feeder of 14 miles. * * * 
 The improvements will increase the hauling on the 
 canals, net tons per boat, from 70 to 115. The improve- 
 ment contemplates the restoration of the balance of the 
 Miami and Erie canal from Dayton to Toledo, as it was 
 originally built, providing for a canal prism 5 feet deep 
 by 50 feet in width in the minimum between Dayton 
 
220 
 
 TRANSPORTATION BY WATER. 
 
 and Defiance, and 60 feet in width and 6 feet deep be- 
 tween Defiance and Toledo. The estimated cost for 
 improvement is practically $1,000,000 for the Ohio 
 canal between Cleveland and Dresden and $2,000,000 
 for the improvement of the Miami and Erie canal." 
 The state has already made an appropriation of $706,- 
 000 for these improvements, besides a number of minor 
 appropriations for repairs to some of the old structures. 
 
 In a report urging the improvement of the canals, 
 the chief engineer of public works set forth the impor- 
 tance of the work as follows: 
 
 "The General Government, by act of Congress, has 
 practically recognized the commercial value of the 
 Muskingum river improvement from Marietta on the 
 Ohio to Zanesville, by the adoption of it as a public 
 work, and will undoubtedly extend the improvement 
 north as far as Dresden or Coshocton, thus providing 
 and maintaining a waterway nearly half way across the 
 state ; and as the improvement of the Ohio canal from 
 the terminus of the Muskingum improvement to Lake 
 Erie would form an integral part of that great water- 
 way and would be of joint utility with it, it would 
 appear that it would be advisable to improve this por- 
 tion of the Ohio canal, and by induction a favorable 
 decision can be reached regarding the entire canal 
 system. A cursory comparison of the commercial 
 possibilities of the Muskingum improvement below 
 either Coshocton or Zanesville with those of the Ohio 
 canal from those points to the lake, and with the com- 
 mercial possibilities of the Miami and Erie canal, with 
 its much greater population of the territory and its 
 more extensive industrial resources, would make the 
 argument for the improvement of the entire canal 
 system more forcible. In determining a future policy 
 to be adopted for the canals of Ohio, the fact should 
 not be overlooked that the Great Lakes bordering the 
 state of Ohio on the north and the Ohio river border- 
 ing it on the south, rank, in the magnitude of their com- 
 merce, first and third, respectively, among the water- 
 ways and common carriers of the United States." 1 
 
 Indiana. — At the time the United States began the 
 work of improving the Wabash river the waterway was 
 badly obstructed by bars, accumulations of snags, 
 rocky reefs, and numerous secondary channels or cut- 
 offs, which lessened the flow of water through the main 
 channel. Navigation was impracticable except at 
 high stages of water. A lock and dam were built at 
 Grand Rapids by the Wabash Navigation Company in 
 1848 and a few improvements made at other places, 
 also by private enterprise ; but as none was of a sub- 
 stantial character, they rapidly deteriorated and be- 
 came useless. The original project proposed the im- 
 provement of the river from its mouth to Lafayette by 
 the general work of snagging and dredging, by special 
 works at designated localities, and by the construction 
 
 'Report of Chief Engineer of The Public Works of Ohio, 1903, 
 page 52. 
 
 of a new lock and dam at Grand Rapids,- which were 
 opened to navigation in 1893. 
 
 Illinois. — The Chicago Drainage and Ship canal is 
 one of the most important canals opened to navigation 
 since 1889. This canal was built by the city of Chicago 
 for the purpose of giving that city proper drainage 
 facilities by reversing the movement of the water, 
 which formerly flowed into Lake Michigan through the 
 Chicago river, and turning a current from the lake 
 through the Chicago river to the Illinois river at Lock- 
 port, and thence to the Mississippi river. The canal 
 proper extends from Robey street, where it joins the 
 Chicago river, to Lockport, a distance of 28 miles, and 
 with the 6 miles of the Chicago river from Robey street 
 to Lake Michigan this waterway has a total length of 
 34 miles. The minimum depth of the canal is 22 feet; 
 its average width on bottom, 158 feet; and the average 
 width at top, 244 feet. The work was commenced in 
 1892 and water was turned into the channel in 1900. 
 The controlling work, consisting of a bear- trap dam 160 
 feet wide, with a vertical play of 17 feet, and 7 sluice 
 gates, each 30 feet wide and having a vertical play of 
 20 feet, are located near Lockport. The canal cost 
 about $52,000,000, including rights of way; bridges, all 
 of which are movable structures; excavations, etc. It 
 has been proposed to Congress to make this canal a 
 commercial highway by increasing the channel depth 
 of the Illinois and Mississippi rivers to 14 feet, with 
 locks for fleets of barges from Lockport, the terminus 
 of the canal, to St. Louis. This, it is argued, would 
 afford through water transportation from Lake Michi- 
 gan to the Gulf of Mexico via the drainage canal, the 
 Illinois river, and the Mississippi river. The Chicago 
 Sanitary District, which is the owner of the canal, offers 
 to turn it over to the Government as a part of the 
 greater project. 
 
 The Illinois and Mississippi canal, which is being con- 
 structed by the Federal Government, was begun in 
 1892, and the 3 locks and 4.5 miles of canal around the 
 rapids of the lower Rock river at Milan were completed 
 and opened to navigation in 1895. This canal is to 
 extend from a short distance above Hennepin, via 
 Bureau Creek valley and over the summit to Rock 
 river at the mouth of Green river ; thence by slack water 
 in Rock river to the canal at Milan, and from that point 
 to the Mississippi river at the mouth of Rock river. 
 The canal will be about 75 miles long, at least 80 feet 
 wide at the water surface, and 7 feet deep. There will 
 be 33 locks, each 170 feet long by 35 feet wide. There 
 will also be a feeder line 29 miles long. Up to the close 
 of the fiscal year 1906, $6,920,941 had been expended 
 on this project. With the completion of this canal in 
 1907 a 7-foot waterway has been afforded from the 
 Mississippi river to Lake Michigan via the Illinois and 
 Mississippi canal, the Illinois river, and the Chicago 
 Drainage and Ship canal. 
 
 Of the many projects now before Congress, that of a 
 
CANALS AND OTHER INLAND WATERS. 
 
 221 
 
 14-foot waterway connecting Lake Michigan with the 
 Mississippi river via the Illinois river, and thence to 
 St. Louis, a distance of about 365 miles, is one of the 
 greatest. It is proposed to canalize the Illinois river 
 fromLockport to Utica by 9 locks, 600 feet long and 80 
 feet wide, and 5 new movable dams, and to utilize the 
 open river from Utica to Grafton, at the mouth of the 
 Illinois river, by removing the 4 existing dams and 
 dredging a channel 200 feet wide on the bottom. At 
 Lockport the Illinois river will be connected with the 
 Chicago Drainage and Ship canal. At Joliet and 
 Marseilles there will be lateral canals each 3 miles long. 
 
 Michigan. — A history of the St. Marys canal — now a 
 Federal Government undertaking — down to 1880 was 
 contained in the report on canals for the Tenth Census. 
 Since that report, however, the 2 old state locks have 
 been destroyed to make room for the Poe lock, which 
 was completed in 1897. This lock is 800 feet long, 100 
 feet wide, and has 22 feet of water over the sills. The 
 canal was lengthened from 1.02 miles in 1 880 to 1 . 6 miles 
 in 1906. It has a depth of 25 feet. As a result of the 
 large increase in tonnage transported through this 
 canal the Fifty-ninth Congress authorized the con- 
 struction of still another lock. The new lock will lie 
 north of the Poe lock, will be 1,350 feet long and 80 
 feet wide, and will have a minimum depth of 24.5 feet. 
 A new canal approach is also to be constructed, which 
 will be from 260 to 300 feet wide. The estimated cost 
 is $6,200,000, of which $1,200,000 has already been 
 appropriated, with authority from the Secretary of 
 War to enter into contract for an additional sum not to 
 exceed $5,000,000. 
 
 Wisconsin. — The Fox and Wisconsin rivers are only 
 2 miles apart at Portage; one flows into Lake Michi- 
 gan and the other into the Mississippi. The head- 
 waters are connected by a short canal known as the 
 Portage canal. The Fox river is canalized from Lake 
 Winnebago to Green bay. The Sturgeon Bay and 
 Lake Michigan canal, extending from the bay to the 
 lake, is almost 1} miles long. It was originally built by 
 a private company, but was assumed by the Federal 
 Government in 1893. The improvement of these and 
 other waterways in the state continues with little 
 
 interruption. 
 
 Minnesotaand North Dakota.— The Red River (of the 
 North) rises in Lake Traverse and, flowing north, 
 empties into Hudson bay. It was a steamer route 
 until railways were built, and has 2 feet of water below 
 Grand Forks, and 18 inches from Moorhead to Fargo. 
 Navigation is confined to short reaches north and 
 south of Grand Forks. The Minnesota river, which 
 empties into the Mississippi at St. Paul, is partly navi- 
 gable for from 40 to 80 miles above that city A 
 writer suggests a great artificial waterway from 
 St Paul up the Minnesota, through the two lakes and 
 down the Red River (of the North), to make the 
 Canadian waterway system a part of ours, and to offer 
 
 the Canadian wheat growers cheap transportation to 
 the mills and elevators of Minneapolis. 1 
 
 Missouri. — The improvement of the Missouri river 
 from Kansas City and St. Louis to a low-water depth 
 of 12 feet is deemed perfectly practicable. Govern- 
 ment engineers estimate the cost of a 14-foot channel 
 to be $20,000,000. If the river were improved with a 
 12-foot channel to Sioux City, Iowa, the cost as esti- 
 mated would be $20,000,000 more. This work would 
 open a direct waterway to New York city via the 
 Mississippi, the deepened Illinois, the Chicago Drain- 
 age and Ship canal, the Great Lakes, and the Erie barge 
 canal. The Missouri river was first navigated by 
 steamboats in 1819, but commerce has been diverted 
 to other channels. There are signs of revival, how- 
 ever; a line of freight and passenger boats is making 
 regular trips between Kansas City and St. Louis. 
 Over $11,000,000 have been expended on the Missouri 
 river by the Federal Government. It is asserted that 
 no permanent good to navigation can be accomplished 
 by efforts in scattered localities; but no project for 
 the improvement of the river as a whole has yet been 
 adopted. 
 
 The White river in its original condition was much 
 choked by logs, snags, and drift in its lower reaches in 
 Arkansas, and by shoals, bowlders, and snags in its 
 upper reaches above Jacksonport. The original proj- 
 ect of 1871 was to remove snags and similar obstruc- 
 tions, the improvement being subsequently extended 
 to Forsyth, the object being to obtain a channel 5 feet 
 deep at low water from the mouth at Newport, Ark., 
 and 2 feet deep from Newport to Buffalo shoals. The 
 existing project for the improvement of the upper 
 White river by locks and dams is to provide slack- 
 water navigation from Batesville, Ark., to Buffalo 
 shoals, a distance of 89 miles, by 10 locks and dams, 
 the locks to be 175 feet long by 36 feet wide, with a 
 depth of about 4 feet on the lower miter sills. Two of 
 these locks have been completed and are in operation. 
 The further construction of locks and dams on this 
 river is not considered desirable at the present time. 
 The head of steamboat navigation is Forsyth, 505 
 miles from the mouth of the White river. 
 
 SOUTH CENTRAL DIVISION. 
 
 Kentucky. — The Tennessee river is 652 miles long, 
 and is formed by the junction of the French Broad and 
 Holston rivers, 4.5 miles above Knoxville and 188 
 miles above Chattanooga. It flows into the Ohio 
 river at Paducah, Ky., 464 miles below Chattanooga. 
 Together with its principal tributaries it forms a 
 system of internal waterways navigable by steamboats 
 for more than 1,300 miles. By means of training 
 walls, wing dams, and dredging, a low-water channel 
 3 feet deep is projected above Chattanooga to the 
 
 'Herbert Quick, "Inland Waterways,'' in Putnam's and the 
 Reader, May, 1908, page 194. 
 
222 
 
 TRANSPORTATION BY WATER. 
 
 mouth of the French Broad river. Between Chatta- 
 nooga and Riverton, Ala., a lateral canal, 18 miles in 
 length with 11 locks, has been constructed around the 
 Elk river and Big Muscle shoals. A lock is being built 
 at Hales bar, about 33 miles below Chattanooga, and a 
 lateral canal 8 miles in length with 1 lock is under 
 construction at the Colbert and Bee Tree shoals, be- 
 tween Florence and Riverton, Ala. From Riverton to 
 Paducah, Ky., where the Tennessee empties into the 
 Ohio, a 5-foot channel is being dredged. 
 
 The Cumberland river rises in eastern Kentucky, 
 flows in a tortuous course of about 688 miles through 
 eastern Kentucky, middle Tennessee, and western 
 Kentucky, and empties into the Ohio river near Smith- 
 land, Ky. The project for the canalization of this 
 river contemplates the construction of 35 locks and 
 dams so as to afford 6-foot navigation from the mouth 
 of the Rockcastle river, 32 miles above Burnside, Ky., 
 to Smithland, a distance of 550 miles. Of these locks 
 and dams, 6 are to be at Smith shoals above Burnside ; 
 22 between Burnside and Nashville, Tenn. ; and 7 
 between Nashville and Smithland. Two of the locks 
 below Nashville and one above are completed. The 
 river is now canalized from a point 41.5 mijes below 
 Nashville to 26 miles above. The estimated cost of 
 the entire work is about $10,000,000. 
 
 The Big Sandy river is formed by the confluence of 
 the Levisa and the Tug forks at Louisa, Ky., 26 miles 
 from where it empties into the Ohio river at Catletts- 
 burg, Ky. The accepted project for the improvement 
 of this river contemplates its canalization to Louisa by 
 means of 3 locks and dams. This project also includes 
 the canalization of Levisa Fork up to Pikeville, Ky., 
 86.5 miles above Louisa, by means of 10 locks and 
 dams, and Tug Fork up to Pond creek, Ky., 27 miles 
 above Louisa, by means of 8 locks and dams. The 3 
 locks and dams on the Big Sandy river below Louisa 
 are now in operation, and the first lock on each of the 
 two forks is under construction. The estimated cost 
 of this project is about $5,000,000. 
 
 The Kentucky river empties into the Ohio river at 
 Carrollton, Ky., about midway between Cincinnati and 
 Louisville. From 1835 to 1839 the state of Kentucky 
 improved the stream by constructing 5 locks and dams, 
 which afforded slack-water navigation for about 95 
 miles from its mouth. In 1880 jurisdiction over this 
 river was ceded to the Federal Government, and the 
 accepted project for its improvement was to extend 
 6-foot slack water from its mouth to the Three Forks, 
 a distance of about 261 miles, by the rebuilding of the 
 old state locks and the construction of 9 additional 
 locks. Of this work, the old locks have been rebuilt 
 and 6 new locks constructed and put in operation. 
 Navigation now extends to Irvine, Ky., about 226 
 miles from the mouth. 
 
 The Green river empties into the Ohio river about 
 midway between Evansville and Newburg, Ind. The 
 Barren river empties into the Green river about 145 
 
 miles above the mouth of the latter stream. The state 
 of Kentucky improved these streams, during the period 
 from 1833 to 1841, by constructing 4 locks and dams 
 on the Green river and 1 lock and dam on the Barren 
 river, which work permitted continuous navigation 
 from the mouth of the Green river to Bowling Green, 
 Ky., on the Barren river, a distance of about 175 miles. 
 In 1888 the Federal Government assumed control, and 
 in accordance with the accepted project rebuilt the 5 
 old state locks and constructed 2 new locks on the 
 Green river. The completion of this work permits 
 through navigation for boats not exceeding 5 feet draft 
 from the mouth of the Green river to Mammoth Cave, 
 Ky., a distance of about 193 miles, and to Bowling 
 Green, Ky., on the Barren river, a distance of about 175 
 miles from where the Green river empties into the Ohio 
 river, and affords transportation facilities to the rich 
 mineral district bordering on these streams. Slack- 
 water navigation can be extended to the mouth of Lit- 
 tle Barren river, about 50 miles above Mammoth Cave, 
 by the construction of 6 more locks and dams, and to 
 Ray's Fork on the Barren river, about 24 miles above 
 Bowling Green, by means of 2 additional locks and 
 dams. 
 
 The Rough river empties into the Green river at 
 Livermore, Ky., about 70 miles above the mouth of that 
 river. Shortly after the Civil War the Rough Creek 
 Navigation and Manufacturing Company built a lock 
 and dam about'7 miles above Livermore which afford- 
 ed slack-water navigation throughout the year to Hart- 
 ford, Ky., about 29.5 miles above the mouth of Rough 
 river. When the Federal Government undertook, in 
 1894, the construction of a lock on this stream, the old 
 lock and dam had been abandoned and were com- 
 pletely in ruins. While the accepted project for the 
 improvement of this river contemplated only the 
 extension of slack-water navigation to Hartford by the 
 construction of one lock and dam, which were com- 
 pleted and in operation in December, 1896, the im- 
 provement could be extended to Green's Dam, 81 
 miles from the mouth, by the construction of 4 addi- 
 tional locks and dams. 
 
 Alabama. — The Black Warrior, Warrior, and Tom- 
 bigbee rivers, together with the Mobile river, connect 
 the Warrior coal fields with the Gulf of Mexico. The 
 Black Warrior is formed by the junction of the Mul- 
 berry and Locust forks, 46.5 miles above Tuscaloosa, 
 where the name changes to Warrior river. The War- 
 rior river flows into the Tombigbee river about 1 mile 
 above Demopolis, which is 185 miles above the mouth 
 of the Tombigbee river. The total length of these 
 rivers from Mulberry and Locust forks to the mouth 
 of the Tombigbee river is about 365 miles. Previous 
 to improvement the Tombigbee river was navigable 
 for light-draft vessels to Demopolis for about nine 
 months annually, and the Warrior to Tuscaloosa for 
 about four months annually. Tuscaloosa was consid- 
 ered the head of navigation. Rafts and flatboats were 
 
CANALS AND OTHER INLAND WATERS. 
 
 223 
 
 brought down the Black Warrior river on floods, but 
 there was no other navigation on this stream. The 
 improvement of the Tombigbee began in 1872, under 
 a project for the removal of snags, logs, and other 
 obstructions, with a view to obtaining a channel of an 
 available depth of from 3 to 4 feet. Work was carried 
 on under this and modified projects for a number of 
 years. During the progress of the work it became 
 apparent that this method of improvement was inade- 
 quate, as a greater depth was demanded for the trans- 
 portation of coal from the Warrior ' fields to the sea. 
 In 1884 a 6-foot slack-water project was inaugurated for 
 the Black Warrior river in the vicinity of Tuscaloosa. 
 This project has been gradually extended, and now em- 
 braces the Tombigbee river from its mouth to Demop- 
 olis, the Warrior river from Demopolis to Tuscaloosa, 
 and the Black Warrior from Tuscaloosa to Mulberry 
 and Locust forks. Upon the Tombigbee river the 3 
 required locks have been partially constructed, and of 
 the 6 locks planned for the Warrior river, 3 have been 
 completed and the b alance are under construction. Of 
 the 1 1 locks required upon the Black Warrior river, 4 
 have been completed and 2 more are under construc- 
 tion. The Fifty-ninth Congress appropriated $350,000 
 toward the completion of the improvements on these 
 rivers and gave the Secretary of War authority to 
 enter into contracts for a sum not to exceed $1,842,000, 
 to be hereafter appropriated. 
 
 At the Muscle Shoals canal a railroad nearly 15 
 miles in length is operated in connection with its 
 maintenance. A bucket dredge is kept on the canal 
 to remove bars as fast as they are formed by the 
 inrush of 15 streams. 
 
 Mississippi. — The rivers, harbors, and passes of the 
 state have been improved regularly, but there are no 
 canals or canalized rivers. 
 
 Louisiana and Arkansas. — The mouths of the Mis- 
 sissippi furnish a notable system of internal waterways. 
 The principal stream has a depth suitable for ocean 
 shipping for hundreds of miles, or to the mouth of the 
 Eed river. There are also bayous stretching to the 
 westward through plantations where steamers can load 
 with sugar cane, rice, cotton, etc. A number of private 
 ship canals are also a part of this system of inland 
 communication. One of these is the Barataria and 
 Lafourche canal, known as the company's canal. It 
 extends from the Mississippi opposite New Orleans to 
 the Atchaf alaya river at Morgan City, running through 
 5 parishes and crossing or connecting with 23 navi- 
 gable streams or lakes. Several of the bayous and 
 rivers of the state are under improvement by the Fed- 
 eral Government. 
 
 The improvement of the Ouachita river by the 
 United States commenced in 1871. At that time 
 navigation was much obstructed at all stages, and the 
 greater part of the river was navigable at low water. 
 The project of 1S71 contemplated temporary improve- 
 ment from Trinity, La., to Arkadelphia, Ark., by re- 
 moval of snags, etc., and by dredging the worst bars. 
 32576—08 16 
 
 In 1872 a project was adopted for locks and dams to 
 give a depth of 4 feet from Trinity to Camden, Ark., 
 but this project was abandoned two years later. The 
 project under which work continued after 1874 con- 
 templated the removal of obstructions below Camden, 
 Ark. The 56 miles known as Black river, below Trin- 
 ity to Red river, La., were added to the project in 1884. 
 The existing project, besides including a continuation 
 of the snagging work, contemplates the construction 
 of 9 locks and movable dams, to afford a navigable 
 depth of 6.5 feet from the mouth of Black river, La., 
 upstream to a point 10 miles above Camden, Ark., a 
 distance of 360 miles. The rivers and harbors act of 
 June 13, 1902, authorized the building of a lock and 
 dam near Monroe, La., 183 miles above the mouth of 
 the river, and a lock and dam near Roland Raft, Ark., 
 238.5 miles above the mouth. At moderately high 
 stages, or for 6 or 7 months of the year, New Orleans 
 steamboats ascend the river to Camden, Ark. ; at me- 
 dium stages they run to Monroe, La.; but during the 
 periods of low water Harrisonburg, La., is considered 
 the head of navigation. The commerce of Ouachita 
 river and its tributaries is considerable and consists of 
 shipments of cotton, cottonseed, lumber, staves, saw 
 logs, and miscellaneous articles, with return freights 
 of general merchandise and plantation supplies. Most 
 of the cotton is shipped to New Orleans, and large 
 quantities of staves for export are sent to that city. 
 
 Texas. — The 25-foot ship canal from the Gulf to 
 Port Arthur, called the Port Arthur canal, was opened 
 in 1899, and is now in charge of the Federal Govern- 
 ment, having been transferred to it by the canal com- 
 pany in 1906. The Galveston and Brazos canal, 
 bought by the United States in 1902 of the navigation 
 company owning it, is 29.5 miles long and has a ruling 
 depth of 3 feet. The Government has already made 
 estimates for a great inland waterway from the Rio 
 Grande to the Mississippi river at Donaldsonville, La. 
 The figures are: Aransas Pass to Pass Cavallo, $65,850; 
 Brazos river to Galveston, $141,528.80; Franklin to 
 Mermentau river, $289,292 — a total of $496,670.80. 
 The section Donaldsonville to Franklin is already under 
 improvement. Another work already begun is the 
 construction of an inland waterway along the coast. 
 ' ' The object of the improvement is to obtain and main- 
 tain a navigable channel depth of 5 feet in a canal 
 along the coast of Texas, underlying the lagoons lying 
 between the islands and the mainland. The improve- 
 ment will develop a light-draft inland navigation which 
 will afford cheap transportation by light-draft steam- 
 ers and barges on the coast country of Texas. More 
 and larger boats with auxiliary gas engines have been 
 built to utilize the improvement. Most of the points 
 to be reached are settlements which railways can not 
 afford to develop, but the improvements are of greater 
 importance to their commercial life." 1 The localities 
 
 ' Report of the Chief of Engineers. I'. S. Army, 1907, River and 
 Harbor Improvements, Part I, page 443. 
 
224 
 
 TRANSPORTATION BY WATER. 
 
 to be improved are West Galveston bay and Brazos 
 River canal; the channel from Aransas Pass to Pass 
 Cavallo, including the Guadalupe river to Victoria; 
 and Turtle Cave channel and Aransas Pass to Corpus 
 Christi. Many of the larger rivers of the state have 
 been improved, one of the principal projects under way 
 being the deepening and canalization of the Trinity to 
 Dallas, 511 miles from its mouth, thus affording a navi- 
 gable waterway which will almost reach the northern 
 border of the state. 
 
 The Morris and Cummings canal is under private 
 ownership. It extends from Corpus Christi bay to 
 Aransas bay, a distance of 9 miles, and has a depth 
 of from 6.5 to 10 feet. 
 
 WESTERN DIVISION. 
 
 Washington. — Eighty miles of the Columbia river are 
 under improvement, between Wenatchee and Bridge- 
 port, and there are plans for further improving parts 
 of the Okanogan and the Pend d' Oreille rivers. The 
 county of King in 1906 voted a bond issue of $500,000 
 to induce the United States to join in the work of 
 constructing a canal, with a depth of 25 feet at low 
 water, connecting Puget Sound with Lake Washington. 
 March 13, 1907, the legislature created a local assess- 
 ment district and empowered it to raise money by 
 taxation to aid in the construction, the money to be 
 expended under the direction of the United States 
 engineer officer. In addition to the payments for 
 the right of way, these sums will provide $1,500,000 
 toward the expense of construction. 
 
 Oregon. — The Columbia river forms the boundary 
 between Oregon and Washington in the lower 330 
 miles of its course. For ships crossing the bar at the 
 mouth of the Columbia river the head of deep-sea 
 navigation is Portland, Oreg., 12 miles up the Willa- 
 mette river, which empties into the Columbia river 
 98 miles from its mouth. Vancouver, Wash., is 
 located on the Columbia river about 5 miles above 
 the mouth of the Willamette river, and channel dredging 
 has furnished low-water navigation to that city for 
 ships drawing 20 feet of water. At the Cascades, 160 
 miles from its mouth, where the Columbia river passes 
 through the Cascade mountains, it is contracted into 
 
 the narrow width of a gorge with steep slope and swift 
 current. The improvement at this place by the 
 Federal Government resulted in the construction of 
 2 locks, with a low-water depth of 8 feet over the 
 miter sills, which were opened to navigation in 1896 
 and enabled vessels drawing not more than 8 feet of 
 water to proceed up the river to The Dalles, about 210 
 miles from the mouth. From the foot of The Dalles 
 rapids to Celilo falls, 12 miles upstream, navigation 
 is completely obstructed by reason of the gorged 
 condition of the channel, obstructing rocks, and 
 powerful currents and eddies. The accepted project 
 for the improvement of this stretch of the river pro- 
 vides for the construction of a canal about 8.5 miles 
 long, 65 feet wide on bottom, and 8 feet deep, with 
 locks 300 feet long and 45 feet wide, at an estimated 
 cost of about $4,000,000. Construction work for this 
 undertaking has been commenced, and when the work 
 is completed through navigation will be possible for 
 light-draft boats to beyond Lewiston, Idaho, 149 
 miles above the mouth of the Snake river, a tributary 
 of the Columbia river. A portage railroad was built 
 and is now operated by the state around the falls and 
 rapids, between The Dalles and Celilo. 
 
 The Willamette River canal at Oregon City belongs 
 to the Portland General Electric Company, is about 
 3,500 feet long, and connects the upper and lower 
 river, heretofore made impassable by falls. 
 
 California.— From 1875 to June 30, 1907, the 
 Federal Government expended $878,749 in improving 
 the Sacramento and Feather rivers. The former is 
 navigable from Sacramento to Red Bluff, 262 miles. 
 The Feather river is navigable for gasoline boats and 
 launches from its junction with the Sacramento to 
 Marysville. The San Joaquin river is also being im- 
 proved. At high water boats go occasionally to 
 Firebaugh, 300 river miles above Stockton. A canal 
 is to be cut to divert the waters of the Mormon channel 
 into the Calaveras river, but the city of Stockton 
 must furnish the right of way. The canalization of 
 the Sacramento and the San Joaquin is suggested as 
 part of a plan to furnish an inland waterway from 
 the upper to the lower part of the state. 
 
 O