'mm m II 1 ; 'i ^ Ill':::;,;: ■' ": t', . 0^ ^ ^cr^ ""^^'^to-O^^M «"'««'*««t;;&c4„o« DEPARTMENT OF COMMERCE ^ ^ BUREAU OF THE CENSUS SAM. L. ROGERS, Director " TRANSPORTATION BY WATER 1916 WASHINGTON GOVERNMENT PRINTING OFFICE 1920 HE n't' f CONTENTS. UNITED STATES. Page. Scope of the census 19 Statistical summary 20 Table 1.— All vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 20 Table 2. — All vessels and craft, exclusive of fishing vessels, per cent of increase: 1889-1916 and 1806-1916 21 Table 3. — All vessels and craft, by occupation, with per cent of total: 1916 21 Steam vessels 21 Table 4. — Steam vessels, exclusive of fishing vessels, by occupation, with per cent of increase and per cent of total: 1916 and 1906 22 Table 5. — Steam vessels, by divisions, with per cent of increase: 1916, 1906, and 1889 22 Table 6. — Steam vessels, per cent in each di\'ision: 1916, 1906, and 1889 23 Table 7. — Steam, Bail, and unrigged vessels, by divisions, with per cent of increase: 1916, 1906, and 1889 24 Table 8. — Steam, sail, and unrigged vessels, with per cent in each division: 1916, 1906, and 1889 25 Unrigged craft 26 Table 9. — Unrigged vessels, by occupation, with per cent of increase and per cent of total: 1916 and 1906 26 Sailing vessels 27 Table 10. — Sail vessels, by occupation, with per cent of increase and per cent of total: 1916 and 1906 27 Table 11. — Sail vessels, by di\'isions, with per cent of increase: 1916, 1906, and 1889 28 Table 12.— Sail vessels, per cent in each division: 1916, 1906, and 1889 28 Schooner barges 28 Table 13.— Schooner barges: 1916 and 1906 29 Ferryboats 29 Table 14. — Ferryboats, by divisions, with per cent of increase: 1916, 1906, and 1889 29 Table 15. — Ferryboats, by districts, with per cent of increase and per cent of total: 1916 and 1906 30 Municipal ferries 31 Table 16. — Municipal ferries, with per cent of increase: 1916 and 1906 31 Table 17.— Municipal ferries: 1916 32 Yachts, steam and sail 32 Table 18. — Yachts, number, gross tonnage, and value, by divisions, with per cent of increase: 1916 and 1906 32 Table 19. — Yachts, per cent of total number, gross tonnage, and value, by divisions and class: 1916 and 1906 33 Government vessels 33. Table 20. — Vessels owned and operated by state and city governments: 1916 and 1906 33 Commercial fishing craft 33 Table 21. — Fishing vessels, by di\'isions, with per cent of total: 1916 34 Table 22. — Fishing vessels, grouped according to gross tonnage, by divisions: 1916 34 Table 23.— Freight carried by fishing vessels: 1916 34 Geographic divisions 35 Atlantic coast and Gulf of Mexico 35 Pacific coast (including Alaska) 35 Great Lakes and St. Lawrence River 35 Mississippi River and its tributaries 35 All other inland waters 35 Table 24. — All classes of vessels and craft, by divisions, with per cent of increase: 1916, 1906, and 1889 35 Character of ownership 36 Table 25. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent of increase and per cent of total: 1916 and 1906 36 Table 26.— Number and gross tonnage of vessels, by character of ownership and by divisions, with per cent of total: 1916 and 1906 37 Table 27.— Number and gross tonnage of steam, sail, and unrigged vessels, by character of ownership and by occupation, with per cent of increase: 1916 and 1906 38 Construction 39 Table 28. — Class, number, and gross tonnage of metal and wooden vessels built in the United States and documented: 1889-1916 39 Table 29. — Number, gross tonnage, and value of vessels in each division, by character of construction, with per cent of increase: 1916, 1906, and 1889 40 Table 30.— Per cent of total gross tonnage of metal, wood, and composite vessels, by di\-isions: 1916, 1906, and 1889 42 Table 31. — Vessels of each occupation in each di\'ision, grouped by character of construction: 1916 43 3 4 CONTENTS. Page. Number and tonnage 44 Table 32. — Gross and net tonnage, with per cent net is of gross tonnage, by class and occupation of vessels: 1916 and 1906 44 Table 33. — Number, gross tonnage, and value of different classes of vessels, by divisions: 1916, 1906, and 1889 45 Table 34. — Vessels grouped according to gross tonnage, by divisions: 1916 and 1906 47 Table 35. — All vessels, grouped according to gross tonnage, by di\isions and class, ^-ith per cent of total: 1916 49 "Valuation of vessels 51 Table 36. — Number, gross tonnage, and value of vessels, by class and character of construction: 1916, 1906, and 1889 51 Table 37. — Number, gross tonnage, and value of vessels, per cent of total, and per cent of increase, by class and character of construction: 1916, 1906, and 1889 ' 51 Table 38. — Number, gross tonnage, and value of vessels, by character of construction and by class and occupation: 1916, 1906, and 1889 '. 52 Table 39. — Average gross tonnage and value per vessel and average value per ton, by character of construction and by class and occupation: 1916, 1906, and 1889 53 Character of power and machine propulsion 54 Table 40. — Vessels propelled Ijy steam and motor, by character of propulsion, gross tonnage and horsepower, with per cent of increase and per cent of total : 1916 and 1906 54 Table 41. — Character of power and propulsion, by divisions: 1916 and 1906 55 Table 42. — Character of propulsion and horsepower of steam vessels, by occupation, with per cent of increase: 1916 and 1906. . 56 Income 56 Table 43. — Gross income — All vessels and craft, by divisions and occupations, with per cent of increase: 1916 and 1906 57 Employees and salaries and wages 59 Table 44. — Employees, and salaries and wages, by divisions, with per cent of increase: 1916 and 1906 59 Freight 60 Table 45. — Freight transported and lighterage or harbor work, with, income from same, by divisions: 1916 60 Table 46. — Freight shipped, by commodities and by divisions: 1916 62 Freight activities of leading ports 62 Table 47. — Total shipments and receipts for the principal ports in the United States: 1916 63 Table 48. — Number of tons carried by vessels engaged in lighterage or harbor work, by divisions: 1916 and 1906 63 Table 49. — Value of the foreign trade of the United States in American and foreign vessels: 1889 to 1916 64 Table 50. — 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 1916 64 Passengers 65 Table 51. — Number of passengers, by divisions, with per cent of increase: 1916 and 1906 65 Table 52. — Passengers reported for the principal districts of the United States Steamboat-Inspection Service: 1916 and 1906. . 65 Idle vessels 66 Table 53. — Number and tonnage of active and idle vessels, by class: 1916 and 1906 66 Table 54. — Number and gross tonnage of idle vessels, by occupation: 1916 66 Table 55. — Idle vessels, grouped according to gross tonnage, by divisions: 1916 67 Table 56. — 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 1916 68 Porto Rico and Hawaii 70 Porto Rico 70 Table 57.— All vessels and craft, by classes: 1916 and 1906 70 Hawaii 1 70 Table 58.— All vessels and craft, by classes: 1916 and 1906 70 Canal boats 71 Table 59.— Canal boats, by divisions: 1916 and 1906 71 Table 60. — Steam vessels operating on canals: 1916 and 1906 71 Canals and canalized rivers 72 Table 61. — Number, mileage (including slack water), and cost of canals and canalized rivers in the United States: 1916, 1906, 1889, and 1880 72 Table 62.— Length and cost of abandoned canals and canalized rivers: 1916, 1906, 1889, and 1880 73 Table 63. — Name, length, and cost of construction of canals abandoned between 1906 and 1916 73 Table 64. — Tons of freight carried on state and corporation canals, Government canals, and canalized rivers: 1916, 1906, 1889, and 1880 73 Table 65. — Net tonnage of vessels and total freight passing through both American and Canadian canals at Sault Ste. Marie: 1895 to 1916 74 Table 66. — Net tons of freight carried on ship canals, including canalized rivers, and all other canals: 1916, 1906, 1889, and 1880 74 Table 67. — Tons of freight carried on state and corporation canals. Government canals, and canalized rivers: 1916, 1906, 1889, and 1880 75 Table 68. — Number, dimensions, date of construction, and cost of state and corporation canals. Government canals, and canal- ized rivers: 1916 76 Table 69. — All vessels, by class, occupation, and division: 1916 78 Table 70. — All vessels, by class, ownership, and division: 1916 84 CONTENTS. 5 DIAGRAMS. Page. Diagram 1.— Gross tonnage of steam, sail, and unrigged vessels, by divisions: 1916, 1906, and 1889 23 Diagram 2.— Value of steam, sail, and um-igged vessels, by divisions: 191G, 1906, and 1889 25 Diagram 3. — Gross tonnage of vessels, by character of ownership and by divisions: 1916 and 1906 37 Diagram 4.— Grose tonnage of vessels, by divisions and character of construction: 1916, 1906, and 1889 41 Diagram 5.— Value of vessels, by divisions and character of construction: 1916, 1906, and 1889 42 Diagram 6. — Income of vessels, by divisions and by occupation: 1916 and 1906 5g Diagram 7. — Freight transported and lighterage or harbor werk, by divisions: 1916 61 ATLANTIC COAST AND GULF OF MEXICO. Scope of the report gg Uses of the words 'ton'' and "tonnage" go The Atlantic and Gulf coast fleet gg Table 1. — All vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 gg Table 2. — All vessels and craft, exclusive of fishing vessels, per cent of increase: 1889-1916 and 1908-1916 90 Table 3. — All vessels and craft, by occupation, with per cent of total: 1916 gj Table 4. — Steam vessels, by occupation, with per cent of increase and per cent of total: 1916 and 1906 91 Table 5. — Unrigged vessels, by occupation, with per cent each class is of total: 1916 and 1906 92 Table 6. — Sail vessels, by occupation, with per cent each class is of total: 1916 and 1906 92 Table 7.— Schooner barges: 1916 and 1906 ......'....."." 92 Ferryboats g2 Talkie 8.— Ferryboats, by districts, with per cent of increase and per cent of total: 1916 and 1906 g3 Table 9. — Municipal ferries, with per cent of increase: 1916 and 1906 g3 Government vessels gg Table 10. — ^Vessels owned by state and city governments: 1916 and 1906 93 Fishing craft g^ Table 11.— Fishing vessels: 1916 94 Table 12. — Fishing vessels grouped according to gross tonnage: 1916 g4 Ownership of vessels 9^ Table 13. — Ownership for steam and sail vessels: 1916, 1906, and 1889 94 Table 14. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent of increase and per cent of total: 1916 and 1906 g5 Classification of vessels by occupation gg Table 1.5.— Number and gross tonnage of vessels, by character of ownership and by class and occupation: 1916 and 1906 95 Construction gg Table 10. — Number, gross tonnage, and value of vessels, by character of construction and by class and occupation: 1916, 1906 and 1889. ' ' gg Tonnage of vessels 97 Table 17. — Gross and net tonnage, with per cent net is of gross tonnage, by class and occupation of vessels: 1S16 and 1906 9g Table 18. — Number, gross tonnage, and value of different classes of vessels: 1916, 1906, and 1889 9g Table 19. — ^Vessels grouped according to gross tonnage: 1916 and 1906 gg Table 20. — Average gross tonnage and value per vessel, and average value per ton: 1916, 1906, and 1889 99 Character of propulsion and horsepower jqq Table 21. — Vessels propelled by machinery, by character of propulsion and kind of power: 1916 and 1906 100 Table 22. — Character of propulsion and horsepower of vessels propelled by machinery, by occupation: 1916 and 1906 100 Income jOO Table 23. — Gross income — All vessels and craft, exclusive of fishing vessels, by occupation, with per cent of increase: 1916 and 1906 200 Employees and salaries and wages jqj^ Table 24. — Employees and salaries and wages, ^-ith per cent of increase; 1916 and 1906 101 Freight lOi Table 25. — Freight shipped, by commodities: 1916 and 1906 101 Table 26. — Shipments and receipts of principal commodities, by ports: 1916 and 1906 102 Traffic at and about New York City .■ 105 Table 27.— Shipments and receipts of principal commodities at Bayonne, Elizabethport. Hoboken. Jersey City, Newark, New York, Perth Amboy. Port Johnson, Port Reading. South .\mboy, and Weehawken: 1916 105 Imports and exports , IQg Table 28.— Total value of imports and exports of merchandise, by customs districts, year ending June 30, 1916 106 passengers transported IO7 Talile 29.— Number of passengers: 1916, 1906, and 1889 IO7 Table 30.— Pa^engers reported for each district of the United States Steamboat Inspection Service on the Atlantic coast and Gulf of Mexico, for fiscal year ending June 30, 1916 IO7 Idle vessels 107 Table 31.— Idle vessels: 1916 and 1906 ' io7 Table 32. — Idle vessels grouped according to gross tonnage: 1916 lOg Porto Rican commerce 108 Table 33.— Vessels operating locally at Porto Rico: 1916 and 19C6 lOg « CONTENTS. Page. Vessels engaged in foreign commerce 108 Tal)le 34. — Vessels entered and cleared in the foreign trade, by customs districts: 1916 109 Table 35. — -Vll vessels, by cla.ss, occupation, and ownership: 1916 110 DIAGRAMS. Diagram 1. — Gross tonnage of all vessels, exclusive of fisliing vessels, by classes: 1916, 1906, and 1889 90 Diagram 2. — Value of all vessels, exclusive of fishing vessels, by classes: 1916, 1906, and 1889 90 Diagram 3. — Gross income of all vessels, exclusive of fislung vessels, steam, including unrigged and sail: 1916, 1906, and 1889 90 Diagram 4. — Gross tonnage of vessels, by class and character of construction : 1 016, 1906, and 1889 97 Diagram 5. — Value of vessels, by class and character of construction : 1916, 1906, and 1889 97 PACIFIC COAST. Scope of the report 117 General summary , 118 Table 1.— All vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 118 Table 2. — All vessels and craft, exclusive of fishing vessels, per cent of increase: 1889-1916 and 1906-191t) 118 Table 3. — All vessels and craft, by occupation, with per cent of total: 1916 119 Table 4. — Number, gross tonnage, and value of vessels, by class and occupation: 1916 and 1906 120 Railway sliipping .i 121 Table 5. — Craft operated in connection with steam railroads: 1916 and 1906 121 Government vessels 121 Table 6. — Vessels owned and operated by state and city governments: 1916 and 1906 121 Ferryboats 121 Table 7.— Ferryboats: 1916 and 1906 121 Fishing craft 122 Table 8— Fishing vessels : 1916 122 Ownersliip of vessels 122 Table 9.— Ownership of steam and sail vessels: 1016, 1906, and 1889 122 Table 10. — Number, gross tonnage, and value of vessels, by class and by character of ownership, with per cent of increase: 1916 and 1906 123 Number and tonnage of vessels 123 Table 11. — Vessels grouped according to gross tonnage: 1916 and 1906 124 Construction and valuation 123 Table 12.^Number, gross tonnage, and value of vessels, by class and occupation and by character of construction: 1916, 1906, and 1889 124 Table 13. — Number, gross tonnage, and value of vessels, by class and by character of construction, with per cent of total and per cent of increase: 1916, 1906, and 1889 126 Table 14. — Average gross tonnage and value per vessel and average value per gross ton: 1916, 1906, and 1889 126 Character of propulsion and horsepower 127 Table 15. — Number, gross tonnage, and horsepower of vessels, by character of propulsion and power, with average tonnage and horsepower: 1916 and 1906 127 Table 16. — Character of propulsion and horsepower of vessels propelled by machinery, by occupation: 1916 and 1906 128 Income 128 Table 17. — Gross income — All vessels, exclusive of fishing vessels, by class and occupation, with per cent of increase: 1916 and 1906 128 Employees and salaries and wages 129 Table 18. — Employees and salaries and wages, with per cent of increase: 1916 and 1906 129 Freight 129 Table 19. — Shipments and receipts of principal commodities by selected ports: 1916 130 Table 20.— Freight shipments from selected ports: 1916 and 1906 131 Passengers 131 Table 21. — Number of passengers, with per cent of total and per cent of increase: 1916, 1906, and 1889 131 Idle vessels 131 Table 22.— Idle vessels: 1916 and 1906 131 Table 23. — All vessels, by class, occupation, and ownership: 1916 132 DIAGRAMS. Diagram 1. — Gross tonnage of all vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 118 Diagram 2. — Value of all vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 118 Diagram 3. — Gross income of all vessels and craft, exclusive of fislung vessels: 1916, 1906, and 1889 118 Diagram 4. — Gross tonnage of vessels by class and character of construction: 1916, 1906, and 1889 125 Diagram 5. — Value of vessels by class and character of construction : 1916, 1906, and 1889 125 GREAT LAKES AND ST. LAWRENCE RIVER. Scope of the report 137 General summary 137 Table 1.— All vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 137 CONTENTS. 7 Page. Table 2. — Water transportation, United States and the Great Lakes and St. Lawrence River: 1916 and 1906 139 Undocumented craft 139 Table 3. — Number and gross tonnage of active and idle undocumented craft: 1916 and 1906 139 Steam, sail, and unrigged craft 139 Table 4. — Nimiber, gross tonnage, and value of different classes of vessels: 1916, 1906, and 1889 140 Table 5. — Number and gross tonnage of different classes of vessels, with average tonnage per vessel: 1870 to 1916 140 Construction 140 Table 6. — Number, gross tonnage, and value of vessels, by character of construction: 1916, 1906, and 1889 141 Table 7. — Number and gross tonnage of metal and wooden vessels, with average tonnage per vessel : 1875 to 1916 141 Table 8. — Number of vessels, tonnage, horsepower of engines, and value, by character of construction and class: 1916 and 1906. . 142 Tonnage of vessels 142 Table 9. — All vessels grouped according to gross tonnage: 1916 142 Valuation of vessels 142 Table 10. — Value of vessels — Per cent of total, by class and character of construction: 1916, 1906, and 1889 143 Government vessels 143 Table 11: — Vessels owned and operated by state and city governments: 1916 143 Fishing vessels 143 Table 12.— Fishing vessels: 1916 144 Income 144 Table 13.— Gross income: 1916 and 1906 144 Freight 144 Table 14. — Shipments and receipts of different commodities, with per cent of total for each commodity: 1916, 1906, and 1889. . . 144 Tonnage by ports 145 Table 15. — Shipments and receipts of freight at principal ports on the Great Lakes and St. Lawrence River, with per cent of total shown for each port: 1916, 1906, and 1889 145 Iron ore 146 Table 16.— L:on ore movement, by ports: 1916, 1906, and 1889 146 Coal - 146 Table 17.— Coal movement, by ports: 1916, 1906, and 1889 146 Lumber 147 Table 18.— Lumber movement, by ports: 1916, 1906, and 1889 14; Grain 147 Table 19. — Grain movement, by ports: 1916 147 Freight, by ports and commodities 147 Table 20. — Shipments and receipts at principal ports, of principal commodities: 1916 148 Passengers 148 Table 21.— Passengers carried: 1916, 1906, and 1889 148 Railway car ferries 149 Table 22.— Car ferries: 1916 and 1906 149 Employees and wages 150 Table 23. --Employees and wages, by class, with per cent of increase: 1916 and 1906 150 Ownership of vessels 1.50 Table 24. — Number, gross tonnage, and value of vessels, by character of ownership, with per cent in each class: 1916 and 1906. . 150 Table 25. — Number and gross tonnage of vessels, by character of ownership and by occupation: 1916 and 1906 151 Classification of vessels by occupation 151 Table 26. — All vessels, exclusive of fishing vessels, by occupation, with per cent of increase and of total: 1916 and 1906 151 Idle vessels 151 Table 27.— Idle craft: 1916 151 Character of propulsion and horsepower 152 Canal and river traffic 152 Sault Ste. Marie Canals 152 Table 28.— Sault Ste. Marie Canal traffic: 1906 to 1916 152 Table 29.— Comparison of traffic of the Sault Ste. Marie and Suez Canals: 1906 to 1916 153 Detroit River traffic 153 Table 30. — Commerce passing through the Detroit River: 1906 to 1916 153 Duluth-Superior 153 Table 31.— Commerce of Duluth-Superior Harbor: 1306 to 1916 153 Table 32. — All vessels, by class, occupation, and ownership: 1916 154 DIAGRAMS. Diagram 1. — Gross tonnage of all vessels, by classes: 1916, 1906, and 1889 140 Diagram 2.— Value of all vessels, by classes: 1916, 1906, and 1889 140 Dia^am 3. — Gross tonnage of all vessels, by character of construction: 1916, 1906, and 1889 141 Diagram 4. — Value of all vessels, by character of construction: 1916, 1906, and 1889 141 Diagram 5. — Net tonnage passing through the Sault Ste. Marie and the Suez Canals: 1906 to 1916 153 Map — Great Lakes transportation routes 138 8 CONTENTS. MISSISSIPPI RIVER AND ITS TRIBUTARIES. Scope of the report 161 General summary 161 Table 1.— All vessels and craft, exclusive of fishing vessels: 1916, 1906, and 1889 ; 162 Table 2.— All vessels and craft, exclusive of fishing vessels, per cent of increase: 1889-1916 and 1906-1916 162 Census of 1880 163 Table 3. — Merchant steam marine: Rivers of the Mississippi Valley — Census of 1880 163 Table 4. — All vessels and craft operated in the United States and on the Mississippi river and its tributaries separately, with per cent those operated on the Mississippi River and its tributaries form of the total for the United States: 1916, 1906, and 1889 163 Table 5. — Number and gross tonnage of all vessels and craft operated in the United States and on the Mi&sissippi River and its tributaries separately, by occupation, with per cent those on the Mississippi River and its tributaries form of total for the United States: 1916, 1906, and 1889 164 Construction 164 Propulsion 164 Kind of power used 164 Size 164 Ownership 164 Employees and salaries and wages 164 Income 164 Freight 164 Passengers 164 Ferryboats 164 Other classes of statistics 164 Construction 164 Table 6. — Number, gross tonn.age, and value of vessels, by character of construction and by class and occupation: 1916 and 1906. 165 Table 7. — Number, gross tonnage, and value of vessels, l)y character of construction and by class and occupation, per cent of total: 1916 and 1906 '. 165 Propulsion and power 166 Table 8. — Number and gross tonnage of vessels propelled by machinery, by character of propulsion and by occupation, with per cent of total : 1910 and 190G 166 Table 9. — Number, gross tonnage, and horsepower of vessels propelled by machinery, by occupation, with per cent of total: 1916 and 1906 166 Table 10. — Number, gross tonnage, and horsepower of vessels propelled by machinerj', by kind of power, and character of pro- pulsion, with per cent of total: 1916 and 1906 167 Tonnage of vessels 167 Table 11. — Vessels grouped according to gross tonnage: 1916 and 1906 167 Ownership 168 Table 12. — Number, gross tonnage, and value of vessels, by class, ownership, and occupation, with per cent of total: 1916 and 1906 168 Table 13.— Ownership concentration : 1916 and 1906 169 Employees and salaries and wages 169 Table 14. — Employees and salaries and wages, by occupation of vessel, with per cent of increase: 1916 and 1906 170 Income 170 Table 15. — Gross income of all vessels and craft, by source of income and by occupation of vessel, with per cent of increase and per cent of total: 1916 and 1906 170 Freight 171 Table 16. — Freight shipments and lighterage, by class and river system, with amoimt and per cent of increase: 1916, 1906, and 1889 171 Table 17. — Freight, by commodities, with amount of increase: 191G, 1906, and 1889 171 Table 18. — Freight shipments and receipts, by river systems and rivers, with per cent of increase : 1916 and 1906 172 Table 19. — Freight shipments and receipts, by river systems and rivers, per cent of total: 1916 and 1906 172 Table 20. — Freight sliipments, by commodities (tons of 2,000 pounds) and class of vessels: River systems, 1916 and 1906; and rivers, 1916 173 Table 21. — Freight shipments, per cent distribution, by class of vessels: 1916 and 1906 174 Table 22. — Railway car freight, by commodities (tons of 2,000 pounds): 1916 175 Table 23. — Per cent distribution of freight shipments, by commodities: 1916 and 1906 175 Table 24. — Freight receipts, by commodities (tons of 2,000 pounds) : River systems, 1916 and 1906; and rivers, 1916 175 Commerce of the rivers 176 Ohio and its tributaries 176 Freight 176 Passengers 176 Monongahela 177 Allegheny 177 Middle Island Creek 177 Muskingum 177 Little Kanawha 177 Kanawha 177 CONTENTS. 9 CJommerce of the rivers — Continued. Ohio and its tributaries — Continued. Page. BigSaudy 17S Scioto j-g ' Kentucky jyg Green and Barren 17g Wabash and ^^■hite 17g Cumberland 17g Tennessee j79 The Mississippi and its tributaries (other than the Ohio) I79 Freight I79 Lighterage jgO Passengers jgO Minnesota jgl St. Croix Ig]^ R<^k 181 Des Moines Igl Illinois Igl Missouri Igl Hatchie 182 St. Francis Ig2 White and Black of Arkansas Ig2 Arkansas Ig2 Yazoo and Sunflower Ig2 Ouachita and Black of Louisiana, Tensas, and Macon Bayou 182 Red 183 Atchafalaya 183 Lafourche 183 Freight movement — By ports 183 Table 25.— Freight movement (tons of 2,000 pounds), by ports: 1916 and 1906 183 Table 26.— Freight and harbor work for ports reporting in 1916 a total of over 100,000 tons: 1916 and 1906 184 Table 27. — Freight shipments and receipts, by commodities and by ports, and total freight handled by ports: 1916 184 Table 28. — Harbor work, by river systems, 1916 and 1906: Rivers and ports, 1916 186 Passengers 186 Table 29.— Number of passengers, by river systems, with per cent of increase and per cent of total: 1916, 1906, 1889, and 1880. . 186 Table 30. — Number of passengers, by class of vessels and by river systems and rivers: 1916 187 Ferryboats 187 Table 31. — Ferryboats, with per cent of increase: 1916, 1906, and 1889 187 Table 32. — Ferryboats, by river systems: 1916 and 1906 188 Table 33. — Ferryboats, by districts, with per cent in each district: 1916 and 1906 188 Municipal ferries 189 Ya.'. . i 208 Table 20.— Canals of New York— Freight carried, by canals: 1916 and 1906 208 Table 21. — Canals of New York — Way and through freight, carried east and west, by commodities: 1916 209 Table 22.— Canals of New York— Freight to New York City, by commodities; 1916 and 1906 ., 209 Table 23. — Canals and other inland waters of New York state — Freight, by commodities: 1916 and 1906 209 Table 24. — Hudson River and New York City — Freight to and from New York canals, by commodities: 1916 and 1906 — 210 Table 25.— Hudson River traffic: 1916 and 1906 210 Table 26. — Hudson River receipts and shipments of freight, by commodities: 1916 and 1906 211 Traffic with Canada 211 Freight on inland waterways of states other than New York 211 Table 27. — Freight carried on canals and other inland waters of states, exclusive of New York, by commodities and by divisions and states: 1916 211 Maine 212 Freight on lakes of Maine: 1916 212 New Hampshire 212 Vermont 212 New Jersey 212 Freight on canals of New Jersey: 1916 212 Pennsylvania 212 Freight on waterways of Pennsylvania: 1916 212 Maryland 212 Virginia 212 Georgia 212 Ohio 212 Illinois 212 Freight on canals of Illinois: 1916 212 Wisconsin 213 Freight on waterways of Wisconsin: 1916 213 Minnesota 213 Freight on waterways of Minnesota: 1916 213 Missouri 213 Louisiana 213 Arkansas 213 Montana 213 Freight on lakes in Montana: 1916 213 CONTENTS. 11 Freight — Continued . Freight on inland waterwaya of states other than New York — Continued. Page. Idaho 213 PVeight on waterways of Idaho: 191G 213 Arizona 213 Washington 213 Oregon 213 California 213 Passengers 213 Table 28. — Canals and other inland waters of New York state and all other states — Passengers on steam vessels, by states: 1916 and 1906 214 Table 29. — Canals and other inland waters of New York state — Regular and excursion passengers on steam vessels, by canals and lakes: 1916 214 Congressional appropriations 215 Congressional appropriations for the survey, improvement, and maintenance of the harbors and tributary streams of Lake Cham- plain, by periods and localities 215 Congressional appropriations for the survey, improvement, and maintenance of Red River (of the North) and Warroad Harbor and River 215 Table 30. — All vessels, by class, occupation, and ownership: 1916 216 THE DEVELOPMENT OF INLAND WATERWAYS. General review 218 North Atlantic division 219 Massachusetts 219 New York 219 New Jersey 220 Pennsylvania 220 South Atlantic division 221 Delaware 221 Maryland 221 Virginia 222 West Virginia 222 North Carolina 222 South Carolina 222 Georgia 223 Florida 223 North Central division 224 Ohio 224 Indiana 224 Illinois 224 Michigan 225 Wisconsin 225 Minnesota 226 Missouri 226 South Central di\-ision 227 Kentucky and Tennessee 227 Alabama 227 Mississippi 228 Arkansas 228 Louisiana 228 Texas 228 Western division 229 California 229 Oregon and Washington 229 Alaska 229 DIAGRAMS. Diagram 1. — Gross tonnage of vessels propelled by machinery, operating on canals and other inland waters: 1916 199 Diagram 2. — Value of vessels propelled by machinery, operating on canals and other inland waters: 1916 200 Diagram 3. — Gross income of vessels propelled by machinerj', operating on canals and other inland waters: 1916 200 Diagram 4. — Gross income and source of income — All vessels and craft, exclusive of fishing ^•essels, by di%'ision: 1916 and 1906. . . . 206 Diagram 5. — Gross income — All vessels and craft, exclusive of fishing vessels, by division and occupation: 1916 and 1906 207 ILLUSTRATIONS. Facing page. Steamer Agawam 90 Steamer James Timpson 91 Schooner Dorothy Palmer 92 Steamer Faith 126 Steamer City of Detroit III 142 Iron ore dock at Duluth, Minn 143 12 LETTER OF TRANSMITTAL. Depaktment of CoMirERCE, Bureau of the Census, Washington, D. C, October 9, 1919. Sir: I transmit herewith the report containing the results of the census of transportation by water. Tliis census was taken in conformity with the act of Congress of March 6, 1902, as amended by act of June 7, 1906. The work of obtainmg the data for the report was done by clerks detailed from the permanent force of the bureau and by correspondence, the statistics being secured durmg the year 1917 and covering the calendar year 1916. The data were collected and the report prepared under the supervision of Eugene F. Hartley, chief statis- tician for manufactures. Acknowledgment is also made of the services of the following, who prepared the tables and text for the various sections of the report: Frederic G. Swett, F. W. Chase, Francis N. Stacy, Story B. Ladd, John G. Hawes, and Elmore W. Sanderson. Respectfully, Sam. L. Rogers, Director oj the Census. To Hon. WiLLLiM C. Redfield, Secretary oj Commerce. 13 TRANSPORTATION BY WATER: 1916 United States Atlantic Coast and Gulf of Mexico . Pacific Coast Great Lakes and St. Lawrence River Mississippi River and Its Tributaries Canals and Other Inland Waters Page. 19 89 117 137 161 197 15 UNITED STATES lieSlS^"— 20 2 17 TRANSPORTATION BY WATER TAKEN AS OF DECEMBER 31, 1916 UNITED STATES SCOPE OF THE CENSUS. The census of transportation by water covers the calendar year 1916 and includes all American docu- mented and xmdociunented vessels or craft of 5 tons net register or over, whether propelled by machinery, by the use of sails, or unrigged. In addition to limit- ing the vessels included in the census to those with a net register of 5 tons or over, reports were not secm-ed for stationary wharf boats, scows, or craft vised for storage purposes and house boats without propellmg machinery used largely for residential purposes. No reports were required for vessels owned by the Federal Government or for vessels under foreign reg- istry, even if the latter were engaged ia commerce between the United States and foreign countries All operations of American-owned vessels or craft were reqxured to be reported, whether the traiSc was along the coast, or on the rivers, lakes, or canals of the United States and its noncontiguous territories, or between American and foreign ports, or between foreign ports only. The statistics for Alaska for 1916, as in 1906, are included with those for the Pacific coast. Those for Hawaii and Porto Rico are given separately, but are not included in the general totals for the United States. Craft operating exclusively in the waters of the PhUippine Islands or between Philippine ports and foreign countries were not reported. The census of 1916 includes vessels of 5 tons or over engaged in the fisheries. This class of vessels was not taken at the census of 1906, for which reason the sta- tistics for fishiug vessels are omitted in all compara- tive tables m this report, but are shown in those relat- ing solely to 1916. Vessels that were in operation diu-uig the whole or any part of the year are classed as "active craft" as distinguished from those that were "idle" during the entire year. The general tables in this report refer exclusively to " active craft." The statistics for " idle vessels," which are shown by classes, tonnage, and value, are given in a separate presentation. The managing owners of a number of vessels 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 it is difficult and sometimes impossible to reach them through the mail. It is probable, therefore, that a few of these vessels were omitted from the canvass. In the aggregate, however, these omissions were insignificant and in no way impair the value of these statistics. The schedide used at the census of 1916 contained inquiries concemiag the character of ownership, the class of the craft operated, the gross and net tonnage, character of materials from which constructed, motrre power, waters in which operated, terminal pouits of regular routes, commercial value of the craft, gross income for the year, persons employed and amount paid in salaries and wages, number of passengers car- ried, and the quantity of different varieties of freight shipped from and delivered at the principal United States ports, and at foreign ports as a whole. This section of the report contains a summary of the statistics for the United States as a whole, and pre- sents most of the features developed by the schedule. The details, however, for each of the five divisions (At- lantic coast and Gulf of Mexico ; Pacific coast, including Alaska; the Great Lakes and St. Lawrence River; the Mississippi River and its tributaries; and Canals and other uiland waters) are presented in greater detail in separate sections which foUow in the order named. In deference to the wishes of the shipownei-s, 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 mquiries were made concerning expenses other than the amoimts paid in salaries and wages. The primary object of the census, moreover, was to show the mag- nitude of the transportation interests on the different waters of the United States, and it was beUeved that this could best bo accomplished by a simple schedule appUcable to all classes of craft, without attempting to secure data covering such expenses as repairs, new sails, boilers, engines, etc., taxes, insurance, dockage charges, depreciation, etc. Conclusions, therefore, in regard to profits or losses can not fairly be made from these statistics. 19 20 TRANSPORTATION BY WATER. The statistics for 1889 havo been omitted from many of the comparative tables of tliis report. In 1889 re- ports for tlie several divisioas were not secured on a uniform basis; the totals for some included pile driv- ere, dredges and the necessary scows, while others did not, and the Pacific coast was the only division which included fisliing vessels. la addition, there was a lack of uniformity in reporting income, employees, wages, passengers, and freight, and much of tliis in- formation had to be estimated in the office. It is evi- dent, therefore, that the totals for 1889 should not be used for exact comparison with those for 1906 and 1016. STATISTICAL SUMMARY. Table 1 shows, by classes of vessels (steam, sail, and uimgged), the number, gross tonnage and value, the gross income, number employed on vessels and total salaries and wages, the number of passengers, and tlio net tons of freight carried, uacluding lighter- age or harbor work, for the censuses of 1916, 1906, and 1889. As previously stated, vessels engaged in the fisheries, for which reports were seciu-ed in 1916, are not mcluded in any of the comparative tables of this report, because statistics concerning such vessels were not secured in 1906 or 1889. Table 1.— .\LL VESSELS AND CRAFT, EXCLUSIVE OF FISHING VESSELS: 1916, 1906, AND 1889. Ntmibcr of vessels Gross tonnage Valuo of vessels Gross Income Numter employed on vessels Wages Numlxir of passengers carried Freight and harbor work (tons of 2,000 pounds) '. Freight carried Harbor work s 1916 37,894 12, 249, 990 $959,925,354 $563,730,367 153,301 $103,235,534 331,590,565 381,352,926 258,002,011 123,350,315 190C 37,321 12,893,429 $507,973,121 $294,854,532 140,929 $71,636,521 366,825,663 «265,545,8M « 177,519,758 88,026,046 1889' 30,485 8, 359, 135 «20l>,9a2,352 =$161,994,066 '113,870 '$41,482,812 198,992,438 129,S51,ri58 (') (') STEAM (rNCLUnES CRAFT PROPELLED BV MACUINEKY). 14, 581 6,097,562 $802,155,109 $524,238,639 139,264 $95, 838, 913 331, 589, 698 194, 248, 794 187,862,129 6,386,005 1906 1S89 9,927 4,059,521 $388,772,727 $262,167,342 115,525 $61,265,474 366, 800, 748 (') 5,603 1,710,073 $131,567,427 '$113,715,700 < 70,347 '$28,521,220 198,992,438 (') (M (') SAIL (mClUDES SCHOONER BARGES, ETC.), 1916 3,002 1,171,174 $60,550,495 $39,497,728 14,037 $7,396,621 867 16,877,349 16,782,009 7,131 1,704,277 $56,206,145 $32,687,190 1906 1889 I 7,945 1,675,706 $53,192,972 $48,278,366 25,404 '43, ,523 $10,371,047 '$12,961,592 24,915 (') (') (') 0) UNRIGQED. 1916 20,311 4,981,254 $97,219,760 « h (>) 170,226,783 53,358,473 116,868,310 1906 20,263 7,12',l.i;31 $64,994,249 (') 1S89 16,937 4,973,356 $22,231,953 (») « !') J 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. sExclusivo of income fur canal boats, 3 Included instatistics forsteara vessels. ' Kxchisivo of employees and wages on canal boats, and employees and wages on yachts on the Atlantic coast. Q Statisti'^s for freight not strictly comparable. The total for 1916 is exclusive of 80,048 tons of freight carried on fishing vessels . Such craft were not fully reported by the Census Ulhco at prior censuses. * Includes 2,003,453 net tons of bunker coal. ^ Figures not available. '^ Exclusive of harbor work on the Great Lake^, in 1906. The total active fleet of the United States in 1916, ■exclusive of fisliing vessels, numbered 37,894 vessels with a gross tonnage of 12,249,990 and a valuation of $959,925,364. Although there was a decrease of 643,439, or 5 per cent, in the tonnage during the 10 years from 1906 to 1916, the increase in valuation, $451,952,243, or 89 per cent, is marked. The increase in valuation was due to the great demand for tonnage created by the war. The gross income of the vessels reported for 1916 was $563,736,367 as compared with $294,854,532 in 1906, an increase of $268,881,835, or 91.2 per cent. The number of passengers carried shows a decrease of 35,235,098, or 9.6 per cent. This decrease was due chiefly to the reduction in ferry travel in New York City district caused by the construction of bridges and tunnels, or tubes, since 1906. The total shown for 1916, 331,590,565, is larger than that given by the Supervising Inspector General of the Steamboat- Inspection Service for the year ended June 30, 1916.' The census report covers the calendar year 1916 and includes the number of passengers carried on vessels that are not required by law to report such data to the Steamboat-Inspection Service. The increase in quantity of freight carried, including harbor work, dm-ing the 10 years was 115,807,122 net tons, or 43.6 per cent. The percentage of increase was slightly more for actual freight than for harbor work. It is interesting to note that for the 27 years shown in the table, 1889 to 1916, there was an increase of 7,409, or 24.3 per cent, in number of vessels; of 3,890,855, or 46.5 per cent, in gross tonnage; and of $752,933,012, or 363.7 per cent, in their value. Percentages of increase, based on the figures in Table 1, 1889 to 1916, and 1906 to 1916, are given in Table 2. ' Report to the Secretary of Commerce, p. 22. UNITED STATES. 21 Table 2. — All Vessels and Craft, Exclusive op Fishing Vessels, Per Cent of Increase: 1889-1916 and 1906-191G. The decreases from 1906 to 1916 which seriously aiTect the totals sho^vn in the table for the United States for all craft combined, with two exceptions, the tonnage of imrigged craft and the number of passen- gers carried by steam vessels, are due to the decline in the tonnage of sailing vessels. The only increases shown for sailing vessels are in value and in gross in- come, due to the exceptional demand for tonnage in 1916. The reduction in number of passengers car- ried, as already explained, was practically due to local ferry conditions in the New York City district. The loss in unrigged tonnage was confined to two divi- sions — the Mississippi River and its tributaries, and Canals and other inland waters, located chiefly in the former division. 1 A minus sign ( — ) denotes decrease. Table 3.— ALL VESSELS AND CRAFT, BY OCCUPATION, WITH PER CENT OF TOTAL: 1916. PER CENT OF I^'CREASE 1. Total. Steam. Sail. Unrigged. 1906- 1916 1889- 1916 19«6- 1916 1889- 1916 1906- 1916 1889- IUI6 1906- 1916 1889- 1916 Number of vessels Gross tonnage 1.5 -5 SU 91.2 8.8 44.1 -9.6 43-6 45.3 40.1 24. 3 41-,. 5 363.7 24S.0 34.6 148.9 66.6 193.7 46.9 5f>.2 107.4 100.0 20.5 56.4 -9.6 160.2 256.6 609. 7 361.0 98.0 236.0 66.6 -57.9 -31. 3 7.7 20.8 -44.7 -28.7 -96. 5 -62.2 -30.1 13 8 -18.2 -67.7 -42.9 0.2 -30. 1 49.6 19.9 0.2 337.3 Number employed on Wages Number of passengers Freight and harlor work (tons of 2,W)0 P^riight carried 1 1 OCCUPATION. United States Commercial vessels Freight and passenger Tug and other towing vessels Fishing vessels Ferryboats Municipal Railroad Another Unrigged craft Yachts Miscellaneous Num- ber. 43,110 37,546 7,719 3,fS9 5,216 Cll 40 114 457 20,311 4,354 1,210 rer cent of total. 100.0 87.1 17.9 8.6 12.1 1.4 0.1 0.3 1.1 47.1 10.1 2.8 Gross tons. 12,395,236 12,203,070 0,588,707 26), 135 145,246 224,328 25,230 123,054 76,044 4,981,254 123,007 68,559 Per cent of total. 98.5 53.2 2.1 1.2 1,8 2 1.0 0.6 40.2 1.0 0.6 VALUE OP VESSELS. $979,388,033 930,568,484 735,748,786 61,909,495 19,403,269 23,227,174 2,755,322 13,WiO,175 6,811,677 97, 219, 760 35,387,656 13, 432, 493 Per cent of total. 100.0 Freight and passenger: 1916 6,302 3,615 48.3 3,689 3.079 19.8 611 536 14.0 3,785 2,176 73.9 1,134 521 117.7 30.8 36.4 25.3 31.0 4.2 5.4 26.0 21.9 7.8 52 5,432,353 3,411.588 59.2 264, 135 201,375 1.1 224,328 201.073 -14.1 111,620 82.275 35.7 65,126 43,210 60.7 89.1 84.0 4.3 6.4 3.7 6.4 1.8 2.0 1.1 1.1 077,475,337 286.218,089 136.7 54,909,495 39,062,249 40.6 23,227,174 29.57S,3.S0 -21.5 33,447,143 24,281,801 37.7 13,095,960 7,632,148 71.6 1906 74.0 Per cent of increase.. Tngs and other towing ves- sels: i;il6 6 8 1906 Per cent of increase . . Forryboats: 1916 2 9 1906 7 6 Per cent of increase " . Yachts: 1916 4 2 1906 6 3 Per cent of increase. . Miscellaneous: 1916 1906 2 Per cent of increase. . 1 Includes craft propelled by machinery. ' A minus sigu (~) denotes decrease. Percentages of increase arc shown throughout this table except for ferryboats, which decreased in gross tonnage and value. There was an increase in 1916 over 1906 in the proportion of the total number of vessels contributed by each of the five classes, except for tugs and for ferryboats. For gross tonnage and for value, however, the only class showing an increased proportion was the freight and passenger. At the census of 1916, as well as that of 1906, a little more than one-third of the total number of steam vessels were regular freight and passenger steamers. Their proportion of the total tonnage in 1906 was 84 per cent which in 1916 had increased to 89.1 per cent; while their value, which at the earlier census formed 74 per cent of the total, at the later had risen to 84.5 per cent. Although tugs and other towing vessels increased in number, tonnage, and value during the 10 years, there was a decided de- crease in their proportion of each of these totals. The dechne in the proportion of the ferryboat class is explained in connection with Tables 14 and 15. Although yachts increased considcrablj^ in number, tonnage, and value between 1906 and 1916, their proportion of the total tonnage and total value of all classes of steam vessels combined was less in 1916 than at the prior census. The number, gross tonnage, value, gross income, number of employees on vessels, and their salaries and wages for steam vessels, by geographic divisions, are shown in Table 5 for 1916, 1906, and 1889. Table 5.— STEAM VESSELS,' BY DIVISIONS, WITH PER CENT OF INCREASE : 1916, 1906, AND 1889. DIVISION AND CENSUS YEAR. Number of vessels. Cross tonnage. Value of vessels. Gross income. Number employeil on vessels. Wages. Total: 1916 14, FM 9,927 6,603 6,097,562 4,059,521 1,710,073 $802, l.W, 109 3X6, 772, 727 131,567,427 $445,287,740 262,167,342 li:i,715,700 116,482 115,525 70,:!47 $80 969 070 1906 61,265,474 1889 : Atlantic coast and Gulf of Mexico: 1916 8,347 6,413 2,536 2,123 1,066 465 1,837 1,676 1,467 1,700 1,435 972 574 337 163 46.9 160.2 2,828,953 1,457,894 741,770 710,360 618, 107 160,293 2,410,4.30 1,915, 7S6 695,813 119,963 146,227 192,974 27,S.';6 21,507 19,223 50.2 256.6 517,410,317 193,926,327 65,618,640 105,987,697 60,440,145 14,767,356 162,2.';6,3S5 110,983,812 40,868,824 13,143,0.'i4 13,196,770 9,622,608 3,357,6% 2,22,1,67:! 790,000 107.4 609.7 285,871,084 139,717,909 57,034,216 66,855,181 40,220,388 12,959,914 79,505,305 60,933,528 27, 223, 207 11,502,672 17,342,038 16,331,872 1,553,498 3,95:!, 479 166, 491 69.8 291.6 ,'59,799 58,470 2 30,528 18,500 15,661 6,682 24, 163 22,0.^8 10,908 12,509 1,5,016 15,951 1,611 3,720 213 0.8 65.6 43,029,076 31,064,945 2 13,284,325 15,232,382 10,230,8Z8 3,567,226 17,027,341 12,318,174 6,294,188 5,091,681 5,692,117 6,337,185 6a8,690 1,369,410 •38,296 32 2 1906 1889 Pacific coast (including .\laslta): 1916 1906 1889 Great Lakes and St. Lawrence River: 1916 1906 1889 Mississippi River and its tributaries: 1916 1906 1889 All other inland waters: 1916 1906 1889 PEE CENT OF INCEEASE.' Total: 1906-1916 1.S89-1916 Atlantic coast and Gulf of Mexico: 1906-1916 54,2 229.1 99.2 356.6 9.6 25.2 18.5 74.9 70.3 252.1 94.0 281.4 37.1 343.2 25.8 304.6 -18.0 -37. S 29.5 44.9 166.8 689.7 75.4 817.7 38.7 297.0 -0.4 36.6 50.9 325.0 104.6 401.2 66.2 415.9 30.5 192.0 -33.7 -29.6 -60.7 (') 2.3 95.9 18.1 176.9 6.6 42.4 -16.7 -21.6 -59.4 36.9 223.9 48.9 327.0 33 2 1889-1916 Pacific coast (includhig Alaska): 1906-1916 1889-1916 Great Lakes and St. Lawrence River: 1906-1916 1889-1916 170.6 -10. S - 4.6 -66.7 (') Mississippi River and its tributaries: 1906-1916 WSO-lOW ... All other inland waters: 1906-1916 18S9-1916 * Includes craft propelled by machinery. 3 The employees and wages for yachts were not reported. > A minus sign (— ) denotes decrease. * Income, number of employees, and wages were not reported for canal boats at the census of 1S.S9, and therefore the percentage of increase is not given. UNITED STATES. 23 The growth in number of vessels has been contmuous in each geographic division since 1889. The percent- ages of increase shown for the 27 years, 1889 to 1916, in this table, however, should be accepted with the qualification previously mentioned, that the statistics for 1889 are not strictly comparable with those for 1906 and 1916. The gross tonnage and value of vessels in each division, except for the Mississippi River and its tributaries, show contmuous growth. In this division there was a decrease from 1906 to 1916 of 18 per cent in tormage and a slight decrease, four-tenths of 1 per cent, in value. "All other inland waters " shows de- creases in gross income, nmnber employed on vessels, and salaries and wages, but with these exceptions, the divisions have steadily increased in each of the several important details covered by the table. During the 10 years from 1906 to 1916 the gross in- come of steam vessels in the Atlantic coast and Gulf of Mexico division increased $146,153,175, or 104.6 per cent; in the Pacific coast, $26,634,793, or 66.2 per cent; and in the Great Lakes, $18,571,777, or 30.5 per cent. The relative importance of steam vessels in each of the five divisions at the censuses of 1916, 1906, and 1889 is shown in Table 6. Table 6. — Steam Vessels,' Per Cent in Each Division: 1916, 1906, AND 1889. PEE CENT OF TOTAL. • DIVISION Jl.tfD CENSUS TEAR. Num- ber of vessels. Gross ton- nage. Value of ves- sels. Gross in- come. Num- ber em- ployed on ves- sels. Wages. Total: 1916 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 1906 100.0 ia89 100.0 Atlantic coast and Gulf ot Mex- ico: 1916 67.2 54.5 45.3 14.6 10.7 8.3 12.6 16.9 26.2 11.7 14.5 17.3 3.9 3.4 2.9 46.4 35.9 43.4 11.6 12.8 9.4 39.5 47.2 34.8 2.0 3.6 11.3 0.5 0.5 1.1 64.5 50.1 49.8 13.2 15.6 11.2 20.2 30.2 31.1 1.6 3.4 7.3 0.4 0.6 0.6 64.2 53.3 50.2 15.0 15.3 11.4 17.9 23.2 23.9 2.6 6.6 14.4 0.3 1.5 0.1 51.3 60.6 43.4 15.9 13.6 9.5 2a7 19.6 24.1 10.7 13.0 22.7 1.3 3.2 0.3 5.1.1 1906 51.7 1889 46.6 Pacific coast (including Alaska): 1916 18.8 1906 16.7 1889 12.5 Great Lakes and St. Lawrence Eiver: 1916 21.0 1906 20.1 1889 Mississippi Kiver and its tribu- taries: 1916.. 22.1 6.3 1906 9.3 1889 . 18.7 AH other inland waters: 1916 0.7 1906 . 2.2 1889 0.1 ' Includes craft propelled by machinery. Diagram 1.— GROSS TONNAGE OF STEAM, SAIL, AND UNRIGGED VESSELS, BY DIVISIONS: 1916, 1906, AND 1889. ATLANTIC COAST AND GULF OF MEXICO 191 lOOi "SS^^S^ 24 TRANSPORTATION BY WATER. T.U.I. B 7.— STEAM, SAIL, AND UNRIGGED VESSELS, BY DIVISIONS, WITH PER CENT OF INCREASE: 1916, 1906, AND 1S89. I'lMSION AND CENSUS YEAR. Total: 1915. 1906. 1889. Atlantic coast and Gulf of Mexico: 1916 1906 18S9 Pacific coa-st (including Alaska): 1916 1906 1889 Great Lalccs and St. Lawrence River: 1916 ; 1900 1889 Mississippi River and itstributarie?: 1916 1906 1889 \1I other inland waters: 1916 1906 1889 Num- ber of vesseLs 37, 894 :)7,321 30,485 PER CENT OF INCREASE. - Total: 1906-1916. 1889-1916. Atlantic coast and Gulf of Mexico: 1906-1916 1889-1916 Pacific coast (including Alaslfa): 1906-1916 1889-1916 Great Lakes and St. Lawrence River: 1905-1916 1889-1916 Mississippi River and its tributaries: 1906-1916 1889-1916 , All other inland waters: 1906-1916 1889-1916 21,658 20,032 12,238 4,092 2..M7 1,635 2,856 2,990 2,737 7, 2.39 9,622 7,300 2,049 2,140 6,575 1.5 24.3 8.1 77.0 61.3 150.3 -4.5 4.3 -24.8 -0.8 -4.3 -68.8 Gross tonnage. 12,240,990 12,893,429 8,359,l:l5 6,508,617 4,.S51,421 2,658,445 1,185,961 977,687 419, 157 2,737,491 2,392,863 920,294 1,621,495 4,411,967 3,364,610 196,426 259,491 996, 629 -5.0 46.5 34.2 144.8 21.3 182.9 14.4 197.6 -63.2 -51.8 -24.3 -80.3 Value of vessel.s. $9.59,925,364 507,973,121 206,992,3.52 629,074,203 273,105,915 116,012,002 127,310,616 76,622,6:i3 21,824,040 174,76.5,526 130,805,640 48, 580. 174 23. 030,. 503 22,8.52,112 14,407,162 5,744,486 4,586,791 6, 138, 914 89.0 363.7 130.3 442.1 66.2 483.4 33.6 259.7 0.8 59.9 2.5.2 -6.4 Num- ber (»f vessel.'^ 9,927 5,603 8,347 5,413 2,636 2,123 1,006 465 1,837 1,676 1,407 1,700 1,435 972 674 337 163 46.9 160.2 51.2 229.1 99.2 356.6 25.2 18.5 74.9 70.3 252. 1 Gross tonnage. 6, 097, .562 4.059,521 1,710,073 2,828,953 1,457,894 741,770 710,360 518,107 160, 293 2,410,430 1,915,780 595,813 119,963 146,227 192,974 27,856 21,507 19, 223 50.2 256.6 94.0 281.4 37.1 343.2 25.8 304.6 -18.0 -37.8 29.5 44.9 Value of vessels. $802,1,5.5,109 386,772,727 131,567,427 517,410,317 193,926,327 65,518,040 105,987,697 60, WO, 145 14,767,3.55 162, 2.56, .3,55 110,98.3,812 40,868,824 13,143,054 13,196,770 9,622,008 3,3.57,686 2,22.5,673 107.4 609.7 166.8 689.7 75.4 617.7 38.7 297.0 -0.4 36.6 60.9 326.0 Num- ber of vessels. 3,002 7, 131 7,945 2, .539 5,920 6,277 296 606 081 162 5:il 962 Gross tonnage. 1,171,174 1,701,277 1,675,706 803,426 l,l:!2,005 1,293,192 222, WO 305, 283 195, 508 145, 4.50 205,, 571 185,081 -57.9 -62.2 -57.1 -69.6 -55.6 -56.6 -69.5 -83.2 258 618 1,926 -31.3 -30.1 -29.1 -37.9 -27.3 13.6 -45.2 -21.4 -.50.2 -73.1 Value of vessels. $60, .550, 495 56,206,145 53,192,972 42,930,897 37,520,903 42,686,982 13,2.59,661 11,533,171 6,231,340 4,351,287 7,135,271 4,238,850 8,6.50 lO.SOO 36,800 7.7 13.8 14.4 0.6 15.0 112.8 -39.0 2.7 -48.5 -76.6 Num- ber of vessels. 20,311 20, 263 16,937 10,772 8,699 3,426 1,673 805 489 857 7S3 308 5,539 8,187 6,328 1,470 1,7S9 6,387 0.2 19.9 23.8 214.6 107.8 242.1 9.5 178.2 -32.3 -12.5 -17.8 -77.0 Gross tonnage. 4,981,2.51 7, 129, 631 4,973,:).',0 2,876,238 2,260,022 623, 483 2.53,561 164, 297 63,356 181,611 211,506 139,400 1,601,532 4,265,740 3,171,636 168,312 237,466 975,481 -30.1 0.2 27.2 361.3 64.3 300.2 -14.1 30.3 -64.8 -62.7 -29.1 -82.7 Value of vessels. 68, 732, 989 41,6.58,686 7,837,440 8,063,288 4,649,317 825,345 8,1.57,884 6,686,557 3, 472, 600 9,887,4-19 9,6.5,5,372 4,781,551 2,378,150 2,344,318 6,312,111 49.6 337. 3 65.0 770.0 73.4 877.0 22.0 134.9 2.4 106.7 1.4 -55.2 * Includes craft propelled by machinery. ' A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. The fact should not be lost sight of in connection with the following discussion of Table 6, that the per- centages show only the different ratios of growth for each division, and must not be confused with the actual figures for the several totals. Nearly two-thirds of the total value and the gross income in 1916 are shown for the Atlantic coast and Gulf of Mexico, which reported little more than one-half of the employees and of the salaries and wages paid. While these proportions are increases over both of the preceding censuses, the advances are specially marked in value of vessels and income. The Great Lakes and St. Lawrence River division is second in all these particiilars, the proportion of its gross income, however, decreasing from nearly one-fourth of the total for all divisions in 1906 to less than one-fifth in 1916. The Pacific coast ranks third in the pro- portions shown in Table 6, which, although consider- ably greater in all particulars than in 1889, show slight decreases in 1916, as compared with 1906, in tonnage, value of vessels, and income. Decreases in the proportions of each item shown in the table for the Mississippi River and its tributaries have been continuous since 1889, wliile the division "All other inland waters," although increasing its small proportion of gross income, employees, and salaries and wages from 1889 to 1906, since the latter year, shows a retro- grade movement. A presentation of the number, tonnage, and value of steam vessels, for 1916, 1906, and 1889, compared with the sail and unrigged craft, is made for the United States and by divisions in Table 7, with per- centages of increase or decrease. The relative importance of the different divisions at the censuses of 1916, 1906, and 1889 is shown in Table 8 on the next page. UNITED STATES. 25 Diagram 2.— VALUE OP STEAM, SAIL, AND UNRIGGED VESSELS BY DIVISIONS: 1916, 1006, AND 1S89. ATLANTIC COAST AND GULF OF MEXICO 1806 Table 8— STEAM, SAIL, AND UNRIGGED VESSELS, WITH PER CENT IN EACH DIVISION: 1916, 1906, AND 1889. 1 = : sus STEAM.' sAn,. tniBIGGED. DmsION AND CENSUS YEAB. STEAM. 1 SAn.. OTIEIGGED. DrVISIOK AND CEN TEAR. Num- ber of ves- sels. Gross ton- nage. Value of ves- sels. Num- ber of ves- sels. Gross ton- nage. Value of ves- sels. Num- ber Of ves- sels. Gross ton- nage. Value of ves- sels. Num- ber of ves- sels. Gross ton- nage. Value of ves- sels. Num- ber of ves- sels. Gross ton- nage. Value of ves- sel s- Num- ber of ves- sels. Gross ton- nage. Value of ves- sels. Total: 1916 100.0 100. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 lOO.O 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100. 100.0 100.0 100.0 100. 100.0 100.0 100.0 100.0 Great Lakes and St. Lawrence River: 1916 12.6 16.9 26.2 11.7 14.5 17.3 3.9 3.4 2.9 39.5 47.2 34.8 2.0 3.6 11.3 0.5 0.5 1.1 20.2 30.2 31.1 1.6 3.4 7.3 0.4 0.6 0.6 5.4 7.4 12.1 12.4 15.6 11.0 7.2 12.7 8.0 4.2 3.9 1.8 27.3 40.4 27.4 7.2 a8 37.7 3.6 3.0 2.8 30.1 59.8 63.8 3.4 3.3 19.6 1906 8.4 1889 1906 10.3 Atlantic coast and of Mexico: 1916 Gulf 57.2 64.5 45.3 14.6 10.7 8.3 46.4 35.9 43.4 11.6 12.8 9.4 64.5 50.1 49.8 13.2 15.6 11.2 84.6 83.0 79.0 9.9 68.6 66.5 77.2 19.0 70.9 66.8 80.2 21.9 20.5 11.7 53.0 42.9 20.2 8.2 4.0 2.9 57.7 31.7 12.5 5.1 2.2 1.3 70.7 64.1 35.3 8.3 7.2 3.7 Mississippi River and its tributaries: 1916 ia2 1906 1906 14 9 1889 1889 21 5 Pacific coast (inoli Alaska): iding All other inland waters: 1916 0.2 0.2 0.3 0.1 a 2.4 1916 1906 3 6 1906 9.3 17.9 8.6 11.7 18S9 23.9 1S89 > Includes craft propelled by machinery. < Less than one-tenth of 1 per cent. 26 TRANSPORTATION BY WATER. Although the vessels classed as steam increased their proportion of the total number of all classes of vessels from 26.6 per cent in 1906 to 38.5 per cent in 1916, more than one-half of the total number of craft were unrigged at both censuses. In tonnage, how- ever, that for steam vessels formed 49.8 per cent of the total for all craft in 1916 as compared with 40.7 per cent for the unrigged. At both these censuses the value of the steam vessels was much greater, both absolutely and relatively, than that for any other class, being 76.1 per cent of the whole in 1906 and 83.6 per cent in 1916. Sailing vessels formed the smallest proportion in every detail shown in the table, decreasing from 19.1 per cent of the number in 1906 to 7.9 per cent in 1916; from 13.2 per cent of the tonnage to 9.6 per cent; and from 11.1 per cent of the value in 1906 to 6.3 per cent in 1916. Absolute increases from 1906 to 1916 in all of the details reported in Table 7 for steam and unrigged vessels are shown for the Atlantic coast and Gulf of Mexico, for the Pacific coast, and for the Great Lakes, except for gross tonnage of unrigged vessels in the last-named division. The percentage of increase m number of steam vessels during the 10-year period was highest for the Pacific coast (including Alaska) , and the relative increases for unrigged craft are greatest also for this division. The Atlantic coast and Gulf of Mexico, for the three census years covered by Table 8, had the largest proportion of the number, tonnage (except in 1906), and value of steam vessels, its leadership in these respects increasing from 1889 to 1916. For in- stance, this division reported 45.3 per cent of the number of steam vessels in 1889 and 57.2 per cent in 1916. The Pacific coast also increased its proportion of the total number of steam vessels from 8.3 per cent in 1889 to 14.6 per cent in 1916. In the other details for steam vessels there was an increase in the pro- portions reported for these two divisions, and for the Pacific coast an increase in the proportion in all de- tails for sailing vessels also, the other divisions, ex- cept the Great Lakes and St. Lawrence River, showing a decline in all details for unrigged craft and in ton- nage of steam vessels. The proportion of the total tonnage of steam vessels reported for the Great Lakes division, however, decreased from 1906 to 1916, but was greater in 1916 than in 1889 by 4.7 per cent. UNRIGGED CRAFT. Table 9 shows the number, gross tonnage, and value of unrigged craft, for canal boats, and for all other unrigged vessels, for 1916 and 1906, with percentages of increase and per cent of total. Table 9. — Unrigged Vessels, by Occttpatiom, with Per Cent or Inckease and Per Cent of Total: 1916 and 190G. OCCUP.\TIOX AND CEN.^US YEAR. Niim- ber of vessels. Per cent of total. Cross tonnage. Per cent of total. Valne of vessels. Per cent of total. Total: 1916 20,311 20.263 0.2 100.0 100.0 4,981.254 7,129,631 -30.1 100.0 100.0 $97.21fl.7fi0 64,994,249 49.6 100. n 1906 100.0 Per cent of increase ' . . Canal boats: lOlB 1,,501 2,237 -32.9 IS.SIO 18,020 4.3 7.4 11.0 92.6 89.0 198,120 303,581 -34.7 4,783,134 6,826,050 -29.9 4.0 4.3 96.0 95.7 2.202,7.';2 2,962,197 -2.5. 4 95.017.008 62,042,052 53.1 2.3 1906 4.5 Per cent of in- All other unrigged: Ifllii 97.7 1906 95. 5 Per cent of in- I A minus sign (— ) denotes decrease. The total number of unrigged craft at the censuses of 1906 and 1916 exceeded the total for steam and sail combined. The tonnage for the imrigged was similarly greater in 1906, but because of the large de- crease in tonnage between the two censuses, it was second to steam in 1916. It is a noticeable coincidence that the actual decrease in the tonnage of imrigged vessels was about the same as the increase for the steam vessels. The reduction in number and tonnage of canal boats is due largely to the decrease of such boats reported from the Erie Canal of New York state. This canal has been imder enlargement for some years and in the meantime there has been a decreasing number of sea- worth}^ boats suitable for canal service. A consider- able number also that were formerly used on the canal have been withdrawn from this service and used in New York Harbor. A more complete analysis and explanation will l)o found in the discussion of Table 2 of the section on "Canals and other inland waters." The reduction in tonnage of " all other unrigged " in the United States is due to the remarkable decrease in the Mississippi River division, which is explained in the text following Table 1 of the special section for that division. UNITED STATES. 27 Table 1 of the special section on canals shows that for recent years unrigged boats used exclusively, or for the most part, on canals have been a decreasing factor in connection with water-borne trafhc. The vessels classed as "all other unrigged" consist of barges, scows, etc., used for transporting coal and other freight between coast ports as well as on lakes and rivers and between points within. They are used also in loading or unloading steamers and other craft which do not come to the wharves, but receive cargoes in midstream, or lying off the coast. Lighterage or harbor work is an imjiortant part of freight transportation, amounting in 1916 to 123,350,315 tons for the entire country. There are no figiu-es strictly comparable for 1906, as the total for that year, estimated at 88,026,046 tons, did not include lighterage on the Great Lakes. The total for 1916, omitting the Great Lakes, was 117,262,269 tons. The lighterage for the Atlantic coast and Gulf of Mexico, most of which was reported for the harbor of New York, amounted to 101,267,073 tons in 1916, compared with 75,151,085 in 1906. Unrigged craft generally are towed, and in such cases the income from freight carried or lightered was often credited to the tug or towing vessels. The same method was adopted for the employees and their wages, since comparatively few employees remain on barge or lighter, but usually operate with tug and tow. A better luiderstanding, therefore, of the in- come for unrigged and towing vessels will be found in Table 43, where the two classes are combined. SAILING VESSELS. Table 10 shows the number, gross tonnage, and value of sailing vessels, classified as freight and pas- senger, yachts, and miscellaneous, with percentages of increase and per cent of total, 1916 and 1906. Included in this class are not only the large vessels — ships, barlsB, barkentines, brigs, schooners, and the like — but all other craft propelled by or fitted with sails, whether pleasure yachts or boats devoted to miscellaneous purposes, such as piloting, policing, wrecking, etc. The sailing vessels, which as a class show decreases in most items, present similar conditions when shown by what may be termed their occupation. With the single exception, that the value of those engaged in freight and passenger service shows an increase, decreases prevailed in all other details contained in the table. The general loss appears greatest rela- tively among the boats devoted to miscellaneous purposes, nearly four-fifths in number and more than one-half in tonnage. The actual loss in number and in tonnage was naturally greatest in freight and passenger vessels, while the greatest actual decrease in value, $2,228,740, was for yachts. Much of the decrease in sailing yachts, no doubt, is due to the installation of auxiliary power since 1906, thus placing them imder steam vessels in the comparative tables. Owing to the great demand for freight and passenger vessels, the value of such vessels was $6,857,693 more in 1916 than in 1906, notwithstanding a decrease of 2,824 in their number and 516,508 in tonnage. Table 10. — Sail Ves.sels, by Occupation, with Per Cent of Increase and Per Cent of Total: 1916 and 1906. OCCVP.VTION AND CEN3U3 YEAR. Num- ber of ves- sels. Per cent of total. Gross tonnage. Per cent of total. Value of vessels. Per cent of total. Total: 1916 3,002 7,131 -57.9 100.0 100.0 1,171,174 1,704,277 -31.3 100.0 100.0 ?60,550,495 58,206,145 7.7 100.0 100.0 1906 Per cent of in- crease ' FreiRht and passenger: 1916 2,357 5,181 -54.5 569 1,694 -64.3 76 356 -78.7 78.5 72.7 19.0 22.4 2.5 5.0 1,156, ,354 1,672,862 -30.9 11.387 24, loo -52.9 3,433 7,260 -52.7 98.7 98.2 1.0 1.4 0.3 0.4 58.273.449 61,415,756 13.3 1,940,513 4,169.253 -53.5 336.533 621.136 -45.8 96 2 1906 91 5 Per cent of increase ' Yachts: 1916 3 2 1906 7 4 Per, cent of increase ' Miscellaneous: 1U16 1906 . . 1 I Percent ofincrease' ' A minus sign ( — ) denotes decrease. Decreases in the number of sailing vessels and in the total amount paid in wages, which were notable during the 17 years from 1889 to 1906, as shown in Table 1, were even greater during the 10 years suc- ceeding. At both census periods there was an in- crease in the value of sailing vessels. There was also a gain in the gross income of sailing vessels of 20.8 per cent during the 10-year period 1906-1916. Table 11 shows the number, gross tonnage, value, gross income, number of employees, and salaries and wages for sailing vessels, by divisions, with per cent ofincrease, 1916, 1906,and 1889, and Table 12 shows the per cent in each division for the different items given in Table 11. 28 TRANSPORTATION BY WATER. Table 11.— SAIL VTISSELS,' BY DIVISIONS, WITH PER CENT OF INCREASE: 1916, 1906, AND 1889. mVlSTON AND CENSUS TEAR. Number ot vessels. Gross tonnage. Value of vessels. Gross income. Number employed on vessels. Wages. Total: 1916 3,002 7,131 7,945 1,171,174 1,704,277 1,675,706 t60,550,495 56,206,145 53,192,972 M9, 497, 728 32,687,190 48,278,366 14,037 25,404 43,523 17,396,621 1906 1889 12,961,592 Atlantic coast and Oult ol Me.tieo: 1916 2,539 6,920 6,277 296 666 681 162 531 962 5 14 25 -57.9 -62.2 803,426 I,132,it05 1 , 293, 192 222, WO ;iai,2.83 195,508 145,450 26.5,571 185,081 258 518 1,925 -31.3 -30.1 ■12,930,897 37,520,903 42,685,982 13,259,661 11,533,171 6,231,340 4,351,287 7,13.5,271 4,238,850 8,650 16,800 36,800 7.7 13.8 29,818,908 20,042,015 33,113,416 8,065,860 s. 299, 751 6,912,824 1,611,810 4,341,174 8,240,645 1,1.90 4,2.50 11,481 20.8 -18.2 9,592 18,664 » 33,097 3,562 4,4S1 4,633 878 2,258 5,758 6 11 35 -44.7 -67.7 5 042 552 1906 6 687 314 1839 2 8 838 774 Pacific coast (including Ala.ska}: 1916 1,6.88,208 1906 1889 2,313,195 Oreat Lakes and St. Lawrence River: 1916 1906 , 909 542 18S9 . . . 1,1*1,003 1,280 All other inland waters: 1916 1906 18S9 . 5,620 2S 7 PER CENT OF ISCREA-tE.' Total: 1906-1916 42 9 Atlantic coast and OuU of Mexico: 1906-1916 -57.1 -59.6 -55.6 -56.5 -69.5 -83.2 -29.1 -37.9 -27.3 13.6 -45.2 -21.4 -50.2 -86.6 14.4 0.6 15.0 112.8 -39.0 2.7 -48.5 -76.5 4.8,8 - 9.9 - 2.8 16.7 -62.9 -80.4 -72.9 -90.0 -4.8,6 -71.0 -20.5 -23.1 -61. 1 -84.8 21.6 1889-1916 —40 7 Pacific coast (including Alaska): 37.9 1&S9-1916 —27.0 1906-1916 51 7 —74.2 All other inland waters: 1906-1916 21.0 1SS9-I916 -77 2 1 Includes schooner barges, etc. « The employees and wages for yachts were not reported . » A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. Table 12. -Sail Vessels, Per Cent ik Each Division: 1916, 1906, AND 1889. MVISION AND CENSUS li-EAR. Num- ber of vessels. Gross ton- nage. Value of vessels. Gross in- come. Num- ber em- ployed on vessels. Wages. Total: ini6 100.0 100.0 100.0 100.0 100.0 100.0 lOO.O lOO.O 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 1P06 100.0 1889 100.0 Atlantic coast and Gulf ot Mex- ico: 1916 . 84.6 83.0 79.0 9.9 9.3 8.6 5.4 7.4 12.1 0.2 0.2 0.3 68.6 66.5 77.2 19.0 17.9 11.7 12.4 15.6 11.0 (') (') 0.1 70.9 66.8 80.2 21.9 20.5 11.7 7.2 12.7 8.0 (') '1^.1 7.5.5 61.3 68.0 20.4 25.4 14.3 4.1 13.3 17.1 (') (') C) 68.3 73.4 76.0 25.4 17.6 10.6 6.3 8.9 13.2 I'] 0.1 70 9 1906 64.5 1889 68.2 Pacific coast (including Alaska): 1916 22.8 1906 26.2 1889 . . 17.8 Great Lakes and St. Lawrence River: 1916 6.3 1906 9.3 1889 . 13 9 All other inland waters: 1916 (') 1906 1889.. C) ' Less than one-tenth of 1 per cent. The greatest absolute decreases from 1906 to 1916 in the number and tonnage of sailing vessels, 3,381 and 329,479, respectively, are shown for the Atlantic coast and Gidf of Mexico division, but the Great Lakes and St. Lawrence River shows the greatest pro- portionate decrease in number, 69.5 per cent, while "All other inland waters" shows a decrease in tonnage of 50.2 per cent. Increases of $5,409,994 and S9,776,893, representing 14.4 and 48.8 per cent, respectively, in the value and gross income of vessels operating on the Atlantic coast and Gulf of Mexico are noteworthy, smce tliey represent the only gams sho^vn in the table for this period, except one of $1,726,490, or 15 per cent, in the value of vessels reported from the Pacific coast (including Alaska) . The actual decrease in value of sailing vessels during the 10-year period 1906 to 1916 was greatest in the Great Lakes and St. Lawrence River, $2,783,984, or 39 per cent. The absolute loss in gross income, $2,729,364, or 62.9 per cent, was greatest also in this division. The greatest relative decreases in the num- ber employed on vessels and their wages, 61.1 and 51.7 per cent, respectively, are shown for the Great Lakes. At none of the three censuses were sailing vessels reported for the Mississippi River and its tributaries and, as will be seen by the table, those on inland waters other than the Great Lakes, classed as ".^Ul other in- land waters," have been increasingly insignificant. Naturally, because of its extensive coast line and important harbors, the Atlantic and Gulf division shows much the greatest proportion of sailing vessels. The proportion, however, for the Pacific coast shows a general increase at each census since that of 1889. SCHOONER BARGES. These vessels, although fitted with sails, in their uses differ little from the ordinary barges used for handling freight, smce they are still dependent upon their tow, the chief use of the sails being for their pro- UNITED STATES. 29 tection in case of breaking away from the tugs, or perhaps, with a fair wind, adding something to the speed of the tow. The statistics for schooner barges are shown sepa- rately in Table 13 for 1916 and 1906: Table 13.— Schooner Bakges: 191G axd 190fi. Total. Atlantic coa.st and 1 Gulf of Mexico. Pacific coast (in- cluding Alaska). Great Lakes and St. Law- rence. River. Number of vessels: 1916 381 olS 409,563 492,697 $19. .520. 874 $13,263,423 2,026 2,300 $1,107,775 $1,115,138 309 389 312.827 323,618 $16. 274. 554 $7,497,833 1,481 1,458 $798,648 $721,911 13 9 5,469 9,077 $437,000 $491, 706 79 59 1906 117 Gross tonnage: 1916 91.267 1906... . ... 160,002 Value of vessels: 1916 $2. 809. 320 1906 $5,273,884 Number employed on vessels: 1916... 4fW 1906... 74 1 768 Wages: 1916 $50. 246 $2.58, 881 1906 $53,024 SMO.Wl At the census of 1906 there were 515 schooner barges reported for the coimtry as a whole, and in 1916 but 381. There was a decrease of 80 on the Atlantic and Gidf coasts and 58 on the Great Lakes, but a small increase of 4 on the Pacific coast, making a net decrease of 134 for the entire country. The gross tonnage of this class shows a decrease of 83,134 tons from 1906 to 1916. Of this decrease, 68,735 tons were reported for the Great Lakes, while that for the Atlantic coast was but 10,791 tons. The Pacific coast also shows a loss of 3,608 in this tonnage, notwithstanding the small gain in number of such vessels. Although the value of vessels is more or less a fluctuating figure, it is noticeable that while the value of schooner barges on the Great Lakes and St. LawrenceRiver decreased S2,464,564, or 46.7 per cent, the value of these barges on the Atlantic coast in- creased S8,776,721, or 117.1 per cent. In connection with the statistics for schooner barges, it is suggested that barges reported as unrigged in 1906 may have been fitted with sails in 1916, while others having sails and classed as schooners in 1906 may have been dismasted and reported as barges at the later census. FERRYBOATS. Table 14 presents the general statistics for ferry- boats, by divisions, for 1916, 1906, and 1889, with percentages of increase. Table IJl.— FERRYBOATS, BY DIVISIONS. WITH PER CENT OF INCREASE: 1916. 1906, AND 1889. . Num- ber of vessels.! Gross tonnage. Value of vessels. GEOS3 ISCOME. Num- ber cm- ployed on vessels. Wages. Number of Total. j Passenger. All other sources. carried.! Total: 1916 611 536 456 224,328 261,073 146,104 $23,227,174 29,578,3.10 10 442.7.50 $15,414,979 17,291,073 $10,223,408 10,414,106 (») $5,191,571 6,876,967 (=) 4,282 4,319 (2) $3,917,836 3,537,180 (!1 292 177 374 1900 330,737,639 1889 . . 185 rtt.1 991 Atlantic coast and Gulf of Mesdco: 1916 262 270 214 76 47 38 43 48 40 213 166 163 17 5 1 11.0 34.0 153,818 162,834 98, 174 51,480 40,171 24,630 7,264 35,581 4,702 11,263 22,180 18,593 503 307 5 -14.1 53.5 14,664,863 19,970,460 7,907,700 6.607,936 4,315,522 979,300 874,675 3,429,532 498,000 1,014,950 1,776,360 1,036,250 64,750 86. .500 1,500 -21.5 122.4 10,318,.5.59 10, .571, .534 5,392,969 3,259,556 4,2aS,430 994,476 718,215 922,838 (') 1,060,470 1,553,121 1,1%, 817 58,179 35,150 (') -10.9 6,671,823 7,386,913 3,646,736 3,184,621 2,549 2,388 1,710 825 759 478 312 656 (') 572 699 893 24 17 (') -5.2 2,437,826 2,098,540 1,276,847 961,080 708, 777 395, 157 186,745 308,156 (') 346,116 413,553 436,676 13,069 8,154 (») 11.6 218,045,127 272, 596, 670 1906 1889 158,644,012 48,2S0,569 39,532,354 Pacific coast (including Alaska): 1916 2,216,001 2,037,580 1,043,555 2,170,830 1906 1889 ... 14,291,859 13,290,770 Great Lakes and St. Lawrence River: 1916 - 684,180 456,856 (') . 631,113 498,747 31,035 465,982 429,357 1,054,374 1906 8,264,482 623,474 12,390,740 1&89 Mis.sissippi River and its tributaries: 1916 1906 10,022,612 1839. 8,474,646 All other inland waters: 1916 20,291 34,010 -1.8 37,888 1,140 (') -24.5 170,168 1906 ... .... 321,521 1889 (») PEE CENT OF IXCREASE.' Total: 1906-1916 —11.7 1889-1916 60. 5 Atlantic coast and Gulf of Mctico: 1906-1916 . -3.0 22.4 -5.5 56.7 28.2 109.0 -79.6 54.5 -49.2 -39.4 63.8 (') -26.6 85.3 53.1 574.8 -74.5 75.6 -42.9 -3.9 -25.1 (') -2.4 91.3 -22.5 227.8 -22.2 -9.7 14.5 6.7 49.1 8.7 72.6 -52.4 16.2 90.9 36.0 144.0 -39.4 -20.0 1889-1916 37.4 PaciBc coast (including .-Vlaska): 1906-1916 8.8 -51.9 22.1 1889-1916 237.8 Great Lakes and St. Lawrence River: 1906-1916 49.8 -92.7 eas 18S9 1916 . . (') Mississippi River and its tributaries: 1906-1916 28.3 -31.7 -11.4 65.5 26.3 -59. 3 -18.2 -35.9 -16.3 -24.2 60.3 23.6 30 7 46.2 All other inland waters: 1906-1916 -40.3 3,223.5 -47.1 lafiQ-igiA n^i " » Car ferries, on which the cars containing the passengers were carried, were often included with ferryboats in 1906. In 1916 this class was included with freight and passenger vessels. 2 Not reported separately for ferryboats in 1SS9. ' A minus sign ( — ) denote.-; decrease. Percentages are omitted when base is less than 100. < Percentages omitted where figures are known not to be comparable. 30 TRANSPORTATION BY WATER. At the census of 1916 statistics for car ferries — that is, ferryboats carrying loaded passenger cars from one point to another ou through raih-oad lines — have been included -w-ith the statistics for freight and passenger vessels. In 1906 such passengers were often included with those for regular ferryboats; comparison, there- fore, in this respect with totals for 1906 should be accepted with this understanding. The figm-cs in Table 14 show decreases from 1906 to 1916 in the totals for the United States in all partic- ulare, except number of ferryboats and salaries and wages of employees. Diu-ing this period there was a de- crease of 38,560,265, or 11.7 per cent, in the total number of feny passengers earned. This loss is wholly attributable to decreases in the number re- ported for the Atlantic coast and Gulf of Mexico and for "All other inland waters," since the other divisions show increases in this respect. The decrease is no doubt due to the underharbor and imderriver tunnels and to bridges placed in operation since 1906. The two divisions named show a total decrease of 54,702,- 896 passengers, of which 54,551,543, or 99.7 per cent, were reported for the Atlantic coast and Gulf of Mexico. NotwithstancUng the pronounced decrease shown for the Atlantic coast and Gulf of Mexico, this division reported 74.6 per cent of the total number of ferryboat passengers and 66.9 per cent of the gross income. In 1906 these proportions were 82.4 and 61.1 per cent, respectively. The average receipt per passenger in 1916 was about 3 cents; in 1906 it was a httle less than 3. These rates are much lower than those shown for any other division in either year. Tlie average rate for the Pacific coast, including Alaska, was about 5 cents for 1916 and a little more than 5 for 1906; for the Great Lakes and St. LawTence River, about 5 for the later year, compared with 5^ for the earlier; for the Mississippi River and its tributaries, practi- cally 5 cents at both censuses; and for "All other in- land waters," nearly 12 and 11 cents, respectively. These averages, of course, show only in the most gen- eral way the differences in rates between the several divisions. It miist be remembered that various classes of fer- ries are iiacluded in these figures, those operated by municipalities, as well as those operated by corpora- tions or other organizations, and those also under in- dividual ownership. As sho^\^l in Table 3, the ferrj'boats owned and oper- ated by railroad companies, exclusive of those operat- ing on thi-ough traffic routes, transporting cars as well as passengei-s, numbered 114, with a gross ton- nage of 123,054, a valuation of $13,600,175, and a gross income of $8,232,054. The number of passen- gers carried by these raih'oad-owned ferries in 1916, although not showni in Table 3, was 182,542,819. Statistics for such ferries were not showia separately at the census of 1906. Some of the decreases shouai by geographic divisions in Table 14 are more closely localized in Table 15, which shows details for five important municipal dis- tricts and for "all other districts," combined. Table 15.— FERRYBOATS, BY DISTRICTS, WITH PER CENT OF INCREASE AND PER CENT OF TOTAL: 1916 AND 1906. Cen- sus year. Num- ber of ves- sels. Gross tonnage. Value of vessels. Gross income. Num- ber em- ployed on ves- sels. Wages. Number of passengers carried. PER CENT OF TOTAL. DISTRICT. Num- ber of ves- sels. Gross ton- nage. Value of ves- sels. Gross in- come. Num- ber em- ployed on ves- sels. AVages. Num- ber ot pas- sen- gers car- ried. Total 1916 611 536 14.0 224,328 261,073 -14.1 $23,227,174 29,578,380 -21.5 515,414,979 17,291,073 -10.9 4,282 4,519 -5.2 $3,947,836 3,537,180 11.6 292,177,374 330,737,639 -11.7 100. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Per cent of increase ^ . . 1906 100.0 t 100.0 100.0 1916 1906 New York 125 152 -17.8 19 2o 115,363 129,690 -11.0 10,962 10,306 6.4 2,768 1,598 73.2 43,846 35,273 24.3 5,192 15,649 -66.8 46,197 68,557 -32.6 11,406,584 17,098,677 -33.3 1,036,4.59 918, 81)7 12.8 164,710 214,000 -23.0 5,799,857 3,415,498 69.8 646,876 1,944,882 -66.7 4,172,6aS 5,986,456 -30.3 7,118,972 8,423.119 -15.5 1,251,163 1,009,295 24.0 300,900 154,415 94.9 2,786,849 3,924,040 -29.0 567,719 351,490 61.5 3,389,286 3,428,714 -1.1 1,600 1,622 -1.4 228 217 5.1 96 05 607 636 -4.6 195 308 -36.7 1,556 1,671 -6.9 1,669,473 1,578,839 6.7 230,962 195,.5(;0 18.1 78,656 25, 467 208.9 757,485 598,277 26.6 124,566 176,169 -29.3 1,086,694 962,868 12.9 144,190,729 208,684,123 -30.9 34,662,070 30,616,853 13.2 5,471,300 3,524,470 55.2 40,774,965 34,905,968 16.8 11,536,607 6,612,216 74.5 55,541,703 46,394,009 19.7 20.5 2.8.4 51.4 49.7 49.1 57.8 46.2 ! 37.4 48.7 1 35.9 42.3 44.6 49.4 63.1 1916 1906 3.1 4.7 4.9 3.9 4.5 3.1 i 8. 1 .1. a S.9 6.5 11.9 5.8 4.8 9.3 New Orleans . 1918 1906 9 11 1.5 2.1 1.2 0.6 0.7 0.7 2.0 0.9 2.2 1.4 2.0 0.7 1.9 Per cent of Increase ' 1.1 1916 1906 28 26 4.6 4.9 19.5 13.5 25.0 11.5 18.1 22.7 14.2 14.1 19.2 16.9 14.0 10.6 Detroit 1916 1906 18 17 2.9 3.2 2.3 6.0 2.8 6.6 3.7 2.0 4.6 6.8 3.2 6.0 3.9 Per cent of increase * 2.0 All other districts 1916 1906 412 305 35.1 67.4 56.9 20.6 26.3 18.0 20.2 22.0 19.8 36.3 37.0 27.5 27.2 19.0 14.0 1 1 A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. UNITED STATES. 31 Ferry traffic in 1916 in the New York district was much greater than in any other locality in the United States. More than one-half of the gross tonnage of all ferryboats and nearly that proportion of the passen- gers carried were reported from this district, while tlie value of its ferry fleet and the amount of its gross income represented nearly one-half of the correspond- ing totals for the entire country. Next to New York, the greatest passenger-carrying district in 1916 was San Francisco, followed by Phila- delphia. Of the several districts shown in the table. New Orleans reported the least number of passengers carried, but the gain was marked, 1^946,830, or 55.2 per cent, the relative gain being exceeded only by Detroit, which shows an increase of 4,924,391, or 74.5 per cent. The table shows that, notwithstanding San Fran- cisco's great gain in passenger traffic, the gross income decreased SI, 137,191, or 29 per cent. This loss, as shown in Table 14, was in receipts from "all other sources" and not in the passenger accounts. "All other districts" is made up of widely separated sections of the country, embracing, for mstance, Boston, Mass.; Norfolk, Va.; Portland, Oreg.; and Seattle, Wash. Municipal ferries. — Table 16 presents statistics for ferries located in municipalities that reported such ferries in 1916 and 1906. Table 16.— MUNICIPAL FERRIES, WITH PER CENT OF INCREASE: 1916 AND 1906. Census year. Num- ber Of vessels. Gross tonnage. Value of vessels. OBOSS INCOME. Num- ber em- ployed on vessels. Wages. DISTRICT. Passengers. All Other sources. passengers carried. Total 1916 1906 29 29 21,. 545 20, 238 6.5 52.399,498 2,503,447 -4.2 $743,882 621,280 19.7 J468,413 263,072 77.6 496 290 71.0 S564.502 458. 129 23.2 24.4.59,331 20,945,055 16.8 1916 1906 16 16 15,471 14,829 4.3 4,728 4,448 6.3 no 60 2,107.199 2.253,000 -6.5 208,986 209.347 -0.2 9,000 4,100 119.5 74,313 35.000 1123 2,000 696,353 657. 437 24.9 46,284 62.373 -25.8 1,245 9T0 28.4 8 419,219 220,905 89.8 47,341 41.037 15.4 1,853 1,230 50.7 364 188 93.6 84 72 4 4 44 25 413,908 360, 159 14.9 99,445 70,720 40.6 3,596 2.150 67.3 47,553 24,900 91.0 200 18,748,804 12,521,847 49.7 4,628,352 7,242.808 -36.1 25,111 19,400 29.4 1,057,064 1,156,000 -8.6 5,000 1916 1906 7 7 Per cent of increase • Small pomts on Connecticut River 1916 1906 2 2 Portland, Oreg 1916 1906 4 3 1,236 8.57 44.2 44 Wabasha, Minn 1906 n 500 500 1 1 A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. 2 Free ferries operated by city of Portland. 8 This ferryboat was dismantled in 1915 and ferry discontinued. The only municipality, of those reporting at both censuses, which shows a change in the number of ferry- boats is Portland, Oreg., which city reported four in 1916 and but three in 1906. This gain of one is offset by the abandonment since 1906 of the municipal ferry at Wabasha, Minn., so that the total number of these boats reported for mimicipalities remains the same at the two censuses. Of the mimicipal ferries reported for New York Harbor, seven were operated in connection with penal and eleemosynary institutions, and on these ferries no regular fare was charged. Although there was an in- crease in the gross tonnage of the municipal ferries in New York Harbor, a decrease is shown in their value, the average tonnage value shrinking from $152 in 1906 to $136 in 1916. Notwithstanding this decrease in the value of the municipal ferryboats in New York Harbor, there was an increase of 24.9 per cent in the receipts from passengers and of 49.7 per cent in the nmnber carried. The notable decrease in the number of passengers carried by the mimicipal ferries of Boston may be due largely to the increased efficiency of the electric service through the tunnel imder the harbor between East Boston and the city proper. In addition to the mimicipal ferries shown in Table 16, for the same cities in 1916 as in 1906, Table 17 shows that in 1916 there were 11 other ferryboats of this character, 2 in Baltimore, 4 in Seattle, and 5 in other districts, making a total of 40 nnmicipal ferry- boats in 1916 as compared with 29 in 1906. The increase of 11, or 37.9 per cent, in the number of these ferryboats, from 1906 to 1916, was accom- panied by substantial increases in other respects also, the tonnage increasing 24.7 per cent, the gross in- come 48.9 per cent, and the number of passengers carried 26.7 per cent. 32 TRANSPORTATION BY WATER. Table 17,— MUNICIPAL FERRIES: 1916. Total New York Harbor Boston Harbor Baltimore Harbor Small points on Connecticut River Seattle, Wash Portland, OreR All other districts Number of vessels. Gross tonnage. 25,230 15.471 4,728 030 110 2, W, 1,2311 620 Value of vessels. J2, 753, 322 2,107, liiit 20S,9Sri 20,000 9,000 309, 324 74,313 20,500 GROSS INCOME. Passengers $319,874 096,353 4B,2«4 13,201 1,245 58,295 (') 4,496 All other sources. »t97. 899 419,219 47,341 2,127 1,853 20,859 (') 500 Numlier employed on vessels. 570 304 84 8 4 51 44 12 Wages. $638,785 413, 908 99,445 6,724 3,596 67,229 47,553 11,330 Number of passengers carried. 26, 533, 297 18,718,804 4,028,352 509,9.39 25,111 1,400,595 1,057,064 163, 432 ' Free ferries operated by city of Portland. YACHTS, STEAM AND SAIL. Table 18 shows the number, gross tonnage, and value of steam and sail yachts, by divisions, for 1916 and 1906, with percentages of increase. The most noticeable feature of this table is the decrease during the ten-year period of 1,025, or 64.3 per cent, in the number of yachts dependent wholly upon sails for propelling power. This decrease no doubt is due chiefly to the large number of yachts that have been fitted with motors since 1906, as all vessels equipped with auxiliary power of any kmd are classed as "steam" or "motor" in all tables of this report. Table 18.— YACHTS, NUMBER. GROSS TONNAGE, AND VALUE, BY DIVISIONS, WITH PER CENT OF INCREASE: 1916 AND 1906. DinslON .^ND CL.VSS. Total Steam > SaU.... Atlantic coast and Gull of Me.rico . Steam Sail Pacific coast (including Alaska). Steam Sail Great Lakes and St. Lawrence Eiver.. Steam Sail Mississippi Ttiver and its tributaries. Steam Sail NUMBER OF VESSELS. 1918 4,3.i4 3,785 509 3,0S2 2,587 495 322 293 29 501 459 42 323 325 1906 3,770 2,176 1,594 2,933 1,.577 1,338 170 66 104 358 236 122 222 222 GnOSS TONNAGE. 1916 1906 123,007 111,620 11,3S7 91,946 81,766 10, 180 9,009 8,417 592 13,619 13, 124 493 6,429 6,429 106,430 82,273 24, 153 91,. W? 70,461 21,046 2, .524 1,063 1,459 7,668 6,210 1,458 3, 2.35 3, 2.35 VALtTE OF VESSELS. 1916 $33,387,6.^6 33,447,143 1,940,513 27,382,512 2.3, 590, 224 1,792,288 2,211,062 2,139,937 71,125 4,237,710 4, 167, .560 70, 130 1,206,1.33 1,206,153 1906 $28,431,114 24.281,861 4,109, 2.M 25, 000, 0S2 21,290,339 3, 775, 743 468,910 294, SOO 174,110 1,877,8.30 1,673,000 204,850 563,400 563,400 PER CENT OF INCREASE,* 1900-1910. Number of vessels. Cross tonnage. Value of vessels. 1.3.5 73.9 -04.3 15.6 3.3.7 -32. 9 24.4 37.7 -.3:1. 5 5.0 64.0 -63.5 89.4 -72.1' 39.9 94.5 -65.6 46.4 46.4 0.3 16.0 —51.6 256.9 690.3 -59.4 77.6 111.3 -66.0 97.5 97.5 9.2 20.2 —52.5 371.5 625.9 -59.1 125. 7 149.1 -65.8 114.1 114.1 Canals and other inland waters of New York state. steam Sail -•Ul other inland waters. Steam Sail 791 671 120 1,213 1.213 810 641 169 666 643 23 166,400 1.39, 450 6,950 183,819 l.S3,S19 276, 450 262, 700 13, 750 198,422 197,622 800 -2.3 4.7 -29.0 82.1 88.6 -39.8 -39.3 -49.5 -7.4 -7.0 ' .-V minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. - Includes all yachts propelled hy machinery. The Mississippi River and its tributaries are not favorable to the operation of sailing vessels of 5 tons and over, of which cognizance only is taken by the census, and no sail yachts were reported for either census from that division. There were none reported in 1916 for ''All other inland waters," although one of 23 tons was shown in 1906. At both censuses, however, a small number was reported on the "Canals and other inland waters of New York state." The relative losses in sail yachts were greatest in those operating on the Pacific coast and the Great Lakes. All divisions show increases for steam yachts in the several particulars, except that for "Canals and other inland waters of New York state" and "All other inland waters" there was a decrease in the value of these vessels. It should be remembered, however, that the value of a yacht is that given by the owner and can hardly l>e taken in a commercial sense. Of the gain in number of steam yachts for the United States (1,609, or 73.9 per cent), 1,010, or 62.8 per cent, is shown for the Atlantic coast and Gulf of Mexico division. So also of the total gain in tonnage for this class (29,345, or 35.7 per cent), the Atlantic coast division reported 11,305 tons, or 38.5 per cent. This division was first likewise in gain in values, showing an increase of $4,299,885, or 46.9 per cent of the total increase of $9,165,282 reported for the United States. The second greatest actual increase in the number of steam yachts was 227 in the Pacific coast division. Very close to this, however, was the increase in the UNITED STATES. 33 number reported for the Great Lakes and St. Law- rence River — 223, or 13.9 per cent of the total merease for this class in the United States. The Great Lakes division was second in actual increase in value of steam yachts, $2,494,560, or 27.2 per cent of the total increase, the Pacific coast beuig third in this respect, with an increase of SI, 845,137, or 20.1 per cent of the total. Second place in actual gain in tonnage, 7,352, or 25.1 per cent of the total for the United States, is accorded the Pacific coast; thii'd place belongs to the Great Lakes, with an increase of 6,914 tons, or 23.6 per cent of the total. The importance of the several divisions as to their proportions of the number, tonnage, and value of steam and of sail yachts is presented in Table 19 for 1916 and 1906. Table 19. — Yachts, Per Cent op Total Number, Gross Ton- nage, AND Value, by Diyisions and Class: 1916 and 1906. PER TEMT OF TOTAL. DIVISION AND CENSUS YEAR. Number of vessels. Gross tonnage. Value of vessels. Steam. Sail. Steam. Sail. Steam. Sail. Total: 1916 100.0 100.0 100.0 100.0 100.0 100. 100.0 100.0 100.0 100.0 1906 J 100 Atlantic coa.st and Gulf of Mexico: 1916 68.3 72.5 7.7 3.0 12.1 10.8 8.6 10.2 0.8 1.5 2.4 2.0 87.0 85.2 5.1 0.5 7.4 7.7 0.5 0.6 ""o.i" 73.3 85.6 7.5 1.3 11.8 7.5 5.8 4.0 0.6 O.S 1.1 0..'* 89.4 87.1 .5.2 6.0 4.3 6.0 1.1 0.7 '"'o.'i' 76.5 87.7 6.4 1.2 12.5 6.9 3.6 2.3 0.5 1.1 0.5 0.8 92.4 90.6 1906 Pacific coast (including Alaska): 1916 1906 4 2 Great Laicesand St. Lawrence River: 1916 3 6 1906 Mississippi River and its tributaries: 1916 1906 Canals and otherinland waters of New York state: 1916 4 1906 All other inland waters: 1916 1906 (') ' Less than one-tenth of 1 per cent. GOVERNMENT VESSELS. Table 20 shows certain statistics for vessels owned and operated by state and city governments in 1916 and 1906. The government vessels here included are only those belonging to or operated by state and city governments. Vessels owned or operated by the Federal Government are not included in these sta- tistics. The vessels owned or operated by state and city governments are used for a great varietj^ of purposes, chiefly for ferriage of the general public and in connection with penal and charita])le institu- tions, for disposmg of garbage, for dredging, for fire and police service, for ice breaking, for scientific investigation, canal inspection, and for the protection of fish and game. The statistics for all classes of these vessels combined show an increase for the decade in all totals except for income, which factor is neces- 116315°— 20— 3 sarily more or less of a fluctuating character, since only a portion of the vessels can properly be classed as a business enterprise in this respect. Table 20. -Vessels Owned and Operated by State and City Governments: 1916 and 1900. Total. Steam.' Sail. UnrigfTcd. Number of vessels: 1916 474 315 50.5 82,888 62,739 32.1 $11,147,275 $S,MO,696 38.6 '$2,487,292 "$3,177,.W4 -21.7 2,565 1,884 36.1 $2,635,106 $2,07;!, 02s 27.1 26,. 598, 701 21,314,209 24.6 229 113 60.1 45,593 36,099 26.3 $8,9.54,6.52 «6,«03,468 31.6 $1,607,940 $1,1.36, .594 41.5 2,019 1,1.50 75.6 $2,270,390 $l,308,3.'i2 73.5 26,.M4,.597 21,344,209 24.4 2 4 243 168 44 6 1906 Per cent of increase Gross toimace: 1916 70 132 -47.0 $«,.'i00 $10,380 -37.4 $.5,000 37,225 26.508 40.4 $2,186,123 $1,226,848 78.2 $874,352 •$2,(>t(),960 -57.2 540 722 —25 2 1906 Per cent of increase ' Value of vessels: 1916 1906 Per cent of increase 2 Gross income: 1916 1906 Per cent of increase ' Number employed on vessels; 1916 6 12 1906 Per cent of increase^ Wages: 1916 $3,810 $5,470 -30.3 $360,906 $759,226 -52.5 54,104 1906 Per cent of increa.se = Number of passengers cjirricd: 1916 1906 Per cent of increase 1 • Includes craft propelled by machinery. 2 A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100. ' Includes value of work done by craft of the department of docks and ferries. New York City. In 1916, as in 1906, the great bulk of activity connected with these craft was on the Atlantic and Gulf coasts, although this division reported a smaller proportion of the total number in 1916 than in 1906, this proportion being 56.5 per cent for the later census as compared with 67.7 per cent for the earlier. (See Table 10 of the Atlantic coast and Gulf of Mexico division.) In its proportion of the gross tonnage there was little change, 73.7 per cent and 73.2 per cent in 1906 and 1916, respectively, and in the number of passengers carried the decrease in proportion was small, from 94.6 to 90 per cent. In other respects, however, the decreased proportion for this division in 1916 was pronounced, the proportion for income decreasing from 92 to 64 per cent and that for the value of such vessels from 76.7 to 64.4 per cent. COMMERCIAL FISHING CRAFT. Statistics for vessels engaged in the fisheries, by divisions, for 1916 are given in Table 21. At the census of 1906 reports were not secured for vessels or craft engaged in the fisheries, and there are no figures for that year, therefore, with which the statistics for 1916 may be compared. The Atlantic coast division occupied a predomi- nant position in the fisheries, reporting 71.5 per cent of the total number of vessels, 72.7 per cent of the tonnage, and 72.5 per cent of the income. The table shows that the Pacific coast was second and the Great Lakes third. The other two divisions were insignificant in all respects pertaining to the fisheries. 34 TRANSPORTATION BY WATER. Table 21.— FISHING VESSELS, BY DIVISIONS, WITH PER CENT OF TOTAL: 1916. United States. Atlantic coast and flnlt ot Mexico. I'er cent of total Pacific coast (inohiding Alaska) . I'er cent of total Number of vessels. 6,216 Great Lakes and .St. Lawrence River.. I'er cent of total Mississippi River and its tributaries. Per cent of total All other inland waters . Percent of total 3,729 71.5 870 16.7 606 11.6 8 0.2 (') Oross tonnage. 105,580 72.7 29,342 20.2 10,196 7.0 92 0.1 (') 36 Value of vessels. $19,463,269 13,040,125 67.0 5,214,278 26.8 1,190,866 6.1 14,400 0.1 3,600 (') Oross income. »25,388,620 18,405,088 72.5 4,814,991 19.0 2,129,489 8.4 29,110 0.1 12,842 Number employed on vessels. 25,975 IS), 246 74.1 4,890 18.8 1,807 7.0 2fl 0.1 (') Wages. 111,875,357 8,475,736 71.4 2,428,822 20.5 949,562 8.0 16,227 0. 1 S,01O (■) 1 Less than one-tenth of 1 per cent. Fishing vessels propelled by steam, which in Table 22 includes all craft propelled by machinery, constituted about two-thirds of both the total number and total tonnage reported for the United States. All sailing vessels engaged in the fisheries were reported from the Atlantic coast and the Gulf of Mexico, and from the Pacific coast (including Alaska). Of a total of 1,738 sailing vessels of 48,565 gross tonnage, the Atlantic coast division reported 1,718, totaling 44,524 gross tons or 98.8 and 91.7 per cent, respectively. Table 22.— FISHING VESSELS, GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS: 1916. 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. DIVISION AND CLASS. Num- ber of vessels. Oross tonnage. Num- ber Of ves- sels. Oross ton- nage. Num- ber of ves- sels. Gross ton- nage. Num- twr of ves- sels. Gross ton- nage. Niun- berot ves- sels. Gross ton- nage. Num- ber of ves- sels. Gross ton- nage. Num- ber of ves- sels. Gross ton- nage. Num- ber ot ves- sels. Gross ton- nage. 5,216 3,478 1,738 145, 246 96,681 48,565 4,623 3,112 1,511 69,660 47,711 21,949 274 177 97 19,584 12, 589 6,995 232 117 ii.'i 30,641 15,8.59 14, 782 55 51 4 13,844 12,820 1,024 26 16 10 8,508 6,161 3,347 4 3 1 1,770 1,302 468 2 2 1,239 Steam ' 1 239 Sail Atlantic coast and Gulf of Mexico 3,729 2,011 1,718 870 850 20 606 606 8 8 3 3 105,580 61,058 44,524 29,342 25,301 4,041 10,1% 10,196 92 92 36 36 3,260 1,756 1,504 765 758 7 587 687 8 8 3 3 46,114 24,274 21,840 14,419 14,310 109 8,999 8,999 92 92 36 36 200 103 97 55 55 14,703 7,708 6,995 3,684 3,684 203 90 113 29 27 2 26,544 12, 087 14,457 4,097 3,772 325 46 46 11,494 11,494 17 13 4 9 3 6 6,342 4,110 1,232 3,166 1,051 2,115 2 2 883 883 1 1 500 500 Sail 9 5 4 2,350 1,326 1,024 2 1 1 887 419 468 1 1 739 Steam 739 Sail Great Lakes and St. Lawrence River . 19 19 1,197 1,197 Mississippi River and its tributaries 1 1 1 Includes all fishing vessels propelled by machinery. Of the total number of fishing vessels reported in 1916, 4,897, or 93.9 per cent, were of less than 100 gross tons, and their tonnage, 89,244, while less proportion- ately, constituted 61.4 per cent. Of the steam vessels, 3,289, or 94.6 per cent, were of loss than 100 tons burden, their aggregate tomiage bemg 60,300, or 62.4 per cent, not materially different frota the proportions for both classes combined. The sailing vessels of less than 100 tons show similar proportions, there being in this class 1,608, or 92.5 per cent, with a tonnage of 28,944, or 59.6 per cent. All of the fishing vessels of 100 gross tons and over were reported for the Atlantic coast and the Pacific coast divisions, the former re- porting 269 with a total gross tonnage of 44,763, and the latter, 50 vessels of 1 1 ,239 tonnage. From these figures it appears that the Atlantic coast reported 84.3 per cent of the number and 79.9 per cent of the tonnage of all fishing vessels of 100 gross tons and over. The largest single steam and also sail fishing vessels were returned from the Pacific coast, of 739 and 468 tons, respectively. A number of vessels of the fishing fleet were engaged to some extent in carrying freight in 1916, probably durmg the off season for fishing, and the quantity of this freight for three of the divisions is presented in Table 23. Table 23. -P^EioHT Carried by Fishing Vessels: 1916. [Tons of 2,000 pounds.] COMMODITY. Total Atlantic coast and Gulf of Mexico. Pacific coast (in- cluding Alaska). Great Lakes and St. Law- rence River. Total 80, (M8 76,396 2,149 1.503 4,365 1,147 4,463 47 330 18,717 5,456 322 99 11,470 275 714 9,785 640 22,248 4,240 1,127 4,313 47 227 18,422 5,230 322 69 11,063 275 699 9,785 640 19,937 15 110 Cement, brick, and lime 20 Coal ' ' 150 Cotton , Flour . 1 102 Fruits and vegetables 86 1 209 106 120 Ice... 254 153 Petroleum and other oils 15 Phosphate and fertilizer 1,667 644 UNITED STATES. 35 GEOGRAPHIC DIVISIONS. As in prior censuses the statistics are presented for five geographic divisions for Avliich there are material differences in the class of vessels used, kind of freight carried, and in many other respects which it is im- practicalile to cover in this report. The five geo- graphic divisions for which the statistics are pre- sented may be described as follows : Atlantic coast and Gnlf of Mexico. — Tlie coast line and tributary rivers to what is generally laiown as the "head of navigation" — to the point navigable for the ordinary freight-carrying steamers and other craft. Pacific coast {including Ahsl-a). — The coast line and tributary rivers to "head of navigation." Great Lal'cs and St. Lawrence River. — Lakes Superior, Michigan, Huron, St. Clair, Erie, and Ontario and the St. Lawrence River. Mis.nssipjn Eirer and its trihutaries. — Tlie entire river and the waters of all its tributaries. AU other inland vnters. —C&nsbls; lakes other than the Great Lakes; rivers tributary to the Great Lakes; and above the "head of navigation " on all rivers tributary to the Atlantic and Pacific Oceans and the Gulf of Mexico. The classification of vessels by divisions in 1916 was the same as that followed at the census of 1906, accord- ing to the waters on which .they were principally operated during the census year. The rule at the census of 1889 was different, the location of operations being fixed as the waters of the home port, that is, the port from which the document was issued. Tlie statistics by divisions, therefore, are fairly comparable only for the two most recent censuses. Table 24. -ALL CLASSES OF VESSELS AND CRAFT, BY DIVISIONS, WITH PER CENT OF INCREASE: 1916. 1906. AND 1889. DIVISION AND CENSUS TEAP.. Number of vessels. Gross tonnage. Value of vessels. Gross income. Kuml^er emplo.ved on vessels. Wages. Number of passengers carried. Total: 1916 37,894 37,321 30,485 12,249,990 12,893,429 8,359,135 $959,925,364 507,973,121 206,992, ,352 $563,736,367 294,854,5.32 161,994,0(;6 153,301 140,929 113,870 $103,235,534 71,636,521 41,482,812 331,590,565 1906 306, 825, 663- 1889 198,992,438. Atliintic coast and Gulf of Mexico: 1916 . . . ... . . . . 21,658 20,032 12,238 4,092 2,5.37 1,635 2,856 2,990 2,737 7,239 9,622 7,300 2,049 2,140 6, 575 1.5 24.3 6,508,617 4,851,421 2,658,445 1,185,961 977, («7 419,157 2,737,491 2,. 392, 8(3 920,294 1,621,495 4,411,907 3,364,610 196,426 259, 491 996,629 -5.0 46. 5 629,074,203 273,105.915 116,042,062 127,310,646 76,622,633 21,824,040 174,765,526 130, 805, (HO 48,580,174 23,030,503 22,8.52,142 14,407,162 5,744,486 4,5,86,791 6,138,914 89.0 363.7 376,806,060 15'J,7.')9,924 90,147,632 80,215,193 48,.520,l;S9 19,872,738 85,095,887 65,274,702 35,463,852 17,439,746 17,342,038 16,331,872 4,179,481 3,957,729 •177,972 91.2 24S.O 84,978 77, 124 •63,625 23,576 20,142 11,315 26,873 24,916 22,726 14,706 15,016 15,951 3,168 3,731 •253 8.8 34.6 58,902,964 38,352,259 •22,123,099 18,055,141 12,950,399 5,880,421 18,633,219 13,280,716 8,098,191 6,380,325 5,692,117 5,337,185 l,263,8'i5 1,361,030 •43,916 44.1 148.9 237,343,627 1906 292,555,416 IS891 . . 170,225,438 Pacific coast (including Alaska): 1916 53,408,8« 1906 44,189,971 1889 15,672,093 Great Lakes and St. Lawrence River: 1916 19,aSI,6Sl 1906 14,080.146 1889 Mississippi River and its tributaries: 1916 3,235,983^ 17,599,378 1906 14,122,241 1889 10,858,894 2,005.03*; All other Inland waters; 1916 1906 1,877V3SS. 18S9 . . PER CENT OF INCREASE.* Total: 1906-1916 ' —9.6 1889-1916 60.6 Atlantic coast and Gulf of Mexico: 1906-1916 8.1 77.0 61.3 150.3 -4.5 4.3 -24. S -0.8 -4.3 -68.8 34.2 144.8 21.3 182.9 14.4 197.5 -63.2 -51.8 -24.3 -80.3 130.3 442.1 66.2 483.4 33.6 259.7 0.8 59.9 25.2 -6.4 135.9 318.0 65.3 303.6 30.4 140.0 0.6 6.8 5.6 10.2 33.6 17.0 108.4 7.9 18.2 -2.1 -7.8 -15.1 53.6 166.3 39.4 207.0 40.3 130.1 12.1 19.5 -7.1 —IS. 9 1,^S9-1916 39.4. Pacific coast (including Alaska): 1906-1916 . .... 25.* 1889-1916 253.6 Great Lakes and St. Lawrence River: 190t)-1916 36.6 1889-1916 760.x Mississippi River and its tributaries: 1900-1916 24.6 18S9-1916 62.1 All other inland waters: 1906-1916 C.S 1889-1916 1 Totnl includes 52 craft ^^'iIh a gross tonnage of 2,553, valued at $75,360, for which no rejiort was made for income, emi)loyees. wages, passengers, and freight carried. • Does not include emplo.vees of wages for yachts. ' 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. ' A minus sign (— ) denotes decrease. Li connection with these statistics it should be remembered that the vessels are reported in the divi- sions in which they are chiefly occupied or employed. Changes of this character, therefore, occur to meet the tonnage demands of commerce which would be impracticable to follow. The great war also has so changed conditions relating to shipping as to renda- comparisons in many of its details very unreliable. Table 24 shows that the Atlantic coast and Gulf of Mexico division led in 1916 in all details shown in this table, reporting nearly three-fifths of the number of vessels, more than one-half of the gross tonnage. 36 TRANSPORTATION BY WATER. nearlj' two-thirds of the value of vessels, and over t'wo-thirds of the gross income. Of employees on vessels this division reported more than one-half, with a somewhat larger proportion of salaries and wages, and nearly three-fourths of the number of passengers carried. The Great Lakes and St. Lawrence River ranked second, except in number of vessels and number of passengers carried, in which respect it was fourth and third, respectively. This division reported nearly one- fourth of the tonnage, but less than one-fifth of the value of vessels, the gross income, number of employ- ees, and the amount of salaries and wages paid. Although fourth in most details, the Mississippi River and its tributaries ranked second in number of vessels, the majority of which were unrigged, and third in tonnage. "All other inland waters" shows the smallest proportion of the various totals. In the matter of actual gains from 1906 to 1916, the Atlantic coast and Gulf of Mexico was first in all par- ticulars, except number of passengers carried, for which a decrease of 55,209,789 is shown, due chiefly to the construction of bridges and subaqueous tunnels since 1906 in New York Harbor. In most other de- tails this division led in relative gains, but was second in this respect in number of vessels and in number of employees, the Pacific coast leading in these two par- ticulars. The Atlantic coast is the only division showing an actual percentage loss from 1906 to 1916 in number of passengers carried. The Pacific coast shows an actual gain of 11,218,872 in the number of passengers carried. The Great Lakes and St. Law- rence River, however, reported the greatest propor- tionate increase in numljer of passengers carried during this period, 36.6 per cent. The actual increase for the Atlantic coast and Gulf of Mexico in the value of vessels was $.355,968,288. The greatest relative gain shown for this division, however, 135.9 per cent, was in gross income. It is notable that while the nimiber and tonnage of vessels operated on the Mississippi River and its tributaries decreased greatly, 2,383, or 24.8 per cent, in number and 2,790,472, or 63.2 per cent, in tonnage, the value of the vessels increased by $178,361, or eight-tenths of 1 per cent, and the gross income by $97,708, or six-tenths of 1 per cent. The increase in number of passengers carried by vessels of this divi- sion was also lai-ge, 3,477,137, or 24.6 per cent. "^Vll other inland waters," the least important of the five diAasions, although showing a decrease in the number and gross tonnage from 1906 to 1916, re- ported an increase of $1,157,695, or 25.2 ner cent, in the value of vessels; $221,752, or 5.6 pex crut, in grojs income; and 127,147, or 6.8 per cent, in number ot passengers carried. CHARACTER OF OWNERSHIP. The character of oAvnership of vessels is presented for four classes: (1) individual, (2) fijm, (3) iacorpo- rated company, and (4) all other, the last class em- bracing vessels owned by states, mimicipalities, cooperative associations, etc. The relative impor- tance of these four classes is shown for 1916 and 1906 only, as at the census of 1889 statistics of ownership were seciu-ed for but two of the five divisions, the Atlantic coast and GuK of Mexico, and the Pacific coast. Table 25. — Number, Gross Tonnage, and Value of Vessels, BY Character of Ownership, with Per Cent of Increase AND PER Cent op Total; 191{) and 190(i. VESSELS. TONNAGE. VALUE or VESSELS. o-mreKSHTP ANn census YEAR. Num- ber. Per cent of total. Gross tons. Per cent of total. Amount. Per cent of total. Total: 1916 1906 37,894 37,321 1.5 100.0 100.0 12,249,990 12,S93,429 -5.0 100.0 100.0 8939, 925, 3M 607,973,121 89.0 100.0 100 Per cent of in- crease ' Individual: 1910 12,995 12, 944 0.4 3,488 4,169 -16.3 20,789 19,729 5.4 622 479 29.9 34.3 34.7 9.2 11.2 54.9 52.9 1.6 1.3 1,204,874 1,462,.S18 -17.6 552,373 929,311 -40.6 10,383,928 10, 375,681 0.1 108,815 125,619 -13.4 9.8 11.3 4.5 7.2 84.8 SO. 5 0.9 1.0 73,237,508 65,833,625 11.2 21,374,278 28,807,734 —25.8 852,348,622 402,419,567 111.8 12,964,956 10,912,305 18.8 7.0 1906 13.0 Per cent of increase •. Firm: 1916 2.2 1906 6.7 Per cent of increase' Incorporated company: 1916 88.8 1906 79.2 Per cent of increase.. All other: 1916 1.4 1906 . . 2.1 Per cent of increase ' . 1 A minus sign ( — 1 denotes decrease. Incorporated ownership predominated at both censuses, but to a greater degree in 1916 than in 1906. Although this form of ownership controlled but 54.9 per cent of the total number of vessels in 1916, it reported 84.8 per cent of the total gross tonnage of American owned craft and 88.8 per cent of their value. In these three respects vessels under firm ownership in 1916 show decreases compared with 1906, not only in their relative proportions but in the actual totals also. Vessels owned by individuals increased in number and value, but decreased in ton- nage between 1906 and 1916. Table 26 shows the number and gross tonnage of vessels, by character of ownership and by divisions. UNITED STATES. 37 Table 26 — NUMBER AND GROSS TONNAGE OF A^SSELS, BY CHARACTER OF OWNERSHIP AND BY DIVISIONS, WITH PER CENT OF TOTAL : 1916 AND 1906. Cen- sus year. TOTAL. INDIVIDUAL. PIEM. mCOEPORATED COM- PANY. ALL OTHER. DIVISION. Num- ber of ves- sels. Tonnage. Num- ber of ves- sels. Tonnage. Num- ber of ves- sels. Tonnage. Num- ber of ves- sels. Tonnage. Num- Tonnage. Gross tons. Per cent of total. Gross tons. Per cent of total. Gross tons. Per cent of total. Gross tons. Per cent of total. ber of ves- sels. Gross tons. Per cent of total. Total 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 37,894 37,321 12,249,990 12, 893, ..29 100.0 100. 12,995 12,944 1,204,874 1,^32,818 100.0 loO.O 3,488 552,373 4,i69 929,311 100.0 100.0 20,789 19,729 10,383,928 10,375,681 100.0 100. 622 479 108,815 125,619 100.0 100.0 Atlantic coast and Gulf of llexico 2x,658 20,032 4,092 2,537 2,S.ifi 2,990 7,239 9,622 2,049 2,140 6, .508, 617 4,851,421 1,18.5,961 977,687 2,737,491 2,392,863 1,621,495 4,411,967 196,426 259,491 63.1 37.6 9.7 7.6 22.3 18.6 13.2 34.2 1.6 2.0 8,307 8,517 1,069 806 847 975 1,852 1,318 920 1,328 787,787 84»,06t 72,626 119,565 74,383 204,175 182,084 134,655 87,994 160, 359 6.5.4 57.7 6.0 8.2 6.2 14.0 15.1 9.2 7.3 11.0 2,138 2,849 307 275 210 429 616 533 441,21^6 666,005 30,601 73, 131 22,374 132.836 46,418 49,346 79.9 71.7 5.5 7.9 4.1 14.3 8.4 5.3 2.1 0.9 10,846 8,341 2,6.53 1,404 1,747 1,536 4,731 7,752 812 696 5,200,797 3,246,215 1,06.5, .590 770,404 2,6.35,057 2,044,131 1,390,915 4,226,600 91,569 88,331 50.1 31.3 10.3 7.4 25.4 19.7 13.4 40.7 0.9 0.9 367 325 63 52 52 50 40 19 100 33 78,767 95,137 17,144 14,587 5,677 11,721 2,078 1,366 5,149 2,808 72.4 75. T 15.8 11.6 5.2 9.3 1.9 1.1 4.7 2.2 racific coast (Including Alaska) Great Lakes and St. Lawrence River Mississippi River and its tributaries All other inland waters. . 83 7,993 Diagram 3.— GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY DIVISIONS: 1916 AND 1906. ATLANTIC COAST AND GULF OF M.'Xiro igi 190 i::L.m.::...m\ I 1916 1906 1916 1906 1916 1906 1916 1906 PACIFIC COAST , INCLUDING ALASKA GREAT LAKES AND ST LAWRENCE RiVtR S2M MISSISSIPPI RIVER AND TRIBUTARIES ,. INCORPORATED COMPANY ■y ALL OTHER ALL OTHER INLAND WATERS ALL OTHER 3 4 MILLIONS OF TONS 38 TRANSPORTATION BY WATER. In 1916 the Atlantic coast division reported more than one-half of the total tonnage for all divisions combined, increasmg its proportion from 37.6 per cent in 1906 to 53.1 per cent in 191G. The Mississippi River division shows the most marked change, a decrease in its proportion of the total tonnage from 34.2 per cent in 1906 to 13.2 per cent in 1916. This change is confined to vessels of corporate ownership which shows a decrease in the tonnage from 40.7 per cent of the total in 1906 to 13.4 per cent in 1916. In considering ownership by character of propul- sion, it is found that one-half of the steam vessels and nearly three-fifths of the sailing vessels were owned by individuals in 1916, a gain in the proportion of steam vessels individually owned over their pro- portion in 1906 and a slight loss in this respect for the individualh" owned sailing vessels, which comprised a little more than two-thirds of all the sailing vessels at that census. Less than one-fifth of the imrigged craft was owned by individuals at both censuses. Table 27. -NUMBER AND GROSS TONNAGE OF STEAM, SAIL, AND UNRIGGED VESSELS, BY CHARACTER OF OWNER- SHIP AND BY OCCUPATION, WITH PER CENT OF INCREASE: 191(> AND 1906. Cen- sus year. TOTAL. INnmDUAI,. FIRM. INCORPORATED COMPANY. AU. OTHER. CLASS AND OCCUPATION. Num- ber of vessels. Gross tonnage. Num- ber of vessels. Gross tonnage. Num- ber of vessels. Grass tonnage. Num- ber of vessels. Gross tonnage. Num- ber of ves- sels. Gross tonnage. Total. . ... 1916 1906 37,894 37,321 1.5 12,249,990 12,893,429 -5.0 12,995 12,914 0.4 I,2(M,874 1,462,818 -17.6 3,488 4,169 -16.3 .5.52, 373 929,311 -40.6 20, 7.89 19,729 5.4 10,383,928 10,375,0X1 0. I 622 479 29.9 304 203 49.8 108,815 Percent of increase' 125,619 -13.4 1916 1906 14,581 9,927 46.9 6,097,502 4,059,521 SO. 2 7,290 4,359 67.2 255, .5iO 316,219 -19.2 1,251 1,141 9.6 64,871 145. 326 -55.4 5,736 35.8 5, 727, 39{) 3,555,1140 61. 1 49, 771 42,936 15.9 1916 1906 5,362 3,615 48.3 3,689 3,079 19.8 611 536 14.0 3,785 2, 176 h.9 1,134 621 117.7 3,002 7,131 -.57. 9 5,432,353 3,411,588 59.2 264, 135 261,375 1.1 224,328 261,073 -14.1 111,620 82, 275 35.7 65, 126 43,210 60.7 1,171,174 1,704,277 -31.3 1,992 1,101 80.9 1,068 902 18.4 172 115 49.6 3,427 1,978 h.3 631 263 139.9 1,700 4,772 -64.4 97,241 189,707 -48.7 36,818 37,079 -0.7 6,265 5,423 15.5 103, 223 78, ISS 32.0 11,983 5,822 105.8 226,700 483, 8.59 -53.1 470 437 7.6 381 488 -21.9 55 39 234 130 80.0 111 47 430 1,403 -69.4 38,394 113,611 -66.2 16,4f« 25,286 -34.8 1,674 1,752 -4.5 3,6.59 2,415 51.5 4,660 2,262 106.0 143,429 435, 756 -67. 1 2,885 2,055 40.4 2,191 1,644 33.3 334 352 -5.1 104 55 5,293,802 3, 104.291 70.5 207,652 192,313 8.0 190,986 233,630 -18.3 4,441 1,500 196.1 30,509 23,306 30.9 779,600 729,784 6.8 15 22 49 45 50 30 20 13 170 93 58 99 2,916 Percent of increase' 3,979 -26.7 1916 1906 3,181 Percent of increase' 6,697 -52.5 1916 1906 25,403 20,268 25.3 yachts 1916 1906 297 7 ><-.! Percent of increase . 172 72.7 Mi*!n'^"!i"pnti«! 1916 1906 222 118 88.1 814 857 -5.0 17,974 Percent of increase 11, 820 62.1 Sail Percent ofincrease' 1916 1906 21,445 54,878 -60.9 1916 1906 Freieht and Dassencer 2,3.-)7 5,181 -54.5 569 1,.594 -64.3 76 356 -78.7 20,311 20,263 0.2 1,156,354 1,672,.S62 -30.9 11,387 24, l.M -52.9 3,433 7,260 -52.7 4.981,2.54 7,129,6.)1 -30.1 1,120 3,028 -63.0 528 1,461 -63.9 52 2.S3 -81.6 4,005 3,813 5.0 214, 930 457, 877 -53.1 10,745 22,540 -52.3 1,025 3,442 -70.2 722,644 662, 740 9.0 391 1,2.52 -68.8 35 116 -69.8 4 35 1,807 1,625 11.2 142, 926 433,412 -67.0 402 1,310 -69.3 101 1,034 -90.2 344,073 348,229 -1.2 796 840 -5.2 5 9 777,534 728, 714 6.7 218 161 35.4 1,848 909 103.3 3,876,938 6,090,8,57 -36.3 50 61 1 8 7 30 260 177 46.9 20,964 Percent ofincrease' 52,859 -60.3 Yachts 1916 1906 22 144 -84.7 1916 1906 13 8 459 Percent ofincrease^ 1,875 -75.5 TTnripcod - . . . 1916 1906 14,239 14,648 -2.8 37,599 27,805 35.2 > .V minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. * Includes craft propelled by machinen,'. In explanation of the large proportion of the total number of steam vessels under individual ownership, consideration should be given to the fact that of the 14,581 steam vessels 8,537, or more than one-half, were motor-propelled craft. No doubt most of the motor boats were owned by individuals. The ton- nage of motor boats as a class averaged 23 in 1916 and 16 in 1906, as comjiared with an average tonnage for the strictly steam vessels of 976 and 593, respec- tively. In 1916, although corporations owned only about two-fifths of the total nimiber of those classed as steam vessels, they represented over nine-tenths of the total tonnage. The proportion of the total number of sailing vessels reported by corporations was over one-fourth in 1916, as against one-eighth in 1906, while their tonnage represented practically t\vo-thirds in 1916, as compared with a little over iM'o-fifths in 1906. Corporations owned a large majority of the un- rigged craft in 1916, about seven-tenths of the total UNITED STATES. 39 niunber, and a slightly larger proportion in 1906. To the overwhelming corporation control of number of unrigged craft in 1916, as well as in 1906, a like con- trol of the tonnage is added — nearly four-fifths in 1916 and somewhat more than four-fifths in 1906. Of the steam freight and passenger vessels coqjorations owned more than one-half of the total number and over nine-tenths of the total tonnage at both censuses, and although the proportion of the vessels so owned was slightly less in 1916 than in 1906 the proportion of tonnage was greater, indicating vessels of larger average tonnage at the later census. Individual ownership prevailed in the number of sailing vessels carrying freight and passengers in 1916, although the proportion of craft so owned decreased from more than one-half in 1906 to less than one-half in 1916. In the tonnage of such vessels, however, corporation ownership led, controlling more than t%vo-thirds of the total in 1916, as compared with a little more than two-fifths in 1906. Concerning tugs, corporations reported slightly less than three-fifths of their total nxmiber in 1916, a small increase, however, since 1906, but the tonnage so owned increased from about three-foiu-ths of the total in 1906 to nearly four-fifths in 1916. The ferryboat ownership shows that corporations, although owning more than one-half of the total number reported for the United States in 1916, controlled an even greater proportion in 1906, when almost two- thirds were imder such ownership. The great bulk of the ferryboat tonnage in both 1916 and 1906 — over four-fifths in both years — was owned by corpo- rations, although the proportion in 1916 was slightly less than that in 1906. Individual ownership was greatly predominant in the number and tonnage of yachts, both steam and sail — over nine-tentlis at both censuses. In the miscellaneousgroup individual owner- ship was also predominant in number of steam vessels, but in tonnage it gave place to corporations. In sail- ing vessels the miscellaneous class was comparatively insignificant and shows increases only for vessels xmder corporate ownership. CONSTRUCTION. The number and gross tonnage of documented vessels built in American shipyards each year from 1889 to June .30, 1916, are shown in Table 28, grouped according to the character of the materials used in their construction. As wiU be seen, the banner year for construction of vessels of metal, both number and tonnage, was in 1908, while for construction of wooden vessels, 1901 shows the largest number of vessels built, but 1891 the greatest amount of tonnage. Table 28.— CLASS, NUMBER, AND GROSS TONNAGE OF METAL AND WOODEN \T;SSELS BUILT IN THE UNITED STATES AND DOCUMENTED: 1889-1916.' YEAR ESDED JUNE 30 — 18S9 1890 1891 1892, 1893, 1S94, 1S95, 1896, 1897, 1898. 1899, 1900 1901. 1902. 1903. 1904. 1905. 1906. 1907. 190S. 1909. 1910, 19U. 1912. 1913. 1914. 191.5. 1916. AGGKEGATE. Metal. Num- ber. Tons. 62,356 84,659 109. 146 51,269 96,662 51,536 49,306 101,598 71 126,085 64| 62,325 92 131,756 92 197, 125 121262,730 107 280,362 108,258,219 98'24 1,080 89 182,740 115 297,270 129'348,55S 149,450,017 89'l.36,923 119250,624 126201,973 104 1 135,881 132231,662 122|205,431 71130,882 9.'. 238, 772 Wood. Num- ber. Tons. 1,023 168,778 9«l209,463 1,29:!| 260, 15(1 1,3341148,364 87,SlH4,917 798 79,659 649| 62,296 663 I2.i,498 820: 106,147 888] US, 133 1,181(168,282 1,35.)[1%,621 1,4.591220,759 1,3.S4:181,469 1,203 177,933 1,086 1-37,462 1,013' 147, .576 1, 106 121, 475 1,02h'122,777 1,308164,199 1,158 1,242 1,296 1,401 1,343 1,029 1,086 842 101,167 91,444 89, lS9t 96,7881 114,493 110,819 94,240 86,641 Total. Num- ber. 440 410 488 438 380 Tons. 159,318 159,045 185,037 92,531 134,308 293 83,720 248j 69,754 286 138,028 288 106,153 394,105,838 439151,058 422 202,528 506|273,591 579 308, 178 551 271,781 613 560 650 674 923 255,744 197, 702 31.5,707 365, 405 481,624 821 148,208 936 2.57,993 %9' 227, 231 l,051jl53,493 1,004 77S 751 624 243,408 224,225 1.54,990 250,125 Metal. Num- ber. Tons. 62.261 79,342 102,6.30 45,8% 82,933 46,889 43,335 82,311 Si, 140 48,560 83 112.781 81 167,9.57 102;236, 159 102 270,932 100 240, 107 88|222,307 68 17(1. 404 100 28-<, 994 108 333, 516 132 442,625 671123,142 94 234, 98S 112 195,964 81 119, 181 104 2a5,675 101 195,611 63 129,021 78 234,997 Wood. Num- ber. 388 349 407 386 319 255 2U 239 240 342 356 341 404 477 451 525 492 550 566 791 754 842 857 970 900 677 688 516 Tons. 97,057 79, 703 82,407 46,635 51,375 36,831 26,419 55,717 23.013 57,278 3?,2T7 34.. 571 37.4.32 37, 246 31,674 33,437 27,29S 26, 713 31,8S9 38,999 25,066 23,005 31.267 34,312 37,733 28,614 25,966 15, lis Total. Num- Tons. 489 50,570 505102,873 73:i;i44,290 846 83,217 493 49,348 477 397 369 338 359 420 37,827 34,900 65,236 64,308 34,416 98,073 504 116,416 526 126. 155 5S1 97,698 470 89,979 330 310 229 147 134 141 127 82 95 72 51 51 34 64,908 79,418 3-5,209 21,90' 31,981 28,950 19,3-58 10,092 21,221 28,610 13, 749 8,021 14,765 Metal. Num- ber. Tons. 95 184 211 415 2,012 4,647 5,26: 15, .800 31,424 6,724 16, 152 29,168 21,746 8,406 12,181 15,290 3,225 3,077 5,655 7,985 3,699 1,290 6,097 13,000 Wood. Num- ber. 487 503 729 841 485 475 394 353 328 357 415 493 511 578 466 326 305 22: 143 134 132 121 81 90 66 51 51 31 Tons. 50,475 102,589 144,079 82,80;' 47,336 33,180 29,633 49,436 32.884 27,692 81,921 87,218 104,419 89,292 77,795 49,618 76, 193 32, 132 19,2.W 31,981 20,965 15,659 8,302 15,124 15,610 13, 749 8,021 14,765 UN*P.IG<^CI>. Total. Num- ber. 148 136 163 111 83 6S 49 68 265 Tons. 21,246 32, 204 1 39,975i 23,885' 27,923 9,648 6,948 23,832 61,771 199| 40,204 414 521 548 Sil 290 241 232 342 336 50,907 74,802 83,733 02,95.' 74,392 57,890 5;!. 196 67,829 81,020 400 100,611 285 298 3' 359 399 322 355 279 60,932 64,717 53,839 57,955 74,137 78,276 62,111 60,523 Metal. Wood. Num- ber. Tons, 5,133 6,30-' 4,958 11,717 5 704 7 3,4S7 13 11,521 10 7,041 2,823 7 4,S25 2 1,024 4 5,928 3,4.S3 9,111 5,199 9,3,84 7,392 5,796 11,937 4,719 10,603 12,987 9,820 1,858 3,775 Num- ber. 148 r.l 1-57 107 74 Tons, 21,246 27,071 33,670 18,927 16,206 9,648 6,244 20,345 252 50,250 189 33,163 410 48,084 521 74,802 511 78,908 329, 61,931 286 68, 4&) 235 54,407 216' 44,085 331 62,630 319| 71,636 383 93,219 272 279 358 341 377 301 347 262 55jl36 52,7S0 49,120 47,352 61,150 68,456 60,253 56,74S 1 From the reports of the Commissioner of Navigation, l)epartment of Commerce. * Includes craft propelled by machinery. 40 TRANSPORTATION BY WATER. The figures in Table 28 include the outjjut of Hawaii and Porto Rico, which combined in 1916 represented only a total of 6 vessels with a tonnage of 87, as shown in the report of the Commissioner of Naviga- tion for 1916. In 1906 the total number of metal vessels built in the United States and documented was 115 and their ton- nage was 297,270; in 1916 the number was only 95 with a toimage of 238,772, decreases that were dis- tributed among aJl classes of vessels, except the number of imrigged vessels, which increased. The most notable loss in vessels constructed of metal was in sailing vessels, none having been built since 1913, when 6 with a gross tonnage of 13,000 were reported. The number and tonnage of wooden vessels built and documented also shows a decrease; there were 1,106 with a tonnage of 121,475 built in 1906, but only 842 with a tonnage of 86,641 in 1916. The decrease in tonnage is pro- nounced both in steam and sail, but less marked in unrigged craft. The value of the vessels as shown in this report does not represent the initial cost of construction, but the commercial or other value placed upon the craft by the owners, and while the statistics indicate the rela- tive importance of metal, wooden, and composite vessels, based U])on this valuation, such figures should be carefully considered with those showing the in- creases or decreases in their number and tonnage. Table 29,— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS IN EACH DIVISION, BY CHARACTER OF CON- STRUCTION, WITH PER CENT OF INCREASE: 1916, 1906, AND 1889. TOTAL. METAL. WOOD. COMPOSITE. DIVISION AND CENSUS YEAR. 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 ton- n.ige. Value of vessels. Total: 1916 37,894 37,321 30, 485 12,249,990 12,893,429 8,. 3.59, 135 $9.59,925,364 507,973,121 206,992,352 3,298 1,979 648 5,814,903 3,276,723 525,218 1725,373,070 306,229.289 50,918,319 34,477 35,247 29,8.14 6,376,401 9,581,348 7, 793, 259 $227,930,398 1 99, 135, .582 1.53,. 5.52, 913 119 95 103 58, 686 35,3.58 411,658 $6,621,896 1906 2,608,250 1889 2.. 521, 120 Atlantic coast and Gulf of Mexico: ' 1916 . 21,658 20,032 12,238 4,092 2, .537 1,635 2,8.56 2,990 2,737 7,239 9,622 7,300 2,049 2.140 6,575 1.5 24.3 6,508,617 4,851,421 2,l»8,445 1,185,961 977,687 419, 157 2,737,491 2,392,8a3 920,294 1,621,495 4,411,967 3,364,610 196,426 2.59,491 996, 629 —5.0 46.5 629,074,203 273,105,915 116,042,062 127,310,646 76,622,(i33 21,824,040 174,765,,526 1.30.805,640 48,5.80,174 23,030,503 22,a52,142 14,407,162 5,744,486 4,. 586, 791 6,138,914 89.0 363.7 1,769 1,148 434 242 130 23 832 572 85 411 107 2,776,363 1,247,838 364,283 560,486 354, 134 48, 121 2,3.53,777 1,634,1.53 111,410 116,112 33,893 476,382,954 1.55,776,134 33,622,030 8.5,9.82,587 41,375,742 6,613,065 1.5.5,231,482 105,729,416 10, 574, 224 6,392,750 2,580,682 19,850 18,827 11,714 3.. 846 2.404 1,610 1,993 2,391 2,641 6,796 9,513 7,300 1,992 2,112 6, .569 -2.2 1.5.6 3,720,454 3,. 591, 278 2,269,658 624,064 622. 606 369, 738 341,603 737,386 794, 128 1,. 502, 966 4,377,480 3,364,610 187,314 2,52,698 995,225 -33.4 -18.2 1.50,657,529 115, 877, .581 81,236,912 41,142.417 35,168,891 15,100,975 1.5,550,105 24,075,474 36,777,950 16,370,993 20,213,460 14,407,162 4,209,3.54 3,800,176 6,029,914 14.5 48.4 39 57 90 4 3 2 31 27 U 32 2 11,800 12,305 24,604 1,411 947 1,298 42,111 21,324 14,756 2,417 594 2,033,720 1906 1,4.52,200 1889 1,183,120 Pacific coast (including Ala.ska): ' 1916 185,642 1906 78,000 1889 110,000 Great Lakes and St. Lawrence River: 1916 3, 983, 939 1906 1 , ono, 7.50 1889 1 , 228, 000 Missisippi River and its tributaries: « 1916 266, 760 1906 . . 58,000 1889 AH other inland waters: > 1916 44 22 6 66.6 8,165 6,705 1,404 77.5 1,383,297 767,315 109,000 136.9 13 6 947 188 151,83)5 1906 19,300 1889 PER CENT OF INCREASE.' Total: 1906-1916 is.'s' 66.0 44.3 153.9 1889-1916 162.7 Atlantic coast and Oulf of Mexico: 1906-1916 8.1 77.0 61.3 150.3 -4.5 4.3 -24.8 —0.8 -4.3 -68.8 34.2 144.8 21.3 182.9 14.4 197.5 -63.2 -51.8 -24.3 -803 130.3 442.1 66.2 483.4 33.6 259.7 8 59.9 2.5.2 -6.4 54.1 122.5 205.8 6.4 69.5 60 138.9 -16.6 -24.6 -28.6 -6.9 -.5.7 -69.7 3.6 63.9 2 68.8 -.5.3.7 -57.0 -6.5.7 -55.3 -25. 8 —81.2 30.0 85.5 17.0 172.4 -3.5.4 -57.7 -19.0 13.6 10.8 -30.2 -4.1 -52.0 ■ 49.0 8.7 97.5 185.4 306.9 40.0 1889-1916 71.9 Pacific coa.st (Including Alaska): 1906-191 6 86.2 58.3 107.8 138. 1889-1916 68.8 Great Lakes and St. Lawrence River: 1906-191 6 4.5.5 44.0 46.8 298.1 1889-1916 224.4 Mississippi River and its tributaries: 1906-1916 284.1 242.6 147.7 S59.9 1889-1916 All other inland waters: 1906-1916 21.8 80.3 403.7 686.7 1889-1916 1 I The character of con'^truotion of unrigged craft was not reported in 1889, but for purposes of comparison in this table all were assumed to be of wood. * The ch;iracter 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 comparison In this table all of these were assumed to be of wood. * A minus sign ( — ) denotes decrease. Percentages are omitted when base is less than 100, or when figures are known not to be comparable. At the census of 1889 the character of construction of vessels was not reliably reported. A careful com- parison of growth, therefore, is best limited to the figures shown for the censuses of 1916 and 1906. Although in 1916, as in 1906 and 1889, the largest proportion of the tonnage of vessels in the United States was of wooden construction, the gross tonnage of vessels of metal and also of composite construction shows substantial increases during the ten-year period 1906-1916, while that of wooden vessels shows a large decrease, amounting to 3,204,947 tons, or 33.4 per cent. Of this reduction in the tonnage of wooden vessels, UNITED STATES. 41 2,874,514 tons, or nearly nine-tenths, was confined to the Mississippi River and its tributaries and represented the decrease in the unrigged tormage for that division. Wooden vessels operated on the Atlantic and Pacific coasts showed a slight increase in this respect. Tlie gross tonnage of vessels constructed of metal has shown a steady increase since 1889 for the United States as a whole and for the several divisions. Prom 1906 this increase for the United States amoimted to 2,538,180 tons, or 77.5 per cent. The largest actual increase shown for any division occurred in the Atlantic coast and Gulf of Mexico, metal vessels operating in the waters of this division increasing 1,528,525 tons, or 122.5 per cent. Diagram 4.— GROSS TONNAGE OF VESSELS, BY DIVISIONS AND CHARACTER OF CONSTRUCTION: 1916, 1906, AND 1889. ATLANTIC COAST .AND GULF OF MEXICO 1816 1806 1888 1816 1806 1688 1816 1806 1888 PACIFIC COAST INCLUDING ALASKA GREAT LAKES AND ST. LAWRENCE RIVER METAL WOOD COMPOSITE The statistics for vessels of composite construction show that for the United States as a whole the gain in tonnage for the 27 years covered by the table was 18,028 tons, or 44.3 percent. There was a slight decline dm- ing the period 1889-1906, followed by a gain from 1906 to 1916 of 23,328 tons, or 66 per cent. None of the composite increase was reported for the Atlantic coast division, which showed a loss of 12,804 tons, or 52 per cent, during the 27 years, and 505 tons, or 4.1 per cent, from 1906 to 1916. At the census of 1889 the character of construction was not reported for the Mississippi River and its tributaries and only partly for '"All other inland waters," but the gain in vessels of composite construction in the former division from 1906 to 1916 was 1,823 tons, or 306.9 per cent, and in the latter it was 759 tons, or 403.7 per cent. The Great Lakes and St. Lawrence River division held first place in tormage of composite construction in both 1906 and 1916, reporting 60.3 per cent of the total in 1906 and 71.8 per cent in 1916. This division showed a gain in this class of tonnage of 27,355 tons, or 1S5.4 per cent, during the 27 years covered by the table, and 20,787 tons, or 97.5 per cent, during the 10-year period 1906-1916. 42 TRANSPORTATION BY WATER. Diagram 5.— VALUE OF VESSELS, BY DIVISIONS AND CHARACTER OF CONSTRUCTION: 1916, 190G, AND 1889. ATLANTIC COAST AND GULF OF MEXICO 1916 1906 l889Kgg PACIFIC COAST INCLUDING ALASKA AND ST. LAWRENCE RIVER \zzz^/^z^zz&^z^m^ 191 1906 '889g^^ 1916 1906 1889 MISSISSIPPI RIVER AND TRIBUTARIES ALL OTHER INLAND WATERS HUNDREDS OF MILLIONS OF DOLLARS • ALL OTHER COMPOSITE .^^$6,621,896 •^''LANTlC The increase or decrease in the relative importance of metal, wooden, and composite tonnage in the dif- ferent divisions is shown in Table 30. Of the total tonnage of vessels of all classes of con- struction, great changes are noticeable for the several divisions from census to census. In 18S9 the greatest proportion, 40.3 per cent, is shown for the Mississippi Kiver, this proportion decreasing to 34.2 per cent in 1906, and 13.2 per cent in 1916. On the other hand, the Atlantic coast increased its proportion from 31.8 per cent in 1889 to 37.6 in 1906 and 53.1 in 1916. The proportions for the Pacific coast increased slightly at each census, while the Great Lakes division, which had 11 per cent in 1889, doubled this proportion in 1916. "All other inland waters," although reporting 11.9 per cent in 1S89, had but 1.6 per cent in 1916. The proportions for the several classes of construction show some remarkable changes. In 1889 the At- lantic coast was first in metal and composite tonnage, but in the latter class decreased from 60.5 per cent in 1889 to 20.1 per cent in 1916, although still first in metal at that census. The Great Lakes shows decided prominence in metal and in composite construction, reporting 71.8 per cent of the latter class in 1916. Table 30. — Per Cent of Total Gro.ss Tonnage op Metal, Wood, and Composite Vessels, by Divisions: 1916, 1906, and 1889. PER CENT OF TOTAL. DIVISION AND CENSUS TEAB. Total. Metal. Wood. Com- posit«. Total: 1916... 100.0 100.0 100.0 100.0 100. 100.0 100.0 100.0 100.0 100.0 1906 100.0 1889 100.0 Atlantic coast and Gulf of Mexico: 1916 53.1 37.6 31.8 9.7 7.6 S.0 22.3 18.6 11.0 13.2 34.2 40.3 1.6 2.0 11.9 47.7 38.1 69.4 9.6 10.8 9.2 40.5 49.9 21.2 2.0 1.0 0.1 0.2 0.3 58.3 37.5 29.1 9.8 6.5 1.7 5.4 7.7 10.2 23.6 45.7 43.2 2.9 2.6 12.8 20.1 1906 34.8 1889... 60.5 Pacific coast (including Alaska): 1916 2.4 1906 2.7 1889 3.2 Great Lakes and St. Lawrence River: 1916 71.8 1906 60.3 1889 Mississippi River and its tributaries: 1916 .. 36.3 4.1 1906 1.7 1SS9... All other inland waters: 1916 1.6 1906 0.S 1889 United States: 1916 100.0 100.0 100.0 47.5 25.4 6.3 52.0 74.3 93.2 0.5 1906... . . 0.3 1889 0.5 UNITED STATES. 43 The Mississippi River led in the proportion of wooden tonnage in 1889 and 1906 but decreased greatly in 1916, when its proportion was 23.6 per cent. Metal and composite construction was chiefly confined to the Great Lakes and the Atlantic coast, these two divisions combined reporting about nine-tenths of the metal and a larger proportion of the composite ton- nage at each census. . Table 31,— VESSELS OF EACH OCCUPATION IN EACH DIVISION, GROUPED BY CHARACTER OF CONSTRUCTION: 1916. I I i TOTAL. METAL. WOOD. COMPOSITE. CLASS, OCCCT.VTION, AND DIMSIOX. X'um- l;cr of ves- sels. Gross tonnage. Value of vessels. Xum- berof ves- sels. Gross tonnage. Value of vessels. Num- ber of ves- sels. Gross tonnage. Value of vessels. Num- ber 01 ves- sels. Gross ton- nage. Value of vessels. STEAM.' 5,362 5,432,353 $677,475,337 1,440 4,869,1,80 5620,481,652 3,877 513, 195 $.51,569,8.85 45 49,978 55,423,800 At.lnntip rna^f. And finlf nf MpTico 2,798 1,005 910 389 70 190 3,689 2,403,734 611,021 2,3.50, o.:o 48,602 8,5S6 10,360 264,135 430,299,612 89,401,958 151,018,091 4,-531,749 814,381 1,406,546 54,909,49.5 727 146 517 30 6 14 581 2,221,782 44.5,029 2,185,489 10,018 3,542 3,320 96,930 405,238,037 70,721,999 141,893,732 1,. 543, .526 466,699 617,639 26,098,625 2,0.59 &57 373 358 62 168 3,096 172,448 165,467 125,526 38,362 4,6-8 6,734 165,8.56 23,389,106 18,605,2.34 5,393,713 2,963,223 297,682 720,907 28,575,588 12 2 20 1 2 8 12 9, .504 525 39,03.5 222 3.S6 306 1,349 1,472,449 77,705 3,730,648 2.5,000 50,000 68,000 23.5,282 Great Lakes and St. LawTence Kiver Mississippi River and its tributaries Canals and otiier inland waters of Xew York state. All other inland wt^tprs. , Tugs and other towing vessels Atlantic coast and Gulf of Mexico 1,8.56 642 301 736 59 95 3,478 1.53,122 35,600 19,590 49,865 2,083 3,873 96,681 37, ,841, 756 6,866,384 3,602,554 5,917,111 274,26.5 407,425 15,910,757 , 3.S.S 21 99 60 10 3 69 72,275 4,565 10,214 9,120 701 55 8,665 20,109,216 2,087,664 2,161,825 1, .596, 356 131,000 12,534 1,881,828 1,467 621 200 668 49 91 3,407 80,737 31,035 9 267 17,721,539 4,778,720 1 d99 7.=i.1 1 110 10,971 Pacific coast (including A laska) Great Lakes and St. Lawrence River 2 8 109- 902 17 9~6 MpRsis.sippi River and its trlNitnries 39 843 ' i'l^'r^T 182,000 Canals arid other inland waters of X'ew York state . 1,384 3,590 87,991 14.3,265 370,556 14.022.129 AH other inland wafers 1 2 228 25 24,333 6,800 Atlantic coast and Gtilf of Mexico 2,011 830 606 8 61,056 25,301 10,196 92 9,647,473 i 5,054,418 1 1,190,866 1 14,400 i 19 13 35 3,819 3,447 1,399 8sfi, SOO 749,000 246,028 1,992 835 .569 8 57,237 21,8.54 8,772 92 8,760,673 4,305,418 938,038 14,400 Pacific coast (including Ala.'^ka) Great Lakes and St. Lawrence Kiver 2 25 6 800 Mississippi R i vcr and its tributaries Canals and other inland waters of Xew York state . All other inland waters 3 611 36 224,328 3,600 23,227,174 3 ±M1 36 83,305 3,600 7,4.81,673 [.•.....1 Ferryboats 166 140,151 15 611 ft>2 4 872 104,437 Atlantic coast and Gulf of Mexico 262 76 43 213 3 14 3,785 1.53,818 51,480 7,264 11,263 66 437 111,630 14,664,863 6,607,936 874,675 1,014,930 12,500 52,250 33,447,143 127 9 11 18 117,188 14,036 3,881 4,875 12,2.51,138 2,341,001 630,373 393,550 135 66 32 192 3 13 3,587 36,630 36,644 3,383 6,316 66 266 65,514 2,413,723 4,168,998 244,302 614,900 12,500 27,250 16,345,319 Pacific coast (including Alaska) . . 1 SOO 97,987 Great Lakes and St. Lawrence River 3 72 Canals and other inland waters of New York state . All other inland waters 1 179 171 44,528 25,000 16,610,324 Yachts 19 1,578 491,. 300 Atlantic coast and Gulf of Mexico t Pacific coast (including Alaska) 2,587 293 459 325 32 89 1,134 81,766 8,417 13,124 6,429 671 1,213 63,126 25,590,224 2,139,937 4,167,560 1,206,153 1.59,450 ! 183,819 13,095,960 121 7 29 20 1 1 96 34,469 3,68.5 4,859 1,480 20 15 23,923 12,971,874 1,184,000 2,079,000 336,450 3.00O 16,000 6,939.946 2,4.52 2S6 428 30) 29 88 1,033 45,856 4,732 8,162 4,942 624 1,198 40,427 12, 160, 850 955,937 2, 06.5, 569 848,203 146.9.50 167,819 6,045,897 14 1,441 457,500 Great Lakes and St. Lawrence River. . . . 2 1 2 103 7 27 23 000 Canals arid other inland waters of Xew York state. All other inland waters 9,500 Miscellaneous 5 776 110,117 Atlantic coast and Gulf of Mexico... 844 107 124 37 6 16 2,3.57 36, .513 3,842 20,402 3,801 195 370 1,156,354 9,013.862 968, 4S2 2,593,475 473,091 31,200 15,850 58,273,449 54 3 31 4 1 16,310 515 6,336 730 12 4,978,702 2in,19» 1,580,0-0 84.000 3,000 788 104 88 32 5 16 2,213 20,095 3,327 13,652 2,800 183 370 880,365 4,018,360 674,28.8 931,108 358,091 28,200 15,850 37,984.585 2 ICS 16,800 Pacific coast (including Alaska) Great Lakes and St. Lawrence River 2 i 414 254 go 317 31,000 Canals and other inland waters of Xew York state . All other inland waters SAIL. 144 275,989 20,288,764 Atlantic coast and Gulf of Mexico 1,972 264 119 790,630 220,929 144,657 40,824.576 13,169,036 4,278,137. 85 34 25 119,834 70,643 83,510 9,018,773 7,898,000 3,341,991 1,8S7 230 94 670, 796 150,284 59,147 31,775,803 5.271,036 936,146 Great Lakes and St. Lawrence River Canals and other inland waters of Xew York state . 1 1 1,738 30 108 48,565 200 1,500 3,552,512 1 1 1,735 30 108 48,496 200 1,500 3,547,812 All other inland waters Tishipg vessels 3 69 4,700 Atlantic coast and Gulf of Mexico i.ns 20 44, .524 4,041 3,392,632 1.59,860 3 69 4,700 1,715 20 44,455 4,0U 3,387,9.52 159,860 Great Lakes and St. Lawrence River All other inland wf^ters Yachts 5C9 11,387 1,940,513 10 2,844 WO, 000 549 8,099 1,223,013 10 444 77,500 Atlantic coast and Gulf of Mexico 495 29 42 10,180 592 495 1,792,288 71,125 70,150 10 2,844 640,000 476 28 42 6,973 506 495 1,084.78.8 61.12.3 70,150 9 1 35S 86 67,500 10,000 Canals and other inland waters of Xew York state i ^ 120 6,930 3 120 6,950 Miseellanpoiis. . 76 3,433 336,533 76 3,433 336.533 Atlantic coast and Gulf of Mexico.. . 72 2,616 519 298 314,033 19,500 3,000 1 72 3 1 2,616 519 298 314.033 19,500 3,000 3 1 Mississippi River and its tributaries ;:::::.:::::. i::;:;:: All other inland waters :::::::::::::::;: 1 ■ Includes craft propelled by machinery. 44 TRANSPORTATION BY WATER. Table :U.— VESSELS OF EACH OCCUPATION IN EACH DIVISION, GROUPED BY CHARACTER OF CONSTRUCTION: 1916— Continued. . TOTAL. METAL. WOOD. COMPOSITE. CLA33, OCCUPATION, AND DmSION. Num- ber o( 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 ton- nage. Value of vessels. UNKIGGED. 1,501 198,120 12,202,7.52 4 1,273 $50,000 1,497 196,847 $2,152,752 Atlantic coast and GuU of Mexico 445 63,730 914,437 4 1,273 50,000 441 62,457 864,437 Pacific coast ( incliidintr Alaska ) Missi.;sippi niverand its tributaries 651 403 18,810 84.696 49,694 4, 783, 134 974,095 314,220 9.5,017,008 651 405 1.8, 108 84,696 49,694 4,419,360 974,095 314,220 76,215,051 678 360,085 18,622,697 24 3,689 $179,260 10,327 1,673 857 5, .539 153 261 2, 812, .508 2-53,561 181,611 1,501,. 532 18, .841 15,081 67, SIS, .552 8,063,288 8, 157, 884 9, .887, 449 584,198 505, &3 7 2,53 22 117 279 1 6 190,3.88 22,011 57,488 89,8<;9 100 229 11,095,164 1,455,729 3,544,511 2,418,868 !-0,000 28,425 10,073 1,651 735 .5,242 152 255 2,621,841 231,. 550 121,673 1, 410, 703 18,741 14.852 56,714,888 6, 607, .559 4,463,573 7,447,821 504, 198 477.212 1 279 Pacific cojist (including' Alaska) 5 18 2,450 960 150,000 20,760 NXJMBER AND TONNAGE. The tonnage of a vessel is her carrying capacity or weight expressed in tons. Gross and net tonnage are used in tonnage figures for vessels in this report. Gross tonnage represents the cubic feet capacity below the upper deck and also that of deck house, etc., above deck, divided by 100. The net tonnage differs by reason of deducting space occupied by machinery, officers' and crews' quarters, etc., and then dividing by 100. The minimum size of craft included in the census is "5 tons, net register." This term as used for census purposes for a doctimented vessel means one the internal cubical contents of which are 500 cubic feet, e.xcluding machinery and space occupied by the crew, and in the case of a vessel not documented it was con- strued to mean a vessel with a carrying capacity of 10 tons of cargo of 2,000 poimds each. The gross and net tonnage were secured without difficulty for documented craft. For the undocu- mented craft, however, although the gross tonnage could generally be obtained, it was not always possible to obtain a satisfactory report of the net tonnage, and in many instances estimates were accepted. For this reason the figures for gross tonnage seemed to be the more reliable and they are used, as a rule, there- fore, in the tables of this report. Nautical terms include two other tonnage units, namely, displacement tonnage and dead-weight ton- nage. Displacement tonnage is used in the United States chiefly for war vessels and represents the amount of water displaced at their maximimi draft, while the dead-weight tonnage represents the carrying capacity, which is about two-thirds of the displacement ton- nage. The freight-carrying capacity of a vessel may be estimated by tons of 40 cubic feet. Table 32 shows both gross and net tonnage for the the different classes of vessels, 1916 and 1906. Table 32. — Gross and Net Tonnage, with Per Cent Net Is OF Gross Tonnage, by Class and Occupation op Vessels: 1916 AND 1906. GROSS TONNAGE. CLASS AND OCCtn*ATION. 191A Total Steam' Freight and pas- senger Tugs and other towing vessels . . Ferryboats Yachts Miscellaneous Sail Freight and pas- senger Yachts Miscellaneous Unrigged Canal boats Miscellaneous 12,249,990 6,097,562 5,432,353 264,135 224,328 111,620 65,126 1,171,174 1,156,3.54 11,387 3,433 4,981,254 198,120 4,783,134 1906 12,893,429 4,059,521 3,411,588 261, 375 26f;073 82,275 43,210 1,704,277 1, 672, 862 24,155 7,260 7,129,631 303, 581 0,826,050 NET TONNAOE. Number of tons. 1916 10, 158, 998 4, 246, 429 3,794,313 174,038 154, 877 78, 170 45,031 1,040,124 9, 619 3,135 4,859,691 186,260 4, 673, 431 1906 11,484,833 2,918,476 2,474,183 174,373 187,238 54,123 28,559 1,539,513 1,510,658 22,176 6,679 7,026,844 292.386 6. 734, 458 Per cent net is of gross tonnage. 1916 1906 82.9 69.6 69.8 65.9 09.0 70.0 69.1 89.9 89.9 84.5 91.3 97.6 94.0 97.7 72.5 6C.7 71.7 65.8 66.1 90.3 90.3 91.8 92.0 98.6 96.3 98.7 ' Includes craft propelled by machinery. As a general proposition, it is fomid that the net register of steam vessels is about two-thirds of the gross, as shown by the figures in Table 32. The pro- portion in the case of sailing vessels is naturally much higher, as the space occupied by machinery and for accommodation of the crew, etc., is much less than that required by steam vessels. In imrigged craft the gross and net tonnage are almost the same, very little space being required for the accommodation of the crew. For all classes of vessels combined, the proportion which the net tonnage constituted of the gross was less in 1916 than in 1906, which may be accounted for by the fact that steam tonnage increased consider- ably between 1906 and 1916, while both sail and unrigged tonnage decreased. UNITED STATES. 45 Table 33 shows for steam, sail, and mirigged ves- the average tonnage per vessel and value per ton and sals, in addition to their number, tonnage, and value, per vessel, by divisions, for 1916, 1906, and 1889. Table 33.— NUMBER, GROSS TONNAGE. AND VALUE OF DIFFERENT CLASSES OF VESSELS, BY DIVISIONS: 1916, 1906, AND 1889. DIVISION IND CLASS. Total. Steam'. Sail.. Unrigged Atlantic coast and Clulf ot Mexico . Census year. Steam'. Sail.. Unrigged. Pacific coast (including .Alaska). Steam'. Sail. Unrigged . Great Lakes and St. Lawrence River. Sail. Unrigged. Mississippi River and its tributaries . Unrigged.. .^11 other Inland waters . Steam'. Sail.. Unrigged. 1916 1906 1889 1916 1906 1889 1916 1906 1SS9 1916 19fl6 1SS9 1916 1906 1889 1916 1906 1916 1906 1916 1906 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1916 1906 1916 1906 1916 1906 1889 1916 1906 1916 1906 1916 1906 18S9 Number of vessels. 37,S94 37,321 30,4^5 14,581 9,927 5,603 3,002 7,131 7,945 20,311 20,263 16,937 21,658 20,032 12,238 8,347 5,413 2,536 2,539 5,920 6,277 10,772 8,699 3,425 4,092 2,537 1,635 Cross tonnage. Valne of Average v^ls 'o""^, vessels. jpervesseL 12,249,990 12,893,429 8,359,135 $959,925,364 507,973,121 206,992,352 323 345 274 6,097,562 4,059,521 1,710,073 1,171,174 1,704,277 1,675,706 4,981,234 7,129,631 4,973,356 6,508,617 4,851,421 2,658,445 2,123 1,066 465 296 666 681 1,673 805 489 2,85« 2,990 2,737 1,837 I 1,676 1,467 162 531 962 857 783 308 ,239 1,622 ,300 1,700 1,435 972 5,539 8,187 6,328 2,049 2,140 6,575 574 337 163 5 14 23 1,470 1,789 6,387 2,828,953 1,437,894 741,770 803,426 1,132,905 1,293,192 2,876,238 2,280,622 623,183 1,185,961 977,687 419,157 802,155,109 386,772,727 131,567,127 60,550,495 56,206,145 53,192,972 97,219,760 64,9*4,249 22,231,953 418 409 3(» 390 239 211 245 352 294 629,074,203 273,105,915 116,042,062 517,410,317 193,926,327 65,518,640 42,930,897 37,. 520, 903 42,685,982 68,732,989 41,658,6'I5 7,837,440 127,310,646 76,622,633 21,824.040 710,360 518, 107 160,293 222,040 305,2iN3 195,508 253,561 154,297 63,356 2,737,491 2,392,863 920,294 105,987,697 60,440,145 14,767,355 13,259,661 11,533,171 6,231,340 8,063,288 4,649,317 825,343 174,763,526 130,805,640 48,580,174 2,410,430 1,915,786 595,813 I 145,450 1 265,371 185,081 I 181,611 [ 211,506 , 139,400 1,621,495 4,411,967 3,3&),610 119,963 146,227 192,974 1,501,532 4,263,740 3,171,636 196,426 259,491 996.629 27,856 21,507 19,223 258 518 1,925 168,312 237,466 975,481 162,236,355 116,983,812 40,868.824 4,351,287 7,135,271 4,238,850 8,157,884 6,6.86,557 3,472.500 23,030,303 22,852,142 14,407,162 301 242 217 Average .Vverage value I value per ton. pervesseL 339 289 292 316 191 206 267 260 182 290 385 256 335 486 345 750 458 287 152 192 130 959 800 336 13,143,054 13.196,770 9,622,608 9,887,449 9,655,372 4,7*4,554 5,744,486 4.586,791 6,138,914 3,357,686 2,225,673 790,000 8,650 16,800 36,800 2,378,150 2,344,318 5,312.114 1,312 1,143 406 898 500 192 212 270 453 224 459 461 71 102 199 271 521 501 96 121 152 49 64 lis 52 37 77 114 133 153 $78 39 ; 25 U2 93 77 52 33 32 2D I 97 66 44 183 133 107 78 52 149 117 92 60 38 32 32 30 13 no 90 SO 121 103 41 34 32 19 14 10 5 $25,332 13,611 6,790 55,014 38,962 23,482 20,170 7,882 6,693 4,787 3,206 1,313 29,046 13,633 9,482 61,988 35,826 25,835 16,909 6,338 6,800 6,381 4,789 2,288 31,112 30,202 13,348 49,924 56,698 31,758 44,796 17,317 9,150 4,820 5,776 61,192 43,748 17,749 88,327 69,799 27,859 26,860 13,437 4,406 9,519 8,340 11,274 3,181 2,375 1,974 7,731 9,196 9,900 1,785 1,179 756 2,8M 2,143 934 5,830 6,604 4,8J7 1,730 1,200 1,472 1,618 1,310 832 > Includes craft propelled by machinery. 46 TRANSPORTATION BY WATER. The average gross tonnage per vessel, for all classes combined, decreased from 345 in 1906 to 323 in 1916, or 6.4 per cent. The average value per ton, however, increased 100 per cent, and the average value per ves- sel 86.1 per cent. Although the commercial valuation of the vessels is gencrallj' accepted as given by the OAvners, the real basis of valuation is dependent largely upon the supply and demand, which may vary at dif- ferent censuses. Vessels operating on the Great Lakes and St. Law- rence River increased in average tonnage from 800 in 1906 to 959 in 1916, or 19.9 per cent, and in average value from $43,748 to $61,192, or 39.9 per cent. In both 1916 and 1906, the average tonnage and value of the craft reported for this division were consider- abl}^ larger than the general average for the country as a whole, or for any of the other divisions. On the Great Lakes there are many vessels of large tomiage designed for special methods of transportation and of lading, and these tend to place the average tonnage and value higher than in those divisions where a large niimber of small craft are included. The Atlantic coast and Gulf of Mexico reported 57.2 per cent of the number of vessels in the United States, 53.1 per cent of the tonnage, and 65.5 per cent of the value, but the average tonnage and value were both less than in the division of the Great Lakes and St. Lawrence River, which reported only 7.5 per cent of the total number of vessels, but 22.3 per cent of the tonnage, and 18.2 per cent of the value, the relative proportions being quite different in the two sections. The average tonnage of the steam vessels in 1906 and 1916 was largest in the division of the Great Lakes and St. Lawrence River, increasing from 1,143 tons in the earlier year to 1,312 in the later. This division also reported the greatest average value per vessel at both censuses, .?69,799 in 1906 as compared with $88,- 327 in 1916. At both censuses, however, the greatest average value per ton of steam vessels was reported from the Atlantic coast and Gulf of Mexico division, increasing from $133 per ton in 1906 to $183 in 1916. Steam vessels on canals and inland waters are nec- essarily small; it is no surjirise, therefore, that the averages for "All other inland waters" in 1916 were generally the smallest, although excelling the Great Lakes division in average value per ton. The conditions as to sailing vessels for "All other inland waters" in 1916 were identical with those for steam vessels. The largest average value per sailing vessel in 1916, as well as the average value per ton, were shown for the Pacific coast division, the average value per ton increasing from $38 to $60, and the average value per vessel from $17,317 to $44,796. The largest average tomiage per vessel for this class in both 1906 and 1916 was shown for the Great Lakes division, increas- ing from 500 in 1906 to 898 m 1916. In 1916 a great reduction appears in the average toimage of the unrigged craft operated on the Missis- sippi River and its tributaries, which division led in this respect at the census of 1906.' The reduction in the average tonnage of unrigged craft from 521 in 1906 to 271 in 1916 was accompanied by a marked decrease in the number of such vessels; the average value per ton and per vessel, however, increased con- siderably. The Great Lakes and the St. Lawrence River at both censuses was first for this class of craft in average value per ton and in average value per ves- sel. The lowest average tonnage and value per ves- sel in 1916 was shown for "All other inland waters," while the lowest average value per ton was reported for the "Mississippi River and its tributaries." In order to obtain a definite idea of the actual num- ber of large and small vessels, as well as the relative importance of craft of different sizes, it is necessary to arrange them in groups according to their gross ton- nage; this has been done in Table 34 for 1916 and 1906. Of the total number of all classes of vessels reported at the census of 1916, the largest nimaber, 13,660, is included in the group of from 5 to 49 gross tons. This was the case also in 1906, but the nmnber of vessels in this group represented a greater percentage of the total in 1916, 36 per cent, as compared with 29.2 in 1906. In 1916 the tonnage for this group, 245,355, was only 2 per cent of aU tonnage, while in 1906 the proportion was still less, 1.6 per cent. As to the distribution in 1916 of the nmnber and tonnage of vessels in this group by divisions, more than one-half was reported from the Atlantic coast and Gulf of Mexico division. Second in these par- ticulars was the Pacific coast, including Alaska, with an increase since 1906 of 126.1 per cent in number and 124.5 per cent in tonnage. The Mississippi River and its tributaries, which at the previous census held second place by a considerable margin, was third m both number and tonnage at the later census. In 1916 steam vessels constituted over two-thirds of the total niunber and nearly two-thirds of the total tonnage for vessels from 5 to 49 tons, an increase from less than one-half shown in 1906. The largest tonnage for 1916 is shown for the group of vessels of 5,000 tons and over, which represents the largest vessels reported. The increase since 1906 in both number and tonnage of these vessels is marked, 187.9 per cent in nmnber and 170.8 per cent in tonnage. These great vessels were all steamers in both 1916 and 1906, with the exception of three in 1916 and four in 1906, which were sailing vessels. ' This decrease is explained in text following Table 1 of special asction for that division. UNITED STATES. 47 About one-half of the total number and tonnage of the vessels in this group were reported from the Great Lakes and St. Lawrence River division, the remainder being divided between the Atlantic and Pacifio coasts. The former division reported about two-fifths of the total number and tonnage and the latter about one- tenth. There was a decrease from 1906 to 1916 of 3,198, or 42.5 per cent, in the number of vessels with a tonnage of from 500 to 2,499, accompanied by a decrease in tonnage of .3,060,382, or 45.1 per cent. While this decrease took place in all classes of vessels, the bulk of it was in the unrigged craft, due to a great reduc^ tion in this class of craft reported for the MLssLssippi River and its tributaries. Changes in methods of transporting coal in this section are chiefly respon- sible for this large decrease in unrigged craft on the Mississippi River and its tributaries. Table 34=,— VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS: 1916 AND 1906. TOTAL. 5 TC 49 TONS. OrVISION AND CLASS. Number of vessels. Gross toimage. Number of vessels. Gross toimage. 1916 1906 1916 1906 1916 1906 1916 1906 United States 37,894 37,321 12,249,990 12,893,429 13,660 10,886 245,355 207,660 Steam * 14,581 3,002 20,311 9,927 7,131 20,263 6,097,562 1,171,174 4,981,254 4,059,521 1,704,277 7,129,631 9,431 1,337 2,892 5,068 4,255 1,563 154,424 26,619 64,312 92,344 Sail 72,734 Unrigged 42,582 Atlantic poast and Gulf of Mexico - . 21,658 8,347 2,539 10,772 4,092 2,123 296 1,673 2,856 1,837 162 857 7,239 1,700 5,539 978 170 4 801 1,071 404 1 666 20,032 6.508.617 4,851,421 1,457,894 l,132,9a5 2,280,622 977,687 518, 197 305,283 154,297 2,392,863 1,915,786 2iw,571 211,506 4,411,967 146,227 4,265,740 209,152 14,127 495 194,530 50,339 7,380 23 42,936 7,660 5,575 1,229 856 2,207 1,373 56 778 1,137 '833 7,413 3,019 3,792 602 976 459 257 260 843 578 196 69 1,383 788 595 105 80 9 16 166 144 1 21 136,637 89,833 24,497 22,307 42,234 23,806 1,339 17,089 19,205 14,286 738 4,181 32,942 17,866 15,076 3,755 2,410 45 1,300 10,582 6,223 133,812 5,413 5,920 8,699 2,537 1,066 666 805 2,990 1,676 531 783 9,622 1,435 8,187 1,648 151 13 1,484 492 186 1 303 2,828,9.53 803,428 2,876,238 1,185,961 710,3^0 222, WO 253,561 2,737,491 2,410,4:^.0 145,450 181,811 1,621,495 119.963 1,501,532 115,290 11,603 1.50 103,537 81,136 16,253 108 64,775 55,988 Sail 63,191 14,633 Pari£(*(*oast (inc^iiinf Ala. 18,809 7,400 Sail 6,151 5,258 18,096 12,569 Sail 49 i 255 ' 3,286 2,261 Mississippi River and its tributaries 1,971 1,197 774 159 116 3 40 526 337 31,759 12,346 Unrigged 19,413 Canals and other inland waters of New York state 1,990 1,523 Sail 103 361 3,194 Steam 2,518 Sail 23 Unrigged 189 4,359 653 1 50 TO 99 TONS. 100 TO 199 TONS. 200 TO 299 TONS. DIVISION AND CLASS. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 United States . 3,818 .1.806 273,112 1 272,358 6,777 7,712 948.162 1.094.373 4,103 3,4.52 986,491 840,078 Steam * 1,514 335 1,%9 1,386 685 1,735 112,332 22,989 137,791 101,886 47,731 122,741 180 5,669 1,IJ34 353 6,325 133, 143 26,005 789,014 147.917 51,219 895,237 436 118 3, .549 41S 212 2,792 106,197 29,484 850,810 102,032 60,191 Unrigged 677,555 1,959 80.5 307 847 428 181 24 223 379 209 4 166 792 2.5S 531 112 18 2,129 763 592 774 320 104 52 164 420 213 39 168 682 26i 417 193 17 2 174 62 24 138,582 58,682 21,071 58,829 30,470 13, .500 1,621 15,349 28,814 15,932 297 12,585 56,422 19,917 36,505 8,323 1,334 151,754 55,734 40,928 55,092 22,-546 7,862 3,7.51 10,933 28,899 15,319 2,869 10,711 48, 6M 19,991 28,663 16,241 1,145 183 14,916 4,261 1,835 3,635 602 166 2,867 413 103 5 305 210 71 132 1,605 110 1,495 573 28 1 544 341 14 1 326 3,839 .590 299 2,950 283 116 18 149 307 86 34 187 1,912 1S3 1,729 1,153 45 2 1,106 218 14 "'"2Cm' 523,480 85,381 23,891 414,208 56,372 15,123 713 40,536 31,262 10,117 1,188 19,957 227,239 16,960 210,279 67,040 3,613 105 63,322 42,769 1,949 IDS 40.712 549,810 83,092 42,889 423,859 40,050 17,459 2,662 19,929 44,130 12, 787 5,4.59 25.884 295,536 26,898 268,638 136,313 5,924 209 130,180 2g,5(M 1,757 2,727 259 104 2,364 197 '7 119 163 44 7 112 849 51 798 123 6 2,127 225 169 1,733 155 62 24 69 199 49 49 101 784 76 708 174 4 657,183 62,893 25,923 568,367 47,780 17,5,53 1,855 28,372 38,861 10,621 1,706 26,534 203,743 12,422 191,321 29,352 1,446 513,836 Steam... 51,840 Sail 41,971 417,025 37,591 Steam T 1.). 121 6.298 16,172 49,117 11,792 Sail . . . 12,222 25,103 M'i.'*^'*5lpp( River and It*! trihiitariM 196.099 18,839 Unrigged 177,260 Canals and other inland waters of New York state Steam... 40,676 1,006 Sail Unrigged 94 148 43 6,989 10,501 2,967 117 44 5 170 13 2 27,906 9, .572 1,262 39,670 2,759 434 Sail Inngged... 105 38 7,534 2,426 26,747 39 11 8,310 2,325 1 Includes craft propelled by machinery. 48 TRANSPORTATION BY WATER. Table 34.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS: 1916 AND 1906-Contmued. 300 TO 399 TONS. 400 TO 499 TONS. 500 TO 999 TONS. DIVISION AND CLASS. Number of vessels. Gross tonnage. Number of vesaek. Gross tonnage. Number of ve.ssels. Gross tonnage. 1910 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 United States... 2,278 1,843 771,450 631,247 2,011 1,5,52 885,004 677,488 3,239 4,175 2,089,678 2,654,477 220 90 1,968 257 205 1,381 76, 383 31.1-16 661.921 89,640 71,241 470,366 195 91 1,725 215 224 1,113 86,794 40,927 757, 2,s:) 96, 145 100,797 480, .'546 499 502 2,238 .527 718 2,9.30 356, 124 371,688 1,361,866 366,661 gaii 517,208 Vnrieeeid 1,770,608 1,711 109 72 1,530 106 51 11 44 120 39 7 74 333 20 313 6 1,429 107 137 1,185 lis 60 30 28 159 49 38 72 105 39 66 1 1 581,103 38,141 24,835 518, 127 35,736 17,343 3,788 14,605 42, 150 13,4X1 2, 523 26,143 109,878 7,092 102,786 1,900 486,094 37,370 47,615 401, 109 40,612 20,512 10,429 9,671 58,549 17, 198 13, 197 28,154 34,990 13,893 21,097 300 300 1,324 115 65 1,144 175 45 14 116 75 23 12 40 436 12 424 1 869 115 1.55 599 93 60 30 IS 148 28 39 81 424 21 403 11 577, SSS 50,800 28, 826 498,262 76,247 19,9S9 6, 485 49,773 33,852 10, 495 5,616 17,741 196,567 5,510 191,057 450 380,276 51,113 69,299 259,864 44,079 22,324 13,804 7,951 66,770 12,757 17,691 36,319 181,044 9,482 171,562 4,400 1,665 235 364 1,066 284 133 98 53 188 85 40 63 1,092 43 1,049 1 1,441 249 485 707 361 105 156 100 279 115 77 87 2,087 66 2,031 7 2 1,123,087 167,763 278,460 676,864 200,303 96,142 66,850 37,311 132,071 62,019 26, .378 43,674 627,783 27,866 699,917 600 997,370 176,096 Sail 356,998 464,276 243,497 71,2.57 Sail 108,095 64,145 193,546 82,850 52,115 58,581 Mitwissmni River and its tributaries 1,215,430 Steam 34,824 1,180,606 Canals and other inland waters of New York state 4,634 1,634 Sail 6 2 1 31 1 1,900 683 323 i 11 2 1 450 4,400 1 . 9 3 5 600 6,834 2,334 3,000 10,702 367 919 469 :::;:::.:. Unrigged 1 30 360 10,335 ' 450 6 3,500 1,000 TO 2,499 TON 3. 2,500 TO 4,999 TONS. 5,000 TONS AND OVER. Num ves berof sels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1,088 3,350 1,6.37,119 4,132,702 563 421 2,070,511 1,517,661 357 124 2, .343, 108 865,385 489 303 296 548 388 2,4)4 831,593 465,362 340, 164 924,492 581,046 2,627,164 515 43 5 354 67 10 1,912,591 141,827 16,093 1,293,364 1S1,465 42,832 354 3 120 4 2,327,981 15,127 845,040 20, .345 Atlantic coast and Gulf of Mexico 555 241 216 98 200 93 73 34 168 143 14 11 161 9 1S2 3 2 585 184 262 139 177 62 98 17 339 293 28 18 2,245 2,238 4 2 847,013 402,798 324,941 119,274 310,739 148,902 114,341 47,496 307,381 263,568 26,080 17,733 166,921 12,330 154,591 3,870 2,800 852,007 289,3.59 380,716 181,932 271, 166 99, 677 151,251 20,238 596,479 522,907 49,079 24,493 2,408,455 9,954 2,398,501 4,595 2,595 279 263 16 48 39 8 1 236 213 19 4 169 131 28 10 34 33 1 218 190 28 96.S,9.58 917,976 50,982 656,311 429,399 84,080 42,832 109,680 106, 838 2,842 143 143 31 30 1 954,686 954,686 230,121 Steam 224,90) Sail 5,218 161,760 133,682 25,048 3,030 939,793 860,933 65,797 13,063 34 34 15 15 224,320 224,320 149,657 Steam 149,657 851,670 757,127 94,543 180 177 3 78 75 3 1,164,102 1,148,975 15, 127 485,607 Steam 470,480 Sail 15, 127 Canals and other inland waters of New York state Sail 1 1 1 2 1,070 1,195 1,195 2,000 Sail 1 Includes craft propelled by machinery. The increase since 1906 in vessels with a tonnage of from 2,500 to 4,999 was large, 142, or 33.7 per cent, in number and 552,850, or 36.4 per cent, in tonnage. This increase was due entirely to steam vessels, these increasing by 161, or 45.5 per cent, in number and by 619,227, or 47.9 per cent, in tonnage. The reduction in the number and tonnage of sailing vessels and un- rigged craft in this group was more than overcome by the growth in the steam vessels. Motor boats were not reported separately in 1906 but were included with steam vessels, hence in com- paring such statistics for 1916 with those for 1906 it was necessary to combine the two classes. In 1916 motor boats were reported separately from the regular steam vessels, and their number, tonnage, and value for 1916 are shown in Table 35 for that year, to- gether with similar data for the other classes shown in Table 34. UNITED STATES. 49 Steam vessels represented a rather small propor- tion of the total number of vessels in the country, only 15.2 per cent, but their tonnage formed 47.9 per cent of the total tonnage for all vessels and their value 78.8 per cent. Although the comparatively small steam vessels, those of less than 100 gross tons, repre- sented 44.3 per cent of the total nximber of all such craft, they formed only 2.4 per cent of the total steam tonnage; the large steamers, those of 1,000 tons or more, on the other hand, forming only 20.6 per cent of the nximber, represented 84.8 per cent of the total tonnage. There were 353 steam vessels of 5,000 or more tons each, the average tonnage of which was 6,579. Table 3.5.- -ALL VESSELS, GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS AND CLASS, WITH PER CENT OF TOTAL: 1916. DIVISION AND CLAS.<1. United States. Steam Motor Sail Unrigged . Atlantic coast and Gulf of Mexico. Steam Motor SaU Unrigged Pacific coast (including Alaslca) . Steam Motor Sail Unrigged Great Lalces and St. Lawrence River. Steam Motor SaU Unrigged Mississippi River and its tributaries . Steam Motor Sail Unrigged Number of vessels. 43, 110 Per cent of total. 100.0 6,532 11,527 4,740 20,311 25,387 3,396 6,962 4,257 10,772 4,962 798 2,175 316 1,673 3,462 1,362 1,081 162 857 7,247 636 1,072 15.2 26.7 11.0 47.1 100.0 13.4 27.4 16.8 42.4 100.0 16.1 43.8 6.4 33.7 100.0 39.3 31.2 4.7 24.8 100.0 8.8 14.8 Gross tonnage. 12,395,236 5,943,3.58 250,855 1,219,739 4,981,254 6,614,197 2,734,189 135,820 847,950 2,876,238 1,215,303 677,414 58,247 226,081 253,561 2,747,687 2,404,763 15,863 145,450 181, 611 1,621,587 103,115 16,940 Per cent of total. 100.0 47.9 2.0 9.8 40.2 100.0 41.3 2.4 12 8 43.5 100.0 55.7 4.S ia6 20.9 100.0 87.5 ae 5.3 6.6 loao 6.4 1.0 Value of ^^?' , vessels. ^ ^^ S979,38S,633 ! 100.0 772,054,054 46,011,812 64,103,007 97,219,760 642,114,328 498,229,447 28,828,343 46,323,549 68,732,989 132,524,924 99, 668, 156 11,373,959 13,419,521 8,063,288 175,956,392 160,533,324 2,913,897 4,351,287 8,157,884 23,044,903 10,870,444 2, 287, 010 78.8 4.7 6.5 9.9 100. 77.6 4.5 7.2 10.7 100.0 75.2 8.6 lai 6.1 100.0 91.2 1.7 2.5 4.6 100.0 47.2 9.9 5 TO 49 TONS. Number of vessels. 18,283 1,629 10,914 2,848 2,892 10,920 734 6,597 2,733 856 2,972 126 2,005 63 778 1,724 375 1,045 49 255 1,979 167 1,038 Per cent of total. Gross tonnage. Per cent of total. 100.0 315,015 loao a9 59.7 15.6 16.8 I 47,229 151,906 48,568 64,312 15.0 49.2 15.4 2a4 100.0 182,751 6.7 22,093 6a4 92,014 25.0 46,337 V.8 22,307 100.0 56,653 4.2 3,873 67.5 34,243 21 1,448 26.2 17,089 100.0 28,204 21.8 10.568 60.6 12,717 28 738 14.8 4,181 loao 33,034 a4 5,013 52 5 12,945 39.1 15,076 100.0 14,373 33.0 5,682 33.3 2,9S7 a4 45 33.3 5,659 100.0 12.1 60.3 25.4 12.2 100.0 6.8 6a4 2.6 3a2 loao 37.5 45.1 26 14.8 100.0 15.2 39.3 All other inlafid waters . Steam Motor Sail Unrigged 5,539 3,052 340 337 5 1,470 76.4 100.0 16.6 11.5 0.2 71.6 1,501,532 196,462 23,907 3,983 253 168,312 92.6 100.0 12.2 2 0.1 85.7 9,887,449 I 42.9 5.748,086 2,752,683 608,603 8,630 2,378,150 100.0 47.9 10.6 0.2 41.4 227 229 3 229 4S.6 loao 39.5 2a8 0.3 39.4 DIVISION -IND CLASS. United States. Steam Motor Sail Unrigged.. Atlantic coast and Gulf of Mexico. Steam. Motor SaU Unrigged. Pacific coast (including Alaska) . Steam. Motor SaU Unrigged. Great Lakes and St. Lawrence River. . Steam Motor SaU Unrigged , Mississippi River and its tributaries. . Steam. Motor SaU Unrigged, 50 TO 99 TONS. Num- ber of vessels. 4,092 Per cent of total. 100.0 30.9 10.3 10.6 48.1 100.0 30.7 11.3 18.7 39.2 100.0 24.2 24.6 5.0 46.2 100.0 50.3 7.0 1.0 41.7 loao 28.5 4.0 nross tonnage. 292,696 95, 279 29,612 29,984 137, 791 153,285 49, 262 17,128 28.066 58,829 34,154 9,061 8,123 1,621 15,349 30,011 15,251 1,878 297 12,585 ! 56,422 17,659 2,258 Per cent of total. 100.0 32.6 10.1 10.2 47.1 100.0 32.1 11.2 18.3 38.4 100.0 26.5 23.8 4.7 44.9 100.0 50.8 a3 1.0 4L9 loao 31.3 4.0 100 TO 199 TONS. Num- ber of vessels. 7,009 932 113 295 3,83i8 610 82 279 2,867 442 107 23 305 210 65 132 1,605 110 Per cent of total. 100.0 13.3 1.6 4.2 80.9 100.0 15.9 2.1 7.3 74.7 100.0 24.2 5.2 1.6 69.0 100.0 31.0 29 3.3 62.9 loao 6.9 Gross tonnage. 978,803 134,109 14,893 40,787 789,014 550,024 86,811 10.657 38,348 414.208 60,469 15,714 3,181 1,038 40,536 31,262 9,312 805 1,188 I 19,957 I Per cent of total. 10O.O 13.7 1.5 4.2 8a6 227,239 16,960 I 100.0 15.8 1.9 7.0 75.3 100.0 26.0 5.3 1.7 67.0 100.0 29.8 2.6 3.8 63.8 100.0 .5 200 TO 299 TONS. Num- ber of vessels. 4,158 459 28 122 3,549 2.773 293 12 104 2,364 206 65 11 11 119 163 42 3 7 112 849 SO 1 Per cent of totel. 100.0 11.0 0.7 29 85.4 100.0 lae a4 3.8 85.3 100.0 31.6 S.3 5.3 57.8 loao 25.8 1.2 4.3 68.7 loao 5.9 ai Gross tonnage. 1,000,335 112, 261 6.756 30,508 850,810 Per cent of total. 100.0 11.2 0.7 3.0 85.1 668,677 71,556 2,831 25,923 568,367 50,130 16, 174 2,705 2,879 28,372 38,861 10,158 463 1,706 28,534 203,743 12,158 loao la? a4 3.9 85.0 100.0 32.3 S.4 S.7 56.6 100.0 26.1 1.2 4.4 68.3 loao 6.0 ai AU other inland waters.. Steam Motor , Sr>U Unrigged. 334 260 57 4 100.0 21.9 1.5 36,505 64.7 18,824 j 4,046 255 100.0 21.5 1.4 199 76.5 14,523 I 77.: 1,493 914 40 2 2 870 93.1 loao 4.4 02 02 95.2 210,279 109,809 5,312 250 213 1(H,034 92.5 loao 4.8 a2 a2 94.7 798 167 9 2 "m 94.0 loao s.4 1.2 191,321 38,924 2,215 493 93.4 36,216 93.9 loao S.7 1.3 93.0 116515°— 20— 4 50 TRANSPORTATION BY WATER. Tablb 35.— all vessels, GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS AND CLASS, WITH PER CENT OF TOTAL: 1916— Continued. 300 TO 399 TONS. 400 TO 499 TONS. 600 TO 999 TONS. DIVISION AND CLASS. Num- ber of vessels. Per cent of total. Gross toimago. Per ecnt of total. Num- ber of vessels. Per cent of total. Gross tomiago. Per cent of total. Num- ber of vessels. Per cent of total. Oro.s3 tonnage. Per cent of total. United States 2,3W 100.0 779,958 100.0 2,015 100.0 886,774 100.0 3,241 100.0 2,090,917 100.0 223 13 100 1,968 9.7 0.6 4.3 85.4 77,135 4,409 34,493 663,921 9.9 0.6 4.4 85.1 193 5 92 1,725 9.6 0.2 4.6 85.8 85,964 2,132 41,395 757,283 9.7 0.2 4.7 85.4 490 11 602 2,238 15.1 0.3 15.5 69.1 »»9,930 7,433 371,688 1,361,866 16.7 Motor 0.4 Sail 17.8 65.1 Atlftntfp roast and Gulf of Mexico 1,728 117 5 76 1,530 115 46 8 17 44 120 39 100.0 6.8 0.3 4.4 88.5 100.0 40.0 7.0 14.8 38.3 100.0 32.5 586,445 40,614 1,637 26,007 618,127 38,902 15,622 2,772 5,903 14,605 42,150 13,481 100.0 6.9 0.3 4.4 88.3 100.0 40.2 7.1 15.2 37.5 100.0 32.0 1,326 113 4 65 1,144 177 45 1 15 116 75 23 100.0 8.5 0.3 4.9 86.3 100.0 25.4 0.6 8.5 65.5 100.0 30.7 578,771 49,959 1,724 28,826 498,262 77, 134 20,000 4tl8 6,9.53 49,773 33,852 10,495 100.0 8.6 0.3 5.0 86.1 100.0 25.9 0.5 9.0 64.5 100.0 31.0 1,666 230 6 354 1,066 285 129 6 98 53 188 85 100.0 13.8 0.4 21.8 64.0 100.0 45.3 1.8 34.4 18.6 100.0 45,2 1,123,587 164,499 3,764 278,460 676,804 201,042 93,212 3,669 66,850 37,311 132,071 62,019 100.0 14.6 0.3 Sail 24.8 60.3 100.0 46,4 1.8 Ball 33.3 18.6 Great Lakes and St. Lawrence River 100.0 47.0 Sail 7 74 333 20 6.8 61.7 100.0 6.0 2,523 26,143 109,878 7,092 6.0 62.0 100.0 6.5 12 40 436 12 16.0 53.3 100.0 2.8 5,616 17,741 196,567 6,510 16.6 52.4 100.0 2.8 40 63 1,092 43 21.3 33.5 100.0 3.9 26,378 43,674 627,783 27,866 20,0 33.1 Ulssissinni River and its tributaries 100.0 4.4 Sal ' 313 8 1 94.0 100.0 12.5 102,786 2, .583 323 93.5 100.0 12.5 424 1 97.2 100.0 191,067 450 97.2 100.0 1,049 10 3 96.1 100.0 30.0 699,917 6,434 2,334 95.6 100.0 36.3 Motor gall 7 87.5 2,260 87.5 1 450 7 70.0 4,100 63.7 1,000 TO 2,499 TONS 2,500 TO 4,999 TONS 5 ,000 TONS AND OVEE. DIVISION AND CLASS. Num- ber of vessel's. Per cent of total. Gross tonnage. Per cent of total. Num- ber of vessels. Per cent of total. Gross tonnage. Per cent of total. Num- ber of vessels. Per cent of total. Gross tonnage. Per centoJ total. United States 1,088 100.0 1,637,119 100.0 563 100.0 2,070,511 100.0 357 100.0 2,343,108 100.0 476 13 303 296 43.7 1.2 27.8 27.2 809,619 21,974 465,362 340, 164 49.5 1.3 28.4 20.8 514 1 43 5 91.3 0.2 7.6 0.9 1,909,341 3,250 141,827 16,093 92.2 0.2 6.8 0.8 363 1 3 98.9 0.3 0.8 2,322,521 . 5,460 16,127 99.1 Motor o.a 0.6 555 232 9 216 98 200 73 34 168 143 100.0 41.8 1.6 38.9 17.7 100.0 45.0 1.5 36.5 17.0 100.0 85.1 847,013 385,443 17,355 324,941 119,274 310,739 145,7.56 3,146 114,341 47,496 307,381 263,568 100.0 45.5 2.0 38.4 14.1 100.0 46.9 1.0 36.8 15.3 100.0 85.7 279 262 1 16 100.0 93.9 0.4 6.7 968,9,58 914,726 3,250 60,982 100.0 94.4 0.3 5.3 143 142 1 100.0 99.3 0.7 964,686 949,226 6,460 100.0 99.4 Motor 0.6 Pflrific coast flncludin^ Alaska) 48 39 100.0 81.3 161,760 133, 682 100.0 82.6 34 34 100.0 224,320 224,320 100.0 8 1 236 213 16.7 2.1 100.0 90.3 25,048 3,030 939,793 860,933 15.5 1.9 100.0 91.6 Orpat Lakes and St Lawrence River. . 180 177 100.0 98.3 1,164,102 1,148,975 100.0 98.7 14 11 161 8 1 8.3 6.5 100.0 5.0 0.6 26,080 17,733 166,921 10,857 1,473 8.5 5.8 100.0 6.5 0.9 19 4 8.0 1.7 65, 797 13,063 7.0 1.4 3 1.7 16,127 1.3 . . 152 4 3 94.4 100.0 75.0 154,591 5,065 3,995 92.6 100.0 78.9 1 25.0 1,070 21.1 More than one-fourth of the total number of all classes of vessels in 1916 were motor boats, but the proportions which their tonnage and value formed of the corresponding total, were insignificant. Over nine-tenths of these boats were of less than 50 gross tons, the average tonnage being only 22, and the average value $3,992. There were 15 motor boats, or vessels having auxiliary power, of over 1,000 tons each, 11 of which were on the Atlantic coast, 3 on the Pacific coast, and 1 on the Mississippi River. About one-tenth of the total number and tonnage of all vessels in the United States were sail vessels. The majority of these, 69.2 per cent, were craft of less than 100 gross tons, while only 7.4 per cent were ves- sels with a tonnage of 1,000 or over. The table also shows that tmrigged craft constituted nearly one-half of the total nxunber of vessels in 1916, with a tonnage amounting to two-fifths of the total. The value of these craft, however, was a little less than one-tenth of the total value reported for all ves- UNITED STATES. 51 sels. There were only five unrigged craft with a ton- nage of 2,500 or more, four of which were operated on the Great Lakes and one on the Pacific coast. VALUATION OF VESSELS. At the census of 1916, as in 1906 and 1889, the inquiry as to value of vessels or craft was intended to ascertain their commercial value. There was consid- erahle variation in 1889, however, in reporting the val- uation of vessels. In some cases it was reported as the vessel's cost; in other cases, the basis was the amount that might be realized by sale; and in still others, the value was given with the idea that it might be iised as a basis for taxation. Similar variations probably occurred to some extent in 1916, but not sufficiently to affect the general reliability of the figures. Table 36.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND CHARACTER OF CONSTRUCTION: 1916, 1906, AND 1889. Aggregate Metal Wood Composite Steam i Metal Wood Composite , SaU Metal Wood Composite Umigged Metal Wood Composite NUMBER OF VESSELS. 1916 37,894 3,298 34,477 119 14,581 2,462 12,034 S5 3,002 154 2,838 10 20,311 682 19,605 >24 1906 37,321 1,979 35,247 95 9,927 1,674 8,197 56 7,131 131 6,973 27 20,263 174 20,077 12 1889 30,485 548 29,834 103 5,603 534 5,033 36 7,945 14 7,864 67 16,937 a 16,937 GROSS TONNAOE. 1916 12,249,990 5,814,903 6,376,401 58,686 6,097,562 5,174,712 868,297 54,553 1,171,174 278,,S33 891,897 444 4,981.254 361,358 4,616,207 3,689 1906 12,893,429 3,276,723 9,581,3-iS 35,358 4,059,521 2.916,517 1,119,459 23,545 1,704,277 227,959 1,470,656 5,662 7,129,631 132, 247 6,991,233 6,151 1889 VALUE OF VE.SSELS. 1916 8,359,135 62.5,218 7,793,259 40,658 1,710,073 515,003 1,173,860 21,210 1,675,706 10,215 1,646,043 19,448 4,973,356 $959,92.5,364 725,373,070 227,930,398 6,621,896 802,155,109 685,771,609 110,018,364 6,365,136 60,550,495 20,928,764 39,544,231 77,500 97,219,760 18,672,697 78,367,803 179,260 1906 $507,973,121 388,772,727 289,689,438 95.026.5S9 2,056,700 56,206,145 10,598,751 45,165,894 441.500 64,994,249 5.941.100 58,943,099 110,050 1889 $206,992,352 50,918,319 153.552,913 2.521.120 131,567,427 50,153,519 79,538.108 1,875,800 53,192.972 764,800 51,782,852 645,320 22,231.953 22.231,9.53 > Includes craft propelled by machinery. ' Includes a lew craft of metal construction which were not segregated in 1889, ' Includes one scow made of concrete. Table 37.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, PER CENT OF TOTAL, AND PER CENT OF INCREASE, BY CLASS AND CHARACTER OF CONSTRUCTION: 1916, 1906, AND 1889. I Aggregate Metal Wood Composite Steam • Metal Wood Composite SaU Metal Wood Composite Unrigged Metal Wood Composite mmBER OF VESSELS. Per cent of total. 1916 1906 8.7 91.0 0.3 100,0 16,9 82.5 0.6 100.0 5.1 94.5 0.3 100.0 3.4 96.5 0.1 5.3 94.4 0.3 100.0 16.9 82.6 0.6 100.0 1.8 97.8 0.4 100.0 0.9 99.1 0.1 1889 1.8 97.9 0,3 100.0 9.5 89.8 0.6 100.0 0.2 99.0 0.8 100.0 Per cent of increase.' 1906- 1916 66,6 -2.2 46.9 47.1 46.8 -57.9 17.6 -59.3 0.2 292.0 -2.4 1889- 1916 24.3 501.8 15.6 15.5 160.2 361.0 139.1 -62 2 -63.9 19.9 GROSS TONNAOE. Per cent of total. 100.0 47.5 62.1 0.5 100.0 84.9 14.2 0.9 100.0 23.8 76.2 (') 100.0 7.3 92.7 0.1 1906 100.0 25.4 74.3 0.3 100.0 71,8 27.6 0.6 100.0 13.4 86.3 0.3 100.0 1.9 98.1 0.1 1889 100.0 6.3 93.2 0.5 100.0 30.1 68.6 1.2 100.0 0.6 98.2 1.2 100.0 Per cent of increase.' 1906- 1916 -5.0 77.5 -33.4 66.0 50.2 77.4 -22.4 131.7 -31.3 22.3 -39.4 -92.2 -30.1 173.2 -34.0 -40.0 1889- 1916 46.5 (•) -18 2 44.3 256.6 (') -26.0 157.2 -3a 1 C) -45.8 -97.7 0.2 VALUE OF VESSELS. Per cent of total. 1916 100.0 75.6 23.7 0.7 100.0 85.5 13.7 0.8 100.0 34.6 65.3 0.1 loao 19.2 80.6 0.2 1906 100.0 60.3 39.2 0.5 100.0 74.9 24.6 0.5 100.0 IS. 9 80.4 0.8 100.0 9.1 90.7 0.2 100.0 24.6 74.2 1.2 100.0 38.1 60.5 1.4 100.0 1.4 97.3 L2 100.0 100.0 Per cent of 1906- 1916 89.0 136.9 14.5 153.9 107.4 136.7 15.8 209.5 7.7 97.5 -124 -S2.4 49.6 214.3 33.0 62 9 1889- 1916 363.7 48L4 162 7 609.7 (') 38.3 239.3 13.8 (>) -23.6 -88.0 337.3 ' A minus sign ( — ) denotes decrea.se. Percentages are omitted when base is less than 100. * Percentages omitted where figures are known not to be comparable. ' Includes craft propelled by machinery. * Less than oue-tenth of 1 per cent During the decade 1906-1916 the value of all vessels, irrespective of construction, increased $451,952,243, or 89 per cent. During the 17 years from 1889 to 1906 the increase, $300,980,769, was not so great in absolute gain but was relatively much greater, 145.4 per cent. For the entire 27 years the increase was $752,933,012, or 363.7 per cent. An analysb of the value of vessels, by character of construction, In 1916, shows that 75.6 per cent of the total value was reported for vessels of metal construc- tion, compared with 60.3 per cent in 1906, and only 24.6 per cent in 1889. The increase in the value of metal vessels amoimted to $419,143,781, or 136.9 per cent, for the decade 1906-1916, and $255,310,970, or 501.4 per cent, from 1889 to 1906. Vessels of wooden construction increased substan- tially in value from 1889 to 1906 and from 1906 to 1916, although to a less degree, but the proportion which the 52 TRANSPORTATION BY WATER. value of such vessels formed of the total decreased from 74.2 per cent in 1S89 to 39.2 per cent in 1906 and to 23.7 per cent in 1916. The value of vessels of composite construction, although forming a very small proportion of the total at each census, shows a largo actual and relative in- crease during the decade 1906-1916, amounting to $4,013,646, or 153.9 per cent. From 1906 to 1916 the total valuation of steam ves- sels increased $415,382,382, or 107.4 per cent, repre- senting more than nine-tentlis of the total increase for all kinds of vessels. The value of sail vessels increased $4,344,350, or 7.7 per cent, and that of unrigged craft $32,225,511, or 49.6 per cent. Table 38 shows the number, gix)ss tonnage, and value of vessels by occupation and character of construction. Table 38.— NUMBER, GROSS TONNAGE, AND VALUE OP VESSELS, BY CHARACTER OF CONSTRUCTION AND BY CLASS AND OCCUPATION: 1916, 1906, AND 1889. CLASS AUD OCCUPATION . Cen- sus year. Aggregate. Steam' Freight and passenger , Tugs and other towing vessels. . Ferryboats Yachts.. Itliscellaneous. SaU. Freight and passenger. Yachts Miscellaneous . Unrigged., 1916 1906 1916 1906 1839 1916 1906 1S89 1916 1906 1S89 1916 1906 1916 1906 1SS9 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1SS9 1916 1906 1889 Num- ber of ves- sels. 37,394 37,321 30,4SS 14,581 9,927 5,603 5,362 3,615 2,429 3,689 3,079 1,950 611 536 456 3,783 2,178 230 1,134 521 538 3,002 7,131 7,945 2,357 5,181 6,863 569 1,594 653 76 356 429 20,311 20,263 >16,937 Gross tonnage. 12,249,990 12,893,429 8,aiu, i;r. 6,097,502 4,ai9,S21 1,710,073 5,432,353 3,411,588 1,290,552 284,135 261,375 146,447 224,328 261,073 146,104 111,620 82,275 13,586 65,126 43,210 113,384 1,171,174 1,704,277 1,675,706 1,158,354 1.672,862 1,641,846 11,387 24,155 15,040 3,433 7,260 18, 820 4,981,254 7,129,631 4,973,356 Value of vessels. $959,925,364 ."'.1)7,973,121 206.992,352 802, 155, 109 386,772,727 131,567,427 677,475,337 286,218,089 90,999,834 54,909,495 39,062,249 17,364,413 23,227,174 29,578,380 10,442,750 33,447,143 24,281,881 3,858,810 13,095,960 7,632,148 8,901,620 60,550,495 56,206,145 53,192,972 58,273,449 51,415,756 49,165,617 1,940,513 4,189,253 2, 750, 755 336,533 621,136 1,278,600 97,219,760 64,994,249 22,231,953 Num- ber ot ves- sels. 3,298 ,979 2,462 1,674 634 1,440 908 296 581 420 107 166 158 60 179 134 25 98 56 48 154 131 14 144 110 682 174 Gross tonnage. 5,814,903 3,276,723 .i25,21s 5,174,712 2,918,317 515,003 4,869,180 2,623,551 413,411 96,930 83,902 9,157 140,151 151,406 40,925 44,528 as, 294 4,884 23,923 19,364 46,646 278,833 227,959 10,215 275,989 225,613 9,734 2,844 2,346 4S1 361,358 132,247 Value of vessels. $725,373,070 306,229,289 .10,918,319 685,771,609 2,89,689,438 50,153,519 020,481,652 238,475,331 38,802,099 26,098,625 14,574,417 1,761,800 15,641,062 19,839,598 3,976,500 16,610,324 12,524,020 1,649,720 6,939,946 4,276,072 3,963,400 20,928,764 10,598,751 761,800 20,288,764 9,832,451 554,500 640,000 766,300 210,300 13,672,697 5,941,100 COMPOSITE. Num- ber of ves- sels. 34,477 35,247 29,834 12,034 8,197 5,033 3,877 2,890 2,111 3,096 2,649 1,837 441 379 396 3,587 2,016 202 1,033 463 487 2,838 6,973 7,S64 2,213 5,069 8,795 549 1,549 644 76 355 425 19,605 20,077 16,937 Gross tonnage. 868,297 1,119,459 1,173,860 613,195 768,857 856,979 165,856 176,513 137, 054 83,305 109,253 105,179 65,514 41,643 8,369 40,427 23,193 66,279 891,897 1,470,656 1,646,043 880, 365 1,442,556 1,612,875 8,099 20,954 14,487 3,433 7,146 18,681 4,016,207 6,991,233 4,973,356 Value of vessels. 61,569,885 46,634,758 60,589,735 28,575,588 24,383,332 15,580,813 7,481,675 9,715,782 6,466,250 16,345,319 11,036,641 2,074,090 6,045,897 3,256,076 4,827,220 39,1)44,231 45, Ua,894 51,782,852 37,9S4,685 41,347,305 47,996,047 1,223,013 3,202,453 2,519,955 336,533 616,136 1,266,850 78,367,803 58,943,099 22,231,953 Num- ber ot ves- sels. 119 95 103 54,553 23,545 21,210 49,978 19,180 20,162 1,349 960 236 872 414 »24 12 Gross ton- nage. 1,578 2,338 353 776 653 459 444 5,662 19,448 4,693 19,237 444 855 72 114 139 3,689 6,151 Value of vessels. 5,423,800 1,108,000 1,608,000 235,282 104,500 21,800 104,437 23,000 491,500 721,200 135,000 110,117 100,000 111,000 77,500 441,500 645,320 238,000 615,070 77,500 200,500 20,500 5,000 9,750 179,260 110,ft50 ' Includes craft propelled by machinery. 2 Includes one scow made of concrete Vessels classed as freight and passenger were by far the most important of all steam craft, their valuation in 1916 constituting 84.5 per cent of the total of all steam vessels and 70.6 per cent of the aggregate valua- tion for all classes of vessels in the United States. These proportions are marked increases over those for 1906 and 1889, which were 74 and 56.3 per cent, re- spectively, for 1906, and 69.2 and 44 per cent for 1889. For the 10-year period 1906 to 1916 the actual in- crease in the valuation of these freight and passenger steam vessells was $391,257,248 and the relative in- crease 136.7 per cent, due almost wholly to the gain in the value of vessels of metal construction. The value of tugs and other towing vessels in 1916 represented 6.8 per cent of the total for the steam class and 5.7 per cent of the aggregate of all classes ■ Includes a few craft of metal construction which were not segregated in 1889. for the United States. The increase from 1906 to 1916 in the valuation was $15,847,246, or 40.6 per cent, compared with $21,697,836, or 125 per cent, for the 17 years 1889 to 1906. As in the case of freight and passenger vessels, increasetl metal construction was largely responsible for increased valuation The marked decrease from 1906 to 1916 in the ton- nage and valuation of ferryboats is due to the de- crease in their use, owing to new tunnel and bridge construction, chiefly in New York, mentioned else- where in this report. While the valuation of these craft in 1906 showed an increase of $19,135,630, or 183.2 per cent, over the figures for 1889, there was a decrease of $6,351,206, or 21.5 per cent, from 1906 to 1916. In 1906 the valuation of ferryboats was 7.6 per cent of the valuation of all steam vessels and 5.8 UNITED STATES. 53 per cent of the valuation of vessels of all kinds; in 1916 these proportions had decreased to 2.9 and 2.4 per cent, respectively. The valuation of steam yachts in 1916 constituted 4.2 per cent of the total value of steam vessels and 3.5 per cent of the aggregate for the United States; in 1906 the proportions were 6.3 and 4.8 per cent, re- spectively. The absolute increase in the valuation of steam yachts from 1906 to 1916 was S9,165,282, or 37.7 per cent. Between 1889 and 1906 the increase was $20,423,051, or 529.3 per cent. The value of sail yachts constituted only 3.4 per cent of the total value of all saiUng vessels in 1916 and two-tenths of 1 per cent of the aggregate for the United States as com- pared with 7.4 and eight-tentlis of 1 per cent in 1906. There was an increase in the value of these yachts from 1889 to 1906 of 81,418,498, or 51.6 per cent, but a decrease of S2,228,740, or 53.5 per cent, from 1906 to 1916. The value of steam craft classified as miscellaneous shows a large increase, S5, 463,812, or 71.6 per cent, since 1906, while sail vessels so classified, although comparatively of small value, show a decided decrease. The value of the miscellaneous class of vessels de- creased from 4.9 per cent of the total value of all ves- sels in 1889 to 1.6 per cent in 1906, and 1.4 per cent in 1916. The tonnage of sailing vessels of composite con- struction, classed as "freight ami passenger" and " miscellaneoxis, " was insignificant in 1889 and in 1906, and none was reported in 1916. Table 39 shows the average gross tonnage and value per vessel and the average value per ton, by occupation and character of construction, 1916, 1906, and 1889. Table 39.— AVERAGE GROSS TONNAGE AND VALUE PER MISSEL AND A\'ERAGE VALUE PER TON, BY CHARACTER OF CONSTRUCTION AND BY CLASS AND OCCUPATION: 1916, 1906, AND 1889. CLASS AXD OCCUPATION. C«n- sxas year. A^regate . Steami Freight and passenger Tugs and other towing vessels . Ferryboats Yachts. Uiscellaneous. . Sail. Freight and passenger . Yachts. Uiscellaneous. Unrigged , 1916 1906 1SS3 1916 1906 18S9 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 Average tonnage per vessel. 323 345 274 Average value per vessel. S25,332 13,611 6,790 418 409 305 1,013 944 531 72 85 75 367 4«7 320 29 38 57 83 211 390 239 211 55,014 3-S,962 23,482 126,348 79,175 37,464 14,885 12,687 8,905 38,015 55,184 22,901 8,837 11,159 16, 777 11,518 14.649 16,546 20,170 7,882 6,695 491 323 239 20 IS 23 45 20 44 245 352 294 24,724 9,924 7,164 3,410 2,616 4,212 4,428 1,745 2,976 4,787 3,208 1,313 -Average value per ton. 132 95 77 125 84 71 208 149 119 104 113 71 300 295 284 201 177 79 50 31 30 170 173 183 Average tonnage per vessel. 1,763 1,656 958 2,102 1,742 3,381 2,889 1,397 167 200 86 844 971 682 249 286 195 249 348 1,014 1,811 1,740 730 Average value per vessel. S219,943 IM, 739 92,917 278,542 173,052 93,920 430,890 262,638 131,068 44,920 ai,701 16,465 &4.223 127,177 60,275 92,795 93,463 65,989 72,291 76, ■.>r>S S6, llil 135,901 80,906 54,629 Average 'Average value I tonnage per I per ton. . vessel. S125 93 97 i 185 272 261 Average value per vessel. S6,611 5,650 5,147 133 , 99 97 ' 72 9,142 137 11,593 233 15,803 127 91 94 269 174 192 112 131 97 373 327 339 290 221 85 1,917 2,051 1,217 2S4 112 80 530 760 140,894 89,386 69,313 64.000 36,490 35,050 74 44 57 225 327 437 27,379 34,144 132 286 406 54 67 75 189 288 266 18 21 41 39 50 136 314 211 209 398 285 237 15 14 22 45 20 44 235 ■MS ■294 13,301 17,336 23,965 9,230 9,205 8,482 16,965 25,635 16,329 4,357 5,475 10,268 5,853 7,033 9,912 13,934 6,477 6.585 17,164 8,157 7,063 2.228 2.067 3,913 4.428 1.736 2,981 3,997 2,9.i6 > 1,313 Average value per ton. $36 21 20 Average tonnage per 493 372 395 Average Average value ! value per per vessel. ton. $55,646 27,455 24,477 127 85 68 100 61 59 172 138 114 90 89 61 249 265 248 150 140 73 43 29 30 151 153 174 6J2 420 74,884 36,727 52,106 1,111 1,128 916 112 96 39 218 414 83 90 118 155 327 92 44 210 290 2,347 321 44 36 24 114 35 154 513 120,529 65,176 73,091 19,607 10,450 3,633 26,109 23,000 25.868 27,738 45.000 22,023 50,000 22,200 7,750 16,352 9,632 118,000 10,251 7,750 8,354 6,833 5,000 2,438 7,469 I 9. 171 1 Includes craft propelled by machinery. « Includes a few craft of metal construction which were not segregated in 1SS9. $113 74 62 117 87 loe ss 80 174 109 92 120 56 311 308 382 142 153 242 175 78 33 50 32 175 235 285 44 70 49 IS Tliere was a very large increase from 1906 to 1916 in the actual number, tonnage, and value of vessels of metal construction, while those of wooden construc- tion decreased in both number and tonnage, but in- creased somewhat in total value. The composite vessels ^ow increases in all three particulars during the same period. In 1916 the vessels of largest aver- age tonnage were freight and passenger steamers of metal construction, but, with the e.xception of ferry- boats, the average value per ton was the least of any of the five classes shown by occupation. Of the aggre- gate for all classes, metal construction shows the 54 TRANSPORTATION BY WATER. greatest average tonnage and value per vessel and value per ton at each census, and wood the smallest. Sailing vessels of metal construction are shown in but two occupation classes, freight and passenger and yachts. The freight and passenger were the larger in average tonnage and value per vessel, but were greatly exceeded by yachts in average value per ton. It is noticeable, however, that while the per ton value of yachts decreased in 1916, as compared with 1906, that for freight and passenger vessels nearly doubled. The lowest average tonnage and value per vessel in 1916 were shown for sailing yachts of wooden con- struction, and the lowest average value per ton was for unrigged craft, also of wood. CHAEACTEB OF POWER AND MACHINE PBOPXJLSION. The niunber of steam and motor vessels, by char- acter of propulsion and their gross tonnage and horsepower, are shown in Table 40 for 1916 and 1906, with per cent of increase and per cent of total. Table 40. ^Vessels Propelled by Steam and Motor, by Character of Propulsion, Gross Tonnage, and Horsepower, WITH Per Cent op Increase and Per Cent of Total: 1916 AND 1906. Total. Steam. Motor. PEE CENT OF TOTAL. Steam. Motor. Number of vessels: 1916 . . 14,581 9,927 46.9 6,044 6,765 -10.7 8,537 3,102 170.0 41.5 68.1 58.5 1906 31.9 Per cent of in- crease* Screw: 1916 12,726 7,952 60.0 1,421 1,406 1.1 433 562 -23.0 1 7 6,097,562 4,059,521 50.2 4,599,073 3,451,745 33.2 4,880 5,160 -5.4 772 1,055 -26.8 391 543 -28.0 1 7 6,899,711 4,008,431 47.2 4,264,770 3,378,453 26.2 7,846 2,792 181.0 649 351 84.9 42 19 38.3 64.9 61.7 1906 35.1 Stem wheel: 1916 54.3 75.0 45.7 1906 25.0 Per cent of increase • Side wheel: 1916 90.3 96.6 9.7 1906 3.4 Per cent of increase • All other: 1916 100.0 100.0 96.8 98.7 1906 Gross tonnage: 1916.. 197,851 61,090 287.3 334,303 73,292 356.1 3 2 1906 Per cent of increase. 1.3 Horsepower: 1916 1906 Per cent of increase 92.7 97.9 7.3 2.1 1 A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. Of the total horsepower reported in 1916 for aU vessels propelled by machinery, 4,264,770, or 92.7 per cent, was steam and 334,303, or 7.3 per cent, was motor. In 1906 the corresponding proportions were 97. 9 and 2.1 per cent, respectively. Although a few comparatively large craft are pro- pelled by motors, the average tonnage of aU the motor vessels reported at the census of 1916 was 23.2 and the average horsepower 39.2. At the census of 1906 the corresponding averages were 16.2 and 23.2, respectively. Evidently the motor craft of 1916 were of larger tonnage and greater horsepower than in 1906. A negligible number of these boats were of electric propulsion. Considering character of propulsion, it is foimd that 12,726, or 87.3 per cent, of the vessels reported for 1916, whether steam or motor, were equipped with the screw propeller, an increase of 4,774, or 60 per cent, over the number reported for 1906. Of the remainder, 1,421, or 9.7 per cent, were equipped with stern wheels, a gain of 15, or 1.1 per cent, over 1906, while 433, or 3 per cent, were side-wheelers in 1916, a loss of 129, or 23 per cent, as compared with 1906. Referring to steam vessels only, 3,685,253, or 86.4 per cent, of their horsepower in 1916 was applied by means of the screw propeller as compared with 2,717,649, or 80.4 per cent, in 1906. In 1916 the one vessel in the "all other" class was a catamaran pleas- ure boat with a wheel operated by steam and located in the center of the boat between the two parallel hulls. The decrease in the number of vessels operated by steam is notable, but this taken in connection with the increased figm"es for tonnage shows that the newer steamers on the average were of larger tonnage than those reported for 1906. In the case of motor boats, the horsepower of aU vessels increased regardless of the type of propeller vnih which they were fitted. Motor vessels equipped with screw propellers, however, increased their pro- portion of the total horsepower from 91.7 per cent m 1906 to 94.8 per cent in 1916, while those equipped with stem wheels show a decrease in this respect from 7.8 per cent m 1906 to 4.8 per cent in 1916. The small proportion which the horsepower of motor boats propelled by side wheels formed of the total was the same at each census, four-tenths of 1 per cent. With its great reach of coast and nimierous seaports, it is not siuprising that the Atlantic coast and Gulf of Mexico division during the 10 years covered by Table 41 not only maintained first rank in total amount of horsepower but increased its lead. At the census of 1916 this division reported 56.5 per cent of all horse- power, as compared with 50.9 per cent at the census of 1906. The Great Lakes and St. Lawrence River UNITED STATES. 55 ranked second at both censuses, but its proportion of the total horsepower decreased from 28.5 per cent in 1906 to 23.2 per cent in 1916. The other divisions fol- lowed in the order named: The Pacific coast (including Alaska) with 14.6 per cent of the total in 1916 and 12.9 per cent in 1906; the Mississippi River and its tribu- taries, with 4.8 per cent in 1916 and 6.9 per cent in 1906; "All other inland waters," with six-tenths of 1 per cent in 1916 and three-tenths of 1 per cent in 1906; and "Canals and other inland waters of New York state," with three- tenths of 1 per cent in 1916 and five-tenths of 1 per cent in 1906. Table 41.— CHARACTER OF POWER AND PROPULSION, BY DIVISIONS: 1916 AND 1906. Census year. TOTAL. SCBEW. DIVI3IOM'. Number of vessels. Gross tonnage. Horsepower. Steam. Motor. Number of vessels. Gross tonnage. Horsepower. Number of vessels. Gro.ss tonnage Horse- power. Total 1916 1906 14.5S1 9,927 46.9 6, 097, .562 4, 059, 521 50.2 4,599,073 3,451,745 33.2 4,880 6,160 -5.4 5,424,326 3,424,972 5S.i 3,685,253 2,717,649 35.6 7,846 2,792 181.0 185,887 46,251 301.9 316,987 67.240 371.4 Per cent of increase * . . 1916 1906 8,347 5,413 54.2 2,123 1,066 99.2 1,837 1,676 9.6 1,700 1,435 18.5 170 151 12.6 404 186 117.2 2,828,953 1,457,894 94.0 710,360 518,107 37.1 2,410,430 1,915,786 25.8 119,963 146,227 -18.0 11,603 14,127 -17.9 16,253 7,380 120.2 2,597,427 1,758,378 47.7 672, 9.58 445,717 51.0 1,066,169 982,555 8.5 219,434 236,969 -7.4 15.191 17, 767 -14.5 27,894 10,359 169.3 2,849 2,907 -2.0 542 507 6.9 1,119 1,396 -19.8 104 130 -20.0 102 107 -4.7 164 113 45.1 2,491.461 1,135,578 119.4 563,908 408,849 37.9 2,346,388 1,862,244 26.0 9,156 6,652 37.6 6.461 8,109 -20.3 6,952 3, .540 96.4 2,160,236 1,413,088 52.9 517,037 357,503 44.6 954,233 912, &»7 4.5 29,776 18,326 62.5 9,572 10,324 -7.3 14,399 5.461 163.7 5,085 1,951 160.6 1,380 330 318.2 682 220 210.0 501 226 121.7 46 31 122,888 33,727 264.4 39,496 6,251 531.8 11,926 3,127 281.4 8,258 2,182 278.5 1,428 536 166.4 1,891 428 341.8 197,103 45,433 333.8 66,160 10,372 537.9 29,679 5.695 421.1 17,276 4.098 321.6 2,321 828 180.3 4,448 814 446.4 1916 1906 Pfir ppnt nf iTirTftft. 129,143 89 3 Great Lakes and St. Lawrence River Mississippi River and its tributaries 4.0 3.9 3 1 Includes S7,611,.W3 reported as income from "all other .sources " hv tugboats in the Atlantic coast and Gulf ofMexico division, and $238,991 similarly reported by such boats in the Paeiljc coast division. Tliis income. altho\igh shown un()er "all olher sources" (thut is, for towing) w;is found to have been for Ughterage or harbor work, and is, therefore, so shown in lliis table. It is not included as ijicomo from lighterage in any other table of the report. ' Reported as income received from "all other sources." ' Includes tll,149 reported as income from "all other sources." The total quantity of freight handled as reported in Table 45 includes 258,082,659 tons transported from one port to another and 123,350,315 tons of lighterage or work within and about harbors. Of the total, about two-thirds was port to port freight, while of the total income, this class reported almost nine- tcnths. In aU divisions except the Atlantic coast and Gulf of Mexico the proportion of freight trans- ported from port to port was much greater than that of freight handled within the harbors. The prepon- derance of harbor freight in the Atlantic coast division may be accounted for largely by the enormous barge traffic at the port of New York. UNITED STATES. 61 The figures in Table 45 also show that the propor- tions contributed by the different divisions to the total quantity of freight and the total income were very different. The Atlantic coast contributed 47.6 per cent of the total quantity of freight and 68.1 per cent of the total income and the Pacific coast 6.6 per cent of the tot.al quantity of freight and 1.3.1 per cent of the total income. On the other hand, the propor- tions for the Great Lakes and Mississippi River were reversed, the amount of freight forming a much larger proportion of the total than the income, the former division contributing 34..5 per cent of the total quan- tity of freight and 16.6 per cent of the total income, and the latter division 10.5 per cent of the freight handled and 1.7 per cent of the income. This indi- cates that the average haul was longer and the work generally more costly on the Atlantic and Pacific coasts than on the Great Lakes and the Mississippi River. On the Great Lakes the bulky commodities, iron ore and coal, formed more than eight-tenths of the total quantity of freight handled, while on the Mississippi River coal alone formed about one-half of the total freight handled. The income per ton for freight handled is significant of the distances and classes carried. Based upon the totals in Table 45, the income for the several divisions per ton of freight, and, as a matter of information, for lighterage also were as follows: Atlantic coast and Gulf of Mexico Paciflp coast (including Alaska) Great Lakes and St. Lawrence River Mississippi River and its tributaries. . All other inland waters Freight. S3. 13 2.54 O.o6 0.20 0.74 Lighter- age. to. 42 0.37 0.32 0.15 0.25 Diagram 7 — FREIGHT TRANSPORTED AND LIGHTERAGE OR HARBOR WORK. BY DIVISIONS: 1916. ATLANTJC COAST AND GULF OF MEXICO 80 100 120 MILLIONS OF TONS 180 62 TRANSPORTATION BY WATER. Table 46 shows the quantities of the principal arti- cles of freight shipped, by commodities and divisions, 1916. Based upon the nimiber of tons of freight moved, iron ore was the most important commodity trans- ported on the waters of the United States in 1916, constituting 28.5 per cent of all freight in that year. Practically the whole of this iron ore was reported by the Great Lakes division, less than 2 per cent being reported by all the other divisions combined. Table 46.— FREIGHT SHIPPED, BY COMMODITIES AND BY DIVISIONS: 1916. COMMOTIITY. Total tons' . . Canned goods tons. . C*ment, Drick, and lime tons. . Coal tons . . Cotton .^ tons.. Flour .' tons . . Fniite and vegetables tons . . Grain tons . . Ice ■ tons . , Iron ore tons . , I-"-^" &■ Naval stores tons . . Petroleum and other oils {bWs Phosphate and fertilizor tons, , Pig iron and steel rails tons. . stone, sand, etc tons.. Tobacco tons.. Miscellaneous merchandise tons.. Total. '258,002,611 951,790 2,951,828 68,548,575 927, 039 1,718,462 2,343.508 8,076,313 1,032,966 73, 457, 237 11,606,735 453,460 18,619,925 (109, U7, 709) 1,385,356 1,326,986 18,478,563 227,403 45,896,465 Atlantic coast and C.iilf nf Mexico. 80,259,375 535,372 2,350,779 23,248,105 741,400 232, 127 1,613,585 862,378 941,648 344,968 .5,880,916 (,i,988,0iS) 416, 360 10,358,849 (68,970,191) 1,27^,937 718,734 6,718,929 140, 226 23,875,061 Pacific coast (incUiding Alaska.) 21,8.53,985 326, 007 208,358 270, 649 4,990 298,629 481,600 646,042 878 10,228 3,184,785 (.1,996,760) 16,264 7,699,115 (ie,666,07S) 33, 680 142,776 1,638,685 8,188 6,983,111 Great Lakes and St. Law- rence River. 125,384,042 14, 951 199,913 30, 179, 847 46 1,08'!, 290 117,906 5, 969, 521 6,895 72,614,761 1.629,7.56 (1,091,898) 6 314,959 (l,96t,160) 184,188 7,606,452 3. ,584 5, 556, 967 Mississippi River and its tributaries. 27, 962, 583 72, 850 175,724 13,916,013 180, 6f3 99,513 119,297 617,946 14,302 470,409 744,873 (SU,iOS) 18,615 245,930 (1,663,878) 68, 458 2,55,615 1,710,867 76,393 9,176,355 All other inland waters. 2,.M2,626 2,640 17,054 933,961 40 2,903 11,119 80,426 70.243 16,871 166,405 Olt.199) 2,315 1,072 (6 it 8) 3,281 25, 673 903, 640 12 304, 971 1 All tons of 2,000 pounds. ' Does not include 80,048 tons of freight carried on fishing vessels. Coal, the second commodity in rank by tonnage moved, formed 26.6 per cent of the total for all com- modities carried in 1916. Coal traffic also was great- est on the Great Lakes, 44 per cent of the total being reported for that division. The Atlantic coast division was second in tonnage of coal shipped, with 33.9 per cent, and the Mississippi River was third, with 20.3 per cent, of the total. Less than 2 per cent was reported by the two remaining divisions com- bined. "Miscellaneous merchandise" embraced a variety of articles, and was third in nimiber of tons transported in 1916, more than half of which was reported from the Atlantic coast division. Building materials — stone, brick, lime, cement, etc. — formed the next most important class of freight transported. Large quantities of these materials were shipped by water in all the different divisions, the movement not being noticeably localized. The transportation of petrolemn, crude and refined, and other oils was confined almost entirely to the Atlantic and Pacific coasts, these two divisions reporting, respectively, 55.6 and 41.3 per cent of all oil shipped in 1916. Freight activities of leading foris. — Table 47 shows the shipments and receipts of freight for the principal ports in the United States in 1916. It must be remembered that the figures in Table 47 show the activity of freight movements by American vessels and is exclusive of freight carried in vessels of foreign ownership. On the Atlantic and Pacific coasts, where a large part of the freight movement is in foreign bottoms, the combined totals would be much greater, and those for the Great Lakes ports somewhat larger than the figures given in the present table. The shipments and receipts, therefore, as shown in this table, are somewhat misleading, par- ticularly for some of the cities on the Atlantic coast, which, by reason of their large population, great manufactiu-ing industries, and advantageous positions, are great distributing centers for ocean freight. For instance, the port of New York, with its millions of inhabitants and its recognized position as the greatest port in the United States, shows in this table less than one-half the total freight reported for Duluth and Superior, which two cities combined have less than 200,000 population. Duluth and Superior are situ- ated at the headwaters of Lake Superior in close con- tact with the iron ore ranges of that section, and this commodity formed 92.7 per cent of their total ship- ments. The shipments from these two ports far out- weighed the receipts, being almost four times as great. Of the 116 ports in the table, 33 are situated on the Atlantic and Gulf coasts, 46 on the Great Lakes, 30 on the Mississippi River and its tributaries, and 7 on the Pacific coast. That a greater nimiber of the ports shown in the table belong to the Great Lakes than to any other district is due largely to the number of ports, little and big, found necessary and convenient in Michi- gan, Minnesota, and Wisconsin for the receipt of iron ore from the great ranges of the Lake Superior district. UNITED STATES. 63 Table 47.— TOTAL SHIPMENTS AND RECEIPTS FOR THE PRINCIPAL PORTS IN THE UNITED STATES: 1916. Albany, N, Y Alpena, Mich. ... Asnland, Wis .\shtabula,Ohio. Baltimore, Md... Bangor, Me Baton Rouge, La Beaufort, N.C Boston, Mass Bowling Green, Ky... Bridgeport, Conn. Brunswick , Ga Buffalo, N. Y Burlington, Iowa. Bumside, Ky Cairo, ni Calcite,Mich Charleston, S. C... Charleston, W.Va. Charlotte, N.Y.... Chattanooga, Tenn. Cheboygan , Mich . . . Chicago, 111 Cincinnati, Ohio Cleveland, Ohio Clinton, Iowa Conneaut, Ohio. .. Davenport, Iowa.. Decatur, .\ia Detour, Mich Detroit , Mich Duluth, Minn., and Superior, Wis. Erie, Pa Escanaba, Mich E vansville, Ind Fairport, Ohio... Fall River, Mass. Frankfort , Mich. . Galveston , Tex . . Gary, Ind Gladstone, Mich Grand Haven, Mich., Green Bay, Wis Greenville, Miss Gulfport, Miss Hancock and Houghton, Mich. Helena, Ark Huron, Ohio Indiana Harbor, Ind Jacksonville, Fla Jersey City , N. J Kewaunee, Wis Key West, Fla Lorain, Ohio Los Angeles, Calif. . Louisville, Kv Ludington , Mich . . , Madison, Ind Total. 444,102 1,862,1X6 10,03t], 144 17,429, 4.'i6 7,066,962 387,660 '2,086,7X6 17,378 10,986,591 39,541 1,300,372 218,205 19,473,895 50,201 25,301 66,886 3,199,960 742,564 74, 5X1 1,012,200 51,760 32,424 14,5X8,719 1,411,149 16,402,9X7 37,127 12,S63,S23 99,667 37,X51 641,695 1,740,385 52, 787, 525 3,927,580 8,477,762 251,549 3,947,084 1,027,328 1,947,790 2,175,181 2,956,464 76,511 717,201 623,287 61,564 273,747 1,306,215 '342,213 2,440,934 1,739,661 1,495,240 104,427 331,607 445,963 8,384,656 66,436 369,614 1,662,143 135,382 Shipments (tons of 2.000 pounds). 181,059 1,237,9*4 9,256,271 4,521,184 3,297,205 32, 128 '1,024,820 3,437 1,049,954 4,846 117,720 162,175 3,589,778 7,500 12,653 12,910 3,194,144 373, 898 39,423 1,012,200 21,348 7,106 1,307,438 158,410 2,946,735 1,325 1,443,060 5,022 8,595 245,099 280,777 42,082,083 1,728,024 7,992,317 56,210 514,058 387,679 846, 9S6 1,276,995 2,191 276,377 10,394 11,233 160,677 105,147 ' 173,112 1,004,165 159,930 839,356 73,687 180,073 283, 746 3,134,241 5,530 lOS, 927 961,607 52,838 Receipts (tons of 2,000 pounds). 263,043 624,242 773, 873 12,9081252 3,769,757 355,532 '1,061,966 13.941 9,936,637 34,695 1,182,652 56,030 15,884,117 42,701 12,618 53,976 5,816 36X, 666 35,158 30,412 25,318 13,281,281 1,252,739 13,456,252 35,802 11,120,763 94,645 29,256 396,596 1,459,608 10,705,442 2,199,556 485,445 195,339 3,433,026 639,649 1,100,804 898, 186 2,956,464 74, 320 440,824 612,893 50,331 113,070 1,201,068 ' 169,101 1,436,769 1,579,731 655,884 30, 740 151,534 162,217 5,250,415 60,906 260,687 700,536 82,544 Total. Manistee, Mich Manistique, Mich Manitowoc, Wis Marietta, Ohio Marine City, Mich Marquette, Mich Memphis , Tenn Menominee, Mich Milwaukee , Wis Mobile, Ala Molme,Ill Muscatine, Iowa Muskegon, Mich Nashville, Tenn , Natchez, Miss , New Bedford, Mass New Haven, Conn , New London, Conn New Orleans, La New York, N.Y , Norfolk and Newport News, Va.. Ogdensbmg, N. Y\ , Oswego, N.Y Paducan , Ky Parkersburg, W. Va Pekin,Ill , Pensacola . Fla Philadelphia, Pa , Pine BlulT, Ark Pittsburgh, Pa Port Arthur , Ter Port Huron , Mich , Portland , Oreg Portland, Me Portsmouth, N.H Providence. R.I Racine, Wis Rockland , Me Sacramento, Calif St. Louis, Mo Sanduskv, Ohio San Fraricisco, Calif Sault Ste. Marie, Mich Savannah , G a Seattle, Wash Sheboygan, Wis Stockton , Calif Tacoma . Wash Tampa and Port Tampa City, Fla Toledo, Ohio Tonawanda Harbor, N. Y Two Harbors, Minn \'icksbm"g, Miss Washburn, Wis Washington, D.C Wheeling. W. Va Wilmington, Del Wilmington, N. C _. 82,297 593,067 1,809,263 29,491 100,482 4,712,482 287,047 425,242 7,929,084 596,286 58,363 36,0.54 87,291 56,251 '77,657 960,917 2,153,644 1,031,686 ' 5, 773, 555 23,092,675 17,132,777 360,422 648,858 1754,552 60,848 42,423 178,118 7,702,257 25,655 6,727,289 2,639,017 212, 130 1,399,426 1,749,469 245,093 4,398,953 130,516 280,032 191,939 154,813 2,951,843 6,519,660 1,413,046 1,048,719 2, 836, 736 654,832 422,668 872,190 799, 137 9,157,292 399,059 12,189,260 '778,148 211,779 1,048,583 28,296 304,011 162,166 Shipments (tons of 2.000 pounds). 51,923 356,517 788,892 16,043 52,526 4,341,874 80,419 181,523 1,203,257 349,632 301 3,119 25,151 16,981 > 32,282 205,302 451,408 250,016 1 2, 635, 596 9,641,927 13,886,853 10, 5M 582,896 « 325, 613 36, 2M 300 99,012 4,228,486 2,975 238,396 1,882,277 36,234 507,254 220,579 20,777 462,239 28,263 86,693 31,020 44,104 11,892,074 '214.769 30,952 61,898 9,354 60,992 74,812 Receipts (tons of 2,000 pounds). 30,374 236,550 1,020,371 13,448 47,936 370,608 206,628 243,719 6, 725, 827 246,654 58,062 32,935 62,140 39,270 •45,375 755,615 1,702,236 7X1,670 '3,137,9.59 13,450,748 3,245,924 349,828 65,962 « 428, 909 24,624 42,123 79,106 3,473,771 22,680 6,488,893 756,740 175,896 892,172 1,528,890 224,316 3,936,714 102,253 193,339 160,919 110,709 2,599,216 2,302,021 30,381 584,914 1,184,343 352,627 4,217,639 1,382,665 463,805 1,652,393 11,927 119, 9M 341,701 358,785 6,812,923 642,905 302,704 530,489 440,352 2,344,369 399,059 297,188 • 563,379 180,827 986,685 18,942 24:i,019 87,354 ' Includes railway car freight. Thoso ports situated on the Atlantic and Gulf coasts have an aggregate estimated population of over 1 1 ,000,000 with shipments and receipts totaling nearly 98,000,000 net tons. The ports shown for the Great Lakes have about one-half the population of the Atlantic and Gulf coast ports, yet report over twice the amount of freight. Of the 10 ports leading in total shipments and receipts by American vessels, the combined port of Duluth-Superior is first by a very wide margin, and New York second, the others following in the order named: Buffalo, Ashtabula, Norfolk-Newport News, Cleveland, Chicago, Conneaut, Two Harbors, and Boston. All but 3 of these 10 ports belong to the Great Lakes division. Harbor work or lighterage is not included in Tables 46 and 47, but is presented, by geographic divisions, m Table 48 for 1916 and 1906. Table 48. — Number op Tons Carried by Vessels Es'gaoed in LiQHTERAGB OR HaRBOR WoRK, BY DIVISIONS: 1916 AND 1906. TONS (2,000 POtJNDS). Total 123,350.315 |' 88.026,018 1916 Atlantic coast and Gulf of Mexico Pacific coast (including Alaska) Great Lakes and St. Laivrence River. Mississippi River and its tributaries.. All other inland waters 101,267,073 3, 271, -199 6,088,0)6 12,206,844 516,853 75,151,085 4,321,523 (») 8,325,548 227,890 ' Exclusive of harbor freight on the Great Lakes. ■ Figures not available. 64 TRANSPORTATION BY WATER. In both 1906 and 1916 the Atlantic coast and Gulf of Mexico division reported the greatest harbor ton- nage moved, amounting to 82.1 per cent of the total for the United States in 1916. This harbor work represented largely operations in New York Harbor. The absolute increase was greatest for this division, but in relative gain the division of "All other inland waters " was ahead, with 126.8 per cent. The increase in lighterage in the division of the Mississippi River and its tributaries is notable, 3,881,296 tons, or 46.6 per cent. The harbor work of the Pacific coast (including Alaska) decreased 24.3 per cent. Tlie value of the foreign trade of the United States is shown in Table 49, covering the censiis years 1916, 1906, and 1889, and each intervening year. Table 49. — Value of the Foreion Trade of the United States in American and Foreign Vessels: 1889 to 1916.' TEAR ENTONG JUNE 30— 1889 1890 1891 1892 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 190S 1906 1907 1908 1909 1910 1911 1912 1913 1914 191o 1916 Total. SI, 420,868,649 l,.57;i,567,83n 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 2,151,933,411 2,104,849,.-i01 2,240,801,420 2,230,938.633 2,393,809.408 2, 690, 014, .559 3,002,627,317 2,793,253,186 2,721,351,031 2.982,799,622 3,210,642,970 3,431,470,423 3,773,060,925 3,785,468,512 3,992,625,475 5,826,041,211 In American vessels. $203,805,108 2O2,451,0K6 206,4.59,725 220,173,735 197,765,507 193,268,216 170,507,196 187,691,887 189,075,277 161,328,017 160,612,206 195,0.84,192 177,398,615 183,819,987 214,695,032 229,735,119 290,607,946 322,347.205 318,331.026 272,513,322 2.58,6.57,217 260,817,147 280,206,464 322,451,565 381,032,496 368, 359, 7.56 571,931,912 948,908,216 In foreign vessels $1,217,063,541 1,371,116,744 1,450,081,087 1,564,5.59,651 1,428,316,568 1,273,022,456 1,285,896,192 1,377,973,521 1,. 525, 753, 766 1,582,492,479 1.646,263,8.57 1,894,444,424 1,974,536,796 1,919,029,314 2,026,106,388 2, 001, 20'!, 514 2,103,201,462 2,367,667..354 2,684,296.291 2,520,739,864 2,462,69.1,814 2,721,9r.2,!75 2,930,4:i6,5()6 3,109,018,838 3,392,028,429 3,417.108,7,56 3, 420, 693.. 563 4,877,132,995 Per cent in Ameri- can ves- sels. 14.3 12.9 12.5 12.3 12.2 13.3 11.7 12.0 11.0 9.3 9.3 8.2 8.8 10.3 12.1 12.0 10.6 9.8 9.5 8.7 8.7 9.4 10.1 9.7 14.3 16.3 ' From the report of tlie Commissioner of Navigation, Department of Commerce, 1916, pp. 180 and 181. The values in this table are divided between that of freight carried in American and that in foreign ves- sels. It is interesting to notice the gain in the propor- tion which the value of foreign trade carried in American vessels constituted of the total. During the 10 years following the census of 1906, this proportion increased from 12 per cent at that census to 16.3 in 1916. The actual increase in value was $626,561,011, or 194.4 per cent, compared with a growth of $2,509,- 465,641, or 106 per cent, in the value of freight carried in foreign vessels. Table 50 shows the tonnage of .^Vmerican sail and steam vessels, exclusive of fishing vessels, in the for- eign and in the coastmse trade for a series of years beginning with the census year 1889. Table 50. — Tonnaoe of the Sail and Steaji Vessels op the Merchant Marine op the United States Employed in the Foreign and Ooa.«twise Trade, Not Including Fishing Ves- sels: 1889 to 1916.' YEAR ENDING JUNE 30— 1889 1890 1891 1892 1893 1894 1893 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 1911 1912 1913 1914, 1915 1916 Total (tons). 4,211,035 4,. 3.37, 497 4,598,595 4.678,397 4, 737, 892 4,59.^,974 4.551,061 1)620, 129 4,689,696 4,685,915 4,802,542 5,103,311 5,462,240 5.731,919 6,020,;i01 6,223,792 6,385,4.38 6,602,510 6,872.067 7,302,275 7,329,563 7,451,4.83 7,583,808 7,660,271 7,836,145 7,884,651 8,349,098 8,429,558 Foreign (tons). 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, 2.35 879,264 888,628 943, 7.iO 928, 466 861,466 930,413 878,523 782,517 863,465 923,225 1,019.165 1,066,288 1,862,714 2, 185,008 Coastwise (tons). 3,211,416 3,409,435 3, 609, 876 3.71X1,773 3,854,693 3.696,276 3 728,714 3,790,296 3,81i6,826 3,959,702 3,965,313 4,286,516 4,582,643 4,858,714 5,141,037 5,335,164 6,441,088 5,674,014 6.010,601 6,371,862 6,451,042 6,668,966 6,720.313 6,737,046 6,816,980 6,818,363 6,486,384 6,244,550 I From the report of tho Commissioner of Navigation, Department of Commerce, 1916, p. 226. These figures show the documented tonnage engaged in foreign trade, compared with that in the coastwise trade. Comparison with total census tonnage can not be made because the reports of the Commissioner of Navigation do not include "yachts; boats and lighters decked and not masted, employed within the harbor of any town or city; canal boats and barges without sails or internal motive power of their own, employed wholly upon canals or the internal waters of a state; barges and boats plying on rivers and lakes of the United States, and not engaged in trade with con- tiguous foreign territory, and not carrying passen- gers." ' Not including fishing vessels and vessels operating wholly or principally in Porto Rican and Hawaiian waters, but including yachts and many boats in the classes just named, the gross tonnage reported at the census of 1916 was 12,249,990. ' Report of Commissioner of Navigation, 1916, note preceding statistical tables, p. 191. UNITED STATES. 65 PASSEXGERS. Table 51 shows the number of passengers carried, by divisions, with per cent of increase, 1916 and 1906. Table 51. — Number op Pa.9senger.s, by Dn'isioNs, with Per Cent of Increase: 1916 and 1906. NUHBEE OF PASSENGERS. Total. Ferry. All other. Total: 1916 331,590.565 386, 825, 663 -9.6 237,345,627 292, 565, 416 -18.9 55,408,843 44,189,971 25.4 19,231,681 14,080,146 36.6 17,599,378 14,122,241 24.8 2,005,036 1,877,889 6.8 292,177,374 330,737,639 -11.7 218,045,127 272,596,670 -2a 48,280,569 39,532,354 22.1 13,290,770 8,264,482 60.3 12,390,740 10,022,612 23.6 170, 168 321,521 -47.1 39, 413, 191 1906 36, 088, 024 9.2 Atlantiocoast and Gullol Mexico: 1916 1906 Per cent of increase i 19,300,500 19,958,746 -3.3 Pacific coast (including Alaska): 1916 1906 Per cent of increase Qieat Lakes and St. Lawrence River: 1916 1906 Percent of increase Mississippi R iver and its tributaries: 1916 1906 ; 7, 128. 274 4,657,617 53.0 5,940,911 5,815,664 2.2 5,208,638 4,099,629 27.1 All other inland waters: 1916 1906 Per cent of increase * 1,834,868 1,556,368 17.9 > A mintu sign (— ) denotes decrease. Although the bulk of the earnings of freight and passenger vessels is from freight, a considerable pro- portion is derived from passenger service. In 1916 the income from passengers, as shown in Table 43, amoimted to $52,958,670, or 9.4 per cent of the gross eamiugs of all craft, as compared with $4.3,645,365, or 14.8 per cent, in 1906. Tlie increase during the decade was $9,313,305, or 21.3 per cent. Notwithstanding this increase in income, there was a decrease between 1906 and 1916 of 35,235,098, or 9.6 per cent, in the total number of passengers carried, due, as explained in the discussion of passengers \mder Table 1, to the construction anduseof interurban bridges and tunnels, chiefly at New York. The loss was wholly m ferry passengers, since the number of pas- sengers carried by boats, other than those devoted to ferriage, shows an increase of 3,325,167, or 9.2 per cent. The proportion which this class of passengers formed of the total also increased from 9.8 per cent in 1906 to 11.9 per cent m 1916. The greater part of tliis increase was reported from the Pacific coast division. Although "AU other mland waters " shows the largest percentage of decrease in number of ferry passen- gers, it was insignificant in actual |loss as compared with that for the Atlantic coast, 151,353, as compared with 54,551,543 for the latter division. As shown in Table 69, practically all the passengers reported were carried on steam passenger and ferry boats, only a small proportion, less than 1 per cent, being reported by vessels not engaged regularly in the passenger and freight business, such as tugboats, sail- ing vessels, unrigged craft, etc. The number carried 116515°— 20— 5 by these vessels altogether was 1,335,537, of which only 867 were reported as carried on sailing vessels. The decline in total number of passengers carried during the decade is shown not only in the reports of the census but also in those of the United States Steam- boat-Inspection Service. Table 52, prepared from that source, shows not only the totals for the United States but also for a number of the more important inspection districts for 1916 and 1906. Table 62. — Passengers Reported for the Princip.vl Dis- tricts OP THE United States Steamboat-Inspection Service: 1916 AND 1906.' LOCAL INSPECTION DISTRICT. Total New York, N. Y San Francisco, Calif . . . Philadelphia, Fa , 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, HI , Cincinnati, Ohio Toledo, Ohio , New London, Conn Point Pleasant, W. Va, Dubuque, lewa. , Duluth, Minn , All other districts NUMBER OF PASSENGERS. 317,066,553 190C 148,162,223 48,220,571 38,635,337 21,148,103 10,889,528 5,307,189 5,985,276 3,233,266 2,619,786 4,679,812 1,063,649 1,943,017 1,945,453 2,606,150 639,495 1,9S1,2T9 1,013,554 961,977 821,842 865, 307 290.405 , 13,978,336 1»I6 19M 213,575,838 1 1 35, 482, 941 2 2 32.228,294 3 3 17,665,329 4 4 7,403,154 5 5 6,964,799 7 6 4,080,718 6 7 3,^0,186 9 8 3,702,873 10 9 3,170,452 8 10 2,900,233 15 11 2,785,293 14 12 2,372,900 13 13 2,318,850 11 14 1,818,194 20 IS 1,649,038 12 16 1,565,056 16 17 1,335,745 17 IS 1,297,152 19 19 1,053,115 18 20 1,051,074 21 21 10,583,257 1 Annual report of the Steamboat Inspector General, 1916, p. 22. For comparative purposes this table shows the same districts in 1916 as in 1906, the districts shown for that year being those which reported 1,000,000 passengers or more. In 1916 three additional dis- tricts — Los Angeles, with 2,371,837 passengers; Buf- falo, with 1,991,842: and Jacksonville, with 1,309, 192 — were added to the list of districts reporting as many as 1,000,000 passengers. Tlie total number of passengers reported by the Steamboat Inspector General as carried in 1916 was less by 40,727,938, or 11.4 per cent, than the number reported for 1906. More than half of the districts shown in Table 52 contributed to this decrease, the New York district being the principal locality of diminution, as sho%\Ta also by census figures. The census total of the number of passengers car- ried is considerably larger than that reported by the Steamboat^Inspection Service. This discrepancy of 14,524,012 between the two totals may be accounted for in part by the fact that different methods were followed in collecting the statistics, and that the figures for many vessels were necessarily estimates. The census also included smaller craft than those covered b}- the Inspection Service. 66 TRANSPORTATION BY WATER. IDLE VESSELS. As in the case of active craft, idle vessels are exclu- sive of those owned by the Federal Government and, except in Table 54, are exclusive also of those engaged in the fisheries. In view of what may appear to be a large tonnage shown for idle craft at a time when tonnage was in such demand, it should be explained that the totals for such craft were as reported by the owaiers. They include many vessels permanently withdrawn from active service, sm table only for sale as junk, vessels undergoing repairs, and new vessels deUv- ered in 1916, but not placed in commission that year. Table 53 shows the number and gross tonnage of idle vessels for 1916 and 1906. Table 53. -Number and Tonnage of Active and Idle Ves- sels, BY Class: 1916 and 1906. Total. Active. Idle. Total: Number— 1916.... '.0,575 39,083 12.613,240 13,072,755 37.804 37,321 12.249.990 12.893.429 2 681 1906 1,762 Gross tonnage— 1916 363.250 1906 179.326 Steam:' Number— 1916 16,265 10,757 6,316,054 4,159,418 3,309 7,696 1,201,746 1,724,291 21.001 20,630 5.095,440 7,189,046 14, .581 9,927 6.097.562 4.059,521 3,002 7,131 1,171,174 1,704,277 0,311 20,263 4,981.254 7,129,631 1,684 1906 830 Gross tonnage— 1916 218, 492 1906 99,897 SaU: Number— 1916 307 1906 565 Gross tonnage— 1916 30 572 1906 20,014 690 Unrigged: Number — 1916 1906 . ... 367 Gross tonnage— 1916 114 186 1906 59,415 ' Includes craft propelled by machinery. During the decade covered by Table 53 there was an increase of 919, or 52.2 per cent, in the niunber of idle vessels and 183,924, or 102.6 per cent, in their tonnage. The largest tonnage of idle craft at both censuses was for steam vessels, and the largest gain during the decade in such tonnage was also in this class. Idle sailing vessels decreased in niunber but increased in tonnage, while the unrigged increased in both factors from 1906 to 1916. The great majority of the idle craft in 1916 were of less than 100 gross tons, the percentage being 80.6. The idle tonnage, however, was preponderatingly with the vessels of over 100 gross tons, 84.7 per cent being so reported. Vessels classified as freight and passenger reported the greatest number and tonnage of idle craft, although a large part consisted of unrigged craft, barges, scows, lighters, etc. Ferryboats and craf tof misceDaneous occupation, launches, pilot boats, etc., were least in number and tonnage of idle vessels. Table 54. -Number and Gross Tonnage of Idle Vessels, BY Occupation: 1916. TOTAL. OVER 100 TONS. inn>EK 100 TONS. OCCUPATION. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Total 3,321 377.003 644 319. 478 2,677 57,525 Freight and passenger 931 319 25 640 621 95 690 200. .W 14,117 9,147 13,753 20,622 4,611 114,186 20O 24 10 25 29 9 347 185.046 5.651 8,649 5,610 8.371 2,907 103,244 731 295 15 615 692 86 343 15,521 Tugs and other towing vessels . . Ferryboats 8,466 498 8,143 12,251 MisceMnnpnns . 1,704 10,942 In Table 55 idle vessels are shown, by divisions and tonnage groups, for 1916, exclusive of idle fishing craft. The significance and importance of large and small idle tonnage are apparent from a study of the figures in this table. For instance, the two small tonnage groups, "5 to 49 tons" and "50 to 99 tons," contained 2,060 vessels, or 76.8 per cent of the total for all idle craft, but represented only 49,236 tons, or 13.6 per cent of the total. On the other hand, the larger craft, represented in the two groups, "500 to 999 tons" and "1,000 to 2,499 tons," while reportmg 138 vessels, or only 5.1 per cent of the total number, represented 133,728 tons, or 36.8 per cent of the tonnage. By kinds of craft, those classed as steam led in the total for the United States, and in all groups but the four consecutive ones ranging from 100 to 499 tons, in which groups unrigged took precedence. Idle im- rigged reached a high total in the group "500 to 999 tons," but showed nothing in the two largest groups of over 2,499 tons. In the largest tonnage group idle steam was the only class shown. In the largest group in which sailing vessels are shown, "2,500 to 4,999 tons," three vessels are reported, totaling 8,309 tons, for the Pacific coast and the Great Lakes divisions. UNITED STATES. Table 55.— IDLE VESSELS, GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISIONS: 1916. 67 DIVTSION ANTJ CLASS. United States.. Steam i . . . 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.. Stream Unrigged Canals and other inland waters of New York state . Steam. Sail Unrigged Ail other inland waters. Steam Sail Umigged. Nura- l»cr of vessels. 2.681 l,6.«i 307 690 1,516 993 270 2o3 452 277 13 162 2S8 175 23 90 291 161 130 49 27 1 21 S5 51 Gross tonnage. 363,2.50 218, 492 30, 572 114, 188 176,743 115,545 13,890 47,308 81,430 61,916 5,328 14,186 61,738 28,612 11,344 21,782 33,510 9,741 23,769 4,553 1,496 10 3,047 5,276 1,182 5 TO 49 TONS. Num- ber of vessels. 1,790 1,297 237 256 1,096 806 224 66 300 177 5 118 158 130 7 21 163 121 42 20 16 1 3 53 47 Gross tonnage. 30,245 21,399 3,685 5,161 17,958 13,319 3,342 1,297 5,169 2,672 167 2,330 3,033 2,352 166 515 2,563 1,797 766 529 419 10 100 840 '153 30 TO 99 TONS. Num- ber of vessels. 270 149 35 137 80 26 31 35 20 4 11 37 18 5 14 46 23 23 5 5 Gross tonnage. 18,991 10,733 2,477 5,781 9,864 5,891 1,807 2,166 2,524 1,510 285 729 2,519 1,191 385 943 3,100 1,618 1,482 327 327 657 1% 100 TO 199 TONS. Num- Ijer of vessels. 13 132 120 44 10 Gross tonnage. 32,735 13,111 1,814 17,810 16,806 6,489 1,393 8,924 .5,212 3,651 1,561 3,223 1,325 421 1,477 2,746 750 1,996 2,022 750 2,726 146 200 TO 299 TONS. Num- t>er of vessels. Gross tonnage. 29,582 6,367 723 22,492 33 7,999 2,180 723 5,096 3,679 1,958 1,721 5,922 1,265 4,657 9,407 964 8,443 1,675 1,675 900 34 4,094 DmSION AND CLASS. 300 TO 399 TONS. Num- ber of ves- sels. Gross tonnage. 400 TO 499 TONS. 500 TO 999 TONS. Num- ber of ves- sels. Gross tonnage. Num- ber of ves- sels. Gross tonnage. 1,000 TO 2,499 TONS, Num- ber of ves- sels. Gross tonnage. 2,500 TO 4,999 TO.SS. Num- l>er of ves- sels. Gross tonnage 5,000 TONS AND OVEE. Num- ber of ves- sels. Gross tonnage. United States. Steam i . . . 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 SaU. Unrigged.. Mississippi River and its tributaries. Steam Unrigged. Canals and other inland waters of New York stale . Steam. . BaU Unrigged.. 21,403 5,985 712 14,706 22,878 7,595 1,390 13,893 100 48 8 44 66,609 33,437 5,827 27,345 67,119 54.486 6,635 6,998 39,884 31,575 8,309 33,804 33,804 13, 872 3,557 323 9,992 3,5'H) 1,730 1,860 2,626 389 2,237 1,315 698 617 11,995 2,790 972 8,233 6,110 3,924 418 1,768 4,773 881 18,930 8,306 1,424 9,200 25,587 19,917 1,453 4,217 7,713 1,300 2,950 3,463 14,379 3,914 10,465 34,658 28,352 3,906 2,400 5,836 5,836 31,575 31, 575 13, ( 13, ( 3,005 '3,665 1 20,718 1 ! 20,718 26,625 20,298 1,729 4,598 5,304 5,301 AH other inland waters.. Steam SaU Unrigged T ' Includes craft propelled by machinery. Considering the total idle tonnage, by divisions, steam vessels led in the Atlantic coast, the Pacific coast, and the Great Lakes divisions. In the division of the Mississippi River and its tributaries, in "Canals and other inland waters of New York state," and in "All other inland waters " the unrigged tonnage prevailed. The idle steam tonnage predominated in most of the groups, but there were important exceptions. The un- rigged led in five groups of the Atlantic coast and in one of the Pacific coast. In five groups of the Great Lakes and St. La^v^ence River division the unrigged tonnage was greatest. In the division of the Mississippi River and its tributaries unrigged tonnage excelled in all but three groups. Table 56 shows the number and gross tonnage of eiu'olled and licensed vessels and of registered vessels, by steam and sail, from 1S89 to 1916, inclusive. 68 TRANSPORTATION BY WATER. Table 56 —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 1916.' TOTAL MERCHANT MARINE. ENBOLLED AND UCENSED VESSELS. YEAB. Total. Annual in(Tease in ton- nage (per cent).- Stcam.3 Sail.' Total. Annual innbiiso Number of vessels. fJross touU:i(;e. Number of vessels. Gross toniiiige. Number of vessels. Cross tonnage. Numlwr of vessels. Cross tonnage. in ton- nage diet cent).' 1915 20, 444 26,701 26,943 27.070 26,528 25,991 25,740 25,688 25,425 24,911 25,006 24,681 24,55.8 24,425 24,273 24,057 23,333 22,728 22,705 22,633 22,908 23,240 23,586 ai,512 24,383 23,899 23,467 23,623 8,4e9,M9 8,389,429 7,928,688 7,886,518 7,714,183 7,638,790 7,508,082 7,388,755 7,. 365, 445 0,938,794 6,674,969 6,456,6)3 6,291,535 6,087,345 5,797,902 5,524,218 5,164,839 4,804,2.38 4,749,7.38 4,769,020 4,703,880 4,636,9tX) 4,684,029 4,825,071 4,764,921 4,084,759 4,424,497 4,307,475 1.0 6.8 0.5 2.2 1.0 1.7 1.6 0.3 6.1 4.0 3.4 2.6 3.4 6.0 6.0 7.0 6.2 2.4 -0.4 1.4 1.5 -1.0 -2.9 1.3 1.7 5.9 2.7 2.8 16,061 15,948 15,491 15,082 14,951 13,307 12,452 11,641 10,926 10,050 9,500 8,897 8,463 8,054 7,727 7,414 7,053 6,837 6,712 6,699 6,595 6,554 6,526 6,561 6,392 6,216 5,965 5,924 6,070,063 6,943,810 5,427,626 5,333,247 5,179,858 5,074,069 4,900,361 4,749,224 4,711,174 4,279,368 3,975,287 3,741,494 3,596,418 3,4as,o.ss 3,176,874 2,990,953 2,(a7,797 2,476,011 2,371,92:) 2,358,658 2,307,208 2,212,801 2,189,4.30 2, 183, 272 2,074,417 2,016,204 1,859,088 1,765,551 10,383 10,753 11,462 11,9.88 11,577 12,684 13,288 14,047 14,499 14,861 15,506 15, 784 16,096 16,371 16,546 16,643 16,280 15,891 16,993 16,034 16,313 16, 686 17,000 17,951 17,991 17, 683 17,502 17,699 2,399,586 2,445,619 2,501,102 2,663,271 2,634,325 2,564,721 2,607,721 2,639,531 2,654,271 2,659,426 2,699,682 2,715,049 2,096,117 2, 679, 257 2,621,028 2,603,265 2,507,042 2,388,227 2,377,815 2,410,462 2,396,672 2,423,159 2,494,599 2,641,799 2,690,5 ploy- eeson boats. Wages, includ- board. Total: 1916 .. 1.501 2,237 -32.9 198, 120 303,581 -34.7 $2,202,752 $2,952,197 -25.4 82.202,440 $3, 338, 347 -34.0 1,417 $538,569 2, 772 »I ni.i .Wl 1906 Per cent of increase >.. -48.9 -47.0 Atlantic coast and GuJf of Mexico: > 1916 445 663 -32.9 63,730 103,877 -38.6 $914,437 $1,112,475 -17.8 $617, 159 $943,552 -34.6 360 G52 -44.8 $206 519 1906 $281,399 -20.7 Per cent of in- Great Lakes and St Law- rence River: 1916 1906 Mississippi River and its tributaries: 1916 6 1,134 $13,800 $7,790 15 $2, SO 1906 2 651 1,364 -52.3 405 202 100.5 323 84,696 173,388 -51.2 49,691 24,859 99.9 $1,100 $974,095 $1,583,835 -38.5 $314,220 $237,987 32.0 $12,500 SI, 093, .534 52,049,277 -46.6 *i91,727 $325,228 51.2 8 618 1,582 -60.9 439 513 -14.8 $2,000 $223, 401 Canals and other inland waters of New York state; 1916 1906 $588,672 -62.1 $108,649 $140,519 Per cent of in- crease * All other inland waters: 1916 1906 Per cent of in- crease ^ —22.7 * A minus si^n ( — ) denotes decrease. * Canal boats operated mostly in harbors, chiefly New York. The statistics presented in Table 59 indicate that transportation on canals has not been fully utilized. Some of these canals may have been coastructed without pi-oper consideration to connecting links that would afford satisfactory transportation rates beyond its terminus, if desired. It is no doubt true that adequate terminals and facilities for handling freight are conspicuously absent. It would seem, therefore, in order that the country may secure the proper benefit from its canals, present and contemplated, that there should be a coordination of the entire canal system. There was a large decrease during the 10 years in number and tonnage of canal boats, their value and gross income, and in number of employees and their wages. The decreases shown for the "Canals and other inland waters of New York state" account for most of the decreases in the United States. Much of this loss may be due to the change in the Erie Canal in New York state from a towpath canal to a canal on which steam and motor boats are used, which dis- placed, and in a measm-e rendered obsolete, the old style canal boat. The six canal boats reported for the Great Lakes and St. Lawrence River at the census of 1906 and the two shown for the Mississippi River and its tributaries at that census were not reported in 1916, thus leaving these divisions without represen- tation in the latter year. "All other inland waters" presents a conspicuous exception to the general losses shown for the other four divisions. Although there were decreases in this division in number of employees and in total wages paid, an increase is shown for these craft in all other particulars. The number of boats and their tonnage doubled, while their value increased nearlv one-third and their gross income more than one-half. The totals in Table 59 include, for the Atlantic coast division, canal boats engaged almost whoUy in harbor work, which boats are omitted in the special section on canals. The tables for canal boats do not include such craft as scows, barges, lighters, etc. Table 60 shows statistics for steam canal boats for 1916 and 1906. Table 60. — Ste.vm Vessels Operating on Canals: 1916 AND 1906. Per cent of increase.! Number of vessels Gross tomiage Value of vessels Gross income Number employed on vessels Wages .' Freight carried (tons of 2,000 pounds) 1916 1906 97 84 5,751 7.2S0 $.193, 772 $4IS..«00 $311,273 $370, 101 310 362 $159.4:5 $145,701 ' 103. 142 ISS. 522 -21.0 -6.0 -15.9 -14.4 9.5 -45.6 ' X minus sign (— ) denotes decrease. Pertsntages are omitted when base is less thtin 100. • Includes 7.0.")7 tons of lighterage. The number of steam tugs, steam vessels, and st^am canal boats operating for the most part on canals in- 72 TRANSPORTATION BY WATER. creased during the 10 years from 84 to 97, but decreases are shown in all other particulars, except wages. None of the steam vessels are included with canal boats shown in the general tables, but are classed ac- cording to service or occupation as freight and pas- senger, towing, or miscellaneous. The increase in number of steam craft operating on canals is due in a measure to the completion and use of jiarts of the new barge-canal system of New York state. In this system there is no provision for towing canal boats by animal or other power from a towpath or adjacent lands. The canal boat, under the new arrangement, must either possess its own power or be towed by a tug. On a 2.5-mile section of new canal in Wayne county, New York, the state in 1916 pro- vided two tugs for free service to boats entering the canal towed by horses from the old towpath, not yet wholly superseded. Twenty-eight of the steam craft on canals in 1916 were strictly canal boats; of these, four were stem- wheelers; the others were equipped with screw pro- pellers. AU save one were classified by occupation as freight and passenger boats; the exception was a canal boat used for towing. Twenty-seven were reported operating on the canals of New York state; one, the tug, was on a western canal. Sixty-six of the 97 were vessels other than canal boats, and were used as freight and passenger vessels or as tugs. The .3 additional steam craft, making the total of 97 shown in the table, ojjerated for the most part in New York Harbor and on the Atlantic coast, and are there- fore included in the totals for the Atlantic and Gulf coast division and not in those for "Canals and other inland waters of ^iew York state" or in "All other inland waters." This explains the discrepancy be- tween the total in Table 60 and the totals in the tables in the chapter on "Canals and other inland watere." These 3 steam canal boats had a tonnage of 379, a value of .Sll,500, a gross income of $9,26.5; employed 12 men at a total wage, including board and lodgings, of $7,461, and carried 3,150 net tons of freight. In addition to the 97 steam craft operating on canals in 1916, there were 18 motor boats, with a gross ton- nage of 369, a horsepower of 692, a value of $58,150, and a gross income of $21,976. The number of em- plovees on these craft was 18 and their wages, including board and lodgings, amounted to $8,287. They re- ported freight carried to the amoimt of 2,300 net tons. New York state reported 11 of the motor boats, with a tonnage of 249, a horsepower of 542, a value of $47,550, and a gross income of $13,509. The number of employees was 10, and their wages, including board and lodging, were $5,400. The freight carried amoimt- ed to 200 net tons. These figures, which are tabularly set forth under "Canals and other inland waters," dis- close that 61.1 per cent of the motor craft operating on canals were reported from the canals of New York state. They represented 67.5 per cent of the tonnage of such boats on canals and 81.8 per cent of the value, their income reaching 61.5 per cent of the total. It is impracticable to segregate the number of steam and motor boats operating on canals in 1906. Motor boats were then in operation on canals, but they were few in nxmiber and did little business, except the carrying of passengers. Tlie great majority of the power boats were, as in 1916, propelled by steam and used as tugs. CANALS AND CANALIZED RIVERS. The canals themselves may be divided into three classes: Those owned and operated by the Federal Government, by state governments, and by corpora- tions. The locks on rivers which have been improved or made navigable are, save in a few instances, owned and operated by the Federal Govermnent, and such rivers are generally knowTi as ship canals. The Federal canals, the canalized rivers, and a nmnbcr of the state and corporation canals are used for the transporta- tion of freight in ships; the state and corporation canals for the most part for the transportation of freight in canal boats. The information concerning the state and corpora- tion canals was secured from the canal officials and is for the calendar year 1916; that for the Federal canals and canalized rivers is from the annual reports of the Chief of Engineers of the United States Army, unless otherwise noted, and covers the fiscal year ended Jime 30, 1916. Table 61. — Number, Mileage (Including Slack Water), and Cost of Canals and Canalized Rivers in the United States: 1916, 1906, 1889, and 1880. Total. State and cor- poration canals. Government canals. Canalized rivers. Number: 1016 74 64 67 52 6,133.62 3,644.60 3.3.S.3.27 3,235.78 $483,511,573 2.83,208.863 188,185,880 183,952,302 24 29 37 39 1,467.17 2.046.01 2.264.60 2,746.18 $316,353,329 213, 797, 297 150,481,825 167,205,810 22 12 9 2 281.39 78.19 40.63 10.00 $58,238,594 26,524,588 20,517,133 7,832,009 28 1906 23 1889 21 1880 11 Mileace: 1916 4,385.06 1906 1,520.40 1S89 .' 1,078.04 1880 479.60 Cost: 1916 $108,919,650 1906 42,886,978 1889 17,186,922 1880. 8,914,483 The number of Government canals and of canalized rivers has continuously increased since 1880, while the nxmiber of canals owned by states and corpora- tions has as continuously decreased. Five state and corporation canals ceased operation during the pe- riod 1906 to 1916, compared with a decrease of 8 from 1889 to 1906. The loss for this earlier period (1889-1906) carried a net total decrease of 3 UNITED STATES. 73 in the total number for canals and canalized rivers under all kinds of oAivnership, but the loss during the later period was overcome by the gain in Government canals and canalized rivers, the net uicrease being 10. During the 36 yeare covered by the table there has been the significant increase of 3,905.46 miles, or over eight fold, in canalized rivers, and of 271.39 miles, or over twenty-seven fold, in Government canals. The decrease in mileage of state and corporation canals during this same period was 1,279.01 mUcs. These canals ia 1916 had a length of 1,467.17 miles, or only 23.9 per cent of the mileage of all canals and canalized rivers; in 1880 their length was 2,746.18, or 84.9 per cent of all. If, however, canaUzed rivers are omitted from the comparison and canals only considered, the mileage of these same state and corporation canals in 1916 was more than four-fifths of the total. The abandonment of 705.51 miles of canals and canalized rivers from 1906 to 1916 is shown in Table 62, which also gives the record prior to 18S0, from 1880 to 1889, and from 1889 to 1906. Table 62. — -Length and Cost op Abandoned Canals and Ca- nalized Rivers: 1916, 1900, 1889, and ISSO. Total Abandoned canals up to 1880 . . Abandoned canals, LS80 to 1889 Abandoned canals, 1889 to 1906 Abandoned canals, 1006 to 1916 Length (miles). Cost of con- struction and improve- ment. 3, 546. : 1,953.56 261.69 626,02 705. 51 S9S, 873, 923 44,013,166 7, 157, 850 21,997,779 25, 705, 128 Canals abandoned from 1906 to 1916 are shown by state, name, mileage, and cost in Table 63. Table 63. — Name, Length, and Cost of Con.struction op Canals Abandoned Between 1906 and 1916. STATE AND NAME. Aggregate State and corporation canals. . . . New York: Delaware and Hudson Pennsylvania: Lehigh Coal and Navigation Co. (part) North Carolina: New Bern and Beaufort Georgia: Augusta Ohio: Ohio and liranches Miami and Erie Texas: Morris and Cummings Government canalj Iowa: Des Moines Rapids South Carolina: Fenwicks Island Texas: Morgan Canal and cut , Length (miles). Cost of con- struction and improve- ment. 705. 51 $25,705,128 687. 75 20,716,254 9.00 65,000 60.75 2,433,350 5.00 35,000 9.00 2,090,263 326.00 269.00 7,904,971 8,062,680 9.00 125,000 17.76 4,988,864 12.00 4,666,889 0.33 50,000 5.43 271,975 The mileage abandoned during the 10 years from 1906 to 1916 and the cost of such construction was greater than that for either of the other two definite periods suice 1880, as shown in Table 62. Of this abandoned mileage, that classed as state and corpo- ration formed 97.5 per cent and of the cost 80.6 per cent. Table 64 shows the total tonnage of freight carried on each of the three classes of canals for 1916, 1906, 1889, and 1880. Table 6i. — Tons op Freight Carried on State and Corpo- ration Canals, Government Canals, and Canalized Rivers: 1916, 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 tmit.] FREIGHT CABEffiD (TONS OF 2,000 POUNDS). 1916 1906 1889 1880 Total 225,933,929 122,434,405 48,668,325 21,044,292 State and corporation canals . . . Government canals 5,782,185 192, 009, 392 28,082,352 6,606,814 96,729.3.33 19,098,258 13,2 (=) (») 470,387 513,774 127,927 94,467 163,255 128, 125 {') (•) 192,069,392 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 (') 294,979 ^:! 240, 625 h) 683, 0S6 22.5, 143 4.15,404 9.5,269 340, 135 m w 7,004 7,004 (') k,052 8,818 (') (.<) 75,234 6,470 6,470 (') (') 683,900 500,000 60,000 60,000 50,000 (') 23,900 2,000 43,826 96,729,333 (■'•) (=) (') ,049,378 276, 802 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 (>) 1,359,665 423,073 125,555 219, 697 591,340 (>) (') (=) 736,879 (•) 395,004 316, 793 78,211 (») 2,124 2,124 (') 40,392 23,608 16,724 1,000 1,107,176 129,398 948 7,3,53 969,477 742,391 742,391 (.') (■) 293,070 226,594 66,476 {') (») (' (') (•) 36,690 28.904,209 m (') 27,491,869 7, 516. 022 1880 21,044,292 C) (10) (') (') 1,241, 1,244, 16,304,323 1.244,279 3,495,690 16,304,323 (') 7,766,969 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 (') 959,146 655,423 532,662 400,000 6,731 125,931 40,000 40,000 (') 23,602 2,697 20,905 m 791,962 429,626 3,309 35, -290 323,737 751,360 751,360 (') (■) 318,096 177,108 140,988 1,244,279 279 ; 279 CLASS, STATE, AND NAME. 1916 Go^•EnNMENT CANALS— continued. Mich igan — Con t inncd . St. Clair Flats Keweenaw niinni.s; Illinois and Mississippi Iowa: Des Moines Rapids Kentucky: Loui.s\*ille and Portland Wisconsin: Sturgeon Bay and Lake Mich- igan Alabama Muscle Shoals and Elk River Shoals Colbert Shoals Texas Port Arthur Sabine-Neches Galveston- Brazos . Morgan Oregon Dalles4:elilo. Cascades Willamette.. Washington Lake Washington Ship Port Townsend and Oak I3ay. CANALIZED ErVEBS. New York: Hudson. Pennsylvania Ohio Monongahela. Allegheny West Virginia Kanawha Little Kanawha. , North Carolina: Cape Fear South CaroUna: Congaree Ohio: Muskingum Illinois Ilhnois... Wabash.. Galena... Wisconsin . Chippewa. , Fox , Missouri: Osage , Kentucky , Kentucky , Green and Barron., Big Sandy , Bough , Tennessee Cumberland Above Nashville. Below Nash\'ille. .\labama Black Warrior Coosa Muscle Shoals and Elk River Shoals Arkansas Ouachita Upper White. Texas Trinity. Brazos.. Oregon Yamhill Cascades Columbia River. 95,370,752 2,227,054 25,358 (») 6,044,914 630,416 54,853 10,439 44,414 5.587,986 4,018,501 965,722 3,763 P) 221,097 8,684 37,280 175, 133 4,428,917 4,359,476 69,441 28,082,352 3,190,471 21,293,923 6,044,914 12,875,673 2,373,336 1,573,066 1,513,827 59,239 100,846 5,364 127,277 2)6.530 15 239,677 676 6.227 167,548 (') 167,548 13,999 462,689 177, 191 182.681 89.874 12,943 386,957 263,9.53 123,004 488,060 457,109 30,951 (') "20,101 (') "20,101 4.841 4.. 841 630 630 (') 1906 51,3.59.071 "2,41.3,445 8,520 1,053,526 617,210 (U) («) (') (») 19,098,258 (') 16.091,000 3,247.753 11.447.444 1,395,803 1.720,399 u 1.613,SS9 11106.510 (') (») "50,668 33.178 24.943 3.990 4,245 "263,589 11263,589 m 729. 42S 11 201,510 342. 495 u 148.623 36,800 119.009 119.009 34.077 16,281 (') 17,796 7,999 7.999 (') (') 48.911 2,027 46,SS4 1889 I9.717.K60 "257,987 I 794,280 j 618,060 I (•) 8 6,491,516 (») 3,294,932 3,294,932 (•) 1.260,859 1,145,202 115,657 P) (') 10,281 180,264 180,264 ^l 671,952 325, 477 346,475 (') 1,076.228 258.950 819.278 (') (■) C) h 1880 (") (>) (■) (») (") 3.495,690 (») 3,450.400 (') 3,450.400 (») (•) («) 45,290 (») (') (') m 111 ?] (•) 1 The figures relating to Government canals and canalized rivers were obtained from the reports of the Chief of Engineers of the United States Army, and those for the state and corporation canals directly from the canal officials. ■ Not opened. « .\bandoned since 1906, * .Miandoned since 1889. " Not reported. • Canal not in operation In 1889. 1 See Government canals. 8. Abandoned since ISSO. • See Government canals (Willamette River). 10 See state au State canals. 5,513,905 3, 191, 726 2,322,179 of Engineers of the United States Army for the fiscal year 284 289 310 13,500,000 185,949,120 139,214,929 21,691,584 12,994,329 8,153,326 3,804,952 7,873,637 } 5,113,749 2,759,888 18,122,016 11,055,557 4,633,109 2,43.3,350 5,000,000 14,000,000 3,301,000 60,000 64,538,495 9,429,606 55,208,889 597,075 3,311,986 1,384,634 227,352 750,000 600,000 350,000 58,238,594 3,9-13,702 150,126 5C0, 213 174,620 50.5,930 17,162,910 9,040,349 5,011,291 1,7.80,379 1,288,891 7,55.5,999 6,960,920 559, 637 UNITED STATES. 77 Table 68.— NUMBER, DIMENvSIONS, DATE OF CONSTRUCTION, AND COST OF STATE AND CORPORATION CANALS, GOVERNMENT CANALS, AND CANALIZED RIVERS: 1916— Continued. CLASS, STATE, AND NAME. GOVERNMENT CANALS— COn. Texas. Fort Arthxir Galveston and Brazos . Sabine Neches.. Oregon Willamette River. Cascades Dalles-Celilo. Washington Port Tovmsend-Oak Bay. . Lake Washington Ship CANALIZED RIVERS . New York; Hudson River. , Pennsylvania Monongahela. Ohio -Vllegheny West Virginia Great Kanawha. Little Kanawha., North Carolina: Capo Fear River.. South Carolina: Congaree Ohio: Muskingum. Illinois Illinois . . Wabash. Qalena. Wisconsin: Fo.x Minnesota: Mississippi River. Missouri: Osage River. Kentucky Kentucky Green and Barren. Big Sandy, and Tug and Levisa Forks Rough Tcimcssce and Kentucky. Cumberland Cumberland .\labama Black Warrior, Tombigbee Coosa Arkansas Upper White. Ouachita . Texas Trinity River.. Brazos River. . Oregon: Yamhill Points connected. Taylors Bayou-Sabine I*ass... West Galveston Bay-Brazos River. Port .\rthur Canal-Sabine River. Willamette Falls near Oregon City. -it the Cascades The Dalles-Celilo Falls Port Townsend-Oak Bay Puget Sound-Lake Washing- Num- ber o( canals. Opened for traffic. Waterford-Hudson. Pittsburgh-Fairmont, W. Va.. Pittsburgh-Cairo Pittsburgh-Natrona Loup Creek Shoals - Point 1 'leasant Mouth to Creston Kings BIufl-Browns Landing. Gen'ais Street Bridge-Colum- bia-Granby. Dresden-Marietta La Salle-Grafton Grand Rapids near Mount Carrael. At Galena Portage City-Green Bay. St. Paul-Miimeapolis ; at Keo- kuk, Iowa(DesMoines Rap. ids): at Moline, lU. (Rock Island Rapids) Mouth to 7 miles above. Carrollton-Beatt j'ville Mouth Green River-Mammoth Cave: Mouth Barren River- Bowling Green iCatlettsburg Gallup Saltpetre Mouth-Hartford Nashville-Bumside, Kv Below Nashville 192.60'miles. McGrcws Shoals, Sanders Ferr)', and Nichols Shoals. Rome, Ga. -Riverside, .Via 1 mile below Bates\-Ule to Guion. Franklin Shoals, .Vrk., to Monroe, La. Dallas- White Rock Shoals. . Mouth- Waco Mouth-McMinnville . . 28 1899 1853 1896 1915 1915 1916 1879 1885 1902 1889 1874 1916 1904 1889 1893 1894 1856 1907 1877 1907 1906 1844 1841 1897 1896 1905 1905 1895 1890 1904 1912 1909 1915 Total (miles). 59.00 7.00 36.00 16.00 9.73 0.66 0.57 8.50 8.91 0.91 8.00 4,385.06 38.00 1, 120. 50 128.00 968.50 24.00 138.00 90.00 48.00 32.00 2.00 241.00 223.00 12.00 6.00 176.00 549.00 255.00 225.50 39.00 29.50 618.70 326.10 192.60 528.00 362.50 165.50 152.00 33.00 119.00 754.50 330.50 Canal (miles). 59.00 7.00 36.00 16.00 9.73 0.66 0.57 8.50 8.91 0.91 Slack water (miles). 1,120.50 128.00 968.50 24.00 138.00 90.00 48.00 32.00 2.00 241.00 223.00 12.00 6.00 176.00 4.86 12.00 2.50 549.00 255.00 196.00 29.50 27.00 8.20 3.80 29.50 518.70 326.10 192.60 528.00 362.50 165.50 152. 00 33.00 754.50 330.50 424.00 18.00 Sur- face (feet). Bot- tom (feet). 40 65 75 100 Depth (feet). 25 14 Num- ber. 2 ITS 36 { t 18 3 IS { t o 2 1 Length (feet). 521 514 300 825 150 520 222 319 616 330 300 342 143 200 170 350 248 160 170 350 380 325 220 175 188 163 192 145 310 310 322 210 322 175 300 177 170 143 210 , Cost ol con. ]i struction Width andim- «^t{|;provement. 56 110 56 1,149,467 ,471,880 233,654 443,933 1,484,978 841,186 913, 198 -30,594 516, 187 73,322 442,865 919,650 50 ; 55 I 23 I 40 I 55 36 80 110 80 3,«)7,833 49, 163, 169 8,105,050 39,603,695 1,454,424 4,507,124 ■ 4,248,042 259,082 824,462 281,000 2,360,690 3,263,757 2,903,757 260,000 100,000 3, 8»t, 159 8,354,430 42 635,809 ....; 8,542,966 36' 52 52 }=■ 50 55 2,774,365 1,568,659 106,500 5,314,009 3,221,836 2,092,173 12,010,398 9,652,881 3.57,517 2,632,708 813,197 1,819,511 3,254,971 1,928,088 1,326,933 72,165 78 TRANSPORTATION BY WATER. Table 69.— ALL VESSELS, BY CLASS, CLASS, OCCUPATION, AND DIVISION. Number of vessels. TONNAGE. KIOQED. nORSEPOWEH OF ENGINES. Gross. Net. Screw. Side wheel. Stem wheel. All other. 1 Steam. Gasoline. 1 United States 43,110 12,395,236 10,259,604 16, 174 433 1,461 4,344,891 412,698 steam and motor 2 18,059 6,194,243 4,309,618 16,174 433 1,451 1 4,344,891 412.698 3 5,362 3,689 611 3,478 3,785 1,134 6,532 2,713 2,435 379 488 267 250 11,527 2,649 1,254 232 2,990 3,518 884 4,740 2,357 1,738 569 76 20,311 1,501 18,810 5,432,353 264,135 224,328 96,681 111,620 65,120 5,943,388 5,337,9.52 246,234 219,419 43,677 47,626 48,480 250, .855 94,401 17,901 4,909 53,004 63,994 16,646 1,219,739 1,156,354 48,565 11,387 3,433 4,981,254 198, 120 4,783,134 3,794,313 174,038 154,877 63,219 78,170 45,031 4,121,944 3,723,944 161,107 150,819 25,170 28,421 32,483 187,704 70,369 12,931 4,058 38,049 49,749 12,648 1,090,265 1,040,124 37,387 9,619 3,135 4,859,691 186,260 4,673,431 4,705 2,954 274 3,448 3,714 1,079 6,367 2,233 2,032 156 487 258 201 10,807 2,472 922 113 2,961 3,456 878 217 19 178 8' 11 391 206 14 160 i' 10 42 U 5 18 7' 1 440 716 158 30 63 44 773 274 389 62 1 8 39 678 166 327 96 29 55 5 i 1 i' 3,167,780 6.55,831 223,610 80,121 142,264 75,285 4,344,891 3,167,780 6,55,831 223,610 80,121 142,264 75,285 93,. 559 48,462 6,488 78.395 148. U57 34,839 4 5 g 8 13 16 412,698 95,539 48,462 6,486 78,395 148,957 34,839 17 IS 19 ?0 *>! 22 *>? Sail 24 ?T 26 Yachts 27 0(} ?9 30 V 25,387 6,614,197 5,457,627. 9,922 257 179 2,447,754 242,989 ^? 10,358 2,798 1,856 262 2,011 2,587 844 3,396 1,218 1,454 225 206 173 120 6,%2 1,5S0 402 37 1,805 2,414 724 4,257 1,972 1,718 495 72 10,772 445 10,327 4,962 2,890,009 2,403,734 153, 122 153,818 61,056 81 , 766 36,513 2,734,189 2,343,852 147,631 152,951 29,728 36,023 24,004 165,820 59,8.82 6,491 867 31,328 45, 743 12,509 847,950 790,630 44,524 10,180 2,616 2,876,238 63,730 2,812,508 1,215,303 1,893,193 1,574,008 93,373 104,862 39, 156 56,777 24,957 1,776,494 1,529,591 89,530 104,237 16,780 21,038 15,318 116,699 44,477 3,843 625 22,376 35,739 9,039 748,794 704, 160 33,677 8,598 2,359 2,815,640 61,090 2,754,550 923,863 9,922 2,584 1,781 144 1,988 2,587 838 3,055 1,045 1,410 107 206 173 114 6,867 1,.539 371 37 1,782 2,414 724 257 131 4 117 179 83 71 1 23 2,447,754 1,669,276 420,729 154,1.58 49,696 111,025 42,870 2,447,754 1,1)69,276 420,729 1,54, 158 49,696 111,025 42,870 242,989 49,900 14,786 1,442 43,620 105,7.56 27,485 33 Freight and passenger. . 34 ^'^ 36 37 Yachts 5 256 130 4 117 1 85 43 40 1 39 4'' 43 44 Yachts 45 Mi.scpllii"w>ii.s. , , 5 1 1 1 94 40 31 242,989 49,900 14,786 1,442 43,620 105, 756 27,485 47 4S 4^ 50 23 SI 52 >fi«fC^|l^n(vi^t!< ST Sail . 54 Freight and passenger.. 55 57 59 1 A1 Pm^ifift coast (includipg Alasicn) 2,707 48 158 620,579 94,225 Steam and motor fi? 2,073 1,005 (H2 76 850 293 107 798 4.i6 227 45 72 11 7 2,175 609 415 31 778 282 100 735,(101 611,021 35,000 61, 480 25,301 8,417 3,842 677,414 686,810 28, .372 49,986 7,503 3,855 862 58,247 24,175 7,228 1,494 17, 798 4,562 2,990 479,341 396,325 23,282 35,208 16,458 5,558 2,510 438,300 378,996 18,485 a3,991 4,173 2,175 MO 40,981 17,329 4,797 1,217 12,285 3,383 1,970 2,707 895 533 36 845 203 105 613 332 182 11 71 11 6 2,154 563 411 25 774 282 99 48 11 35' 158 99 49 5 5 620,579 490,825 62,394 42,591 14,711 8,173 1,885 620,679 490, .825 02,394 42,591 14,711 8,173 1,885 94,225 29,431 22, 252 1,783 27, 135 8,611 4,983 61 Freight and passenger. . 64 6^ Ferryboats 66 Fishing 67 68 2 38 7 36" 69 Steam . . 147 97 45 4 1 70 Freight and passenger 71 72 Ferryboats, 71 Fishing Yachts 75 76 Miscellaneous ... . 1 10 4 5 Motor .... . 11 2 4 1 4 94,225 29,4.31 22,252 1,783 27,135 8,641 4,983 77 1 ] 79 81 Yachts , . 82 Miscellaneous 1 UNITED STATES. 79 OCCUPATION, AND DIVISION; 1916. CONSTRUCTION. UetaL 3,370 2,331 1,440 581 166 69 179 96 2,362 1,378 566 158 63 120 77 169 62 15 8 6 59 19 157 144 3 10 682 4 678 1,436 727 388 127 19 121 54 1,357 698 384 127 15 91 42 79 29 4 257 4 253 257 201 146 21 9 15 7 3 186 133 20 Wood. Com- posite. 39,619 15,441 3,877 3,096 441 3,407 3,5,87 1,033 4,101 1,292 l,So9 219 425 137 169 11,340 2,585 1,237 222 2,982 3,450 864 4,573 2,213 1,735 649 76 19,605 1,497 18, 108 28,557 8,893 2,059 1,467 135 1,992 2,452 788 2,017 509 1,069 98 191 73 77 6,876 1,550 398 37 1,801 2,379 711 4,150 1,887 1,715 478 72 10,514 441 10,073 4,701 2,769 857 621 66 835 286 104 609 301 207 35 57 5 4 2,160 556 414 31 778 281 100 121 87 Value of vessels. 8979,388,633 818,065,866 642,114,328 527,057,790 430,299,612 37,841,758 14,664,863 9,647,473 25,590,224 9,013,862 498,229,447 421,832,464 36,861,706 14,555,401 5,761,664 12,826,874 6,391,338 28,828,343 8,467,148 980,050 109,462 3,885,809 12,763,350 2,622,524 46,323,549 40,824,576 3,392,652 1,792,288 314,033 68,732,989 914,437 67,818,552 132,524,924 111,042,115 89,404,958 6,866,384 6,607,936 5,054,418 2,139,937 968,482 99,668,156 85,621,453 5,039,359 6,394,550 1,107,600 1,187,000 318,194 11,373,959 3,783,505 1,827,025 213,386 3,946,818 952,937 650,288 Total. $589,124,887 464,331,090 384,538,932 39,626,487 15,414,979 19,043,350 200,097 5,501,245 440,561,053 377,764,420 36,430,943 14,883,211 7,019,500 93,303 4,339,676 23,770,037 6,774,512 3,195,544 531,768 11,993,850 112,794 1,161,569 45,842,898 39,427,327 6,345,170 1,650 68,751 78,950,899 2,202,440 76,748,459 395,211,148 298,274,571 245,750,533 26,573,930 10,318,559 12,403,487 146,078 3,081,984 285,024,224 242,465,651 25,558,382 10,198,522 4,499,383 44,053 2,258,233 13,250,347 3,284,882 1,015,548 120,037 7,904,104 102,025 823,751 35,820,509 29,758,507 6,001,601 1,650 58, 751 61,116,068 617,159 60,498,909 85,030,184 71,328,603 57,266,548 6,019,784 3,259,556 4,471,422 47,951 261,342 63, .586, 647 54,723,246 4,476,873 3,103,836 1,212,872 45,750 24,070 7,739,956 2,543,302 1,542,911 155,720 3,258,550 2,201 237,272 Freight. 8422,920,291 329,753,906 329,333, !vs.5 331,181 14,754 69, 141 25 4,920 324,355,893 324,084,652 264,097 13, 754 12,485 905 5,398,013 5,269,233 67,084 1,000 56,656 25 4,015 38,814,391 38,736,658 77,733 54,351,994 2,080,535 52,271,459 288,287,689 212,246,077 212,145,406 44,953 53,210 2,'568 209,410,213 209,358,250 43,543 8,420 2,835,864 2, 787, 156 1,410 44,790 2,508 29,493,152 29,417,669 75,483 46,548,460 566,732 45,981,728 56,574,455 46,1.59,841 45,918,718 228,858 10,758 1,507 44,085,428 43,917,353 168,075 2,074,413 2,001,365 60,783 10, 738 "i,'567' Passenger. I Ail other. $52,961,637 l$n3,242,959 52,818,471 42,530,632 87,097 10,223,408 2,967 500 3,867 51,335,374 41,437,502 35,684 9,861,888 300 1,513,097 1,093,130 61,413 361,320 2,667 500 3,867 17,726 17,726 95,440 '95,' 440' 31,475,454 31,448,801 24,776,744 234 6,671,823 30,975,127 24,405,921 6,569,206 473,674 370,823 234 102,617 17,728 17,726 8,927 8,927' 11,571,699 11,571,699. 9,312,452 40,996 2,216,001 283 1.967 11,056,024 8,970,680 89 2,085,255 515,675 341,772 40,907 130,746 283 1,967 81,728,713 12,674,415 39,208,209 5,176,817 18,971,242 2a5,o72 5,492,458 64,869,786 12,262,268 36,131,162 5,007,569 7,036,715 93,303 4,338,771 18,858,927 412,149 3,077,047 169, 248 11,934,527 112,269 1,153,687 7,010,781 672,943 6,267,437 1,650 68,751 24,503,465 121,905 24,381,560 75,448,005 54,579,693 8,828,383 26,528,743 3,646,736 12,350,277 146,078 3,079,476 44,838,884 8,701,480 23,514,839 3,629,316 4,490,983 44,053 2,258,233 9,940,809 126,903 1,013,904 17,420 7,859,314 102,025 821,243 6,309,631 . 323,112 5,926,118 1,850 58,751 14,558,681 50,427 14,508,254 16,884,030 13,595,063 2,035,378 5,749,930 1,043,555 4,460,381 47,951 257,868 8, 445, 195 1,835,213 4,308,709 1,018,581 1,212,872 45,750 24,070 .5,149,868 200,105 1,441,221 24,974 3,247,509 2,201 233,798 EHPLOTEES ON VEaSELa. Num- ber. 179,276 132,985 79, 132 23,476 4,2S2 16,483 5,975 3,617 108,786 73,727 21,141 3,922 4,942 2,S78 2,176 24,179 5,105 2,335 360 11,341 3,097 1,441 23,529 13,115 9,492 797 125 22,782 1,417 21,365 104,224 69,965 38,355 11,831 2,549 10,186 4,808 2,258 55,451 35,329 10,995 2,469 3,270 2,285 1,103 14,514 3,026 836 80 6,896 2,521 1,155 18,672 8,706 9,080 772 114 15,587 360 15,227 28,466 22,978 14,759 2,412 825 4,478 204 240 18,575 13,294 1,698 755 601 160 67 6,403 1,4()5 714 70 3,877 104 173 Wages. $115,110,891 89,358 54,774 15,929: 3,917: 8,38S: 3,325: 2,991 77,103, 52,274, 14,649, 3,773 2,721 1,682: 2,001 12,254, 2,o00: i,2so; 174 5,667 1,642 10,882, 6,991 3,486 357: 4' 14,869, 538 14,331 87,378, 48,234 26,084 10,098 2,43' 5,205: 2,643: 1,767 40,974, 24,933 9,653, 2,40O: 1,654: 1,342 991: 7,259 1,150, 443, 3' 3,550, 1,301, 775j S,513, 4,,Slil 3,270; 345 36; 10,631 208; 10,424 $20,483, 17,445, 11,737 2,118: 964' 2,212; 202, 211 13,811 10,715 1,571, 912, 409 121 81 3,633. 1,022, 545 51 1,803; 80, 130, 700 963 Number of passengers carried. 331,608,614 330,454,460 as, 095, 703 147,600 292,177,374 18,049 1,227 14,507 321,770,485 33,810,297 82,235 287,876,753 1,200 8,683,975 4,2m5,406 85,365 4,300,621 16,849 1,227 14,507 867 867 FREIGHT CARRIED (TONS OF 2,000 POnUDS). Exclusive of I Lighterage or lighterage, harbor work. 258,082,659 187,893,369 1,153,287 'i,'i53,'287 237,345,627 237,205,220 19,168,111 1,982 218,015,127 234,491,468 17,727,306 216,764,162 2.713,752 1,430,805 1,982 1,280,985 187,797,944 62,544 1,070 31,240 10 561 183,125,780 183,084,922 50,678 735 9,425 2,767,609 2,733,022 ll,kJ)6 335 21,815 10 561 16,830,817 16,782,009 48,808 53,358,473 2,183,376 51,173,097 80,3.35,771 41,898,368 41,868,488 1, 188 28,338 ""354 40,3.82,827 40,374,179 360 8,288 1,515,541 1,494,309 828 867 867 139,540 139,540 55,408,881 55,408,881 7,105,624 18,943 48,280,589 38 3,707 52,799,205 8,032,609 92 46,766,504 2,609,676 1,073,015 18,851 1,514,065 38 3,707 1 20,050 354 13,. 348, 876 13,300,818 48,058 25,0.8.8,527 357,845 24,730,682 21,856,134 15,362,726 15,339,378 21,744 1,399 267' 14,408,240 14,393,469 14,771 934,486 943,907 6,973 123,350,315 6,386,665 4,208,814 900 16,538 2,160,413 6,139,02s 3,968,697 900 16,538 2,152,890 247,640 240,117 7,523 95,340 68,790 26,550 116,868,310 2,494,532 114,373,778 101,287,073 2,988,056 2,986,496 2,916,978 I 2,916,978 71,078 69,518 1 2 3 4 S 6 7 8 9 10 11 12 13 14 IS 16 17 IS 19 20 21 22 24 25 26 27 28 29 30 31 32 33 34 35 36 37 39 40 41 42 .' 43 ! 44 ', 4a 46 I 48 I 49 : so ! SI 52 1,560 61,640 ' S3 61,640 ; 54 55 S6 57 ■I 98,217,377 58 2,212,352 I 59 96,005,025 I 60 3,271,499 169, 172 152,034 73,893 ' 57,355 ' 16,538 95,279 93,279 61 63 63 84 65 66 67 ts 70 71 72 73 74 75 76 77 78 79 80 81 83 80 TRANSPORTATION BY WATER. Table 69.— ALL VESSELS, BY CLASS, OCCU- CLASS, OCCUPATION, AND DIVISION. Number oJ vessels. TONNAGE. RIGGED. HORSEPOWER OF ENGINES. Gross. Net. Screw. Side wheel. Stem wheel. All other. Steam. Oasolinc. 1 Pacific Coast (including Alaska) — Continued. Sail 316 264 20 29 3 1,673 226,081 220, 929 4,041 692 519 253,561 204,143 199, 466 3,710 474 493 240,379 ? Freight and passenger 3 4 Yaclits n UisccllAneous............... A Unrigged 7 8 1,673 3,462 253,501 2,747,687 240,379 2,118,718 9 2,407 35 1 1,052,072 37,211 in 2,443 910 301 43 606 459 124 1,362 734 254 32 209 62 81 1,081 176 47 11 397 407 43 162 119 2, 420, U2U 2,350,050 19,590 7, 2(4 10, 196 13, 124 20,402 2,404,763 2,347,024 19, 130 7,049 6,436 6,3.53 19, 771 15,863 3,026 460 215 3,760 7,771 631 145,450 144,657 1,813.442 1, 767, 064 11,122 4,448 7,513 9,578 13, 717 1,800,567 1, 7tH, lao 10,7.50 4,278 4,210 3,500 13,209 12,875 2,444 372 170 3,303 6,078 608 137,087 136,372 2, 407 8S0 300 42 606 457 122 1,328 704 2.54 31 209 51 79 1,079 176 46 11 397 406 43 35 30 1 1,052,072 924,008 55,563 14,505 15,702 17,839 24,395 1,052,072 924,068 55,563 14,505 15,702 17,839 24,395 37,211 5,749 1,402 7,412 20,liS4 1,648 11 n Tugs and other lowing vessels... 1 13 14 Fishing 1>i Yachts 2 2 34 30 1A 17 IS Freight and jjassenger 10 W 1 ?1 Fishing 7? Yachts 1 2 1 7? 74 1 37,211 5,749 1,402 346 7,412 20, (.54 l,tW8 71 Freight and passenger 7« 1 77 Ferryboats 7S Fistiing 7<) Yachis'. 1 in 11 Sail 17 11 Pishing 14 Y.Khts 42 1 857 495 298 181,611 432 283 168, 189 11 Miscellaneous Ifi Unrigged 17 Canal boats Ifl All other unrigged 857 7,247 181,611 1,621,587 168, 189 1.583,186 611 79 1,017 1 189,326 30,293 1,708 389 736 213 8 325 37 636 162 362 71 1 12 28 1,072 227 374 142 7 313 9 5,539 120,055 48,602 49,865 11,263 92 6.429 3,804 103,115 43,162 45,339 9,155 10 1,941 3,508 16,940 5,440 4,526 2,108 82 4,488 296 1,501,532 105, 1S3 44,4.56 42,338 9,951 63 4.906 3,469 91.023 39.759 38.576 8,087 7 1.392 3,202 14.160 4.697 3,762 1,864 56 3,514 267 1,478,003 611 128 159 44 6 267 7 105 13 80 5 1 6 79 39 10 22 6" 2 51 33 5 11 1,017 222 567 146 2 52 28 479 116 277 54 1 i' 1 i' 189,326 61,507 106,212 12,142 12 3.566 5,887 189,326 61,507 106.212 12,143 12 3.568 6,887 30,293 6,783 9,469 2,543 173 10,949 376 41 Freight, jind pt^i'^eTigT , , . 40 Tugs and ottior towing vessels Fishing 16 Miscellaneous 17 Steam 4S 4<) Tugs and other towing vessels SO 11 Fishing 1'> Yachts 2' 28 6 5 11 6 6 26 538 106 290 92 2 46 2 r«i M j fl 600 600 659,498 485,989 173,509 1,150 1,150 1,301,997 837,791 464,206 2S: 2a> 81 327,881 5,738 322,143 2,800 219,871 40,000 179,871 30 31 81 2,800 32 84 TRANSPORTATION BY WATER. Table 70.— ALL VESSELS, BY CLASS, OWNERSHIP, AND DIVISION: 1916. CLASS, OWNERSHIP, AND DIVISION. Aggregate Individual Firm Incorporated company . All other Steam and motor Individual Firm Incorporated company . Allotlier Steam Individual Firm Incorporated company . All other Motor Individual Firm Incorporated company. Another SaU. Individual Firm Incorporated company . AUotner Unrigged Individual Firm Incorporated company . Allotner Atlantic coast and Gulf of Mexico . Individual Firm Incorporated company All otner Steam and motor Individual Firm Incorporated company. All other Steam Individual Firm Incorporated company. Allotner Motor Individual Firm Incorporated company . All otner .*, . Sail. Individual Finn Incorporated company . All other Unrigged Individual Firm Incorporated company . All other Pacific coast (including Alaska) . Individual Firm Incorporated company Allotner .' Steam and motor Individual Firm.'. Incorporated company . Another Steam Individual Firm Incorporated company . All otner Motor Individual Firm Incorporated company . Allotner Number of vessels. 43,110 16,436 •1,247 21,791 636 18,059 9,442 1,S02 6,507 6,532 1,216 511 4,63S 167 11,527 8,226 1,291 1,S69 141 4,740 2,989 638 1,045 68 20,311 4,005 1,807 14,239 260 Oross tonnage. 12,395,236 1,262,136 572,013 10,4.il,023 110,064 25,387 10,859 2,633 11,515 380 10,358 5,940 930 3,295 193 3,396 629 226 2,437 104 6,962 5,311 704 85S 89 4,257 2,796 600 S04 67 10,772 2,123 1,103 7,416 130 4,962 1,578 417 2,904 63 6,194,243 288,831 78, 108 5,777,486 49, 818 5,943,388 153,326 54,102 5,691,775 44,185 250,855 135,505 24,006 85,711 6,633 1,219,739 250,661 149,832 796,599 22,647 4,981,254 722,644 344,073 3,876,938 37,699 6,614,197 829,545 454,926 6, 249, 722 80,004 2,890,009 170,933 31,520 2,649,285 38,271 2,734,189 82,433 18,797 2,698,480 34,479 165,820 SS,500 12,723 60,805 3,792 847,950 203,549 138, 770 489,996 15,635 2,876,238 455,063 284,636 2,110,441 26,098 1,215,303 82, 869 33,497 1,081,793 17,144 CONSTEUCTIOS. Metal. 3.370 342 86 2,861 81 2,531 289 64 2,100 2,362 209 46 2,040 67 169 80 18 60 11 157 23 3 131 2,973 1,295 262 1,3S4 32 798 68 35 678 17 2,175 1,227 227 706 15 735,661 38,625 17,036 674,133 5,867 677,414 15,629 10,389 646,602 4,794 68,247 22,996 8,647 27,531 1,073 682 30 19 630 3 Wood 39,619 16,045 4,153 18, 868 653 15,441 9.123 4,101 994 463 2,546 11,340 8,129 1,273 1,808 130 4,573 2,957 634 914 68 19,605 3,965 1,7R3 13,600 257 1,791 211 37 1,490 53 1,436 178 25 1,180 53 1,357 143 21 1,149 44 79 35 4 31 257 12 9 236 257 10 3 237 7 3 185 6 188 7 2 172 5 15. 1 1 13 23,557 10,626 2,. 595 10,009 327 8,893 6,748 905 2,100 140 2,017 479 205 1,273 60 6,878 5,269 700 827 80 10,514 2,111 1,094 7,179 130 4,701 1,667 414 2,665 55 2,709 1,2,87 259 1,197 26 609 61 33 504 11 2,160 1,226 226 693 16 Com- posite.' 121 49 S 62 2 Value of vessels. ross inL'omc. $979,388,633 78,9,53,753 23,535,842 8ia,823,482 13,075,556 818,065,866 66,140,474 9,893,168 743,403,867 9,628,357 772,054,054 29.560,693 0,. 590, 706 727,690,925 8,211,730 46,011,812 25.579,781 3,302,462 15,712,912 1,416,627 64,103,007 13,472,737 6,581,622 42,820,662 1,227,986 97, 219, 760 10,340,542 7,061,0.52 "7,598,9.53 2,219,213 642,114,328 56,434,^31 16,524,600 660, 503,. 594 8,651,303 527,057,790 37,048,812 4,682.536 477,717,020 7,009,422 498,229,447 20,183,664 2,927,959 469,258,072 5,859,762 28,828,343 17,465,148 1,754,577 8,458,948 1,149,670 46,323,549 11,410,462 6,151,022 27,903,479 857, 986 68,732,989 7,375,557 5,690,442 64,883,095 783,896 132,524,924 8,903,828 3,472,065 117,802,955 2,346,076 111,042,115 6,863,293 2,596,305 100,647,990 1,034,627 99,668,156 2,923,037 1,602,200 94,263,717 889, 202 11,373,959 3,940,256 994, 105 6,294,273 145,325 $589,124,&87 41,603,671 22,417,573 521,165,117 3,938,628 4*14,331,090 21,941,534 9,498,046 430,961,7,57 1,929,753 440,661,053 10,511,325 6,86.5,934 422.154,207 1,829,587 23,770,037 11,430,209 3.132,112 8, 607,. 5.50 100,168 45,842,898 11,379,011 7,378,448 26.006,557 1,078,882 78,950,899 8,283,026 5,. 54 1,079 64,196,803 929,991 EMPLOYEES ON VESSELS. Number. 179, 276 36,660 11,698 127,535 3,3.83 395,211,148 27,62.5,759 16,210,110 34S,729,,530 2, MS, 749 298,274,571 12,081, 1S3 4.132,049 279,968,636 1,592,703 285,024,224 6,478,134 2,419,777 275,594,226 1,532,087 13,250,347 6,603,049 2,212,272 4,374,410 60, 616 35, 820, .509 9,681,400 6,902,194 18,485,-597 751,318 61,116,068 5,863,178 4,675,867 50,275,297 301,728 85,030,184 6,141,862 2,794,644 75,247,588 846,090 71,326,603 4,693,443 2,305,085 64,105,110 222,966 63,586,847 1,456,937 1,376,861 60,554.906 197,943 7,739,958 3,236,506 928, 224 3,5.50,204 25,032 132,965 22,838 6,4.53 101.382 2,292 108, 788 8,937 3,266 94,821 1,762 24,179 13,901 3,187 6,561 630 23,629 10,372 3,177 9,4.10 650 22, 782 3,4.50 2,068 16,723 541 Wages. $115, 110, .891 17,386,852 7,003,368 87,558,362 3,162,309 89,358,051 11,730,913 4,028,077 71,1.38,698 2,460,363 77,103,632 6,487,944 2,287,541 67,450,404 1,877,743 12,264,419 6,242,989 1,740,636 3,888,294 682,620 10,882,997 3,895,584 1,812,710 4., 81 1,481 363,222 14,869,843 1,760,365 1,162,581 11,608,183 338, 724 104,224 25,748 7,812 68,538 2, 128 67,378,700 11,.'<36,0,S2 4,744,621 48,756,414 2,041,683 69, 965 14,019 3,297 61,034 1,615 56,451 5,123 1,307 47,770 1,191 14,514 8,898 1,930 3,264 424 13,672 9,523 2,974 5,731 444 15,587 2,206 1,541 11,771 28, 466 4,458 1,359 22, 105 644 212,978 3,746 1,130 17,871 231 18,575 721 353 16,299 197 6,403 3,025 772 2,572 34 4.8,234,277 7, 173, 139 2,147,996 37, 203,. 879 1,709,263 40,974,721 3,326,863 1,040,830 35, 396,, 801 '1,210,227 7,259,556 3,846,276 1,107,168 1,807,078 499,036 8,513,087 3,441,453 1,678,019 3,105,257 288,358 10,631,336 1,221,490 918,606 8,447,278 43,962 Number 0/ pas- sengers carried. 331,608,614 10,644,870 2,695,938 291,503,129 20,764,677 330,464,460 10,1,58,808 2,621,164 291,023,421 26,651,077 321,770,485 6,874,334 1,968,937 287,556,914 26,370,300 8,683,975 4,284,474 &52,217 3,466,507 280,777 867 637 320 10 1,153,287 485,625 74,484 479,698 113,600 237,346,627 4,467,341 358,716 208,588,394 23,931,176 237,205,220 4,466,804 358,396 208,448,844 23,931,178 234,491,468 3,097,4S0 244,653 207,237,129 23,912,206 2,713,752 1,369,324 113,743 1,211,716 18,970 867 637 320 10 139,540 139,640 55,408,881 947,817 295,388 51,566,805 2,599,091 56,408,881 947,617 295,368 61,566,806 2,599,091 62,799,206 170,628 182,302 49,989,881 2,458,394 2,609,678 776,989 113,066 1,576,924 142,697 ' Includes one concrete scow. UNITED STATES. Table 70.— ALL VESSELS, BY CLASS, OWNERSHIP, AND DIVISION: 1916— Continued. 85 Number of vessels. Gross tonnage. CONSTKUCnON. Value o( vessels. Gross income. EMPIOTEES OS VESSELS. Number CLASS, OWNERSHIP, AXD DIVISION. Metal. Woo.l. Com- posite. Number. Wages iseniiers carried. Pacific coast (including Alaska)— Continued. Sail 316 113 26 166 11 1,673 170 129 1,354 20 3,462 1,218 3ri2 1,829 63 226,081 32,452 8,508 178. 109 7,012 253, .561 11,792 7,9.53 229,551 4,265 2,747,687 79, .544 25,430 2,637.024 S,6S9 34 2 32' 22 26" 2 867 57 23 771 16 281 110 26 134 11 1,651 170 129 1,334 18 2,562 1, 1.55 338 1,033 36 1 1 33 6 1 25 1 »13,419,521 1,783,725 390,000 10,875,796 370,000 8,063,288 256,810 485,760 6,379, 169 941,549 175,956,392 7,520,788 1,636,755 165,379,238 1,419,611 $8,409,429 1,292,956 3.82,665 6,406,244 327,564 5,294,152 155,463 106,894 4,736,234 295,561 87,225,376 3,217,561 1,S,52,2',)0 81,991,310 161,215 3,974 635 157 3,076 106 1,514 77 72 1,168 207 28,6.80 2,993 1,221 24,082 384 $1,904,049 350.974 107,6.-,6 1,370,.5.W 74,864 1,134,551 50,648 29,979 896,875 1 157,049 19,582,781 1,4*1,218 1 707,616 1 16,916,231 431,683 ' Firm .... Finn All other 19,249,692 Individual 1,632,913 Firm 538.756 17,066,723 All other " 11,300 Steam and motor . 2,143 1,001 303 1,041 38 1,302 252 l.iO 937 23 1,081 809 153 104 15 162 75 12 75 857 82 47 713 15 7,247 1,858 618 4,731 40 2,420,626 48,306 19, 400 2,349.239 3,6S1 2,404,763 36.235 17,565 2,347,536 3,427 15,8a3 12,071 i,xa 1,703 254 145,450 14,402 2,. 554 128,494 181,611 16,833 3,476 159.291 2,008 1,621,587 182,148 46,446 1,390,915 2,078 725 52 22 636 15 705 38 19 633 15 20 14 3 3 25 25' 117 5 1 110 1 411 51 22 334 4 1,690 1,003 280 3.85 22 633 211 130 28.5 7 1,057 792 150 100 15 137 75 12 50 735 77 46 598 14 6,804 1,789 590 4,389 36 28 6 1 20 1 24 3 1 19 1 4 3 i' 5 5' 32 18 6 8 163,447,221 6,917,220 1,477,250 153,7«3,30(l 1,269,442 160, .533, 324 4,481.405 1,250,140 153,572,669 1,229,110 2,913,897 2,435,815 227,110 210,640 40,332 4,.^51,2.87 20'.I,9I» 40,000 4,041,387 8,157,884 333,668 119,505 7,554,542 160, 169 23,044,903 4,349,914 1,. 558, 622 16,704,919 431,448 81,634,794 2,492,948 1,649,259 77,445,662 46,925 80,4.5.5,254 l,772,sno 1,418,416 77,222,323 41,685 1,179,540 720, 148 230,813 223.339 5,240 1,611, .810 403,505 93,. 5.89 1,114,716 3,978,772 321,108 109,442 3,430,9.32 117,290 17,46.5,8.56 3,334,951 1,297,318 12, 713, 863 119,724 25,970 2,549 1,086 22.027 308 24,. 502 1.524 890 21,819 269 1,468 1,025 196 208 39 878 209 46 623 1,832 235 89 1,432 76 14,732 2,531 1,10s 10,953 1:0 17,976,003 1,287,028 613,585 15,643,828 402,464 17,323,290 im, 165 662,717 15,536,294 366, 114 653,613 428,861 80,868 107,534 36,350 464, .581 101,877 27,a35 335,669 1,141,297 105,315 37.026 966,7.37 32,219 6,396,552 1,179,273 495,310 4,629,216 92,753 19,249,692 1,632,913 Firm 538,766 17,066,723 AH other .' 11,300 Steam 18,319,876 888,909 Firm. . ..; 478, 136 16,952,331 AliotW. 500 ^fotor.. .. 929,816 Individual 744.004 60,620 114,392 All otner " 10,800 SaU Firm Finn All other ....'. Mississippi River and its tributaric! 17,599,378 3,236,303 Firm 1,135,038 12,710,127 217,910 Steam and motor . 1,708 867 247 573 21 636 151 72 408 5 1,072 716 175 165 16 5,539 991 371 4,1,58 19 978 042 41 218 77 120,055 23,016 8,856 86,949 1,234 103,115 13,332 6,486 82,372 925 16,910 9, l'.S4 2,370 4,. 577 309 1,. 501, .532 1.59, 132 37, .590 1,303,966 844 115,290 74,727 4,704 31,417 4,382 11,003 4,314 ISO 6, ,5,82 497 10,103 3 746 125 5,873 359 1,500 598 55 709 138 132 41 13 71 4 84 12 4 66 ? 48 29 9 8 2 279 10 9 260 19 8 1 10 1,562 818 233 494 17 543 136 67 337 3 1,019 6S2 166 157 14 5, 242 971 357 3,895 19 9.55 632 40 20'o 14 8 1 5 9 3 5 5 5 18 10 5 3 4 2 2' 13, 157, 454 2,942,465 1,022,727 8,979,101 213, 158 10, .870, 444 1,562,137 7.52, 757 8,391,942 163,608 2,287,010 1,380,328 269,970 687. 162 49,550 9, 887, 449 1,407,449 535, 895 7,725,815 218,290 2, 857, 239 1,194,398 19ti, 200 1,337,631 129,010 11, .528, 782 2,3.53,6S5 811,440 ,8,3I.5,7.'<0 17,877 10, 141,a56 1, 5S4, 870 590,350 7, 9.53, 748 12,6S8 1,387,126 708,815 221, «« 392,032 5,189 5,937,074 981,266 485,878 4,368,083 101, .847 2, 13.8, .557 1,0.35,008 87,829 938, 2S7 77, 433 12, .5.35 2,126 837 9,606 66 10,967 1,2K4 0.83 9,054 46 1,56.8 812 254 452 20 2,197 405 271 1,417 74 1,490 651 5S 667 114 5,107,908 983,640 351,544 3,721,311 51,413 4,475,922 045,957 269,905 3, .524, 626 35, 434 631,986 337,083 81,l39 196, 685 1.5,979 1,288,644 19.5, 633 143,766 907,905 41,340 590,7.88 240,877 17,936 264,829 67, 146 16,596,431, 2,761,578 1,360,574 12, .369, 969 Allotlier 101,310 14,. 513, 147 1,572,038 1,046,454 11,894,655 Another Motor 2,053,284 Individual - . . . 1, 189, 540 314,120 475,314 All other 104,310 1,002,947 InHiviHiinl 474,725 Firm 74,464 Incorporated company 340,158 All other 113,600 Canals and other inland waters of New York state. . 4.57,351 08,612 Firm. 1,050 387,689 Another Steam and motor 170 91 9 53 14 119 (-.2 5 41 11 51 32 4 12 3 18 8 1 9 13 7 6' 5 1 1 3 148 84 8 42 14 104 55 5 33 11 44 29 3 9 3 4 2 2" 2 2" 2 2 1,291,796 383,20.5 20, ,500 829,331 58,700 1,040,286 253,550 11,500 742,286 32,950 251,. 510 129.715 9.000 .87,015 25,750 500,631 151,355 23,519 297, 187 25,573 449,414 130, 117 17,825 279,476 21,996 .51,220 24,238 .5,694 17.711 3,577 533 210 23 2I-.5 35 466 1.80 16 241 29 67 30 7 24 6 195, 163 81,996 10,600 81,390 21,277 174,173 71,852 8,4,85 74,959 18,877 20,990 10,144 2,015 6,431 2,400 449,351 60,612 Firm 1,050 TnnnrpnrfltoH fnmpnnv 387,689 All otner 376,781 Individual . 13,600 Incorporated company 363,181 All other Motor 72,570 47,012 Firm . 1,050 Incorporated company 24,50S Another ." 86 TRANSPORTATION BY WATER. Table 70.— ALL VESSELS, BY CLASS, OWNERSHIP, AND DIVISION: 191G-Contimied. Number of vessels. Gross tonnage. CONSTBDCnON. Value of vessels. Cross 1 income. EMPLOTEBS ON VESSELS. Number ot pas- sengers carried. CLASS, OWNEESHIP, .VND I>I^^SION. Metal. Wood. Com- posite. Number. Wages. Canals and other inland waters o( New York state- Continued. Sail 4 4 SO* 544 32 165 63 1,074 281 176 594 23 150 150 103,537 70,233 4,584 24,835 3,885 81,172 13,303 6,950 60, 152 767 1 i' 25 5 19' 1 4 4 803 644 32 164 63 1,040 276 176 566 22 9 9' t7, 1.30 7,150 1, .358, 293 803, 9^3 175, 700 508,300 70,310 2,890,847 549,994 147, IXW 2,095, U5 98,108 $550 550 1,637,373 880,103 64,310 611,100 51,860 2,053,766 248, 430 175,382 1,544,539 85,415 3 3 954 438 35 403 79 1,684 279 140 1,192 73 $1,100 1,100 394,525 157,781 7,436 183,439 45,869 678,107 97,706 54,013 495,733 30,655 Individual Unrieced 8,000 8,000 lndi\idual Firm All otber All other inland waters 1,347,685 292,084 Firm 67 010 Tnpnrpnrfttpd mmpanv 1 183 391 All other ." ' 5' 200 407 185 51 161 10 221 54 23 137 7 186 131 23 24 3 1 i 666 95 123 433 13 16,289 3,607 1,116 11,293 263 13,804 1,951 740 10,912 201 2,485 1,6.t6 376 386 67 108 108 84,775 9,583 5,834 48,8.54 499 19 2 ie' 1 17 2 ii' 1 3 2' 6 3 3' 3T9 183 51 136 9 195 52 23 114 6 184 131 28 22 3 1 1 660 92 125 430 13 9 9' 9 9" 2,069,490 385,419 93, S.30 1,547,113 43,108 1,712,397 156,900 40, 150 1,472,239 37,103 357,093 22<,519 47,700 74, 874 6,000 1,500 1,500 819, ,857 163,075 53,730 548,032 55,000 1,065,706 165,920 70, 694 799, 3S2 23,710 903,853 88, 467 42, 675 749,528 23,183 161,848 77,453 34,019 49, .8.54 522 600 600 987, 460 81,910 98,683 745,157 61,703 984 188 80 679 37 825 105 52 638 30 159 83 28 41 7 2 2 698 89 60 513 36 398,437 68,038 28,245 289,784 12,370 343,966 41,030 19, 195 274,236 9,505 54,471 27,0OS 9,0.30 15,543 2,865 180 ISO 279,490 29,488 2.5,7f>8 203,919 18,285 1 544,885 289,284 67,010 Firm Incorporated company 1,183,391 5 200 All other 1,270,008 131 679 17,392 1,119,737 1,200 Incorporated company Another 274,877 157 605 Firm 49 618 63' 654 All other ' 4 000 Sail Unrieeed 2,800 2,800 Individual Tncnrpnrntpfl rnmpftny All Other ATLANTIC COAST AND GULF OF MEXICO 87 ATLANTIC COAST AND GULF OF MEXICO. By Frederic G. Swett. SCOPE OF THE REPORT. This section of the report on water transportation covers statistics relating primarily to vessels engaged in the maritime commerce of the ports of the Atlantic coast and the Gulf of Mexico. The general report on water transportation by American owned craft for the United States has been divided into five geogi-aphic divisions. The vessels reported as employed in the coastwise and foreign commerce of the Atlantic coast and Gulf of Mexico division represented 57.2 per cent of the total number of vessels reported for the coimtry as a whole, 53.1 per cent of the total gross tonnage, and 65.5 per cent of their total value. USES OF THE WORDS "TON" AND "tONXAGE." In the tables and in the tliscussion which follow, the word tonnage is used frequently and, of neces- sity, with different meanings. As a rule in this report the capacity of vessels is expressed in gross tonnage; a few references, however, are made to net tonnage. It will be imderstood that the gross register tonnage of a vessel is obtained l)y dividing the number of cubic feet in the capacity of the ship by 100, since a vessel has 1 gross ton for each 100 cubic feet capacity. The net register toimage 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 charges on coastwise traffic are generally based on the 100-pound basis, although for a part of our coastwise commerce rates are based upon other quantity units, such as barrels, bushels, and bales, and not upon the hundredweight or ton. In the case of pig iron, steel rails, coal, and most other commodities of like nature, the freight rates are on a per ton basis of 2,240 pounds. Tliere are some few exceptions, as, 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, as, for instance, oil in barrels, fruits and vegetables, etc. ; in the case of lumber, freight rates are based on so much per 1,000 feet. Aside from such special cases, however, the general basis is per 100 poimds, this basis applying to almost everything which is usually classed under the head of "general merchandise." In the tables of this report, however, all commodities shown by tons are based on the net ton of 2,000 pounds. THE ATLANTIC AND GULF COAST FLEET. In Table 1, which follows, are presented in a sum- marized form the principal facts regarding American owned vessels employed in the coastwise and foreign commerce of the Atlantic and Gulf coasts of the United States for the years 1916, 1906, and 1SS9, for all classes of craft of 5 tons net register or over. Per- centages of increase or decrease, based on the figures in Table 1, are shown in Table 2. Table 1.— ALL VESSELS AND CRAFT, EXCLUSIVE OF FISHING VESSELS: 1916, 1906, AND 1889. Number of vessels Grass tonnage Value of vessels Gross income Number employed on vessels Wages Number of passengers carried Freight and harbor work (tons of 2.000 pounds) . Freight carried Harbor work 1916 21,6S8 6,508,617 Ifi29,074,203 $376,806,060 8J,97S $5S,902,964 237,345,62; 181,526,448 80.259.3 101,267,073 1906 20,032 4,851,421 $273,105,915 $159,759,924 77, 124 $38,352,269 292,555,416 140,5!2,(M3 65,360,958 75,151,085 1889 « 12, 238 2,658,445 $116,042,062 $90,147,63:' €3.625 $22,123,099 170,225,458 52, 712, 124 (') (') STEAM.' 1916 1906 8,347 2,828.953 $517,410,317 ' $346,987,152 » 75, 386 '$53,660,412 '237,344,760 '168,163,990 '66,958,557 '101,205,433 5,413 • 1,457,894 $193,926,327 ' $139,717,909 ' 58, 470 '$31,664,94.1 '292,533,288 '121,502,75; <;) C) 1889 3 2,536 "41,770 $65,518,640 ' $57,034,216 1916 2,539 803,426 $42,930,89: $29,818,908 '30,528 9,592 'J13,2S4,32.i| $5,242,552 ' 170,225,4581 (') 86; 13,362.458 13,300,818 61,640 1906 5,920 1,132,9(» $37,520,903 $20,042,015 18,654 $6,687,314 22,128 19,009,286 (') (') 1889 3 6,277 1,293.192 $42,685,982 $33,113,416 33,09: $8,838,774 1916 10, 2,876,238 $68,732,989 (•) (•) (•) 1906 8,699 2,260,622 $41,658,685 (•) 3,425 623,483 $7,837,440 (') [•1 1889 (•) (•) ' Includes craft propelled by machinery. > Includes schooner barges, scow schooners, etc., when fitted with sails. > Does not include employeea or wages for yachts. * Includes 5i» oraft, with a gross tonnage of 2,o53, valued at $75,360, for which no report wos made for income, employeeis, wages, number of passengers, and freight carried. ^ Includes statistics for unrigged craft. * Included in statistics for steam vessels. ' Figures not available, 89 90 TRANSPORTATION BY WATER. Table 2. — All Vessels and Craft, Exclusive of Fishing Ves- sels, Per Cent of Increase: 188»-1916 and 1906-1916. PER CENT OF INCKEASE.' Total. Steam." Soil. l'nriggc16 1889- 1916 190&- 1916 1889- 1916 Number of vessels GrosstonnQge Value of vessels S. 1 3J.2 )30.3 135.8 10.2 63.6 -18.9 29.2 22.8 34.8 77.0 HI. 8 4)2. 1 318.0 33.6 166.3 39.4 244.4 (') (») 51.2 9-1.0 KW. 8 118.3 28.9 69.5 -18.9 38.4 (») 2"9.1 2S1 J (iso. 7 SOS. 4 146.9 303.9 39.4 (') (') C') -.'>7. 1 -29.1 14.4 48.8 -48.6 -21.6 -96.1 -29.7 P) -.W.6 -37 9 0,6 -9.9 -71.0 -40.7 p) 23. S 07 ■> 65.6 (") P) C') (■') p) 8 214. 5 361.3 777.0 P) Number employed on P) (') Number of paasengers PI Freight and harbor work (tons of 2,000 pounds) Freipht carried Harbor work (-) P) P) » A minus sign (— ) denotes decrease. * Includes craft propelled by maclunery, 3 Figures not available. Diagram 1. — Gross Tonnage op All Vessels, Exclusive op FismNQ Vessels, by Classes: 1916, 1906, and 1889. 5 1 i MILLIONS OF TONS 3 « » • 1916 '^mm ^^M C!SSi„ :::::: _i J leoe (669 . ( ' i "■■' 1 GROSS TONNA08 ■ SIS Diagram £• — Value of All Vessels, Exclusive of Fishing Vessels, by Classes: 1916, 1906, and 1889. MILLIONS OF dollar: y////////////////////////////^^^^^ w//////////////////mm 1916 1909 mm'tJ«'K^o /ALUC OF V£S3ELJ 1018 Diagram 3. — Gross Income op All Vessel.'?, Exclusive op FismNQ Vessels; Steam, Including Unrigged, and Sail: 1916, 1906, and 1S89. MILLIONS OF DOLLARS CROSS INCOME leia The statistics shown in the tables of this report apply only to vessels of American ownership, no craft of foreign ownership being included. This fact explains any apparent discrepancy between the figures reported by the United States Engineers' Oflfice and those shown in this report, the Engineers' reports in- cluding all vessels, foreign as well as American owned, while the census reports include the American-owned vessels only. The figures in Table 1 show in general that the United States marine on the Atlantic and Gulf coasts has made substantial progress since 1906, the number, gross tonnage, and value of the vessels, as well as the amount of freight carried and the gross income re- ceived, having increased during the decade. The total number of vessels of all classes, exclusive of fishing vessels, was 21,658 in 1916, as compared with 20,032 m 1906, and 12,238 in 1889. These figures show an increase of 1,626 vessels, or 8.1 per cent, from 1906 to 1916, the steam vessels, which include all craft' propelled by machinerj^, increasing 2,934, and the \mrigged vessels 2,073 in number, while the sail vessels showed a decrease of 3,381. Of the three classes of vessels — steam, saU, and unrigged — the unrigged, con- sisting chiefly of barges and lighters, outnumbered either of the other classes, forming 49.7 per cent of the total number of vessels reported, and the steam greatly outnumbered the sailing craft, this latter con- dition having arisen since 1906, when there was a larger number of sailing than steam vessels reported. While the number and gross tonnage of the unrigged craft amounted to almost one-half of the total number and tonnage of the entire fleet of the Atlantic and Gulf coasts, the value of such craft was little more than one- tenth of the total value reported for all vessels. On ' 1 I * ', ;»V', ' I \ I )..■■ I |■^ / ■/ 1 \ ' 90-1 90-2 STEAMER ''JAMES TIMPSON." ATLANTIC COAST AND GULF OF MEXICO. 91 the other hand, although the number and tonnage of steam vessels represented only about two-fifths of the total number and tonnage reported, the value of such vessels was more than four and one-half times that of the sail and unrigged vessels combined. The total value of the sail vessels increased $.5,409,994, or 14.4 per cent, during the years 1906 to 1916, although the number in 1916 was less than one-half that reported in 1906, and the tonnage also decreased considerably. The total quantity of freight handled in 1916 amounted to 181,526,448 tons, an increase of 29.2 per cent over that reported in 1906. This increase was in freight reported by steam and vmrigged craft, as sailing vessels show a decrease of 29.7 per cent in this respect. Table 3 shows statistics for the vessels on the Atlantic and Gulf coasts, by occupation, with per cent of total for 1916. Table 3.— ALL VESSELS AND CRAFT, BY OCCUPATION, WITH PER CENT OF TOTAL: 1916. OCCTJPATIOW. Total Commercial vessels Freight and passenger Tugs and other towing vessels Fishing vessels Ferryboats Municipal Railroad All other Umigged oratt Yachts Miscellaneous VESSELS. TOKNAGE. VALUE or VESSELS. GB03S INCOME. EMPLOYED ON VESSELS. WAGES. Per Per Per Per Per Per Number. cent of Gross tons^ cent of Amount. cent of Amount. cent of Number. cent of Amount. cent of total. total. total. total. total. total. 25,. 387 100.0 6,614,197 100.0 $642,114,328 100.0 »95,211,148 100.0 104,224 100.0 $67,378,700 100.0 21,389 84.3 6,483,122 98.0 605,403,921 94.3 391,922,685 99.2 96,274 92.4 62, 587, 107 92.9 4,770 18.8 3,194,364 48.3 471,124,188 73.4 275,509 040 69.7 47,061 45.2 3O,»45,707 45.9 1,836 7.3 153,122 2.3 37,841,756 5.9 26,573 ,930 6.7 11,831 11.4 10,096,502 15.0 3,729 14.7 105,580 1.6 13,040,125 2.0 18,405 088 4.7 19,246 18.5 8,475,736 12.6 262 1.0 153 818 2.3 14,664,863 2.3 10,318 ,539 2.6 2,549 2.4 2,437,826 3.6 28 0.1 2C ,984 0.3 2,350,185 0.4 1,227 62:) 0.3 462 0.4 524,773 0.8 79 0.3 7.S 4211 1.2 7,793,613 1.2 5,394 ,822 1.4 1,045 1.0 1,077,059 1.6 1.55 0.6 54 408 0.8 4,521,060 0.7 3,696 .114 0.9 1,042 1.0 835.994 1.2 10, 772 42.4 2,876 ,238 43.5 68,732,989 10.7 61,116 ,068 15.5 15,587 15.0 10,631,336 15.8 3,082 12.1 91,946 1.4 27,382,512 4.3 147,728 0) 5,578 5.4 2,988,208 4.4 916 3.6 39 ,129 0.6 9,327,895 1.4 3,140,735 0.8 2,372 2.2 1,803,385 2.7 I Less than one-tenth of 1 per cent. The extensive use of the uiu-igged craft is again sho^vn in this table, and inasmuch as tugs are em- ployed a large part of the time in towing ujirigged craft, the totals for the two classes of vessels may be taken as representing the craft iLsed in barge traffic and in lighterage work. The number and tonnage of these two classes together constituted practically one- half of the total number and tonnage of all vessels in the fleet of the Atlantic and Gulf coasts. In respect to value and gross income, however, the freight and passenger craft were by far the most important, re- porting 73.4 per cent of the value of all vessels and 69.7 per cent of the gross income. Fisliing vessels, shown separately for the first time at tliis census, numbering 3,729, were valued at $13,040,125, and reported a gross income of $18,405,088. Of the five classes of commercial vessels shown in this table, the fishing craft were the only ones whose earnings ex- ceeded their valuation, the percentage of earnings on their valuation being 141.1. In tliis connection, how- ever, it should not be forgotten that the gross income for fishing vessels represented the value of the catch. The unrigged craft were second in this respect, their earnings amounting to 88.9 per cent of their valuation. The importance of ferry traffic is also sho^\^l in the table, 262 ferryboats, with a valuation of $14,664,863 and an income of $10,318,559, being reported. These boats were used chiefly in the ports of New York, Philadelphia, and Boston. There were 3,082 yachts on the Atlantic and Gulf coasts, with a valuation of $27,382,512 and a total tonnage of 91,946. Table 4 shows the number, gross tonnage, and value of steam vessels, by occupation, ^\-ith per cent of increase and per cent that each class is of the total for 1916 and 1906. Table 4. — Steam Ves.sels,' by Occttpation, ■with Per Cent OF Increase and Per Cent op Total: 1916 and 1906. OCCUPATION AND CENSUS YEAB. Num- ber oi ves- sels. Per ctntof total. Gross tonnage. Per cent of total. Value of vessels. Per cent of total. Total: 1916 1906 8,317 5,413 54.2 100.0 100.0 2,828,953 1,437,891 94.0 100.0 100.0 S.517 410 317 $193,926,327 166.8 100.0 Percentof increase Freieht and passenger: 1916 1906 2.798 1,523 83.7 1,836 1,690 9.8 262 270 -3.0 2,587 1,577 64.0 844 353 139.1 33.5 28.1 22.2 31.2 3.1 5.0 31.0 29.1 10.1 6.5 2.403,734 1,045,811 129.8 153, 122 148,992 2.8 153,818 162,834 -5.5 81,766 70,461 16.0 36 513 29,796 22.5 85.0 71.7 5.4 10.2 5.4 11.2 2.9 4.8 1.3 2.0 $410,299,612 $121,136,485 255.2 $.'.7.811, 75« $25,894,551 46.1 $14,664,863 $19,970,466 -26.4 $25, ,590, 224 $21,290,3.39 20.2 $9,013,862 $5,634,4.16 60.0 S3. 3 62.5 Per cent of increase Tufcsand other towing ves- sels: 1916 7 3 1906 13.4 Per cent of increase Ferryboats: 1916 3.3 1906 10 3 Percent of increase- Yachts: 1916 4.9 1606 11.0 Percent ofincrease .Miscellaneous: 1916 1.7 1906 . .. 2 9 Percent of increase ' Includes craft propelled by machinery. ! A minus sign (—) denotes'decrease. Steam craft of all classes show decided increases from 1906 to 1916. The number of such vessels in- creased 2,934, or 54.2 per cent, the gross tonnage 1,371,059, or 94 per cent, and their value $323,483,990, or 166.8 per cent. 92 TRANSPORTATION BY WATER. The most pronounced gains are shown for the freight and passenger fleet, which class in 1916 represented 33.5 per cent of the number of all steam vessels, 85 per cent of the tonnage, and 83.2 per cent of the value, a decided proportionateincreasesince 1906. Ferryboats are the one class that shows an actual and relative de- crease in all details presented in the table. Tugs and yachts, although increasing actually, decreased rela- tively, due to the exceptional gain in the freight and passenger craft. Table 5 presents statistics for canal boats and all other unrigged craft, with percent of total for 1916 and 1906. Table 5. — ^Unrigged Vessels, by Occupatiok, with Per Cent Each Class is op Total: 1916 and 190G. OCCUPATION AND CENSUS TEAB. Total: 1916 1906 Canal boats: 1916 1906 All other unrigged: 1916 1906 Num- ber of vessels. Per cent of total. 10, 772 8,699 445 603 10, 327 8,036 100.0 lOO.O 95.9 92.4 Gross ton- nage. 2, 876, 23S 2,260,622 63,730 103,877 2. SI 2. SOS 2, 156, 745 Per cent of total. 100.0 100.0 2.2 4.6 97.8 95.4 Value of vessels. $68, 732, 989 41,65.'*, 085 914,437 1,112,475 67,818,552 40,540,210 Per cent of total. 100.0 100.0 1.3 2.7 98.7 97.3 In 1916 the unrigged vessels, other than canal boats, numbered 10,327, and embraced barges, Hght- ers, scows, dredges, pile drivers, etc. The 445 canal boats sho^^^^ in the table represent those that were operated but little, if any, on the canals but were located in the harbors of the Atlantic coast, chiefly in New York. Their relative importance was slight. The barges, lighters, etc., represented 97.8 per cent of the total gross tonnage and 98.7 per cent of the total value of all imrigged craft. Table 6 shows the nimiber, gross tonnage, and value of saihng vessels, by occupation, and per cent that each class is of total, for 1916 and 1906. Table 6. -Sail Vessels,' by Occupation, with Per Cent Each Class is op Total: 1916 and 1906. OCCUPATION AND CENSUS TEAB. Num- ber of vessels Per cent of total. Gross ton- nage. Per cent of total. Value of vessels. Per cent of total. Total: 1916 2.539 5 920 100.0 1015.0 803,426 1,132,905 100.0 100.0 $42,930,897 37, 520, 903 100 1906 100 Freight and passenger: 1916 1906 1,972 4,227 495 1,358 72 335 19.5 22.9 2.8 5.7 790,630 1,105,901 10, ISO 21,046 2,616 5,958 98.4 97.6 1.3 1.9 0.3 0.5 40,824,576 33,213,849 1,792,288 3, 775, 743 314,033 531,311 95.1 88 5 Yachts: 1916 4 2 1906 10.1 Miscellaneous: 1916 7 1906 • Includes schooner barges. The decrease in the total nmnber and tonnage of sailing vessels, as shown in Table 6, indicates plainly the decline of such craft during the ten-year period 1906-1916, each class sharing in the loss. In their total valuation, however, there was an increase of $5,409,994, or 14.4 per cent, and the average value per ton increased from $33 in 1906 to $53 in 1916. Thi.s increase in value is due to the gain in the freight and passenger class, since the yachts and miscellaneous craft decreased in value during the ten-year period. Table 7 shows separate statistics for schooner barges, with per cent of increase, for 1916 and 1906. Table 7. — Schooner Barges: 1916 and 1906. 1916 Number of vessels Gross tonnage Value of vessels Number employed on vessels. Wages 309 312,827 $16,274,554 1,481 $798,648 1906 389 323, 618 $7,497,833 1,458 $721,911 Percent ofin- crease.' -20.6 -3.3 117.1 1.6 10.6 ' A mmussign(— )denotesdecrease. The figures for saihng vessels in the jireceding table and throughout this report include those for schooner barges, statistics for which are shown separately in Table 7. These vessels reflect the same condition shown for sailing vessels as a whole, decreases in num- ber and tonnage, with an increase in value. FERRYBOATS. Details regarding ferryboats used at and about the ports of the Atlantic and Gulf coasts are given in Table 8, for the years 1916 and 1906. Nearly one-half of the ferryboats in 1916 were used in the waterways about New York City. These boats also reported three-fourths of the total tonnage and value shown for ferryboats and about two-thirds of the gross income and number of passengers carried. Ferry service at Philadelphia required less than one- tenth of the gross tonnage and carried less than one- sLxth of the total number of passengers. The number of passengers carried on ferryboats was natmrally very large, the 218,045,127 passengers re- ported for the ferry traffic forming 91.9 per cent of the total number carried on all classes of vessels of the Atlantic and Gulf coasts. Notwithstanding the large nvmiber of ferry passen- gers reported for 1916, there was an actual decrease of 54,551,543, or 20 per cent, as compared with 1906, due wholly to the decrease in New York which was 64,493,394, or 30.9 per cent, caused by the introduction of "tubes" under the harbor waters and the addition of several bridges coimectiiig the city with the Long Island shore. The decrease in the value of these ferry- boats was due chiefly to their age and womout condi- tion, which made the depreciation very heavy. ATLANTIC COAST AND GULF OF MEXICO. 93 Table 8.— FERRYBOATS, BY DISTRICTS, WITH PER CENT OF INCREASE AND PER CENT OF TOTAL: 1916 AND 1906. DISTRICT. Cen- sus year. Num- ber of ves- sels. Per cent ot total. Gross tonnage. Per cent of total. Value of vessels. Per cent of total. Gross income. Per cent of total. Num ber em- ploved on ves- sels. 1 Per cent , of ' total. Wages. Per cent of total. Number of passengers carried. Per cent ot total. Total 1916 1906 1916 1906 282 270 -3.0 100.0 100.0 l.W,S18 162,834 -5.5 100.0 100.0 814, 064, 863 $19,970,466 -26.6 100.0 100.0 $10, 318, .5.09 $10, 571,. 5.34 -2.4 100.0 100.0 2, .549 2,318 6.7 100.0 100.0 $2,437,826 $2,098,540 16.2 100.0 100.0 218,045,127 272,596,670 -20.0 100.0 Per cent of increase > . . 100.0 New York 125 152 -17.8 19 25 47.7 56.3 7.3 9.3 115,363 129,690 -11.0 10,962 10,306 6.4 27,493 22,818 20.4 75.0 79.6 7.1 6.3 17.9 14.0 811,406,684 $17,098,677 -33.3 $1,0.36,4.59 $918, 867 12.8 $2,221,820 $1,952,922 13.8 77.8 85.6 7.1 4.6 15.2 9.8 $7,118,972 $8,423,119 -15.5 $1,2.51,163 $1,009,295 24.0 $1,948,424 $1, 139, 120 71.0 69.0 79.7 12.1 9.5 18.9 10.8 1,600 1,622 -1.4 228 217 5.1 721 549 31.3 62.8 67.9 9.1 28.3 23.0 $1,669,473 $1,578,839 5.7 $230,962 $195,560 18.1 $537,391 $324, 141 65.8 68.5 75.2 9.5 9.3 22.0 15.4 144,190,729 208,684.123 -30.9 34,662,070 30,616,853 13.2 39, 192, .328 3.3,295,694 17.7 66.1 76.6 Philadelphia 1916 1906 15.9 11.2 All other districts 1916 1906 118 93 45.0 34.4 is.a 12.2 A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. The extent to which ferryboats were operated by municipalities is showTi in Table 9. Of the 262 ferryboats on the Atlantic and Gulf coasts, 28 were engaged in municipal service, principally in New York and Boston Harbors. These municipal ferryboats in 1916 carried 2.3,930,206 passengers, or 11 per cent of the total number transported m ferrj'boats on the entire Atlantic and Gulf coasts. City ferryboats in New York Harbor alone carried 18,748,804 passen- gers, or 78.3 per cent of the total for all municipal fer- ries on the Atlantic and Gulf coasts. Figures for Boston Harbor municipal ferries showed a total of 4,628,352 passengers transported in 1916. While the municipal ferries in New York Plarbor show a gam of 49.7 per cent in the number of passengers carried in 1916 as compared with 1906, those in Boston Harbor show a loss of 36.1 per cent, the decrease in Boston Harbor being partly accounted for by the general use made of the subway tmmel between the city proper and East Boston. Table 9.— MUNICIPAL FERRIES, WITH PER CENT OF INCREASE: 191C AND 1906. Census year. Number of vessels. Gross tonnage. Value of vessels. OBOS3 rNCOME. Number employed on vessels. Wages. Number of DISTRICT. Passenger. All other sources. passengers carried. Total 1916 1906 2S 25 20,984 19,337 8.5 $2,350,18.5 $2,466,447 -4.7 8757,0.83 $020,780 22.0 $470, .540 $263,172 78.8 462 264 75.0 $.524,773 $433,029 21.2 23,930,206 Per cent of increase ^ . 19,784,055 21.0 1916 1906 New York Harbor 16 16 15,471 14,829 4.3 4,728 4,448 ■ 6.3 110 60 $2, 107, 199 $2,253,000 -6.5 $308,986 $209,347 -0.2 $9,000 $4,100 119.5 $25,000 $r,9(;,3.-.3 $557, 437 24.9 $46,284 $02,373 -25.8 $1,245 $970 28.4 $13,201 $419,219 $220,905 89.8 $47,341 $41,037 15.4 $1,.853 $1,230 50.7 $2, 127 364 188 93.6 84 72 $413,908 $360, 1.59 14.9 $99,445 $70,720 40.6 $3,596 $2, 1.50 67.3 $7,824 18,748,804 Per pent nf incrPAse t 12,521,847 49.7 Boston Harbor 1916 1906 7 7 4,628,352 Per cpTit nf incrfiAse I 7,242,808 -36.1 SttihII pnint-s on ConTieetieut "River 1916 1906 2 2 4 4 2.5,111 19,400 29.4 All other districts 1916 3 075 10 527,939 1 A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. GOVERNMENT VESSELS. While this report does not uiclude vessels owned by the United States Government, it does contam facts regarding the vessels owned and operated by state and city governments, statistics for which are presented in Table 10 for 1916 and 1906. The craft sho^^Ti in this table include municipal ferryboats, fire boats, police-patrol boats, garbage boats, quarantine boats, ambulance and hospital boats, dredges, pilot boats, ice breakers, etc. Comparative figures show that these municipal and state o'rnied craft increased from 213 in 1906 to 268 in 1916, or 25.8 per cent. The gross tonnage increased 31.2 per cent, and their value 16.4 per cent during the decade. Table 10. -Vessels Owned by State and City Governments: 1916 AND 1906. Total. Steam.' Sail. Unrigged. Number of vessels; 1916 268 213 60,700 46,264 $7,181,662 $6,169,775 $1,592,307 $2,924,807 1,462 1,369 $1,5,83,8.58 $1,632,858 23,930,206 20,183,209 138 104 34,499 31,228 $6,392,567 $5,470,975 $1,28.8,079 $I,131,S»1 1,387 839 $1,535,646 $1,008,090 23,930,206 20,183,209 2 3 70 78 $6,500 $6,380 $5,000 128 1906 106 Gross tonnage: 1916 2«,131 1906 14,958 Value of vessels: 1916 $782,595 1906 $692,420 Gross income: 1916 $299,228 I<"i06 $1,793,213 Number emploved on vessels: 1916 6 6 $3,810 $5,280 (a 1906 622 Wages: 1916 $44,402 1006 $619,488 Number of passengers carried: ' Includes craft propelled by machinerj-. 94 TRANSPORTATION BY WATER. The general decrease in income and in the number of employees on unrigged craft from 1906 to 1916, although the number of vessels actually increased, may be accounted for by the fact that a number of the craft OMiied by city goveruments are leased to contractors, who operate them in connection with their other ves- sels, and the income, number of crew, and wages paid are included in the reports of these contractors. FISHING CRAFT. Details of the American fishing fleet sailing from the ports of the Atlantic and GuK coasts are given in Tables 11 and 12 for 1916. Table 11. — Fishing Vessels: 1916. Number of vessels Gross tonnage Value of vessels Gross income Number employed on vessels . . Wages Total. 3,729 10.5,580 S13,O40,125 tl8, 4155, 088 10,246 $S, 475, 736 Steam. 206 20, 728 J.i,7lll,<'.(V4 H49il,:is3 3,270 $1,654,605 Gasoline. 1,805 31,328 f 3, SS.i, K09 $7,904,104 6, 896 $3,550,596 Sail. 1,718 44,524 f 3, 302, 652 $6,001,601 9, OSO $3,270,535 Table 12.- -Fishing Vessels GRonpED According to Gross Tonnage: 1916. TONNAGE. Total. Steam. Gasoline. SaU. Total: 3,729 10.5,580 206 29,728 1,805 31,328 5 to 49 tons: Number of vessels 3,260 46,114 200 14,703 203 26,544 46 11,494 17 5,312 2 883 1 500 44 1,313 41 3,130 69 8,298 46 11,494 13 4,110 2 883 1 500 1,712 22,961 62 4,578 31 3,789 1 504 50 to 99 tons: Gross tonnage 6,995 100 to 199 tons: Cross tonnage 14 457 200 to 2«9 tons: Number of vessels 300 to 309 tons: 4 400 to 499 tons: Gross tonnage SCO to 999 tons: Number of vessels Gross tonnage 1 The fishing vessels on the Atlantic and Gulf coasts numbered 3,729, with a gross tonnage of 105,580. Of these, 1,805, or almost one-half, were gasohne power craft, and 1,718 were saihng vessels, while only 206 used steam power. The total value of this fishing fleet was $13,040,125, with a gross income of $18,405,- 088, of which $128,693 was received for the transpor- tation of 76,396 tons of freight. Of the total number of all classes of fishing vessels, 3,260, or 87.4 per cent, were of less than 50 tons gross register. Of the gasoline craft 94.8 per cent were of less than 50 tons gross tonnage and of the sailing ves- sels 87.5 per cent were in this tonnage group. There were only 4 saihng vessels of over 300 tons gross register and these were engaged in the whahng in- dustry. The income when compared with the value per gross ton for fishing vessels exceeds that of all other classes of ci'aft. The largest proportion of the total gross ton- nage, 42.2 per cent, was in the saihng vessels, but the largest per cent of the total income, 42.9 per cent, was earned by the gasohne craft. Steam vessels repre- sented 44.2 per cent of the total value of all fishing vessels, 28.2 per cent of their tonnage, and but 24.4 per cent of the total income. In this connection, the income for fishing vessels represents the total value of the catch and is not comparable, therefore, with the income reported for any other class of craft. Another condition pertaining to these fishing craft is that many of them are operated only a few weeks of the season, their owners devoting most of the year to other pursuits. OWNERSHIP OF VESSELS. In Table 13 the number, tonnage, and value of craft propelled by machinery, and sailing vessels are shown, by character of ownership, for 1916, 1906, and 1899. Table 13 OWNERSHIP FOR STEAM AND SAIL VESSELS: 1916, 1906, AND 1889. CLASS AJJD OWNERSHIP. Total Incorporated company All other forms of ownership. Steam i Incorporated company All other forms of ownership Safl. Incorporated company All otner forms of ownership Percent of total: Total Incorporated company All otner forms of ownership Steam" Incorporated company All otner forms of ownership Ban. Incorporated company All other forms of ownership NUMBER OF VESSELS. 3,430 7, 456 8,347 2, .818 6,501 2,539 584 1,955 100.0 31.5 68.5 100.0 34.1 65.9 100.0 23.0 77.0 1906 11,333 2,630 8,703 5,413 2,072 3,341 5,920 558 5,382 100.0 23.2 76.8 100.0 38.3 61.7 100.0 9.4 90.6 18S9 8,813 1,019 7,794 2,536 917 1,619 6,277 102 6,175 11.6 S.S.4 100.0 36.2 63.8 100.0 1.6 98.4 GROSS TONNAGE. 1916 3,632,379 3, 090, 356 512, 023 2,828,953 2,614,036 214,917 803,426 476, 320 327, 106 100.0 85.1 14.9 100.0 92.4 7.6 100.0 69.3 40.7 2, .590, 799 1,644,044 946, 755 1,457,894 1,244,283 213,611 1,132,905 399, 761 733, 144 100.0 63.5 36.5 100.0 85.3 14.7 100.0 3.5.3 61.7 1889 2,034,962 671,181 1,463,781 741,770 545,683 196,087 1,293,192 25, 498 1,267,694 100.0 28.1 71.9 100.0 73.6 26.4 100.0 2.0 98.0 VALtra; OE VESSELS. 1916 $560,341,214 497, 705, 222 62,635,992 517,410,317 471,074,753 46, 335, 564 42,930,897 26,630,469 16,300,428 100.0 8S. K 11.2 100.0 91.0 9.0 100.0 62.0 38.0 $231,447,230 167,929,716 63,517,514 193,926,327 155,819,420 38, 106, 907 37,520,903 12,110,296 25,410,607 100.0 72.6 27.4 100.0 80.3 19.7 100.0 32.3 67.7 1889 $108,204,622 43,376,790 64,827,832 65,518,640 42,892,910 22,625,730 42,685,982 483, aso 42, 202, 102 100.0 40.1 69.9 100.0 65.5 34.5 100.0 1.1 ' Includes craft propelled by machinery. ATLANTIC COAST AND GULF OF MEXICO. 95 The most striking feature of this table is the increase in vessels under corporate ownership, the number, ton- nage, and value of vessels under all other forms of ownership sho^\ing decreases from 1906 to 1916. Of a total of 10,886 craft in 1916, corporations o^vned 3,430, or 31.5 per cent, as compared -with. 2,630, or 23.2 per cent, in 1906. The preponderance of corporate owner- ship, however, is more clearly shown in the figures for tonnage and value of vessels. In 1916 the gross tonnage of steam and sail vessels combined owned by incorporated companies was 3,090,356, or 85.1 per cent of the total, and 8497,705,222, or 88.8 per cent of the total value of these vessels, was the property of corporations. The corresponding percentages for 1906 were 63.5 and 72.6 per cent, resjjectively. The aver- age size of steam and sail vessels owned by corporations is greatly in excess of that for vessels under other forms of o^vnership. In 1916 the 3,430 steam and sail vessels owTied by corporations had an average gross tonnage of 901, while the 7,456 such vessels under other forms of ownership averaged only 73 tons per vessel. The total tonnage of the 2,846 steam vessels owned by corporations was more than twelve times, and the value more than ten times as great as the total ton- nage and value of the 5,501 vessels of this class other- wise o^v^led. In Table 14 is sho%vn the number, tonnage, and value of the vessels belonging to the fleet of the Atlantic and Gulf coasts, by o%vnership, in more detailed form, for 1916 and 1906. The increasing tendency of the ownership of shipping to centraUze in corporations is shown also in this table. the proportions which the number, tonnage, and value of vessels under corporate ownership formed of the total increasing considerably from 1906 to 1916, while vessels owned by individuals and firms showed de- creased proportions in all three respects during the same period. Table 14. — Numbee, Gross Tonnage, and Value op Ves- sels, BY Character op Ownership, with Per Cent of In- crease AND Per Cent of Total: 1916 and 1906. VESSELS. TONNAGE. VALUE OF VESSELS OWNERSHIP AND CENSUS yF«R. Num- ber. Per cent of total Gross tons. Perl cent of total. Amount. Per cent of total. Total: 1916 21,658 20,032 8.1 100.0 100.0 6,508,617 4,851,421 34.2 100.0 $629.(174. 203 100.0 1906 100.0 S273 10.1 91.'; 100.0 Per cent of in- 130.3 Individual: 1916 8.307 8,517 -2.5 2,138 2,849 -25.0 10,846 8, .341 30.0 367 325 12,9 38.4 42.5 9.9 14.2 50.1 41.6 1.7 1.6 787,787 844,064 -6.7 441,266 666,005 -33.7 5,200,797 3,246,215 60.2 78,767 95,137 -17.2 12.1 ":.*. 6.8 13.7 79.9 66.9 1.2 2.0 $52,755,687 $45,457,935 16.1 $15,187,996 $19,636,772 -22.7 $552,588,317 $199,516,774 I'n.o $8,542,203 $8,494,434 0.6 8.4 1906 16 6 Per cent of increase ' . . Firm; 1916 2.4 1906 7.2 Per cent of increase ' . . . Incorporated company: 1916 87.8 1903 73.1 Per cent of increase AU other: 1916 1.4 1906 3.1 Per cent of increase ' . . 1 a minus sign (— ) denotes decrease. CLASSIFICATION- OF VESSELS BY OCCUPATION. Table 15 shows the statistics for each form of owner- ship, according to the class and occupation of the ves- sels, for 1916 and 1906. Table 15. -NUMBER AND GROSS TONNAGE OF VESSELS. BY CHARACTER OF OWNERSHIP AND BY CLASS AND OCCUPATION: 1916 AND 1906. CLASS AND OCCUPATION. Total steam 1 Freiglit and passenger Tugs and other towing vessels. Ferryboats Yachts Miscellaneous Sail Freight and passenger Yachts Miscellaneous I'nrigged Census year. 1916 1906 1916 1906 1916 1900 191B 1906 1915 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 Num- ber of vessels. 21,658 20,032 8,3!7 5,413 2,798 1,523 1,856 1,690 202 270 2,587 1,577 844 353 2,539 5,920 1,972 4,227 495 1,358 72 335 10,772 Gross, tonnage. 6,508,617 4,851,421 2,S2.S,953 1,457,894 2,403,734 1,0!5,811 153,122 14S,992 153,818 162,834 81,766 70,401 36,513 29,796 803,426 1,132,905 790,630 1,105,901 10,180 21,046 2,616 5,958 2,876,238 2,260,622 INDIVIDUAL. Num- ber of vessels. 8,307 8,517 4,669 2,625 1,210 492 49G 455 30 25 2,392 1,403 541 190 1,515 4,091 1,006 2,552 458 1,269 51 270 2,123 1,801 Gross toniuige. 787,787 844,064 162, 432 130,903 43,537 37,838 22,183 20,236 3,224 1,874 76,011 07,540 7,477 3,475 180,292 338,536 169,980 315,669 9,585 20,038 727 2,829 455,063 374,565 Num- ber of vessels. 2,138 2,S49 642 5S0 2i;2 170 186 300 5 4 118 74 71 32 393 1,1S9 358 1,082 4 32 1,103 1,080 Gross tonnage. 441,266 660, 005 24, 249 48,015 10,288 27,528 10,259 17, 407 125 199 2,069 1,717 1,508 1,104 132,381 349, 135 131,925 347,648 355 754 101 733 284,636 268,855 INCORPORATED COMPANY. ALL OTHER. Num- ber of vessels. 10,846 8,341 2,846 2,072 1,314 845 1,156 911 199 216 113 61 584 558 669 5)2 10 S 7,416 5,711 Gross tonnage. Num- ber of vessels. 5,200,797 3,246,215 2,614,030 1,244,283 2,347,147 977,868 119,371 107, 1S3 129,486 141,424 3,608 1,133 14,524 16,075 476,320 399,761 474.773 398,702 218 160 1,329 2,110.441 1.002,171 307 325 Gross tonnage. 190 130 119 130 107 7 The ctiaracter of construction was not reported in 1S89, bat for purposes of comparison In this table all vessels are assumed to be of wood. ATLANTIC COAST AND GULF OF MEXICO. 97 Diagram 4,— Gross Tonnage of Vessels, by Class and Char- acter OF Construction: 1916, 1906, and 1889. 1916 006 Wy///y//////////////x///////////////////////^^^^ HUNDREDS OF TmOuSAMOS Qf TONS GROSS TONNAC€ IBIS j COMPOSITE Diagram 5. — Value op Vessels, by Class and Character of Construction: 1916, 1906, and 1889. y///jy/////////////y////^^^^ oz^mm IGI6 1906 I8>e 1803 IS88 m 60 100 lAO 200 3GO 300 3S0 400 A50 500 MILLIONS OF DOLLARS ^3"""^ \////A COMPOSITE VALUE Op VESSELS COMPOSITE ^ • 2,033,72 As shown in Table 16, the metal (iron or steel) craft in 1916 comprised 42.7 per cent of the total tonnage, the wooden vessels 57.2 per cent, while vessels of com- posite construction constituted only two-tentha of 1 per cent of the total. The corresponding proportions in 1906 were 25.7, 7-1, and three-tenths of 1 per cent, and in 1889, 13.7, 85.4, and nine-tenths of 1 per cent, respectively. Large gains during the decade 1906- 1916 in both tonnage and value are shown for vessels constructed of metal, amoimting to 122.5 per cent in tonnage and 205.8 per cent in value. During the same period the wooden vessels gained 30 per cent in value and 3.6 per cent in tonnage, and craft of com- posite construction decreased 4.1 per cent in tonnage, with an increase of 40 per cent in value. 116.51.5°— 20 7 In 1916 more than two-fifths of the steam and safl vessels were engaged in freight and passenger traffic. Those propelled by steam numbered 2,798, of which 727 were of metal construction, 2,059 of wooden, and only 12 of composite construction. All three classes of construction va. freight and passenger vessels showed substantial gains sinc« 1906 in all items shown in the table, except m the tonnage of wooden vessels, the metal craft increasing 161.6 per cent in gross ton- nage and 288.2 per cent in value, while the wooden vessels increased 42.4 per cent in value but showed a loss of 11.1 per cent in tonnage. The vessels of com- posite construction increased 245 per cent in tonnage and 674.9 per cent in value. The sail vessels engaged in freight and passenger traffic did not make so good a showing. From 1906 to 1916 the metal craft of this class iacreased 49.1 per cent in niunber, 45.3 per cent in tonnage, and 152.1 per cent in value, while the wooden vessels decreased 54.7 per cent in nimiber and 34.2 per cent in tonnage, but increased 8.1 per cent in value. There were no composite sail vessels of this class in 1916. The imrigged craft of both metal and wooden con- struction made large gains in number, tonnage, and value m the ten-year period 1906-1916. A total of 257 metal unrigged craft, with a tonnage of 191,661 and a value of $11,145,164, is shown for 1916, which represents mcreases of 225.3, 150, and 192.4 per cent, respectively, over the figures reported for 1906. The wooden imrigged craft mmabered 10,514, with a ton- nage of 2,684,298 and a value of .?57,579,325, repre- senting increases of 22, 23, and 52.2 per cent, respec- tively, during the ten-year period. TONNAGE OF VESSELS. Table 17 shows the gross and net tonnage of the vessels m the fleet of the Atlantic and Gulf coasts, by class and occupation, for 1916 and 1906. In general, the net tonnage of steam vessels is about two-thirds of the gross tonnage. In the case of sail- mg vessels, the proportion is considerably higher, the net tonnage being approximately nine-tenths of the gross. In unrigged craft, almost the entire capacity of the vessel is available for cargo and consequently the net tonnage is but shghtly less than the gross. Comparing the figures for the years 1906 and 1916 for all vessels, the per cent of net to gross tonnage shows a decrease from 86.3 per cent in 1906 to 82.7 per cent in 1916. In other words, the cargo space has grown smaller m proportion to the entire capacity of the vessel. The sail vessels show no material change m the proportion of net to gross tonnage, while the im- rigged craft, barges, lighters, etc., actually gamed a little during the decade in their proportion of cargo space. 98 TRANSPORTATION BY WATER. Table 17. — Gkoss and Net Tonnage, with Per Cent Net la OF Gross Tonnage, by Class and Occupation of Vessels: 1916 AND 1906. TONNAGE. Percent net Is Gross. Net. ot gross tonnage. Total: 1916. 6.508,617 4.S51,42l 5,384,794 4,186.451 82 7 1906 Steam:' 1916 2,828,953 1,457,894 l,854.0;i7 972,. 320 65 5 1906 Freight and passenger— 1916 2.403,734 1,045,811 153,122 148,992 I.W.SIS 162,834 81,766 70,461 36,513 29,796 803.426 1,132,905 1,574.068 701,560 93,373 90,021 104,862 113,531 56,777 45,228 24,957 18,980 715,117 1,012,197 65 5 1906 Tu£s and 01 her towing vessel.s - 1916 1906 Ferryboats— 1916 08 2 1906 09 7 Yachts— 1916 69 4 1906 UIsceDaneous — 1916 1906 Sail: 1916 89 1906 Freight and passenger— 1916 790,630 1,105,901 10,180 21,046 2,616 5,958 2,876,238 2,260,622 704,160 987,398 8,598 19,317 2,359 5,482 2,815,640 2,201,934 89 1 1906 89 3 Yachts— 1916 84 5 1906 Bliscellaneous — 1916 1906 Darigged: 1916 97 9 1906 97.4 Canal boats— 1916 63,730 103,877 2,812,508 2,156,745 61,0«0 101,195 2,754,550 2, 100, 739 95 9 1906 Miscellaneous— 1916 97 9 1906 » Includes craft propelled by maohinery. Table 18 shows the number, average size, value per ton, and value per vessel of the steam, sail, and un- rigged craft of the Atlantic and Gulf coasts for 1916, 1006, and 1889. Table 18. —Number, Gross Tonnage, and Value of DrrPEB- ent Classes op Vessels: 1916, 1906, and 1889. CLASS AND CENSUS YEAB. Total: 1916 1906 1889 Steam: ' 1916 1906 1SS9 Sail: 1916 1906 1889 Unrisged: 1916 1906 1889 Num- ber of vessels. 21,658 20,a!2 12,238 8,347 5,413 2,536 2, .WO 5,920 0,277 10, 772 8,699 3,425 Gross tonnage. 6.50R.617 4,N.-.1.421 2,6.>S. 445 Value of vessels. 1629,074.203 273,10.5.915 110.012,062 2,828,953 1, 457. 894 741, 770 803,426 1,1.32,9IH 1,293,192 2,876,238 2,260,622 623,483 517,410,317 193.926,327 65.518,640 42,930,897 37, .520, 903 42,685,982 68,732,989 41,658,685 7,837,440 Average tonnage per ves- sel. 301 242 217 .339 209 295 316 191 206 267 200 182 Average value per ton. J97 56 44 183 133 Average value per ves- sel. »29,046 13. 6 W 9,482 61,988 35,826 25,835 16,909 6.338 6,800 6,381 4,789 2,28$ ' Includes craft propelled by machinery. The average tonnage of all vessels increased 24.4 per cent from 1906 to 1916, and the average value per vessel 113.1 per cent during that period. In fact, since 1889 (27 years) the average value per vessel has risen from $9,482 to $29,046, or 206.3 per cent. Of the three classes, steam, sail, and unrigged vessels, the sail vessels showed the greatest relative increase from 1906 to 1916, both m average tonnage and in average value per vessel. The uiirigged craft did not vary much in average tonnage durmg the decade, but in regard to the average value per vessel this class showed an increase of 33.2 per cent during the 10- year period. Table 19 shows the steam, sail, and imrigged craft, grouped according to gross tonnage, for 1916 and 1906. Table 19.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1916 AND 1906. TONNAGE. TOTAL. .STEAM. 1 SAIL. UNBIOOES. 1916 1906 1916 1906 1918 1906 1916 1906 Total: Number of vessels 21,658 6,508,617 20,032 4,851,421 8,347 2,828,953 5,413 1,457,894 2,539 803,426 5,920 1,132,905 10,772 2,876,238 8,699 2,260,623 Grosstonnage 6 to 49 tons: Number of vessels 7,660 136,637 1,959 138, 582 3,635 523,480 2,727 657, 183 1,711 581,103 1,324 577,888 1,665 1,123,087 555 847,018 279 968,958 143 9M,686 7,413 133,812 2,129 151,754 3,839 540,840 2,127 513,836 1,429 486,094 869 380,276 1,441 997, 370 585 852,007 169 556,311 31 230, 121 5,575 89,833 805 58,682 602 85,381 259 62,893 109 38, 141 115 50,800 235 167,763 241 402,798 263 917,976 143 954,686 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 1,229 24,497 307 21,071 166 23,891 104 26,923 72 24,835 65 28, 826 364 278,460 216 324,941 16 50,982 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 5,218 856 22,307 847 58,829 2,867 414,208 2,364 568,367 1,530 518, 127 1,144 498,262 1,066 676,864 98 119,274 Gross tonnage 14,633 774 80 to 99 tons: Number of vessels Gross tonnage 55,093 2,950 423,859 1 733 100 to 199 tons: Number of vessels Gross tonnage 200 to 299 tons: Number of vessels ' Gross tonnage 417,025 1 185 300 to 399 tons: Number of vessels « (Jross tonnage 400 to 499 tons: Number of vessels 599 Grosstonnage 259,864 707 600 to 999 tons: Numl>er of vessels Gross tonnage 464,276 139 1,000 to 2,499 tons: Number of vessels G ross t oimage 181,932 10 2,500 to 4,999 tons: Numl)«r of vessels Grosstonnage 42,832 8,000 tons and over: Number of vessels Gross tonnage • Includes craft propelled by machinery. ATLANTIC COAST AND GULF OF MEXICO. 99 Over one-thii'd of all the vessels on the Atlantic and Gulf coasts in 1916 were of less than 50 tons gross register, the total niunber in this class being 7.660. Of these, 5.57.5 were steamers, 1,229 sailing vessels, and 856 luij-igged craft. Tliere were only 977 vessels, or 4-5 per cent of the total, with a gross register amounting to 1,000 tons or over, and of this nimiber, 647 were steam, 2-32 sailmg vessels, and 98 imrigged craft. The group of steamers showing the greatest increase in niunber was that with a gross register of less than 50 tons, the mcrease amoimting to 2,556 vessels from 1906 to 1916. Most of these craft were propelled by gasoline engines, such vessels increasing largely in number in later years. Steamers with a gross register of 1,000 tons or over show large increases in number and tonnage from 1906 to 1916, amoimting to 87.5 per cent in number and 141.1 per cent in tonnage SaQing and unrigged vessels in this class, however, show decreases in both number and tonnage, amounting to 20.3 per cent in number and 20 per rent in tonnage for sailing vessels, and 34.2 per cent in number and 46 9 per cent in tonnage for unrigged craft. This decrease in sailing vessels of large capacity is consistent with the general decrease m all vessels of this class, but in the case of imrigged craft the decrease is confined almost entirely to these large vessels, the only other group showing decreases in number and tonnage being that with a gross register of from 100 to 199 tons. The decrease in this group was slight, however, amounting to only 2.8 per cent in number and 2.3 per cent in tonnage. Table 20 shows average size and average value per vessel and per ton of metal, wooden, and composite ves- sels, by class and occupation, for 1916, 1906, and 1889. Table 20. -AVERAGE GROSS TONNAGE AND VALUE PER VESSEL AND AVERAGE VALUE PER TON: 1916, 1906, AND 1889. Census year. TOTAL. METAL. WOOD. COMPOSITE. CLASS AND OCCXJPATION. Average tonnage per vessel. Average value per vessel. Average value ion. Average tonnage per vessel. Average value per vessel. Average value ton. Average tonnage per vessel. Average value per vessel. Average value per ton. Average tonnage per vessel. Average Average value value per per vessel. ton. Total . 1916 1906 1889 1916 1906 1S89 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1S89 301 242 217 $29,046 13,633 9,482 S97 66 44 1,569 1,087 839 $269,295 135,693 77,470 S172 126 92 187 191 194 $7,590 6,155 6,935 $41 32 36 303 216 273 $52,147 26,477 13, 146 $172 118 4S Steam'- 339 269 292 61,988 35,826 25,835 183 133 88 1,737 1,094 &13 321,488 185 62 83 182 8,680 10,319 15,339 168 124 84 385 182 224 67,508 31,438 22,825 175 148,681 78, 141 136 93 172 102 Freight and passenger 859 687 602 83 88 56 687 603 469 32 45 67 43 84 336 316 191 206 153,788 79,538 45,666 20,389 15,322 9,318 65,973 73,965 36,952 9,892 13,601 20,709 10,680 15, %2 27,928 16,909 6,338 6,800 179 116 76 247 174 166 96 123 81 313 302 311 247 189 83 63 33 33 3,056 2, 150 1,353 186 217 83 923 902 687 285 340 195 302 399 1,014 1,291 1,115 709 557,411 264,260 115,636 61,828 37,324 15,794 96,466 125,762 66,720 107,206 110,346 65,989 92,198 83,487 86, 161 101,987 56,892 65,754 182 123 85 278 172 189 105 139 97 376 325 339 305 209 85 79 51 79 84 173 374 55 68 53 271 338 372 19 22 43 26 41 183 279 179 204 11,457 14,750 24,491 12,080 10,131 8,676 17,879 27,963 25,621 4,960 6,071 12,225 6,099 6,811 14,406 13,624 5,629 6,668 137 85 65 219 176 163 66 83 69 265 275 284 200 165 79 49 31 33 792 551 432 110 69 39 122,704 38,000 28,000 10,971 7,600 3,633 155 Tugs and other towing vessels 69 65 100 Ferryboats 109 92 Yachts 103 102 118 54 327 92 40 230 292 32,678 32,667 45,000 8,400 50,000 22,200 7,500 18,092 9,626 317 lfl<;r.At1(^nnnn<; 319 382 156 Sail 153 242 189 79 33 Freight and passenger 401 262 241 21 15 23 36 18 44 267 20,702 7,858 7,416 3,621 2,780 4,270 4,362 1,5S6 2,921 6 ItSI 52 30 31 176 179 186 120 89 67 24 18 13 1,410 1,447 1,248 284 119 80 106,456 62,961 73,600 64,000 38,684 35,060 76 44 59 226 326 437 355 244 239 15 14 22 36 18 44 256 253 182 16 839 i" Yachts 7,051 7,294 2,279 2,168 3,969 4,362 1,686 2,926 5,476 4,390 2,288 29 31 156 158 177 120 89 67 21 17 13 2,347 323 40 38 24 118,000 10,255 7,500 9,009 6,833 60 32 189 Mi*5^ilaTie^>us . 238 285 35 279 948 2,438 8,600 12,000 70 746 970 43,366 48,264 68 50 30 260 4^789 182 2. 288 13 ■ » Includes craft propelled by machinery. Naturally, the vessels of metal construction show a much higher average value than the wooden craft, the average value of the metal vessels per ton in 1916 being $172, as compared with $41 for those of wood construction. The average value per ton for com- posite vessels was the same as those of metal, SI 72. All three classes of vessels increased in value per ton from 1906 to 1916. Only two classes of craft propelled by machinery, the freight and passenger vessels and the tugs, showed increases in average value per vessel during the dec- ade, while all classes of sail vessels and the mirigged craft, as a whole, showed substantial gains in this respect. Ferryboats show the most pronounced de- crease in value from 1906 to 1916, due largely to the continuance in the service of manv old vessels. 100 TRANSPORTATION BY WATER. CHARACTER OF PROPULSION AND HORSEPOWER. Table 21 shows the number, gross tonnage, and horsepower of vessels propelled by machinery, by character of propulsion ami kind of power used, for 1916 and 1906. Table 21. — Vessels Propelled by Machinery, by Character OP Propulsion and Kind of Power: 1916 and 190G. Table 22. Tlio most significant fact shown in this table is the great increase in vessels using gasoline as the propelling power. This class of craft increased 161.2 per cent in number from 1906 to 1916, while the number of ves- sels propelled by steam actually decreased 7.1 per cent. However, the gross tonnage of the 5,157 gaso- line vessels was equal to only 4.6 per cent of the gross tonnage of the 3,190 steam craft. Likewise, the total horsepower of the craft using gasoUne amounted to only 8.3 per cent of the horsepower of the vessels pro- pelled by steam. Vessels driven by screw propellers constituted 95.1 per cent of the total number in 1916 and 92.4 per cent of the total tonnage. They also reported 90.8 per cent of the total horsepower for all vessels. These vessels showed substantial increases in number, ton- nage, and horsepower from 1906 to 1916, while craft equipped with side or stern wheels showed decreases in all three respects during the decade. Table 22 shows the classification of vessels accord- ing to character of propulsion and horsepower of en- gines, by occupation, for 1916 and 1906. -CHARACTER OF PROPULSION AND HORSEPOWER OF VESSELS PROPELLED BY MACHINERY, BY OCCUPATION: 191G AND 1906. CHARACTER OF PRO- miMBER OF VESSELS. GROSS TONNAGE. HORSEPOWER OF E.NGINES. 1916 1906 1916 1906 1916 1906 Total 8,347 5,413 2,828,953 1,457,894 2,597,427 1, 758, 378 Steam !2 2,280 9,092 21,3.y 1,474,578 3,491,267 42,264 29,528 62 8% 3,562 463 439 8,051 11,070 13,262 3,748 7,833 12,529 34,714 15,687 2,082 16,641 2,a>4 3,064 25 1,378 16,115 408,063 899,823 254,909 18,039 CO.AL (TONS OF 2,000 POUNDS). Ship- ments. 1,647,061 2, 274, 731 40 130 2,999 3,080 155 101,291 l,a59 74,630 100 1,795 1,162 350 4,244 117,866 45,965 1,481 2,514 2,0-20 698 8,450 4,481 3,419 907,025 943,592 8,839,022 4,081,999 3,594 4,1,t6 2,605,054 3,784,825 1,811 3,138 11,977 6,130 315 849 19,330 1,903 1,214 2,701 113 12,808 46,962 6,985 1,7S2 242 8,844,199 7,842,976 72,327 9,004 Receipts. COTTON (TONS OF 2,000 POUNDS). Ship- ments. 23,248,105 19,149,753 12,938 246,972 15,026 334,452 262,981 150 7.399,014 4,699,655 862,903 70 28.738 83,. 171 31V). 388 570,438 1,.'!05 50,390 67,039 97,356 3,789 28,362 80,382 4,863 561,165 476,879 1, 433, i.n 1,830,953 424,277 592,555 84, ro 12,631 311,620 502,345 63,304 102,521 12 4,131 8,186 31,911 78 430 1,071,633 1,124.065 223, .322 341.261 3,090,918 2,258,373 100,071 76,270 36,223 130, 149 17,311 35,360 22,928 88,161 741,400 793.992 8,236 12.188 542 3,946 48 9,105 52,912 62,882 206,308 137,628 8,116 1,940 3,702 15,383 30,121 45,4.39 71,435 47,289 102, 100 118,693 45 754 139 Re- ceipts. FLOtJB (TONS OF 2,000 POUNDS). Ship- ments. 741,400 232,127 793,992 1C«,362 2,070 35,235 61,130 32 127,423 143,360 13 566 4,036 14,900 23,934 94,278 416 22,638 440 463 7,885 353,539 359, 185 21,781 3,697 36 5,893 10,983 18 31 11,783 141,104 150,352 2,178 519 8,292 4,440.221 5,457,969 1,926,683 283,248 13,024 159 90,266 188,581 245 149 14,375 6,770 38,379 31,064 1,008 6,486 8,171 903 3,649 68,657 29,750 40,227 305 25,409 4,546 40 116 561 1,010 269 31 310 300 200 8,129 856 488 57 2,878 150 4,398 12,871 2,536 34 78 200 334 71,373 16,605 61,110 37,537 6,845 4,973 347 1,9,34 5,527 4,881 1,533 1,854 356 1,952 1,171 1,385 205 520 702 844 100 20 1,000 50 972 3,323 14,375 18,281 10,368 Re- ceipts. 232,127 104,362 474 19 1,500 ""531 ""58 411 3,061 648 150 1,430 36 2 4 11,526 1,850 1,186 20 2 8,400 162 SS 18 5,823 4,029 1,754 2,907 ISO 1,000 95 215 209 745 "5,557 'io.'ige 2,419 693 12 500 200 346 38,945 47,106 146,653 34,840 ATLANTIC COAST AND GULF OF MEXICO. 103 Table 26.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES, BY PORTS: 1916 AND 1906— Continued. PORT. Cen- sus year. FRUITS AND VEGE- TABLES (TONS OF 2,000 POUND.S). GRAIN (TONS OF 2,000 POUNDS). ICE (TONS OF 2,000 POUNDS). IRON ORE (TONS OF 2,000 POUNDS). LUMBER (TONS OF 2,000 POUNDS). NAVAL STORES (TONS OF 2,000 POUNDS). Ship- ments. Receipts. Ship- ments, Re- ceipts. Ship- ments. Re- ceipts. Ship- ments. Receipts. Ship- ments. Re- ceipts. Ship- ments. Re- ceipts. Total 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1918 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 I'.HW 1916 1906 1910 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1908 1918 1906 1916 1906 1916 1906 1916 1906 1,613,586 796,329 1,613,586 7%, 329 862,378 530,843 862,378 530,843 941,648 1,951,188 941,648 1,961,188 344,968 18,465 344,968 18,465 5,880,916 6,050,814 5.880,916 6,050,814 416,360 373,261 416,360 373,261 Albany N Y 845 1,455 380 63,817 3,4(H 2,234 5 1,300 Baltimore, Md 26,298 3,789 218,892 58,293 25 is, 843 45,616 54,0<;9 62,185 8,934 732 20 47,154 900 20,414 1,767 118, 154 2,450 13,507 10,447 29,476 201,817 22 387,748 603,351 1,243 1,976 6,740 4,426 354 20 496 22,758 156 16 150 504 43,046 5 99 242 Boston Mass 98, 179 43,311 80,488 69,418 1,505 29,(i63 2,809 21 380 1,726 9,896 19,383 44 1.59, 271 299,566 19,2t8 1,153 162 42,249 600 736 Pri'lgf^port, r.nnn 710 183 81 199 118 900 1,008 49 3 89,664 9,339 25,577 2,228 Charleston, S. C 624 220 2,000 11,099 12,246 1,500 575 12,715 26,262 162 1,897 541 6,490 160, 424 20,279 955 292 7,766 60O 1,942 6,911 1,078 63 60 2,313 14 95,383 136, »,276 566,924 288,485 Providence, R. I 6,228 1,053 190 4 850 23,144 5, R55 1,032 1,962 330 150 100 66 70 522,672 262, 215 493,339 101,208 5,214 6,420 3,265 475 150 7,995 1,545 4,204 2,180 78;j 17,000 12,800 327 1,042 189, .5.55 90, SM 174,395 13,840 7,503 1,410 3,228 3,845 4.55 2,103 2,941 2,944 3,000 8 25 25 1,310 4,992 1.53,706 150, 213 50,912 6,976 2,313 457 3,103 1,184 3,585 64,452 448,930 50,045 36,607 2,276 1,866 746 558 1,7.50 90 6,621 09,066 63,429 5,858 450 542 1, 109 3,304 317 1,919 112,779 1.S2, 840 381,790 123, 133 350 5,599 5 7 50 82,269 105,913 2,IW1 3,812 533 Rockland, Mo 1,451 Savannah, Ga 358 10 6,220 64 400 6,800 5,947 30 Tampa and Port Tampa City, Fla 10 1,716 1,400 24,396 4,108 Washington, D. C Wilmington, Del Wilmington, N. C 581 276 ass, 148 1, 8S3, 085 12 10 409,983 50,099 1,131 4,436 1,300 24,997 62,586 1.604.867 3,426,097 195,986 237,614 4,293 13,949 116,689 181,548 ID 2,828 10,852 All other Atlantic and Gulf ports 8(!,S4l 10,455 135,791 1,850 144,7.54 12,459 9,252 741 70,973 67,406 24,339 375 and Gulfcoasts of the United States.. 104 TRANSPORTATION BY WATER. Table 26.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES, BY PORTS: 1916 AND 1906— ConUnueJ. Total., Albany, X.Y. Baltimore, Md.. Bangor, Mc Beaufort, N.C Boston, Uass Bridgeport, Conn . Brunswick, Ga... Charleston, S.C.. Fall River, Mass. Galveston, Tex . . GuUport, Miss . . . Jacksonville, Fla. Jersey City, N. J . Key West, Fla... MobUe, .'V.la New Bedford, Mass. New Haven, Conn. . New London, Conn. New Orleans, La NewYork.N.Y Norfolk and Newport News, Vs Pensacola, Fla Philadelphia, Pa. . Port -Vrthur, Tex. Portland, Me Portsmouth, N. II . Providence, li. I... Rockland, Me Savannah, Ga Tampa and Port Tampa City, Fla.. ■Washlncton, D. C. Wilmington, Del. . Wilmington, N. C . Cen- sus year. ' All other Atlantic and Gulf ports . Ports other than those on the Atlantic and Gulfcoastsotthe United States. 1916 1906 I 1910 1900 1910 1906 1916 1906 1916 1906 1910 1906 1916 1906 1910 1906 1910 1906 1916 1906 1910 1906 1916 1906 1910 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1910 1900 1916 1900 1916 1906 1916 1906 1916 1906 1916 1906 1910 1900 1916 1906 1916 1906 1916 1906 1910 1900 1016 1906 1916 1906 1916 1906 PETSOLEUM AND OTHER OILS (TONS OF 2,000 POUNDS). Ship- ments. 10,358,849 2,670,203 Re- ceipts. 10,358,ai9 1.279,937 2,670,205 1,187,883 PnOSPHATE AND FEKTIUZEB (TONS OP 2,000 POUNDS). PIQ IRON AND STEEL KAILS (TONS OF 2,000 POUNDS). Ship- ments. 167,927 83,921 34 705 57,056 9,192 83 372 901 73 40,375 7,417 8,177 3,097 225 121 1,842 99 499 80 191 133 596 76,546 25,983 728,751 270,619 82,920 4,150 683 497 597, 195 211,531 1,841,972 1,011,164 2,098 609 10,167 1,991 478 830 3,690 140 8,090 420 1,512 17 50 2 1,925 378 3,520,738 1,030,653 3,204,650 6,328 137,236 304,032 71,154 10,274 19,200 2,174 348,660 188,442 24,286 635 56,179 11,3.38 890 4,450 125,816 39,502 HO 261,025 15,424 90 48,976 40,540 403 7,965 1,311 23,179 3,607 15,284 4,905 145,447 73,398 685,634 692,482 157,699 14,215 716 1,275,6»6 414,4.51 479,272 105,244 14,430 314,455 8,794 7,264 169 25,920 13,250 194,413 83,369 58,417 26,093 15,957 23,848 31,470 25,282 3,930,772 780,904 1,622,532 139,488 246,324 251,641 202 8,689 42,873 7,808 29,210 350 61 1,200 2,098 420 100 16,745 1,572 15,612 Re- ceipts, 1.279,937 1,187,883 Ship- ments. 718,734 664,758 Re- ceipts. STONE, SAND, ETC. (TONS OF 2,000 POUNDS). Ship- ments. 718,734 6,718,929 6,718,929 604,758 7,391,354 7,3U1,354 Re- ceipts. 312,994 167,285 2,536 100 1,964 12,515 2,013 19,804 30,633 1,647 3,862 1,125 13,417 4,800 1,501 2,537 719 21,200 370 125 257 12,329 2,827 113,674 108,585 88,370 33,737 1,166 413 44, .153 66,390 935 298 679 471 17 50 6,153 7,449 236,990 273,598 2,900 367 200 200 5,736 12,330 433,233 328,399 43,923 12,023 300 1,239 430 16,642 5,308 16,656 16,500 171,772 181,479 33,180 49,228 2,044 2,901 2,048 673 286 25 27,996 44,073 1,336 5,093 125 100 6,919 21,276 521,223 612,487 95,667 8,700 7,404 27,624 94,979 99,331 653 1,429 2,978 '12,220 406 237 80 6,247 18,702 18, US 3,070 20 5,578 1,431 212,617 265,663 2.35,671 224,485 50 12,695 124 400 2,950 3 53,379 29,303 14,344 21,327 4.830 4,588 3,522 22,458 1,450 38,145 32,849 16,005 5,471 2,950 21,793 161,462 1,019 2,212 112 1,000 90 600 2,449 37,443 20 648 13,403 2,062 91,584 8,222 12,377 28,868 42,851 3,301 2,133 211 2,600 38,7.56 48,038 42 260 6,360 1,326 784 167, 130 177,037 371,938 8,329 2,870 18,423 2,022 100 50 25,736 2,833 27 18,403 199 10,000 58 52,003 11,099 2,950 891 1,868 306,119 5,469 200 180 45,885 1,609,264 1,120 1,075 10 7,571 35,592 1,903 525 117 3,094 2,571 10,9,36 36,498 26 1,800 3,440 4,431 161 15,507 6,169,325 5,627,512 58,909 4,999 40,533 1,136,223 60,805 930 4,635 581,352 239,462 83,231 4,900 9,664 28,609 6,671 12,702 71,586 5,507 26,117 149,591 48,400 2,002 9,126 28,682 1,930 6,699 551,827 433,057 184,477 164,246 153,210 383,279 324,506 182,020 18,833 32,189 200 20,833 10,233 33,014 22,457 10,737 TOBACCO (TONS OF 2,000 POL-ND3). Ship- ments. 140,220 Re- ceipts. 165,770 ! Uio,776 18,580,196 MISCELLANEOUS MERCHANDISE (TONS OP 2,000 POUNDS). Ship- ments. 140,226 23,873,061 23375,061 18,580,196 250 31,399 1,343 336 244 44 402 1 408 573 2 "600 929 560 15,718 10,331 44,763 99,860 24 37 441 617 62 1,343 53 52,000 4,770 630,681 2%, 930 699 131,341 1 1,434 1,840,183 2,043,103 7,283 2,884 361 33 2,238 1,736 1,234 2 1,391 15 42 18,126 18,949 22,060 28,407 770 49,346 48,142 8,980 8,404 250 '266 345 876 200 2,000 122 30 20,838 88,707 1,925 5,532 1 3 171 427 450 200 1,435 1,811 107 4,073 638 3,003 2,916 100 75 5 66,091 852,001 731,298 2,292 10,364 1,403 690,294 742,794 116,092 32,754 80,413 66,005 309,518 253,002 547,572 430,445 5,878 4,873 101,425 67,184 18,780 689 166,974 94,253 49,637 200,352 140,633 144,740 156,839 240,004 220,449 432,092 308,766 0,534,592 4,736,747 1,&35,510 2,539,080 23,291 9,813 885,378 1,031,225 13,254 8,154 190,898 227,610 8,800 434,056 307,727 13,904 27,222 190,986 134,024 43,809 60,386 22,779 31,197 59,356 71,332 14,414 19,746 Re- ceipts. 60,997 808,601 695,657 4,183 16,799 2,239 1,081,726 718,038 165,830 32,353 212,362 188,190 2.iO,49l 152,769 618,569 462,057 210 944 242,814 181,043 3,300 4,912 61,026 92,856 33,412 116,116 77,280 201,473 168,928 325,923 269,227 681,934 308, 170 6,278,941 4,380,165 2,235,517 2,057,201 26,947 9,636 1,011,330 1,040,133 83,629 3,395 290,654 136,269 694 495 401,356 281,886 44,381 42,604 306,603 253,696 71,413 38,682 90,707 117,252 203,393 69,574 40,292 44,961 4,987 4,783,123 4,728,648 6,102 4,831,763 13,411,686 41,664 4,727,321 3,090,931 309 1,175,192 11,411,175 ATLANTIC COAST AND GULF OF IVIEXICO. 105 This table comprises the Atlantic and Gulf coast- wise movements, and also the relatirelj small amomit of freight traffic between the ports of the Atlantic and Gulf coasts and the ports of Porto Eico, the Pacific coast, Hawaii, and foreign ports combined. As this table is restricted to the freight carried in American vessels, the total receipts and shipments necessarily equal each other. The total freight carried between the ports as named in the table was 80,259,375 tons of 2,000 pounds. The shipments in the vessels of the Atlantic coast and Gulf of Mexico from ports not on the Atlantic and Gulf coasts amounted to 9,032,323 tons. The differ- ence between the two amounts, 71,227,052 tons, rep- resented the amount of strictly coastwise traffic, and showed an increase of 7,453,883 tons, or 11.6 per cent, over the corresponding figures for 1906. By a similar process it is sho^^n that the total receipts at the ports of the Atlantic and Gulf coasts amounted to 71,468,283 tons, or a gain of 13.4 per cent, during the decade. Of the 33 ports for which figures are given separately in Table 26, New York naturally shows the largest amount of commerce (shipments andreceipts) for 1916, amoimting in that year to 14.1 per cent of the total commerce of all ports of the Atlantic and Gulf coasts. Nevertheless the total commerce of this great port, which amounted to 22,623,875 tons, showed a decrease of 13.3 per cent as compared \vith 1906. This falling off in commerce was in the receipts, as the shipments showed a gain of 10.2 per cent over the figures for 1906. Norfolk and Newport News, ranking second, M-ith a total commerce of 17,119,021 tons, made the largest gain, 63.2 per cent, during the ten-year period. Boston ranked third in total shipments and receipts and showed an increase of 48.1 per cent from 1906 to 1916. Other ports with total shipments and receipts in excess of 2,000,000 tons in 1916, showing increases since 1906, were Baltimore, with a gain of 29.8 per cent; Providence, 42.3 per cent; Port Arthur, 141.2per cent; New Orleans, 16.2 per cent; and Galveston, 28.3 per cent. Many ports showed a great difference in the ship- ments and the receipts. New York having almost one- and-a-half times the tonnage of receipts as of ship- ments. Norfolk and Newport News, on the other hand, showed more than four times the tonnage of shipments as of receipts. Boston's receipts amounted to almost ten times the shipments. The excess of shipments at Norfolk and Newport News and Phila- delphia is due to the large shipments of coal to northern ports, where the excess of receipts would be explained by the arrival of these coal cargoes. In the shipments of the commodities shown in Table 26, the ports of Norfolk and Newport News held first place in five, namely, coal, fruits and vegetables, lum- ber, pig iron and steel rails, and tobacco; Baltimore, first place in the shipments of canned goods and phosphate and fertilizer; Galveston, in cotton; New Orleans, flour; Albany, iron ore; New York, grain, with Galveston second; Gulfport, Miss., naval stores, with Savannah second; Port Arthur, Tex., petroleum. New York held first place also in miscellaneoxis mer- chandise, by a large margin. TRAFFIC AT AND ABOUT NEW TOEK CITY. Table 27 shows the total traffic of the 1 1 ports, of which New York is the immediate center, in detail for 1916. Table 27.— SHIPJIENTS AND RECEIPTS OF PRINCIPAL COiBIODITIES AT BAYONNE, ELIZABETHPORT, HOBOKEN, JERSEY CITY, NEWARK, NEW YORK, PERTH AMBOY PORT JOHNSON, PORT READING, SOUTH AMBOY, AND WEEHAWKEN: 1916. TOTAL. BATONXE. ELIZABETHPORT. HOBOKEN. JEKSET CITT. NEWABK. COMMODITY. Ship- ments (tons of 2,000 pounds). Receipts (tons of 2,000 pounds). Ship- ments (tons of 2,000 pounds). Receipts (tons of 2,000 pounds). Ship- ments (tons of 2.000 poimds). Receipts (tons of 2.000 pounds). Ship- ments (tons of 2,000 pounds). Receipts (tons of 2.000 pounds). Ship- ments (tons of 2.000 pounds. Receipts (tons of 2,000 pounds). Ship- ments (tons of 2,000 pounds). Receipts (tons of 2,000 pounds). Total 16,535,546 14.210.999 721.890 594.400 312.794 176.467 180.065 42,550 73.687 29.782 7,190 200.212 86,065 351.357 7,073,783 71,435 61,110 92,440 231,749 33,967 1,448 50,843 12,556 125,572 1,485,790 326,260 353,639 5,825 363,325 205.746 527,721 139, 197 1,281,600 167.529 1,127,073 16,656 2.174 1,755.299 20.838 6,306,855 1 20 44.396 4.244 7,196 142,350 10,640 5,514 572 Coal 1,016 296.724 765 6,075 Cotton 53 Grain 25, no Ice ;:::::::;:: Iron ore 138,787 T.nTnh<»r ,. ... . 961 40 366 Naval stores .... . 1,4)4,605 123,809 218,880 sa 607 713,788 541,439 Phosphate and fertihzer 1 16 1 I 6,247 112 26.117 Stone, sand, etc., . 50,000 30,754 23,000 187,679 Tobacco i.i!7i8 :;:::::;:: 6,606,084 7,070 2,931 IB 070 6.161 4 809 435 18,780 3,500 7,150 5.520 , 106 TRANSPORTATION BY WATER. Table 27 —SHIPMENTS AND RECEIPTS OF rPvINCIPAL COMMODITIES AT BAYONNE, ELIZABETHPORT, HOBOKEN, JERSEY CITY, NEWARK, NEW YORK, PERTH AMBOY, PORT JOHNSON, PORT READING, SOUTH AMBOY, AND WEEHAWKEH: 1916.— Continued. NEW YOBK. PERTH AMBOY. POKT JOHNSON. PORT READING. SOUTH AMBOY. WEEHAWKEN. COUUOOITY. Ship- ments (tons of 2,000 pounds). Receipts (tons ol 2,000 pounds). Ship- ments (tons of 2.(.)00 pounds). Receipts (ton.s ol 2.IX)0 pounds). Ship- ments (tons of 2,000 pounds). Receipts (ton.^ of 2.1100 pounds). Ship- ments (tons of 2.000 pounds). Receipts (tons ol 2.000 pounds). Ship- ments (tons of 2.(KX) pounds). Receipts (tons ol 2,000 pounds). Shii> monts (tons of 2,000 pounds). Receipts (tons of 2,000 pounds). Total 9,472,750 13,151.125 1.520.820 9.154 484.175 1.340.357 4,210 2,167,122 2.'-.4,696 3,099 86,045 296,645 907,025 71,435 61,110 92,440 206,039 33,967 1,148 50,803 12,558 728,751 115,674 212,617 45,885 15.718 6.534,502 125.572 1,474.578 311,620 353,539 5,825 363.272 205,746 527,721 410 1,278, 125 167, 529 Cement, brick, and lime 3,i20 1,500,578 2[286' "484;i7S' i;326;442' '2J62|533' ■■254,' 696' .. . 805 1,343 685,634 16,656 2,062 1,433,057 20,s:!8 6.278,941 2,066 6,570 1,565 8,247 2,692 5,250 315 Miscellaneous mercliandise 0,809 1 3,371 8,095 4,210 2,709 1,756 In this table the shipments and receipts of freight at the ports of Bayonne, Elizabethport, Hoboken, Jersey City, Newark, Perth Aniboy, Port Johnson, Port Beading, South Amboy, and Weehawken are considered as part of the trafTic of the port of New York, and the figures show the total shijiments and receipts at these 10 ports, together with those of New York. The total commerce of the 10 ports and New York amounted to 10,535,546 tons in shipments, and to 14,210,999 tons in receipts. Of this total, the 10 ports outside of New York contributed 42.7 per cent of the shipments and 7.4 per cent of the receipts. South Amboy, Perth Amboy, and Port Reading led in shipments of coal, these 3 ports contributing 70.5 per cent of the total. The conamodities, coal, petro- leum, and miscellaneous merchandise comprised 91.5 per cent of the total shipments, while cement, brick and lime, lumber, petroleum, and general merchandise comprised 71.8 per cent of the total receipts of New York and the 10 adjacent ports. In addition to the freight shipped from and received at these 1 1 ports, there was a total of 80,491,212 tons of freight light- ered in tlie harbor, an increase of 46 per cent since 190G. Adding this amoimt to the total shipments and receipts gives a total of 111,237,757 tons, which repre- sents the entire freight trafhc of the port of New York, exclusive of the tonnage of the ex])ort and import traffic in foreign vessels, and shows a gain of 25 per cent over the figures for 190G. IMPORTS AND EXPORTS. Table 28 shows, by customs districts, the value of the imports and exports handled at the Atlantic and Gulf ports for the fiscal year ended June 30, 1916. Table 28 —TOTAL VALUE OF IMPORTS AND EXPORTS OF MERCHANDISE, BY CUSTOMS DISTRICTS, YEAR ENDING JUNE 30, 191G.' AOOREQATE. IMPORTS. EXPORTS. CU.^TOMS DISTRICT. Value. Per cent 0/ group. Value. Per cent ol group. Value. Per cent of group. Atlantic and Gulf coasts districts 85,196,884,992 $1,672,333,704 $3,524,551,288 A tlantic coast districts 4,601,326,904 100.0 1,562,179,535 100.0 3,039,147,369 100.0 3,448,911 47, 673, 438 33,703,172 208, 512, 290 342, 130, 1S9 3,521,1.52,195 14,275,2X1 289, 296, 471 8,693,337 1,656,846 7,747,143 120,037,628 595,558,088 0. 1 1.0 0.7 4.5 7.4 76.6 0.3 6.3 0.2 ^\2 2.6 100.0 3,448,911 1,777,700 10, 238, 421 27,808,915 210,900,243 1,191,865,982 1,195,610 95,801,175 3, 05.8, 400 1.647,213 1,740,295 12,696,633 110,154,169 0.2 0.1 0.7 1.8 13.5 76.3 0.1 6.1 0.2 0.1 0.1 0.8 100.0 45,895,738 23, 464, 751 180,703,374 131,229,946 2, 332, 286, 213 13, 079, OCX 193, 495, 296 5,034,937 9, (TO 6,006..S48 107,340,985 485,403,919 1.5 0.8 5.9 4.3 Npw York 76.7 0.4 6.4 0.2 ^'Kn 0.2 3.5 Gulf coast districts 100.0 32,451,926 197,931.420 29, 786, 120 301,. 544, 313 33,844,303 5.4 33.2 5.0 50.6 6.7 6,920,771 7,682,?a 4,196,252 90, 045, .564 1,308,819 6.3 7.0 3.8 81.7 1.2 25,531,155 190. 248, 657 2.5,589,874 211,498,749 32, 535, 484 5.3 39.2 Mobile 5.3 43.6 6.7 « Bureau of Foreign and Domestic Commerce, Department of Commerce, "Commerce and Navigation of the United States," 1916. ' Less than one-tenth of 1 per cent. ATLANTIC COAST Ai\D GULF OF IMEXICO. 107 The value of the foreign trade of the Atlantic ports amounted to $4,601,326,904 and that of the Gulf ports to S595,55S,088, or in the proportion of about eight to one. The aggregate value, $5,196,884,992, represented an increase of 1 1 1 .3 per cent over that of 1906. Of this total, 67.8 per cent represented exports and 32.2 per cent imports. The district of New York alone reported 76.6 per cent of the total foreign com- merce for the Atlantic coast, and 67.8 per cent of the total for the Atlantic and the Gulf coasts combined. In the import trade the district of New York reported 71.3 per cent of the total value for the Atlantic and Gulf coasts, and in the export trade New York had 66.2 per cent of the total. The district of Massachu- setts, which includes the port of Boston, reporting less than one-tenth as much as New York, ranked second in foreign conunerce, and the district of New Orleans was third. In respect to the export trade alone, the dis- tricts of New York, New Orleans, Philadelphia, Gal- veston, and Marj-land outranked Massachusetts, which was sixth. PASSENGERS TBANSPORTED. Table 29 shows the number of passengers carried in coastwise traffic on the Atlantic and Gulf coasts, for 1916, 1906, and 1889. Table 29.— Number of Passengers: 1916, 1906, and 1889. CLASS OF PASSENGERS. 1916 1906 1889 PER CENT OF INCREASE. 1 1906- 1916 1889- 1916 Total 237,345,627 292,555,416 170,225,458 -18.9 39.4 218,013,127 19,300,500 272,596,670 19,958,746 158,644,012 11,581,446 -20.0 -3.3 37.4 All other. .. 66.7 1 -V minus sign (- ) denotes decrease. The total number of passengers transported on the Atlantic and Gulf coasts in 1916 showed a marked decrease when compared with the figuresfor 1906. The passenger traffic consists of two distinct classes, ferry- passengers, and steamer passengers. The ferry passen- gers outnumbered the steamer passengers about 11 to 1, and in 1916 totaled 218,045,127 as compared with 19,300,500 for all other passenger traffic. The de- crease in the total number of passengers carried, mostly on ferries, explained in the section on ferries, amounted to 18.9 per cent between the years 1906 and 1916, while, on the other hand, for the period 1889-1916 the traffic showed an increase of 39.4 per cent. Table 30 shows the number of passengers as reported by the Steamboat Inspector General for the fiscal year ending June 30, 1916. Table 30. — Passengers Reported fob Each District op the United States Steamboat Inspection Service on the Atlantic Coast and Gulp op Mexico, for Fiscal Yeab Ending June 30, 1916.' LOCAL IN3FECTIOX DI.STBICT. Number of passen- gers. LOCAL INSPECTION DI3IBICT . Number of passen- gers. Total 2n,SK,2S3 Mobile, Ala 175,288 475, 413 5 ;t85 276 Albanv V Y 3,293,266 271,542 2,619,7S6 298, 481 21,148,103 597,379 67, 6.34 1,309,192 New London, Conn Baltimore, Md New York, S.Y 148,162,223 5, 307, 189 Philadelphia, Pa 38,635,337 1,945,433 1,913,017 609,737 Charleston, S. C Portland Me . Galveston Tex. . Providence, R. I 1 Annual report of the Steamboat Inspector General. Although the total number of passengers trans- ported in 1916, as reported by the United States Steamboat-Inspection Service, differs somewhat from the censxis total in Table 29, there is no greater variation than might be expected when the different methods of obtaining the information are taken into consideration. The figures of the total number of passengers carried in 1916, as reported by the Steamboat-Inspection Service, were 233,806,293, and included those reported from the prmcipal cities on the Atlantic and Gulf coasts. In this list of cities New York led all others, with a total of 148,162,223 passengers transported in 1916. This was 63.4 per cent of the total. Philadelphia ranked second, Boston third, and New Orleans fourth. The great majority of the passengers reported by these cities were ferry passengers, notably so in New York, Phila- delphia, and Boston. IDLE VESSELS. Table 31 shows the number, gross tonnage, and value of idle vessels, by classes, for 1916 and 1906. Table 31.— Idle Vessels: 1916 and 1906. CLASS AND CENSD3 TEAR. Number of vessels. Gross tonnage. Value of vessels. Total: 1916 1,516 1,074 176,743 87,254 $22,490,777 6,895,147 1906 Steam: ' 1916 993 450 270 475 253 149 115,545 49, 131 13,890 11,971 47,308 26,152 20,086,699 5,801,871 1906 SaU: 1916 900,444 1906 . 780,405 1,503.634 Unrigged: 1916 1906 312,871 ' Includes craft propelled by machinery. Vessels that were not in service at any time during the year 1916 were considered as idle and were not in- cluded in the general tables. In 1916 they numbered 1,516 as compared with 1,074 in 1906, an increase of 41.2 per cent. Most of these vessels were small craft, 108 TRANSPORTATION BY WATER. 1,096 of lliem being under 50 tons. About two- thircls of the total number of idle vessels in 1916 consisted of steamers, tkis class showing an increase from 450 m 1906 to 993 in 1916, or 120.7 per cent. The sail craft made a better showing, as the number of idle vessels decreased from 475 in 1906 to 270 in 1916, or 43.2 per cent. Table 32 shows, l>y classes, the idle vessels grouped according to gross tonnage for 1916. Table 32. — Idle Vessels Grouped According to Gross Tonnage: 1916. TOSNAGE. Total. Steam. Gasoline. Sail. Unrigged. Total: Number of vessels.. Gross toQnago 1,516 170,743 202 101,094 701 14,451 270 13,890 253 47,308 5 to 49 tons: Number of vessels Gross tonnage. . 1,096 17,958 137 9,864 120 16,806 33 7,999 42 13,872 27 11,995 31 18,930 19 34,658 9 31,575 2 13,086 128 3,613 59 4,500 43 6,388 9 2,180 10 3,557 6 2,790 12 8,306 15 28,352 8 28,322 2 13,086 678 9,706 21 1,391 1 101 224 3,342 26 1,807 10 1,393 3 723 1 323 2 972 2 1,424 2 3,906 66 1,297 50 to 99 tons: Number of vessels 31 2,166 100 to 199 tons: Number of vessels 66 8,924 21 200 to 299 tons: Number of vessels 5,096 300 to 399 tens: Number of vessels 31 Gross tonnage 9,992 19 400 to 499 tons: " Number of vessels. . 8,233 17 500 to 999 tons: 9,200 2 1,000 to 2,499 tons: Number of vessels Gross tonnage 2,400 2,500to 4,999 tons: Number of vessels 1 3,253 5,000 tons and over: I'ORTO KICAN COMMERCE. Table 33 shows the statistics for the iVmcrican ves- sels operating locally at Porto Rico in 1916 and 1906. Table 33. — ^Vessels Operating Locally at Porto Rico: 1916 AND 1906. Total. Steam.' Sail. Unrigged. Number of vessels: 1916 320 205 11,943 5,566 $607,708 $180,519 $478,802 $227,031 709 003 $211,608 $121,533 806,683 2,400 68,077 24,120 19 4 968 94 $1.55,850 $29,200 $168,023 $7,000 110 16 $55,630 $5,381 805,135 05 43 1,822 905 $143,122 $43, 175 $138,3.50 $42,258 203 132 $55,306 $24,861 1,548 2,400 49,956 24,120 236 1906 158 Gross tonnage: 1916 9,153 4,567 $308,736 $108 144 1906 Value of vessels: 1916 1906 .. . . Gross income: 1916 $172,429 $177,173 1906 Number employed on vessels; 1916 456 1906 455 Wages: 1916 $100,612 $91,291 1906 Ntmiber of passengers carried: 1916 1906 Freight carried2(tonsof2,000 pounds): 1916 15,803 2,318 1906 » Includes craft propelled by machinery. : Does not include harbor work amounting to 430,493 tons in 1916 and 258,747 tons in 1906. This fleet ])rovides transportation for the island ports and markets, and also collects and distributes the traffic carried bj" the lines inlying between Porto Kico and the Atlantic ports of the United States. The number of craft thus employed showed an increase from 205 in 1906 to 320 m 191G, or 50.1 per cent, and an increase m tonnage of 114.6 per cent. The total value of the vessels showed an increase of 230.6 per cent, and the gross income an increase of 110.0 per cent. The passenger traffic also showed a large in- crease from 2,400 passengers carried in 1906 to 800,083 carried in 191G. VESSELS ENGAGED IN FOREIGN COMMERCE. Table 34 shows the number and tonnage of Ameri- can vessels engaged in foreign commerce from Atlan- tic and Gulf ports, as compared with foreign craft so engaged, with the jiercentage of the tonnage furnished by American vessels for 191G. That American shipping is making gams in foreign trade is shown by the records of arrivals and clear- ances at the different ports. In 1916, 4,948 American vessels, Anth a total tonnage of 7,257,092, entered Atlantic and Gulf coast ports, which was an mcrease of 99.4 per cent for the number of vessels and 175.9 per cent for the amount of tonnage as compared with 1906. In the clearances also the x\jnerican craft gained 102.5 per cent in the number of vessels and 182.7 per cent in the total tonnage smce 1906. The number of American vessels (both steam and sail) that entered these ports in 1916 was 29 per cent of the total, as compared with 17.3 per cent in 1906, while the number of American vessels clearing was 29.2 per cent of the total, as compared with 17.9 per cent m 1906. In 1916, 22.7 per cent of the tonnage entered at Atlantic and Gulf ports, and 22.8 per cent of the tonnage cleared at these ports were American. These figures show substantial increases since 1906, when the per- centages were 10.8 for entrances and 11.1 for clear- ances. In every customs district, with the exception of Florida and New Orleans, the percentage of the ton- nage of American vessels entering and clearing in Atlantic and Gulf ports was higher for the sailing craft than for the steamers. The customs districts of Florida and Connecticut showed the highest percentages of American sailing and steam tonnage entering the ports of those districts, 67.9 and 66.1 per cent, respec- tively, while the districts of Florida and Ehode Island showed the highest percentages of clearances, 66.2 and 63 per cent, respectively. The liigh percentage of the Florida district was due probably to the extensive trade between Cuba, and Key West and Tampa. ATLANTIC COAST AND GULF OF MEXICO. 109 Table 34.— VESSELS ENTERED AND CLEARED IN THE FOREIGN TRADE, BY CUSTOMS DISTRICTS: 1916.' CUSTOMS DISTEICT AOT) CLASS OF VESSEL. Atlantic and Gulf coasts fSaillng. districts \Steani.. Atlantic coast districts Ilw^^' Co^^ticut (i^^S- <^^ IS; Maine and New Hampshire. ./gf''^^" Maryland ji^'j^f.; Massachusetts &^?; New York fe'iSf- North CaroUna {fte^m' ™>-4 1R8 12 1,240 2, 2*8 522 694 199 42 4 275 114 60 820 271 141 20 264 50 74 Side wheel. Stem wheel. 130 6.1.730 2,812,508 455,063 36,765 418, 298 284,636 2,638 281,998 2,110,441 24,327 2,086,114 26,098 26,' 098' 61,090 2,754,550 449,110 .3.->,H2 413,968 280,101 2, .596 277,505 2,060,662 23,3.52 2,037,310 25,767 94 25,767 HORSEPOWER OF ENGINES. Steam. Gasoline. 242,989 49,900 14,786 1,442 43,620 105, 756 27,485 168,746 25,512 6,479 348 25,110 98,733 12,564 20,328 6,828 1,702 87 7,525 3,168 2,020 43,991 18,415 6,605 977 10,936 3,600 3,458 1,924 145 30 49 257 9,443 ATLANTIC COAST AND GULF OF MEXICO. PATION, AND OWNERSHIP: 1916— Continued. 113 CONSTRUCTION. Value of vessels. INCOME. EMPLOTED ON VESSELS. Number of passengers carried. FKEIOHT CABEIED (TONS Of 2,000 POUNDS). Metal. Wood. Com- posite. Total. Freight, Passenger. Another. Niiinber. Wages. Exclusive of lighterage. Lighterage or harbor work. 79 6.876 7 $28,828,343 $13,250,347 $2,8.35,864 $473,674 $9,940,809 14,. 514 $7,259,556 2,713,7,52 1,515,541 71,078 1 29 4 4' 30 12 35 1 1 3' 28 2 4 2 1 i" 31 26 2 i' 1 1 9 1,550 398 37 1.801 2.379 711 5,269 1,087 205 12 1,241 2,205 519 700 202 44 4 277 113 60 827 2,56 149 20 280 49 73 80 5 1 5' 1 7 1 5' 1 8,467,148 980,0,50 109,462 3,885,809 12,7ai,3.50 2,622,524 17,465,143 2,014,421 412,750 24,,8.-,0 1,969,086 12, 111, .541 932,500 1,7,54,. 577 424.412 111.975 6,500 740,920 336.4,-,0 134,320 8,4.58.918 6,019.015 455,325 73,112 1.172,303 299,209 439,984 1,149,670 9,300 3,284,882 1,015,. 518 120,037 7,904,104 102,025 823,751 6,603,019 1,678,091 432,947 40, 700 3,827,065 91.. 545 532,701 2,212,272 394.177 83.904 7. .895 1,628,845 6,SS0 90,571 4.371,410 1,203.7.16 498,697 71.112 2,441,074 3.600 155.841 60,616 8,858 2, 787, 156 1,410 370,823 234 102,617 126,903 1,013,904 17,420 7,859,314 102,025 821,243 4,926,221 69, 716 431.803 .4,371 3, 798, .593 91.. 515 530,193 1,828,634 21,814 83,904 1,625 1,623.810 6.880 90,571 3,134.196 35.313 493. 197 11.124 2,429.791 3,600 155,841 51,758 3,026 836 SO 6,896 2.. 521 1,155 8,896 1,.8,52 355 21 3,745 2,. 3.87 536 1,930 403 91 3 1,297 68 68 3,264 763 390 54 1,846 61 1,50 424 8 1,150,991 443,271 37,717 3. .5,50, 596 1,301,141 775,837 3,846,276 581,678 100,, 529 12,.<34 1,693.719 1.247.462 150,054 1.107,166 160,860 41,223 1,420 845,399 25,2.50 33,009 1,807,078 404,702 241,514 21,,3a3 l,00R.3.i8 26,269 106, 872 499,036 3,754 1,430,805 1,932 1,280,965 1,494,309 828 69,518 2 3 4 44,790 20,050 5 A 2,508 1,402,743 1,370,853 910 354 861,550 845,568 403 1,560 22,048 20,488 7 274,085 237,522 234 36,329 1,369,324 970,680 1,982 396,662 8 9 10 1) 28,472 2;568' 345.668 340.633 15,225 1? n 354 207,772 204,573 1,560 4.736 4,736 14 37,970 31,700 113,743 ,54,1.33 15 16 17 6,270 59,610 18 5,035 3,199 19 W n 1.079,397 1,067,614 600 160,817 100,799 1,211,715 405,022 441,031 438,980 425 44.294 44,294 22 23 ?4 60,018 806,693 ?5 11,283 1,626 2fi 27 ?8 8,056 8,056 802 802 18,970 970 5,188 5,188 211 30 31 9' 1 3 12 59 5,000 3,500 16,150 1,115,720 2 8 5 401 2,100 5,120 2,160 485,902 18,000 32 7,120 7,120 33 34 44,633 44.638 35 93 4,150 9 46,323,549 35,820,509 29,493,152 17, 726 6, 309, 631 13,672 8,513,087 867 13,348,876 61,640 36 85 3 10 21 8 3 10 3 3 74 74 257 1,887 1,715 476 72 2,767 993 1,278 440 51 596 355 207 30 4 730 495 220 5 10 57 39 10 1 7 10, .514 9' 8 S 1 i' 1 40,324,576 3,392,652 1,792,288 314,033 11,410,462 8,098,513 1,519,3,58 1,732,808 59,783 6,151,622 5,610,9,53 494,0^4 3S.8S0 7,100 27,903,479 20,421,219 1,273,010 19,600 189,650 857,986 693,886 105, 600 1,000 57,500 68,7,32,989 29,758,507 6,001.601 1,650 58,751 9,681,400 6,583,363 3,067,9H3 1,6,50 28,404 6,902,194 5,844,675 1,055,769 29,417,669 75.483 17, 725 323.112 5,920.113 1,0.50 58,751 3,094,700 42.. 576 3,022.070 1,6,50 28,401 1,036,698 1,551 1,033,397 3,706 9,0S0 772 114 9,523 3,293 5,128 756 46 2,974 1,761 1,192 15 a 5,731 3,439 2,263 4,S61,144 3, 270, ,535 345.041 36,067 3,441,4,53 1.471,791 1,619.427 339,978 10,257 1,678,019 1,119.978 552.078 4,963 1,000 3,105,257 2,123,336 970,914 867 13,300,818 48,058 61,640 37 38 39 40 6,582,900 6,536,987 45,913 3,800 3,800 537 537 2,390,850 2, 360, .869 29,931 52,662 82,662 41 42 43 44 4ft 5,851,596 5,829,224 22,372 13,900 13,900 320 320 1,248,304 1,231,260 17,044 2,500 2,500 46 47 48 49 1,750 13,485,597 16,772,400 1,689,600 1,750 1,98.5,722 27S.985 1,683,140 .50 16,499,849 16,493,389 6,460 26 26 10 10 9,537,903 9,537,517 386 6,478 6,478 51 52 fi3 fi4 23,597 751,318 558,069 188,249 23,597 192,511 29 444 213 197 1 33 15,587 11,007 2SS,358 146,339 128,116 100 13,803 10,631.336 ftft 5.58,807 558,069 738 171,819 171, 172 ,56 S7 187,511 58 59 5,000 61,116,068 6,000 14,553,681 60 46,548,460 8,927 139,540 25,088,527 98,217,377 61 4 253 12 4 8 9 9' 236 """236' 441 10,073 2,111 2.1 1 1,847 1,094 17 1,077 7,179 160 7,019 130 i' 1 i' 914,437 67,818,552 7,375,5.57 565, 951 6,809,606 5,690.442 .52,600 5,637,842 54,883,095 295,.S.S6 54,587,209 733,895 617, 1,59 60,498,909 5,863,176 2,50, 159 5,612,717 4,675,867 11, I'M 4, 661, 401 50,275,297 3,55,234 49,920,063 301,728 566.732 45,981,728 4,993,422 211,001 4,751,821 3, 370, .585 10, 766 3,359,819 38,130,603 314,365 37,866,238 3,850 50,427 14,508,254 869,7.54 8,858 860,896 1,305,2,32 700 1,304,582 12,085,767 40, 869 12,(M4,S9S 297, 878 360 15,227 2,206 194 2,012 1,541 15 1,526 11,771 151 11,620 69 206,519 10,424,817 1,221,490 109,897 1,111,593 913.606 S,s,50 909, 756 8,447,278 87,772 8,359,506 43,962 357,845 24,730,682 3,389,607 101.421 3,2SS,1S6 3,061,736 12,100 3,049,636 18,633,384 244,324 18,389,060 3,300 2,212,352 96,005,025 7,529.980 1,177,634 6,352,296 6,213,823 28,850 6,184,973 34,467,574 1,005,818 83,461,758 6.000 62 8,927 139,540 63 64 65 m 67 68 69 8,927 139,540 70 71 8,927 139,540 72 74 130 783,895 301,728 3,850 297,878 69 43,962 3,800 6,000 75 116515°— 20— 8 p PACIFIC COAST 115 1 PACIFIC COAST (INCLUDING ALASKA). By F. W. Chase. SCOPE OF THE REPOET. The statistics of water transportation which are presented in this section of the report are for ves- sels operating on the ooasts of the three states border- ing on the Pacific Ocean and the territory of Alaska. The report for the census of 1889 did not include Alaska. In that year very httle shipping was car- ried on entirely within Alaskan waters, and the ma- jority of the vessels operating between Alaska and ports in Washington, Oregon, or California were credited to those states. Under these conditions, the totals for the shipping on the Pacific coast, including Alaska, for 1916 and 1906 are properly placed in com- parison with the totals for the Pacific coast in 1889. The total shore line of the three states, includ- ing the shore line on tidal waters to points where such waters narrow to a width of 1 statute mile, is estimated to be about 3,700 statute miles. There has been, however, no systematic siuTcy of water areas adjacent to these states for 20 years. This coast line, with its nmnerous harbors and rivers that penetrate far into the interior, affords exceptional facilities for the prosecution of maritime commerce. A considerable foreign trade is carried on between the Pacific coast ports and Great Britain, Japan, China, and South America, while regular passenger and freight vessels ply between the Hawaiian and Philip- pine Islands. The harbors on the Pacific coast are exceptionally good, and while the true harbors are not numerous there are roadsteads and many ports that afford safe anchorage. San Francisco Bay, which is about 40 miles long, furnishes the principal harbor on the coast and is one of the finest in the world. Adjoining it on the north is San Pablo Bay which is connected with Suisim Bay by the Strait of Carquinez. The Sacra- mento and San Joaquin Rivers discharge together at the eastern end of Suismi Bay, affording contmuous navigation from the sea to Sacramento and Stockton; and for hght-draft boats these rivers are navigable north to Red Bluff on the Sacramento and to Fire- baugh on the San Joaquin. The next harbor of importance in California is at Los Angeles, on the river of the same name, about 14 miles from the Pacific Ocean. In the extreme south- ern part of California is the harbor of San Diego, about 500 mdes from San Francisco Harbor. Wliile the lack of deep and convenient harbors on the California coast centralizes commerce at San Fran- cisco, a large amount of commerce is carried on by small vessels which fijid shelter and opportunity in the roadsteads which are distributed over almost the whole length of the coast, the principal ones being Los Angeles (San Pedro), San Luis Obispo, Monterey, and Santa Cruz, situated south of San Francisco, and Drakes Bay, Trinidad, and Crescent City to the north. The coast line of Oregon is but little indented. The landings for commercial purposes are principally formed by the mouths of rivers, the mouths of the Rogue River, the Coquille, the Umpqua, and the Sius- law being of the most importance. Good harbors are also found at Port Orford, Coos Bay, Tillamook Bay, and Yaquina Bay. The most remarkable waterways of Oregon are the Colimibia and Willamette Rivers. The Willamette flows northward and empties into the Columbia about 100 miles from the ocean, and is navigable for hght craft as far as Eugene. The city of Portland, situated on the Willamette River, about 12 miles from its confluence with the Colmnbia and 110 miles by river from the sea, is the head of ocean navigation for nearly the whole area drained by the Columbia River, and is the first place north of San Francisco, from which it is distant about 700 miles, which wiU admit seagoing vessels of all classes. The only indentations of any commercial conse- quence on the coast of Washington between the mouth of the Columbia River and Cape Flattery are Willapa Harbor and Grays Harbor. The distinguishing fea- ture of the coast of Washington is Puget Sound. This landlocked body of salt water, together with its many navigable inlets extending inland from 5 to 35 miles, gives the state a commanding position in the commercial development of the Pacific coast. Seattle, the commercial center of Puget Soimd, is about 150 miles from the sea and its harbor admits the largest ocean- going vessels. Seattle is the starting point as well as the distributing point for practically ^11 the Alaskan trade. Regtilar steamers leave this port for Ketchi- kan, Wrangell, Juneau, Nome, and other Alaskan points. Steamers also leave this port for British Co- lumbia, Japan, China, Austraha, South America, Ha- waii, Philippine Islands, Great Britain, and other for- eign countries. Other cities of importance from a shipping stand- point situated on Puget Sound are Port Angeles, Bel- lingham, Anacortes, Everett, Tacoma, and Olympia, the latter city being at the head of navigation, 50 miles SSW. of Seattle. 117 118 TRANSPORTATION BY WATER GENERAL SUMMARY. The comparative tables in this report do not in- clude vessels engaged in the fisheries, as statistics concerning such vessels were not secured in 1906 or 1889. Table 1 summarizes the general statistics for 1916, 1906, and 1889. Table 1.— ALL VESSELS AND CRAFT, EXCLUSIVE OF FISHING VESSELS: 1916, 1906, AND 1889. Number of vessels Gross tonnage Value of vessels Gross income Number employed on vessels Number of passengers ai tried Freight and harbor work (tons of 2,000 pounds) Freight carried Harbor work 1916 4,092 1,185,901 $127,310,646 J80, 215, 193 23.576 $18,055,141 65,408,843 25, 125, 484 21,853,985 3, 271, 499 1906 2,537 977,687 S76, 622, 6'i3 $48, 620, 139 20,142 $12,950,399 44,189,971 17,622,816 13,301,293 4,321,5^ 1889» 1,635 419,157 821,824,040 $19, 872, 738 11,315 $5,880,421 15,672,093 11,249,927 8,818,363 2,431,564 1906 __ 2,123 1,066 10,300 518,107 $105, 9X7, 697 S60, 440, 145 $72,149,333 $40,220,388 20,014 $16,366,933 55,408,843 23,377,203 20, 105, 704 3, 271, 499 15, 661 $10,230,828 44, 187, 184 14, 173, J u 1889 465 160,293 $14, 767, 355 812,959,914 6,682 $3,567,226 15,672,093 ^ 1916 296 222,040 $13,259,661 $8, 065, 860 3,562 $1,688,208 1,748,281 1, 74S, 2S1 666 3a5, 2S3 $11,533,171 $S, 299, 751 4,481 $2,719,571 2, 787 3,449,217 1889 681 195,508 $6,251,340 56,912,821 4,633 32,313,195 2,761,826 t^ UNRIGGED. 1,673 aw, 561 1,08:5,288 C) {') (') $4 1906 805 154,297 649,317 {<) 1889 489 63,356 $825,345 (') (') » Includes craft propelled by machinery. * Includes schooner barges, scow schooners, etc., when fitted with sails. ' Excludes 10 steamers and 86 sailing vessels registered in Atlantic coast ports, but engaged wholly or partially in business on the Pacific coast. Table 2 gives percentages of increase based on figures given in Table 1 . Table 2. — ^All Vessels and Craft, Exclu.sive of Fishing Vessels, Per Cent op Inceease: 1889-1916 and 1906-1916. FEB CENT OF INCSEASE.I Total. Stcam.i Sail. Unrigged. 1906- 1916 1889- 1916 1906- 1916 1889- 1916 1906- 1916 1889- 1916 1906- 1916 1889- 1916 Number of vesseb; 61.3 21.3 66.2 65.3 17.0 39.4 25.4 42.6 64.3 -24.3 150.3 182.9 483.4 303.6 108.4 207.0 253.6 123.3 147.8 34.5 99.2 37.1 75.4 79.4 27.8 60.0 25.4 64.9 8 356.6 343.2 617.7 456.7 199.5 358.8 253.6 175.4 (') -55.6 -27.3 15.0 -2.8 -20.5 -37.9 -56.5 13.6 112.8 16.7 -23.1 -27.0 107.8 64.3 73.4 (0 242.1 300.2 877.0 (') Number employed on ves- sels (') <'S Number of passengers car- Freight and harbor work (tons of 2,000 pounds). . . Freight carried -49.3 8 -36.7 (') (4 iii I A minus sign (— ) denotes decrease. • Includes craft propelled by machinery. " Figures not available. DiAGKAM 1. — Gross Tonnage of All Vessels and Craft, Ex- clusive OF FiSHiNQ Vessels: 1916, 1906, and 1889. HUNoneoa of thousands of tons leie 1008 ^^BOX^^^ GROSS TONNAGE 1018 * Included in statistics for steam 6 Figures not available. Diagram 2, — Valuk of All Vessels and Craft, Exclusive of Fishing Vessels: 1916, 1906, and 1889. MiU.IONa or DOLLARS t9id i90eC '///////,m ^^« y'////Amy///////////////y^^^^^^ iMJ lUNRiaOEO VAUUC OF VESSELS iSlS Diagram 3. — Gross Income of All Vessels CLUsrvE op Fishing Vessels: 1916, 1906, AND Craft, Ex- AND 1889. MILLIONS OF DOLLARS loie i9oa 1669 ^^^^^^^^^^^^^^''^^ GROSS INCOME ISIS Taken as a whole, the statistics for the Pacific coast show a satisfactory increase for the decade 1906-1916. The totals for all classes of vessels combined show increases from census to census for each item pre- sented in Table 1, except harbor work from 1906 to 1916. Increases are shown for steam vessels, which include all craft propelled by machinery, while sailing PACIFIC COAST (INCLUDING ALASKA). 119 vessels show a general decrease from 1906 to 1916 in all items, except value. The fact that all craft equipped with propelling power were classified as steam vessels, and the further fact that dm-iug the last decade many sailing vessels have been equipped with auxiliary power placing them in the "steam" class has had some effect in reducing the actual number of sailing vessels. In 1889 the sailing vessels on the Pacific coast represented 41.7 per cent of the total number, while in 1906 the percentage was 26.3, and in 1916 it was only 7.2. Correspondingly, their pro- portion of the total tonnage decreased from 46.6 to 31.2 and to 18.7 per cent, respectively, at the later censuses. Steam vessels show an increase over 1906 of 1,057 in number, their gross tonnage having in- creased 192,253 tons, and their value $45,547,552, the percentages of increase being 99.2, 37.1, and 75.4, respectively. The increase over 1906 of 66.2 per cent in the total value of all vessels is to a greater or less degree prob- lematical, as the estimate placed upon the valuation of a vessel is often dependent upon extraneous condi- tions, and frequently overestimated by the owner, while, on the other hand, a "book value" may have been reported which is below the actual commercial value. Valuation, therefore, by itseK, or as compared with tonnage, may to some extent be misleading. The gross income increased from $48,520,139 in 1906 to $80,215,193 in 1916, or 65.3 per cent. Steam vessels and unrigged craft combined contributed 89.9 per cent of the total income in 1916 and sailing ves- sels 10.1 per cent. In many cases no separate report of income was obtainable for barges and other unrigged craft which were towed by tugs of the same owner- ship. In such cases, the freight carried on unrigged craft was credited to these craft, while the income was reported for the towing vessels. The total number of passengers carried shows an increase of 11,218,872, or 25.4 per cent, over 1906. Important among the items shown in Tables 1 and 2 ia that of freight movements. A marked development is shown in freight traffic on the Pacific coast during the passing of the 27 years covered by these tables. In 1889 an attempt was made to include "logs towed in rafts" as freight, but this was found to be so luisat- isfactory that the attempt was abandoned at the cen- sus of 1906. It is uncertain how much of such freight was included in the 1889 figiires, but it is safe to as- sume that it would form but a small percentage of the total. The total amount of freight carried, including har- bor work, increased 7,502,668 tons, or 42.6 per cent, between 1906 and 1916. The lighterage — or harbor work — included in the total freight carried amounted to 3,271,499 tons in 1916 and to 4,321,523 tons in 1906. The decrease in amoimt of freight carried by sailing vessels is due largely to the change of classi- fication owing to the installation of auxiliary power. Table 3.— ALL VESSELS AND CRAFT, BY OCCUPATION, WITH PER CENT OF TOTAL: 1916. OCCUPATION. Total Commercial vessc Is . Freight and passcnecr Tugs and other towing vessels . Fishing vessels Ferryboats JMunioipal Railroad Another Unrigged craft Yachts Miscellaneous.. Num- ber. 4,962 4,530 1,269 642 870 76 11 2.S 37 1,673 322 110 Per cent of total. 100 91.3 25.6 12.9 17.5 1.5 0.2 0.6 0.7 33.7 6.5 2.2 Gross tons. 1,215,303 1,201,933 831,950 35,600 29,342 61,480 4,209 43,816 3,425 253,661 9,009 4,361 Per cent of total. 100.0 98.9 68.5 2.9 2.4 4.2 0.3 3.6 0.3 20.9 0.7 0.4 VALUE OF VESSELS. Amount. $132,524,924 129,325,880 102,573,994 6,866,384 6,214,278 6,607,936 401,637 5,799,857 406,442 8,063,288 2,211,062 987,982 Per cent of total. 97.6 77.4 5.2 3.9 5.0 0.3 4.4 0.3 6.1 1.7 0.7 GROSS INCOME. $85,030,1*4 84,719,391 65,330,908 6,019,784 4,814,991 3,259,556 89,628 2,786,849 3S!,079 15,294,152 47,951 262,842 Per cent of total. 100.0 99.6 76.8 7.1 5.7 3.8 0.1 3.3 0.4 6.2 0.1 0.3 EMPLOYFn ON VESSELS. Number. 28,466 27,950 18,309 2,412 4,890 825 106 607 112 I 1,514 270 246 Per cent of total. 100.0 98.2 64.3 8.5 17.2 2.9 0.4 2.1 0.4 5.3 0.9 0.9 .\mcunt. $20,483,963 20,065,835 13,411,782 2,116,600 2,428,822 964,0.80 112,212 757.485 94,383 ' 1,134,651 208,682 219,446 Per cent of total. 100.0 97.9 65.5 10.3 11.9 4.7 0.5 3.7 as S.S 1.0 1.1 1 In many cases the income, employees, and wages for unrigged craft were not reported separately, but were included in the reports for towing vessels. Of the Pacific coast fleet the vessels used for com- mercial purposes formed 91.3 per cent of the total number, and their tonnage and value formed 98.9 and 97.6 per cent of the respective totals. A further segregation has been made which presents statistics for vessels according to their character of service. Those classed as freight and passenger were the most important in every respect, except as to number of vessels. Together with the unrigged they repre- sented 59.3 per cent of the total number of vessels, 89.3 per cent of the gross tonnage, and 83.1 per cent of the gross income. Tugs and towing vessels are so closely related, and so essential to the freight and passenger and the unrigged craft, that it is unsat- isfactory' to consider separately several of the items connected with their statistics. They represented, however, 2.9 per cent of the total tonnage and 5.2 per cent of the total value. 120 TRANSPORTATION BY WATER. In 1006 forryboats owned and operated by railroad companies in transferring cars were chxssificd as ferry- boats. The statistics for 1916 eliminated such craft from that class and included them with the passenger and freight service. The 76 ferryboats in 1 9 1 6 formed 1.5 per cent of the number of all classes, 4.2 per cent of the total tonnage, and reported 3.8 per cent of the total income. Fishing vessels, engaged primarily in salmon fishing, reported 17.2 per cent of the total number of employees, and 11.9 per cent of the total amount of wages, while the}' represented 17.5 per cent of the total number of craft reported. The 322 yachts formed 6.5 per cent of the total number and 1.7 per cent of the total value of all vessels, but for none of the other items contained in the table did then* proportion exceed 1 per cent. The miscellaneous gi'oup of vessels embraced dredges, pilot boats, water boats, those used for scientific and benevolent purposes, and various other vessels not specifically covered by the other classifi- cations. Table 4.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND OCCUPATION: 1916 AND 1906. CLASS AND OCCUPATION. Total. Steam' Freight and passenger Tugs and other towing vessels . Ferryboats Yachts Miscellaneous Sail' Freight and passenger. Yachts Miscellaneous Unrigged . NUMBER OF VESSELS. 1916 4,092 2.123 1,005 642 76 293 107 296 264 29 3 1,673 2,537 1,066 604 313 47 66 666 547 104 15 805 Per cent of increase.! 61.3 99.2 66.4 105.1 -55.6 -51.7 -72.1 107.8 GROSS TONNAGE. i.iR.'i.gei 710,360 611,021 a5,60O 51,480 8,417 3,842 222,040 220,929 592 519 253,561 1906 977,687 61S.107 451,270 24,151 40.171 1,065 1,450 30), 283 302, 798 1,459 1,026 1.54,297 Per cent of increase. I 21.3 37.1 35.4 47.4 28.2 690.3 165.0 -27.3 -27.0 -59.4 -49.4 64.3 VALtJE OF VESSELS. 1916 JI27,310,646 105,987,697 89,404.958 6,866,3K4 6,607,936 2,139,937 968,482 13.259.6(il 13,169.035 71,125 19,500 8,063,288 1906 176,622,633 60,440,145 52.164,977 3.. 3.53, 927 4, 315, .'■,22 294,800 310,919 11.533,171 11,275.586 174.110 83,475 4,649,317 Per cent Of increase.! 66.2 75.4 71.4 104.7 53.1 625.9 211.6 15.0 16.8 -59.1 -76.6 ' A minua tficrn ( — ) denotes deereaj^e. Percentages are omitted when base is less than 100. ' Includes craft jiropelled by machinery. ' Includes 13 schooner barges of 5,469 tons in 1916 and 9 schooner barges of 9,077 tons in 1900. Steam vessels show a large mcrease, 99.2 j^er cent, and represent over one-half of the total number of all vessels in 1916, while the gross tonnage increased 37.1 per cent and the value 75.4 per cent, these two items in 1916 representing 59.9 per cent and 83.3 per cent of the respective totals for the Pacific coast. Freight and passenger steam craft increased 66.4 per cent in number, 35.4 per cent in gross tonnage, and 71.4 per cent m value, and represented in 1916 almost half of the total number of all steam vessels and over eight-tenths of the tonnage and value of such vessels. Steam tugs and other towing vessels increased 105.1 per cent in number, 47.4 per cent in gross tonnage, and 104.7 per cent in value, while they represented 30.2 per cent of the total number of steam craft and about one-twentieth of their tonnage and about one- sixteenth of their value. Ferryboats show substantial increases, but the dif- ference in their proportion of the total steam vessels is not so great. Yachts and miscellaneous craft were comparatively unimportant as to tonnage and value, although they show large increases. The sail vessels showed a decrease since 1906 in number and tonnage. The freight vessels of the sail- ing fleet constituted 89.2 per cent of the total num- ber of sailing craft, and 99.5 per cent and 99.3 per cent, respectively, of the tonnage and value of such craft. The unrigged craft of the Pacific coast included all craft engaged m the transportation of freight and hav- ing no motive power, such as barges, scows, lighters, pile drivers, dredges, etc. This class of vessels shows a marked development during the 10 years covered by the table. The number of vessels increased 868, or 107.8 per cent, the tonnage 99,264 gross tons, or 64.3 per cent, and the value $3,413,971, or 73.4 per cent. During the decade there was a gain in the Alaskan un- rigged fleet of 432 vessels, resultmg in an hicreased tomiage of 12,730 gross tons and an increased value of $369,680. In 1916 the unrigged craft formed 40.9 per cent of the total number of vessels of all classes oper- ating on the Pacific coast, including Alaska, and 21.4 per cent and 6.3 per cent, respectively, of their tonnage and value. PACIFIC COAST (INCLUDING ALASKA). 121 The following statement shows the number of sail- mg vessels on the Pacific coast in 1916 and 1906, by type or rig : TYPE, NTIMBER OF VES- SELS. GROSS TONNAGE. 191G 1906 1916 1906 Total 296 666 222.040 305,2.S3 Fore and aft rigged: 188 19 5 21 30 30 1 1 1 443 73 13 34 49 46 3 2 3 96,426 402 79 38.293 53,412 32,540 2.52 496 140 140,156 962 199 Square rigged: 60,681 Bark 65, .546 Barkentine 33,904 Brig 1.101 706 28 ' Includes 13 vessels of the schooner barge typo of 5,469 tons in 1916 and 9 of 9,077 tons in 1906. The figm"es in this statement show a decrease m each of the 8 specified types of sailing vessels from 1906 to 1916, both m number and tonnage. The totals for all classes combmed decreased 370, or 55.6 per cent, in number, and 83,243, or 27.3 per cent, in tonnage. RAILWAY SHIPPING. Table 5 shows the craft operated in connection with steam railroads for 1916 and 1906. Table 5. — Craft Operated in Connection with Steam Rail- roads: 1916 ' and 1906. Total. Steam.' Unrigged. Number of vessels; 1916 70 88 5S,9,-i9 51,419 SC. 550, 574 $4,492,603 755 788 $903,330 $744,070 40,774,965 35,996,163 44 38 45,048 38,188 $6,150,019 $4,259,328 705 733 $863,. 534 $696,223 40,774.965 35,996.163 26 1906 50 Gross tonnage: 1916 13 891 1906 13,231 Value of vessels: 1916 $400, 555 1906 $233,335 50 Number employed on vessels: 1906 65 Wages: 1916 $39, 796 1906 $47, 847 Number of passengers carried: 1916 1906 1 Includes one electrified railroad. ' Includes craft propelled by machinery. There were 28 ferryboats and 16 towing vessels comprising the steam part of the fleet in 1916, chiefly employed in San Francisco Ba}'. The number of passengers carried by these railroad ferries repre- sented 73.6 per cent of the total number of passen- gers reported by all vessels on the Pacific coast in 1916 and 81.5 per cent in 1906. The unrigged craft belonging to this fleet shows a decrease in number from the cen.sus of 1906, as small boats have been supplemented by a few larger ones of greater tonnage with a considerably greater average value. GOVERNMENT VESSELS. Table 8 presents statistics for vessels owned and operated by states and municipalities on the Pacific coast for 1916 and 1906. Table 6. -Vessels Owned and Operated by State and City Governments: 1916 and 1906. Total. St«im.' Sail. Un- rigged. Number of vessels: 1916 48 31 9,804 3,988 $1,945,276 $688,728 $481,026 $184,747 427 199 $429,525 $160,636 2.652,830 1,156,000 29 10 5.S09 1,463 $1,029,727 $269,000 $222,965 $2,000 231 62 $263,576 $62,106 2,599,091 1,156,000 19 1906 1 20 Gross tonnage: 1916 3,995 1906. 54 2,471 Value of vessels: 1916 $915,549 1906 $4,000 $415,728 Gross income: 1916 $258,061 1906 $182,747 Number employed on vessels: 1916 ; 196 1906 4 133 Wages: 1916 $165,949 1906 .. . . $190 $98,340 53,739 Number of passengers carried: 1916 1906 ' Includes craft propelled by machinery. Various classes of vessels are represented under this form of owncrsliip, such as ferries, fire boats, police boats, patrol boats, dredges, pile drivers, etc. The fleet includes four boats owned and operated as a free ferry by the city of Portland, Oreg., also four boats owned and operated as a free ferry by Coos Count}', Oreg. Nearly one-half of the total nimiber of passen- gers carried by vessels operated by states and munici- palities were credited to these eight boats. FERRYBOATS. Table 7 presents the statistics of ferryboats for the Pacific coast and the United States for 1916 and 1906. Table 7.— FERRYBOATS: 1916 AND 1906. Census year. Number of vessels. Gross ton- nage. Value of vessels. GROSS INCOME. Number employed on vessels. Wages. • Number ol Total. Passengers. AU Other sources. passengers carried. United States 1916 1906 oil 536 14.0 76 47 224,328 281, 073 -14.1 51,480 40,171 28.2 22.9 15.4 $23,227,174 29,578,380 -2L5 6,607,936 4,315,522 53.1 28.4 14.6 $15,414,079 17,291,073 -10.9 3,259,556 4,208,430 -22.5 21.1 24.3 $10,223,408 10,414,106 -1.8 2,216,001 2,037,580 8.8 21.7 19.6 $5,191,571 6,876,967 -24.5 1,043,555 2,170,850 -51.9 20.1 31.6 4,282 4,519 -5.2 S25 759 S.7 19.3 16.8 $3,947,836 3,537,180 11.6 964,080 703,777 36.0 24.4 20.0 292.177,374 330,737,639 1L7 Pacific coast . 1916 1906 48,280,569 39,532,354 22.1 Per cent of increase ' 1916 1906 ■ 12.4 8.8 16 5 12.0 ' \ minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. 122 TRANSPORTATION BY WATER. The percentages of increase for the PaciCc coast were in excess of those for the United States as a whole, with the exception of the total income and that reported from "All other som-ces," for which items de- creases are showii for both sections. In fact, except for number of vessels and wages, all items for feiryboats in the United States as a whole show decreases in 1916 as compared with 1906. A comparison for 1916 of the statistics for the Pacific coast with similar items for the whole country shows the proportions that the Pacific coast forms of the United States to be about as follows: Number of vessels, one-eighth; tonnage, one- fifth; valuation, one-fourth; gross income, one-fiith; number of employees, one-fifth; and number of pas- sengers, one-sixth. The exact percentages are con- tained in Table 7. FISHING CRAFT. Table 8 presents statistics of the fishing fleet of the Pacific coast for boats of 5 tons and over net register for 1916. A large number of the boats engaged Ln fishing are under 5 tons, and are not, therefore, included; conse- quently this table presents an approximation of the magnitude of the fishing industry in the Pacific and Alaskan waters. T.1.BLE 8. — Fishing Vessels: 1916. Total. Steam. Motor. Sail. Per cent motors are of total. 870 29,342 $.5,214,278 H, 81 4, 991 4,890 $2,428,822 72 7, .503 $1,107,600 $1,212,872 601 $409,208 778 17,798 $3,946,818 $3,258,550 3.877 $1,803,773 20 4,041 $1.-0, srfl $343,509 412 $315,811 89.4 Gro^ tODnapc 60 7 Value of vei>.sels 75.7 67.7 Number employed on vos.seis ." 79.3 74.3 Of the 870 vessels reported, 778 were gasoline or motor, 72 steam, and 20 saOing vessels. The average gross tonnage for each class was: Motor 23, steam 104, and sail 202. The extent to which motor boats are used in the fishing industry is evidenced by the large relative proportions which are shown for such craft. But few of this fleet are used for any other purpose and after the fishmg season they are berthed for the year. OWNERSHIP OF VESSELS. Table 9 presents statistics, by character of owner- ship, for steam and sail vessels for 1916, 1906, and 1889. Table 9.— OWNERSHIP OF STEAM AND SAIL \T^SSELS: 1916, 1906, AND 1S89. ^•UMBER OF ■J'ESSEL.S. GROSS TONNAGE. VALUE OF VESSELS. 1918 1906 1SS9 191G 1906 lgS9 1916 1906 1889 Total 2,419 1,732 1,146 932,400 823,390 3.55,801 $119,247,3.58 $71,973,316 $20,998,695 Steam> and sail: 1.299 1.120 796 936 281 865 836,039 96,3«1 637,571 185,819 164,398 191,403 108,159,859 11,087,499 61,426,691 10,546,025 12,313,110 All other forms of "ownership 8,fia5,5S5 2,123 1,144 979 296 1.5.5 141 1,066 609 457 666 1S7 479 465 221 244 681 60 621 710.360 661,253 49,107 222,040 174,7.86 47,2&i 518, 107 477.815 40,292 305,283 1.59,7,56 145,527 160,293 127, 498 32,795 195,508 36.900 158,608 105,987,697 97,412,223 8,575,474 13,259,661 10,747,P36 2,512,025 60,440,145 55. .560,48.5 4,879,660 11, .533, 171 5, 866, 206 5,666,965 14,767,355 ll,.5-.5.6a5 3,191,750 Sail 6,231,340 737, 505 5,493,835 PER CENT OF TOTAL. Total 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Steami and sail: 53.7 46.3 46.0 54.0 24,5 75.5 89.7 10.3 77.4 22.6 46.2 5.3.8 90.7 9.3 85.3 14.7 58.6 41.4 lon.o 53.9 46.1 100.0 52. 4 47.6 100.0 57.1 42.9 100.0 2S.1 71.9 lOO.O 47.5 52.5 100.0 8.8 91.2 100.0 93.1 6.9 100.0 78.7 21.3 100.0 92.2 7.8 100.0 52.3 47.7 100.0 79.5 20.5 100.0 18.9 81,1 100.0 91.9 8.1 100.0 81.1 18.9 100.0 91.9 8.1 100.0 50.9 49.1 100.0 78.4 21.6 Sail 100.0 11.8 88.2 ' Includes craft propelled by machinery. PACIFIC COAST (INCLUDING ALASKA). 123 Tlie continued growth and increasmg importance of corporate ownership are e^'ident from the comparative data presented in Table 9. In 1889 only one-fourth of the number of vessels and craft reported were under corporate ownership, in 1906 the number was nearly one-half, but in 1916 the number was slightly over one-half. The gross tonnage for corporate o\\'nership was less than one-half the total in 1889 and almost nine-tenths in 1910, while the value, nearly six- tenths in 1889, was nine-tenths in 191G. Corporate o\\'nership of the steam fleet which repre- sented 47.5 per cent of the number of vessels in 1889 increased to 53.9 per cent in 1916; the tonnage of this class increased from 79.5 per cent of the total tonnage in 1889 to 93.1 per cent in 1910, and the value from 78.4 per cent of the total in 1889 to 91.9 per cent in 1916. The number of sailing vessels greatly predominated in "aU other forms of owTiership" in 1SS9 and in 1906, but in 1916 only 47.6 per cent were under this class of ownership. The tonnage and value, over- whelmingly vmder such o^^mership in 1889, were almost as greatly under corporate ownership in 191G. Table 10 shows, by character of ownership, the number, toimage, and value of steam, sail, and un- rigged vessels for 1910 and 1906. Table 10.- -NUMBER, GROSS TONNAGE, AND VALUE OP VESSELS, BY CLASS AND BY CHARACTER OF OWNERSHIP, WITH PER CENT OF INCREASE: 1916 AND 1906. CLASS AXD OVraEESHIP. Kumber. 1916 1906 Per cent of increase, i 1916 1906 Per cent of increase. 1 VALUE OF VESSELS. 1916 1906 Per cent of increase.! Total Individual Firm Incorporated company Another Steam' Individual Firm Incorporated company Another Sail Individual Firm Incorporated company AU other Unrigged lndi\'idual Firm Incorporated company Another ! 4,092 2,537 61.3 1,185,961 977,687 21.3 $127, 310, M6 $76,622,633 66.2 1,069 307 2,653 63 275 1,401 62 32.6 11.6 89.0 72,626 30,601 l,06i,590 17,144 119, .565 73,131 770,404 14, 587 -39.3 -58.2 38.3 17.5 7,413,1.52 3,ni2,3<>0 114.S?9,0:S 2,346,076 12.6 -18.1 108.7 2,123 794 153 1,144 32 296 105 25 155 11 1,673 170 129 1,3.54 20 1,066 320 121 609 18 99.2 148.1 26.4 87.8 666 368 99 -.5.5. 6 -71.3 187 14 -17.1 805 120 55 107.8 41.7 eos 22 122.7 710,360 29, 0S6 14.1.54 661,2.33 5,867 222,040 31,748 8,494 174, 7S6 7,012 253,561 11,792 7,953 229. .551 4,265 518,107 23,015 14,0!vt 477. S15 3,193 305,283 8% 227 51,721 159,756 8,579 154,297 11,353 7.3:6 132. S33 2,815 37.1 26.4 0.5 38.4 83.7 -27.3 -62.7 -83.6 9.4 -18.3 64.3 4.1 8.6 72.8 51. S 105,987,697 5,402.817 2,138,130 97,412,223 1,034,527 13,259,661 1,7.53. .525 S-^^.-tOO 10,747.636 370,000 8,063,283 256. SIO 4S.5, 760 6,379.169 941,549 60,440.145 2,912,260 1,-599, 400 53,560,485 368,000 11,533,171 3,455,600 1,934,51)5 5,866,:(16 276,800 4,649,317 217,405 144,360 3,808,324 479,228 75.4 85. 3 33.7 75.3 181.1 15.0 -49.3 -79.9 83.2 33.7 73.4 18.1 236.5 67.5 96.5 ' A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. * Includes craft propeUed by machinery. Of the 4,092 vessels reported in 1916 for the Pacific coast, corporations controlled over three-fifths of the number and nearly nine-tenths of the tonnage and value. Individual o\vnership ranked second, while the proportions credited to firms and "all other" forms were unimportant. Steam vessels have in- creased their relative proportions of number, tormage, ^nd value since 1906 whde, on the other hand, sail vessels not only show relative decreases in all three respects but also show actual decreases. The unrigged craft increased both actually and relatively. XUMBEK AND TONNAGE OF VESSELS. Table 11, on page 124, shows steam, sail, and un- rigged vessels, grouped according to gross tonnage for 1916 and 1900. In 1916, of the total number of vessels, 3,810, or 93.1 per cent, were less than 1,000 gross tons each. The actual tonnage represented by this number was 489,142, or 41.2 per cent of the total tonnage. The vessels of 1,000 tons and over numbered only 282, or 6.9 per cent, but this number represented 696,819 tons, or 58.8 per cent of the total tonnage reported for the Pacific coast. The largest tonnage for 1916 for any single group is in that of 1,000 to 2,499 tons, •with a total of 200 vessels and 310,739 tons, the largest proportion of the toimage for this group being for steam vessels. There were 34 vessels of over 5,000 tons each, all steam, representing a total of 224,320 tons, or 18.9 per cent of the tonnage of all vessels. The greater proportion of the unrigged craft were un- der 300 tons, only 14.8 per cent of the total nimiber being of larger tonnage. The greater proportion (60.5 per cent) of sail vessels were over 500 tons, the ton- nage being 206,239, or 92.9 per cent of the total. CONSTBUCTION AND VALUATION. Table 12, on page 124, shows the nuinber, toimage, and value of vessels, by occupation and character of construction, for 1916, 1906, and 1889. 124 TRANSPORTATION BY WATER. Table 11.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1916 AND 1906. TOTAL. STEAM .1 SAIL. UNWOOED. 1916 1906 1916 1006 1916 1906 1916 1906 Total: 4.092 1,185,961 2, .537 977,687 2,123 710,300 1,066 518,107 296 222,040 666 305,283 1,673 253,561 805 1.54,297 5 to 49 tons: 2,207 42,234 428 30,470 413 56,372 197 47,780 106 35,736 176 76,247 284 200,303 200 310, 739 48 161,760 34 224,320 976 18,809 320 22,546 283 40,050 1.55 37,691 lis 40,612 98 44,079 361 243,497 177 271,106 34 109,680 15 149,657 1,373 23,800 181 13,500 103 16,123 71 17,553 51 17,343 45 19,989 133 96,142 93 148,902 39 133,682 34 224,320 4,59 7,400 104 7,862 116 17,459 62 15,121 60 20,512 50 22,324 105 71,257 62 99, 677 33 106,838 15 149,657 56 1,339 24 1,621 5 713 7 1,855 11 3,788 14 6,485 98 66,850 73 114,341 8 25,048 257 6,151 62 3,751 18 2,662 24 6,298 30 10,429 30 13,804 1,56 108,095 98 151,251 1 2,842 778 17,089 223 15,349 305 40,630 119 28,372 44 14,605 116 49,773 .53 37,311 34 47,496 1 3,030 260 5,258 50 to 'J9 tons: 164 10,933 100 to 199 tons: 149 19,929 200to 299 tons: Number of vessels . 09 16,172 300 to 399 tons: ^ 9,671 400 to 499 tons: Number of vessels 18 7,961 500 to 999 tons: 100 (ifoss tonnage 64,145 N umber of vessels 17 20,238 2,500 to 4. 999 tons: G ross tonnage » Includes craft propelled by machinery. Table 12.— NinviBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND OCCUPATION AND BY CHARACTER OF CONSTRUCTION: 1916, 1906, AND 1889. CLAS3 AUn OCCUPATION. Aggregate. Steam >.. Freight and passenger Tugs and other towing vessels Ferryboats Yachts. miscellaneous. . SaU. Freight and passenger. Yachts. Miscellaneous.. Census year. Unrigged'.. 1916 !!)(» 1889 1916 1906 1889 1916 UI06 1889 1916 190« 1889 1916 1906 1S89 1915 lilflO 1889 1916 1906 1916 1'J06 1889 1916 1906 1889 1918 1906 1889 1016 IVOO 1SS9 1016 i;)06 1889 Num- ber of vessels. 4,092 2,537 1,035 2,123 1,066 465 1,005 604 354 642 313 70 76 47 38 293 66 3 107 36 296 6l>6 6S1 2i'4 647 647 29 104 25 3 15 9 1,673 805 489 Gross toimage. 1,185,961 977,087 419, 137 8127,310,646 76, 622, 633 21,824,040 710,300 818, 107 160, 293 611,021 451,270 129,491 35,600 24,151 6,109 51,480 40,171 24,630 8,417 1,065 63 3,842 1,450 222,040 305, 283 195, .'.OS 220, 929 302, 70S 194,478 502 1, 4:.9 5!9 l,0i6 418 233,561 134, 207 63, 356 Value of vessels. 105,987,697 60,440,145 14,767,355 89,404,958 62, 164, 977 12,660,755 6,866,384 3,3.-.3,027 1,120,800 6,607,936 4,315,522 979,300 2, 139, 937 294,800 6,500 908, 482 310, 919 13, 259, 661 11,533,171 6,231,340 13, 169, 036 11,275,586 6,112,340 71,123 174,110 Num- ber of vessels. i 19 .500 83,475 49,700 ' 8,063,288 4,049,317 825,345 242 130 23 186 105 22 146 86 17 21 14 4 9 2 1 7 1 22 Gross tonnage. 660,486 354, 134 48, 121 407, 830 318,995 47, 124 445,029 313,217 46,140 4,565 2,482 669 14,036 2,964 416 3,685 102 615 230 70,645 31,848 907 70, 645 31,848 907 22,011 3,2J1 Value o( vessels. $85, 982, ,587 41,375,742 6,613,006 76,62.8,858 39, 702, .536 6,573,065 70,721,909 38,5.53,013 6,398,005 2,087,664 623, 104 135,000 2,341,001 450,000 40,000 1,184,000 17,000 294, 104 59,329 7,808,000 1,W2,2(16 40,000 7,898,000 1,642,206 40,000 1,455,729 31,000 Num- ber of vessels. 3,846 2,404 1,010 1,934 959 442 837 617 336 621 299 66 66 44 37 286 65 3 104 34 261 645 679 230 627 645 28 104 25 3 14 9 1,651 800 489 Gross tonnage. 624, 064 622, 006 360, 738 241,205 198, 279 112,080 165,407 137, 634 82,262 31,035 21,0|-,9 6,540 36,644 30, 703 24,215 4,732 903 03 3,327 1,220 151,309 273, 321 150, 284 270, 950 193, 272 606 1,459 612 619 912 418 231,550 151,006 63, 336 Value of vessels. J41, 142,417 35,108,891 16,100,976 29, 183, 107 20,664,609 8,094,290 18,605,254 13,561,964 6,162,690 4,778,720 2,730,733 985,800 4,168,998 3,842,522 939,300 955,937 277,800 6,500 674, 288 251,690 5,361,661 9,883,965 6,181,340 6,271,0.36 9,033,380 6,062,340 61,125 174,110 69, 300 19,500 78,475 49,700 6,607,659 4,618,317 825,345 COMPOSITE. Num- ber of vessels. Gross ton- nage. 1,411 947 1,208 1,325 &33 1,089 525 419 1,089 800 414 86 114 209 209 Value of vessels. J1&5, 642 78,000 110,000 175,642 73,000 100,000 77,705 60,000 100,000 97,937 23,000 10,000 6, WIO 10,000 10,000 10,000 I 5,000 I Inr-ludos craft propelled hv ma'^hinory. a Tiio character of coiiitr action was not reported in 1SS9, but for purposes of comparison in tliis table all vessels are assumed to be of wood. PACIFIC COAST (INCLUDING ALASKA). 125 Diagram 4.— Gross Tonnage op Vessels by Class and Char- acter OF Construction: 1916, 190G, and 1889. Diagram S.^Value of Vessels by Class and Chabactek of Construction: 1916, 1906, and 1889. 19 oe DOLLAR* VALUE C VESSEL* COMPOSITE ^ At each census the largest number and tonnage was reported for wooden vessels, although the propor- tion for tonnage was smaller at each census. The value of metal vessels, however, which was less than one-half that of wooden vessels in 1889, had assumed the leading position in 1906, and in 191 G amounted to more than double the value of wooden vessels. Freight and passenger vessels represent most of this increase in the value of metal vessels, this class report- ing 61.8 per cent of the total value of all vessels on the Pacific coast in 1916, as compared with 52.5 per cent in 1906, and 29.5 per cent in 18S9. These vessels have mcreased 69.8 per cent in number since 1906, 49.4 per cent in tonnage, and 95.6 per cent in value. Freight and passenger vessels of wooden construc- tion have not sho^^•n as great a growth in tonnage and value since 1906 as from 1889 to 1906. Their value in 1916, steam and sail, was $23,876,290, or 18.8 per cent of the value of all A-essels, as compared with $2.3,195,344, or 30.3 per cent, in 1906 and $12,225,030, or 56 per cent, in 1889. Ferryboats increased 53.1 per cent in value from 1906 to 1916, their value in 1916, $6,607,936, being 5.2 per cent of the value of all vessels on the Pacific coast as compared with $4,315,522, or 5.6 per cent, in 1906, and $979,300, or 4.5 per cent, in 1889. Wood still predominates as material for construction of these boats, 66 vessels of 36,644 tons being of wooden construction in 1916, representing 86.8 per cent of the number and 71.2 per cent of the total tonnage of ves- sels of this class. Tugs and other towing vessels also were mostly of wooden construction at all three censuses, only 21 vessels of 4,565 tons being reported of metal construc- tion in 1916 out of a total of 642 vessels of 35,600 tons. Unrigged craft were also largely of wooden con- struction. In 1916 the vessels of metal construction formed but 1.3 per cent of all unrigged craft, 8.7 per cent of the total tonnage, and 18.1 per cent of the total value. Seventeen large metal barges, used largely for the movement of petroleum, were added to the fleet durmg the decade 1906-1916. Table 13 shows the number, tonnage, and value of steam, sail, and unrigged vessels, by character of con- struction, for 1916, 1906, and 1889. At the census of 1916, as compared with that of 1906, the actual increase in number of vessels of metal construction was but 112, while the gain in wooden vessels was 1,442, the percentage of gain being 86.2 and 60 per cent, respectively. The increase in ton- nage for the same period was 206,352 tons, or 58.3 per cent, for vessels of metal construction and 1,458 tons, or two-tenths of 1 per cent, for those of wooden construction. The steam vessels show in- creases for both metal and wood in number, in ton- nage, and in value; in fact, most of the gain is shown in this class. From 1906 to 1916 the sail vessels of metal construction show increases in nmnber, ton- nage, and value, while decreases in all three respects are shown for those of wood. In total value, metal construction of all types showed a gain of $44,606,845, or 107.8 per cent, from 1906 to 1916, while for wood the gain was only $5,973,526, or 17 per cent. In 1889 there were but 22 steam vessels and 1 sailing craft of metal construction on the Pacific coast, while in 1916 there were 186 steam- ers and 34 sailing vessels of this construction. The steamers represented about two-fifths and the sailing vessels about one-sixteenth of the total tonnage on the Pacific coast in 1916. The total tonnage of all the metal craft represented nearly one-half of the total tonnage reported for the Pacific coast in 1916. Table 14, on page 126, shows the average tonnage, value per ton and per vessel, by character of construc- tion and occupation, for 1916, 1906, and 18S9. 126 TRANSPORTATION BY WATER. Table 13 NUMBER. GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS AND BY CHARACTER OF CONSTRUCTION, WITH PER CENT OF TOTAL AND PER CENT OF INCREASE: 1916, 1900, AND 1889. Census year. Aggregate. 1 TdTAI.. STF.AM.l SAIL. UNRIGGED.' Metal. Wood. Com- posite. Metal. Wood. Com- posite. Metal. Wood. Com- posite. Metal. Wood. Number of vessels 1016 1908 18,89 1916 1906 1889 1006-1916 1889-1916 1916 1006 1.889 1916 1906 1.SS9 1906-1916 1SS9 1916 1016 1906 1S.89 1916 1906 18S9 1906-1916 1889-1916 4,002 2,. 537 l.fi.)5 100.0 100.0 lOO.O 61.3 150.3 1,1.85,961 977,6,S7 419, 157 100.0 100.0 100.0 21.3 182.9 $127,310,646 S76,«22,G.B $21,824,040 100.0 100.0 100.0 66.2 483.4 212 1:^0 23 5,9 5.1 1.4 86.2 3,St6 2,404 1,610 91.0 91,8 98,5 6fl 138.9 624,064 022.f.r-6 369, 7:i8 52.6 6:i.7 8S 2 0.2 68. S .Ml, 142, 417 $3.5, 168, .891 315,100,S75 32.3 4.5.9 69.2 17.0 172.4 4 3 2 0.1 0.1 0.1 105 22 8-8 9.8 4.7 77.1 1,9.34 9,59 442 91.1 90.0 9.5.1 101.7 337.6 241,205 198,279 112,0.80 34.0 38.3 69.9 21.6 115.2 ''29,183,197 32(1,664,609 $8,094,220 27.5 34.2 M.8 41.2 260.5 3 ? 0.1 0.2 0.2 34 20 1 11.5 3.0 0.1 261 645 679 8.8.2 96.8 99.7 -.59. 5 -61.6 151,309 273,321 194,. W2 68.1 89.5 99.4 -44.6 -22.1 S5,.T51,661 59,885,965 $6, 181,. MO 40.4 85.7 99.2 -4.5. 9 -13.4 1 1 1 0.3 0.2 0.1 22 5 1,651 800 489 Percent of total 1.3 0.6 98.7 99.4 100.0 106 4 237 6 560, 4,86 3W, 1 ;4 48,121 47.3 36.2 11.5 68,3 l,0frl.7 ?S.5,982,.':S7 «4l,375,742 $0,613,065 07.5 54.0 30.3 107.8 1,200.2 1,411 947 1,2,' 8 0.1 0.1 0.3 49,0 8.7 S1S.-1, 642 878,000 $110,000 0.1 0.1 0.5 13S. 6S.S 467,830 318,935 47, 124 65.8 61.6 29.4 46.6 892.8 «76,62S,85S S^iO, 702,. 5:56 $6,573,065 72.3 6.5.7 41.5 83.0 1,065.8 1,325 8i3 1,0,S9 0.2 0.2 0.7 69.1 21.7 $175,612 S7:!.000 $100,000 0.2 0.1 0.7 140.6 75. 6 70.645 31,818 997 31.8 10.4 0.5 121.8 6, 9S.J. 8 ?7, 898, 000 *1, 042, 206 $-10,000 59.6 1!,2 0,6 ;i8fl.9 86 114 209 (*) (') 0.1 -21.6 -58.9 $10,000 $.5,0(10 $10,000 0.1 (<) 0.2 100.0 22,011 3, 291 231 550 151,006 63 356 Percent of total — 8.7 2.1 91.3 97.9 100 Per cent of increase' 508.8 ,5.3.3 265.5 Value of ve. Includes craft propelled by machineiy. PACIFIC COAST (INCLUDING ALASKA). 127 The freight and passenger class and the unrigged craft, which together represented about nine-tenths of the entire tonnage and comprised practically all of the freight-carrj-ing vessels in 1916, shoM' decreases since 1906 in the average tonnage per vessel for steam and in the xmrigged craft. This decrease in the steam vessels was due primarily to the fact that several large steamers were idle during 1916. From 1906 to 1916 the average tonnage for freight and passenger sailing vessels increased 283 tons, or .51.1 per cent, this in- crease being due largely to the gain in those of metal construction. The average value of the freight and passenger vessels increased as follows: Steam, S2,594, or 3 per cent, and sail -529,269, or 142 per cent, while the average value for the unrigged vessels decreased $956, or 16.6 per cent. The metal freight and passen- ger vessels propelled b}- steam showed the largest aver- age tonnage and also the largest average value in 1916 as in 1906 and 1SS9. Metal sailing vessels of this class ranked second in average tonnage and third in aver- age value. From 1906 to 1916 there was a decrease of 59-1 tons, or 16.3 per cent, in the average tonnage of metal freight and passenger steamers. The wooden vessels of this class showed a decrease also, as did those of composite construction. During the same ten-year period the metal freight and passenger sail vessels made an average gain of 4^6 tons, or 30.5 per cent. Of metal built vessels, steam yachts showed the most marked increase since 1906, the gain ia average tonnage being 424, or 415.7 per cent, and in average value, 8152,143, or 895 per cent. Ferryboats as a whole decreased from 1906 to 1916, all of the decrease being in those of wooden construction. Tugs and other towing vessels as a M-hole also showed decreases exce])t in value per ton, but those of metal construc- tion increased 40 tons, or 22.6 per cent, in average size and S54,S99, or 123.3 per cent, in average value, while those of wooden construction decreased. From 1906 to 1916 unrigged craft showed decreases for the total and for those of wooden construction, but for craft of metal construction there was an increase of 343 tons, or 52.1 per cent, in average size, and $59,970, or 967.3 per cent, in average value. CHARACTER OF PROPULSION AXD HORSEPOWER. Table 15 shows the ntunber, gross tonnage, and horsepower of vessels propelled by machinery, by character of propulsion, for 1916 and 1906. Table 15.— NUMBER, GROSS TONNAGE, AND HORSEPOWER OF A'ESSELS, BY CHARAPTER OF PROPULSION AND POWER, WITH AATRAGE TONNAGE AND HORSEPOWER: 1916 AXD 1906. ITOMBER OF VESSELS. GROSS TOXN.^GE, HOBSEPOWEE. AVERAGE TOJTN-AGE. AVERAGE HORSEPO-WEE. PKOPOT-SION iSD POTTEE. 1916 1906 Per cent of in- crease.* 1916 1906 Per cent of in- crease.' 1916 1906 Per cent ofin- crcase.i 1916 1906 ' 1916 1906 Total 2,123 1,066 99.2 710,360 518,107 37.1 672,958 445.717 51 3i5 AQA 317 41S Rt*»ATn . , , 726 1,397 725 341 0.1 309.7 669,911 40,449 511,607 6,500 30.9 522.3 605,868 67,090 435,020 10,697 39 3 527.2 923 29 706 19 834 4S 600 31 1,922 542 1,380 153 146 7 48 38 10 837 507 330 191 184 7 38 34 4 129.6 6.9 318.2 -19-9 -20.7 603.404 563,908 39,496 53,783 53,625 158 53,173 52,378 795 415,100 408,849 6,251 67,539 67,364 175 35,488 35,394 74 45.4 37.9 531.8 -20.4 -20.4 -9.7 49.9 48.0 6M. 197 617,037 66,160 51,538 51,071 467 38,223 37,760 463 367, 875 357, 503 10,372 64,479 64,271 208 23,363 23,246 117 58 5 44.6 537.9 -5.4 -5.9 124-5 63.6 62.4 295.7 314 1,040 29 3.52 367 23 1,108 1,378 80 496 806 19 354 366 25 933 1,(M1 19 303 954 48 337 350 67 796 994 46 440 Gasoline 31 285 295 30 615 684 Steam Sidewhcel Steam OfL^nlfne 29 ' A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. Of the total number of vessels in 1916, 726, or 34.2 per cent, were steamers and 1,397, or 65.8 per cent, used gasoline as compared with 725 steamers and 341 gasoline vessels in 1906, the proportion of the number of gasoline vessels increasing from 32 per cent in 1906 to 65.8 per cent in 1916. Steam vessels represented 669,911 tons, or 94.3 per cent of the total tonnage in 1916 and 605,868 horsepower, or 90 per cent of the horsepower; the comparative figures for 1906 were 511,607 tons, or 98.7 per cent of the total tonnage and 435,020 horse- power, or 97.6 per cent of the total amoimt. The gasoline vessels represented 5.7 per cent of the ton- nage and 10 per cent of the horsepower in 1916, as compared with 1.3 per cent of the tonnage and 2.4 per cent of the horsepower in 1906. The screw-pro- pelled vessels formed 90.5 per cent of aU vessels propelled by machinery in 1916, stem-wheelers 7.2 per cent, and side-wheelers 2.3 per cent, the corre- sponding percentages for 1906 being 78.5, 17.9, and 3.6, respectively. The tonnage of these vessels in 1916 formed 84.9 per cent, 7.6 per cent, and 7.5 per cent, respectively, of the total tonnage; in 1906 the percentages were 80.1, 13, and 6.8, respectively, of the total tonnage. The horsepower of the screw propellers formed 86.7 per cent of the total in 1916 and 82.5 per cent in 1906; stern-wheelers, 7.7 per cent in 1916 and 12.2 per cent in 1906; and side- wheelers, 5.7 per cent in 1916 and 5.2 per cent in 1906. The side-wheel vessels greatly exceed all other classes in average tonnage and horsepower. 128 TRANSPORTATION BY WATER. Table 1 6 shows for vessels propelled ])y machinery, their occupation, and the character of propulsion and horsepower of engines for 1916 and 1906. Table 16. — Character of Propulsion and Horsepower op Vessels Propelled by Machinery, by Occupation: 1916 and 1906. CHAR.tCTER OF PROPULSION. HORSEPOWER OF ENGINES OCCUPATION AND CENSUS YEAR. Total (num- ber). Screw (num- ber). Side wheel (num- ber). Stem wheel (num- ber). Total. Steam. Gaso- line. Total: 1916 2,123 1,0<'.6 1,922 &!7 48 38 153 191 672,958 4-15,717 605,868 4.35,020 67,090 1906 10.697 Freight and passenger: 1916 1,005 604 642 313 76 47 293 66 107 36 895 455 593 272 36 10 293 66 105 31 11 5 2 35 31 99 144 49 39 5 6 520,2.56 362, 182 84,646 50,284 44.374 29,165 16,814 2,047 6, ,868 2,039 490,825 355, 849 62,394 47,764 42,591 29,079 8,173 810 1.885 1,518 29,431 190fi 0,.333 Tugs and other towing vessels: 1916 . 22.252 1906 2,520 Ferrybonts: 19IH 1,783 1906 86 Yachts: 1916 8,641 1906 1,237 Miscellaneous: 1916 2 2' 4,983 1906 521 The freight and passenger vessels formed the most numerous class, constituting 47.3 per cent of the total number of all classes of craft and reporting 77.-3 per cent of the total horsepower. These figures represent a slight relative decrease from 1906, when the percentages were 56.7 and 81.3, respec- tively. Of the 1,005 freight and passenger vessels in 1916, 89.1 per cent were equipped with screw propel- lers, 9.9 per cent were stern-wheelers, and 1.1 per cent were side-wheelers, compared vnih 75.3 per cent, 23.8 per cent, and eight-tenths of 1 per cent, respectively, in 1906. Tugs and towing vessels also had a large proportion of screw propellers, 92.4 per cent in 1916 and 86.9 per cent in 1906; only 7.6 per cent of the total number of tugs in 1916 being stem-wheelers, compared with 12.5 per cent in 1906. There were no side-wheelers re- ported for this class in 1916, and but two in 1906. Ferryboats embraced most of the side-wheel craft in 1916 as in 1906, 72.9 per cent of all side-wheelers being ferryboats in 1916 as compared with 81.6 per cent in 1906. Wliereas side-wheel was the most numerous class of ferryboats in 1906, in 1916 it was surpassed by screw-propelled craft, this class forming 47.4 per cent of all ferryboats. The increase in the horsepower of internal-combus- tion engines is a noticeable feature of this table, the increase for the decade amountmg to over 500 per cent for all vessels combined. The largest actual increases in horsepower for gasoline vessels occurred in the freight and passenger and the tugs and towing vessels, while ferryboats, although showing only a small actual gain, showed the largest per cent of increase. INCOME. Table 17 shows the gross income, by classes and oc- cupation, for 1916 and 1906. Table 17. — Gross Income— All Vessels, Exclusive op Fish- ing Vessels, by Class and Occupation, with Per Cent op Increase: 1916 AND 1906. CLASS, OCCITPATION, AND CENSUS YEAR. Total. Freight. Passenger. All other. Total: 1916 $80,215,193 48,520,139 65.3 $.56, 561, -117 29,340,102 92.8 Sll.571,416 10,424,493 11.0 $12,082,330 1906 8,755,544 Percent of increase. 38.0 Steam:' 1916 66.855,181 37,287,470 79.3 57,266,548 29,692,075 92.9 6.019,784 3,305,938 82.1 3,2.59,5.56 4,208,430 -22.6 47,9.51 2,500 1,818.0 261,. 342 78.527 232.8 8,065,860 8,299,751 -2.8 8,064,360 8,277,779 -2.6 46,149.083 20,600,325 124.0 45,918,718 20,065,562 128.8 228,8.58 534,463 -57.2 11.571, 416 10,414,317 11.1 9,312,452 8,365,559 11.3 40,996 10,208 301.6 2,216,001 2,037,5.S0 8.8 9,134,682 1906 6, 272, 798 Per cent c( increase Freight and passenger: 1916 . 45.6 2,0.35,378 1,260,954 1906 Percentof increase. Tugs and other towing ves- sels: 1916 61.4 5,749,930 2,761,267 1906 . Per cent of increase* Ferryboats: 1916. . 108.2 1,043 555 1906 2,170,850 —51 9 Yachts: 1916 47 951 1906.... 2,590 1,818.0 Miscellaneous: 1916 1,507 300 402.3 7.725.329 8,090,122 -4.5 7,725,329 8,090,007 -4.5 1,967 1,000 96.7 257,868 77, 227 1906 Percentof increase. Sail: 1916 233.9 340,531 199,483 70.7 1906 10,146 Percent of increase ' Freight and passenger: 1916 3.39,031 177,626 90.9 1906 10, no Yachts; 1916 1906 . .. 100 100 Percentof increase. Miscellaneous: 1916 1,500 21,872 -93.2 5,294,152 2,932,918 80.5 1,500 1906 115 21 757 Per cent of increase^. —93.1 Unrigged: 1916 2,687,035 649,655 313.6 2,607,117 2, 283, 263 1906 14.2 ' Includes craft propelled by machinery. 9 A minus sign (— ) denotes decrease. It is not claimed that this income is absolutely cor- rect, but from a careful and intelligent canvass it is believed to be a conservative presentation of the facts. Of the total income for 1916, 70.5 per cent was derived from freight and 14.4 per cent from passen- gers, the corresponding figm-es for 1906 being 60.5 and 21.5 per cent, respectively. The income reported for the steam freight and passenger vessels was much the largest, both in 1916 and 1906— .557,266,548, or 71.4 per cent of the total income, in 1916, and $29,692,075, or 61.2 per cent, in 1906. In 1916 the income from sailing vessels of this class formed but 10.1 per cent of the total, compared with 17.1 per cent in 1906. The combined income for freight and pas- senger vessels was $65,330,908, or 81.4 per cent of the total income, in 1916 and $37,969,854, or 78.3 per cent, in 1906. PACIFIC COAST (INCLUDING ALASKA). 129 The income reported for tugs and other towing vessels amounted to $0,019,784, or 7.5 per cent of the total income, in 1916, and S3,.305,93S, or 6.8 per cent, in 1906. A considerable decrease is shown for the freight service, but taking into consideration the fact that at both censuses these amounts represent, to a greater or less degree, income from freight that was actually carried on unrigged craft, the decrease has little significance. Wliero the tug and the tow were controlled by the same ownership, the income was generally 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. The income reported by tugs under "All other" was mostly for towing. A better idea, therefore, of the conditions pertaining to income for tugs and unrigged craft is obtained by combining the two classes. The result of such a combination shows that from 1906 to 1916 there was an increase in the income for freight of $1,731,775, or 146.3 per cent. The income for ferryboats decreased between 1906 and 1916, forming only 4.1 per cent of the total in- come in 1916, compared with 8.7 per cent in 1906. Unrigged craft reported an income that represented 6.6 per cent of the total in 1916 and 6 per cent in 1906. The income for unrigged craft as reported under "All other" represented largely lighterage, or harbor work, to distinguish it from freight shipments. In addition to representing towing charges and lightering, "All other" income includes considerable amounts for dredging, pile driving, chartered vessels, etc. The income for unrigged craft was about evenly divided in 1916 between freight and "All other," whereas in 1906 "AU other" represented the bulk of the in- come. EMPLOYEES AND 8ALAKIES AND WAGES. Table 18 shows for steam, sail, and unrigged vessels the total number of employees and salaries and wages, with per cent of increase, for 1916 and 1906. Table 18.— EMPLOYEES AND SALARIES AND WAGES, WITH PER CENT OF INCREASE: 1916 AND 1906. Census year. TOTAL. STEAM.' SAD.. T.TS-RIGGED. Number o( employees. Salaries and wages. Number o! employees. Salaries and wages. Number of employees. Salaric.^ and wages. Number of employees. Salaries and wages. Total 1916 1906 32,046 26,519 25.6 $24,350,064 17,190,022 41.6 25,930 17,954 44.4 $21,074,988 12,796i6i8 4,230 6,972 -29.2 $1,993,550 3,213,438 -38.0 1,886 1,593 18.4 $1,281,528 1,179,948 8.6 1916 1906 23,576 20.142 17.0 8,470 6:;77 57.5 2,592 1,S53 39.9 5,878 3, -.24 60.8 18,055,1-11 12,950,399 39.4 6,294,923 4,239,623 48.5 2,410,693 1,768,849 36.3 3,884,230 2,470,774 57.2 18,500 14,423 28.3 7,430 3,531 110.4 2,348 1,678 39.9 5,082 1,853 174.2 15,232,382 9,330,294 63.2 5,842,606 3,466,344 68.6 2,262,801 1,641,438 37.8 3,579,805 1,S24,906 96.2 3,562 4,481 -20.5 668 1,491 -55. 2 179 i.:9 12.6 489 1,332 -63.3 1,688,208 2,719,571 -37.9 305,342 493,867 -38.2 92.022 98,643 -6.7 213,320 395,224 -46.0 1,514 1,238 22.3 372 355 4.8 65 16 1,134,551 900,534 28.0 146,975 279,412 -47.4 55,870 28,768 94.3 91,105 250,644 -63.7 On land,, 1916 1906 1916 19U6 Per cent or increase = AU other 1916 1906 307 339 —9.4 I Includes craft propelled by machinery. * A minus sign (— ) denotes decrease. Percentages are omitted when base is less than liXI. The land employees are divided into two classes, one representing officers, managers, clerks, etc., and the other embracing chiefly laborers, stevedores, and long- shoremen. Those employed on vessels represent the total, irrespective of rank or duties. The emplo}'ees on vessels in 1916 formed 73.6 per cent of the total number of emplo5'ees of all classes, and their salaries and wages amounted to 74.1 per cent of the total. The corresponding percentages for 1906 were 78.9 and 75.3, respectively. Of the employees of all classes, in 1916, 80.9 per cent were connected with steam vessels, 13.2 per cent with 116515°— 20— 9 sailing vessels, and 5.9 per cent with unrigged craft. The distribution of salaries and wages in 1916 was 86.6 per cent for steam vessels, 8.2 per cent for sailing vessels, and 5.3 per cent for imrigged craft. As in most other respects, general decreases are shown both for munber and salaiies and wages for sailing vessels. FREIGHT. Table 19 shows, for each of the principal ports and for Alaska the shipments and receipts of freight, by commodities, for 1916. 130 TRANSPORTATION BY WATER. Table 19.— SHIPMENTS AND RECEIPTS OF PRINCIPAL COMMODITIES BY SELECTED PORTS: 1916. COMMODITY. Total: Phipmmts tonsi Recoipu tons i Canned goods: Shipments tons, . Receipts tons. . Cement, brick, and lime: Shipments tons. . Receipts tons. . Coal: Shipments tons. . Receipts tons.. Cotton: Shipments tons. . Receipts tons. . Flour: Shipments tons. . Receipts tons. . Fruits and vegetables: Shipments tons. . Receipts tons. . Grain: Shipments tons. . Receipts tons. . Ice: Shipments tons. . Receipts tons. . Iron ore: Shipments tons. . Receipts tons.. Lumber: Shipments I^^l^ R«=eipts 1^'}-:: Naval stores: Shipments tons. . Receipts tons. . Petroleum and other oils: s^p-^^^ {&s:: H-ipt- {Ceis:: Phosphate and fertilizer: Snipments tons, . Receipts tons. . Pig iron and steel rails: Shipments tons. . Receipts tons. . Stone, sand, etc: Shipments tons. . Receipts tons.. Tobacco: Shipments tons. . Receipts tons. . Miscellaneous merchandise: Shipments tons. . Receipts tons. . Total. 21,S5.3,9S5 21,853,983 32B.0n7 326,007 2ns, 208, 2T0. 270, 29S, 298, 4R1, 481, MB 546 10.228 10,228 3.184,785 0, 996,760) 3,184,785 0,996,760) 16,264 16,264 7,699,115 (46,656,07!) 7. 609,115 (,iB,6S6,07S) 33,680 33,680 142, 776 142, 776 1,638,68.5 1,638,685 8,188 8,188 6,983,111 6,983,111 T OS Angeles. 5..S30 56.S.!6 50 Port- land. 495,870 864.418 2.038 4,929 5.5.i2 24,794 1,066 514 127 (SO) 8.599 (6,408) 363 (f,!00) 4,885 2,316 39,302 4,370 7,864 20,399 34,520 15,761 105 1 40,106 (IS.Sli) 5,885 (S,70t) 126,700 (767,877) 266.289 (1,613,755) 20 322,199 28 238,494 199,280 Sacra- mento. 31.020 137.6.53 35 272 132 ,500 65 201 39 134 23,445 25 22 910 (671) 51,675 iSi,600) 11,730 (71,0,'iO) 36,432 (SIO.SOO) 630 17,298 18,128 San FrancLsco. 2,188.0.14 3,913.3,10 43,438 113,106 39,911 88,958 20,602 90,016 3,766 1,173 52,884 154,975 42,206 144,895 49,629 106,024 20 104.546 (65,71!,) 1.058,247 (661, iH) 14,644 221 113,636 (6SS.611,) 454, 65r (S,76S,60t) 1,280 18,926 5,541 114,229 20,915 102,947 2,382 57 1,672.654 1,464,918 Seattle. 1,171,367 1,646,639 18,482 95,524 16,650 20,364 77,772 3,5(M 39,191 102 13,888 8,836 38,727 6,460 72,064 (45,085) 102,611 (64,636) 37 178 283,259 (1,716,680) 1,070.891 (6,490,161) 2,491 2,836 9,948 355 4,612 87,935 149 220 594.097 246,823 Stock- ton. 119,964 302, 704 238 12,939 1,601 464 61,068 49 l,.'i87 152,063 9,858 42,701 147 466 (e9S) 1,385 (870 36 (m) 7,248 (4S,914) 15,000 Tacoma. .\ la.sk a. 302.341 517,130 1,3.16 1,583 441 7,100 2,018 242 20,382 34 2,450 2,384 14,824 776 100 6,167 80.923 (50,895) 7,021 87 (SS8) 72,036 (436,681) 222 3,200 1,231 94 16,374 88,064 5,233 325 54,955 1.56,687 70,855 328, IW All other United States ports. 147,058 19,697 2,015 4,567 2.791 95,310 2,921 15,266 1,600 13,733 3,680 14,738 5,595 (3,479) 59,590 (S7,^7) 12 3 112,119 83,342 143, .199 35,608 50.427 47,005 50 301 92, 792 89,783 411,4.18 111,432 388,659 342,951 484 877 10,228 18 2,841,273 (1,781,031) 1,. 158, 781 (973,685) 1,518 13,750 4,837 7,143,729 (S4,S19)(4S,!95,3!4) 128,349 4,648,390 (760,714) (18,171,904) 4, .107 71 3,033 12,404 2,123 1,218 275 407 557,387 554,513 10.398 8,615 118,355 8,740 1,593.358 975,401 121 600 3,289,2.18 3,561,700 Foreign. 1,213 7,554 6,528 114.307 33,393 1,168 3,505 38S 4,413 6.120 16,631 4,043 38,775 (U,SS7) 330,991 (tU, 783) 46 2,112 14,738 (89,Sfi) 1,016,842 (6,16e,64i) 14,762 32 4,593 6,948 673 6,679 397,396 536,474 SHIPMENTS FKOM AND DELFVERIES TO PACITIC POETS BY VESSELS OF THE ATLANTIC COAST ANC GULF OF MEXICO. tons.. tons.. 378,492 177,687 4,070 27,754 11,384 23,266 304,289 113,967 5,754 12,976 13,3.19 39,360 Shipped from ' All tons of 2,000 pounds. The fact that the commodities shown for freight shipments and receipts are those selected for a sched- ule to be used to secure statistics for the country as a whole will explain the appearance in Table 19 of such commodities as cotton, ice, tobacco, etc., which are important in other sections of the coimtrj', but Lasig- nificant as applied to the Pacific coast. In accepting the statistics in this table it should be imderstood that notwithstanding the general willing- ness on the part of the shipping interest to cooperate vciih this bureau, there are cases where no record is kept of detailed deliveries that would enable the bu- reau to prepare an exact statement. In the aggregate, however, it is believed the table presents a fair approxi- mation of the freight movements by Pacific coast vessels, the total being restricted to the freight carried by vessels operating on the Pacific coast. Of the commodities specifically named the most im- portant was petroleum and other oils, with 46,656,072 barrels, equivalent to 7,699,n.5 tons, or 35.2 per cent of the total freight shipments. Next ki importance was lumber, with 1,996,750 M feet, the equivalent in tons being 3,184,785, or 14.6 per cent of the total. This figure, however, does not adequately represent the Pacific coast lumber movement by water, as it does not include logs which may have been moved in the shape of rafts. Attempts that have been made to ascertain the amount of logs rafted have been unsuc- cessful ; therefore, for census purposes, logs rafted and towed are not included in the totals. PACIFIC COAST (INCLUDING ALASKA). 131 Stone, sand, etc., is third in rank, to which might be added cement, brick, and lime, commodities that are closely related, inasmuch as they enter into nearly all building operations. Gram, flour, fruits, and vegetables are the agricul- tm-al products of the Pacific coast that enter into the world's commerce. These commodities, taken as a ■whole, amounted to 1,326,271 tons, or 6.1 per cent of the total freight shipments. In addition to the movement of freight by the Pa- cific coast vessels, there were 556,179 tons reported, shipments and deliveries, on vessels from the Atlantic coast and Gulf of Mexico, as shown at the bottom of Table 19. Table 20 shows for several of the most important Pacific coast ports the total tonnage of freight ship- ments for 1916 and 1906. Table 20. -Freight Shipments from Selected Ports: 1916 AND 1906. CITT. FEETGHT (T0N3 POUNDS) SHIPMENTS OF 2,000 PER CENT OP TOTAL FOR tnits. PER CENT OF TOTAL FOR PA- CIFIC COAST. 1916 1906 1916 1906 1916 1906 Total 4,314,146 3,790,649 100.0 100.0 19.7 2S.5 f?ftTI ■Pmyi-'i^fn 2,18S,a54 1,171,367 495,870 302,341 119,9(>4 31,020 5,530 1,65«,614 856, 9S8 492,673 270,2.56 2fi0, 195 254,023 60.7 27.2 11.5 7.0 2.,S 0.7 0.1 43.7 22.8 13.0 7.1 6.9 6.7 10.0 5.4 2.3 1.4 . 0.5 0.1 0) 12 5 Seattle 6.4 3 7 Tacoma 2 2 Sacramento 1 9 I Less than one-tenth of 1 per cent. In considering the totals in this table it should be understood that certain shipments, like petroleum, lumber, etc., are largely local and from ports that are not recognized of general marine importance. The ports are arranged in the order of their importance. Of the total shipments for the seven cities, San Fran- cisco reported 50.7 per cent in 1916, compared with 43.7 per cent in 1906. Notwithstanding this increased proportion, the port's proportion of the total shipments of the Pacific coast decreased from 12.5 in 1906 to 10 per cent m 1916. Decreases in this respect are shown also for aU other cities for which comparative figures are available. PASSENGERS. Table 21 shows for ferryboats and for all other classes of vessels combined the number of passengers carried for 1916, 1906, and 1SS9. Table 21. — Number op Passen(5er.s, with Per €ent op Total AND Per Cent op Increase: 1916, 1906, and 1889. CLASS. NUMBER. PER CENT or TOTAL. PER CENT OF IN- CEEASE. 1916 1906 1889 1916 I90C 18S9 I90«- 1916 1SS9- 1916 Total.... 55,4')8.R43 44,189,971 13,672,093 100. 100. 100.0 25.4 253.6 Ferrv... 48.280.569 7,128,274 39,.i.32.354 4,657,617 14,291,8.59 1,380,234 87.1 12.9 89.5 10.5 91.2 8.8 22.1 53.0 237 8 Another 416.5 There was an increase of 11,218,872, or 25.4 per cent, in the total number of passengers carried in 1916, as compared with 1906. Of this increase, 8,748,215, was shown for ferry passengers, and 2,470,657, for passengers which were classed as "all other," representing increases 22.1 per cent and 53 per cent, respectively, for the ten-year period 1906-1916. Of the total number of passengers car- ried, 87.1 per cent in 1916 and 89.5 per cent in 1906 were ferry passengers. IDLE VESSELS. Table 22 shows the number, gross tonnage, and value of idle steam, sail, and unrigged vessels for 1916 and 1906. Table 22.— Idle Vessels: 1916 and 1906. CLASS AND CENSUS TEAK. Xumber of vessels. Gross tonnage. Value ct vessels. Total: 1916 561 252 83,981 28,229 $6,148,479 2,062,793 1906 Steam:' 1916 368 143 31 43 162 64 63,682 21,994 6,113 1,391 14,186 B,nSl,fi02 1 Sol 731 1906 Sail: 1916 330 350 1906 69,935 766.827 141 r^ UnriRRed: 1916 1906 ' Includes craft propelled by machinery. In addition to the 4,092 active vessels for which statistics have been presented, reports were received for 561 vessels reported as idle during the entire year 1916. This total includes 109 fishing vessels, 85 of which were gasoline, 6 steam, and 18 sailing vessels, with a total of 2,551 gross tons. Table 23 shows, in detail, for all vessels, the prin- cipal statistics of transportation on the Pacific coast (including Alaska), by class, occupation, and character of ownership, for 1916. 132 TRANSPORTATION BY WATER. Table 23.— ALL VESSELS, BY CLASS, CLASS, OCCUPATION, AND OWNER.SHTP. Numticr of \ (-'S- sels. TONN.VGK. RIGGED, lIURSKPnWER OF ENUIKES. Gross. Net. Side wheel. Screw. Stern wheel. Steam. Gasoline. 1 Aggregate 4.962 1.215,. 303 92), 863 48 2.767 158 620,579 94,225 2,973 1,005 642 76 850 293 107 7:«, Blil 611,021 35,600 51,180 25,301 8,417 3,842 479,341 396,325 23.282 3.5,208 16. J58 5, .538 2,510 48 11 35' 2' 2,767 895 593 36 816 203 105 158 99 49 5 5 620,679 490,826 62,394 42,591 14,711 8,173 1,886 94,225 29,431 22,262 1,783 27,135 8,6)1 4,983 ^ il Tugs and other towing vessels n ff Fishing vessels 7 798 438 227 45 72 11 7 2,175 569 415 31 778 282 100 677,414 5S6,,S46 28,372 49,988 7,603 3,855 852 68,247 24,175 7,238 1, 194 17, 798 4,582 2,9'JO 438.3r>0 378, 996 18,485 33,991 4,173 2,175 540 40,9.81 17,329 4,797 1,217 12,285 3,. 383 1,970 38 7 36' i" 10 4 5' i" 613 332 182 11 71 11 6 2, 154 563 411 25 774 282 99 147 97 46 4 1 11 2 4 4 620,679 490,825 62,394 42,591 14,711 8,173 1,885 10 11 12 1? 15 16 Motor 94,225 29,431 22,252 1,783 27,135 8,641 4,983 17 18 19 21 Individual 03 1,295 291 190 11 501 248 64 262 70 46 5 109 27 6 1,,384 644 397 49 240 16 38 32 38,625 17,145 3,212 192 9,539 7,702 836 17,036 11,670 1,313 249 2,882 320 602 674, 133 682,206 30,120 46,S!0 12,8S0 315 1,752 5,867 26, 149 11,602 2,112 141 6,6:{3 5,056 605 11,167 7,435 879 171 2,006 224 452 438,079 377,288 19,780 31,879 7,819 210 1,073 3,946 3 1 i' i" 1 i' 35 10 25" 9 1,279 281 188 8 501 248 63 255 68 42 4 109 27 5 1,211 546 354 22 235 16 38 22 13 9 2 2 6 2 3 I 19, 794 9,065 1,656 30 895 8,023 125 9,427 6,740 2,282 180 150 40,512 9,776 7,835 358 13,566 7,397 1,690 9,704 2,470 1,902 65 4,286 665 316 43,113 17,185 12,360 1,025 9,293 614 2,736 896 ?fi *>? Fisiiing vessels ?S Yachts ?<* Wi-iPAllanAon.s , ... •^fl FiriH . . ^1 ?? Ferryboats ?1 15 Yachts.. . 138 88 43 2 5 1 75 684,241 475,020 55,386 39.934 13,666 150 85 7,117 •^^ '10 Ferryboats . . . 42 Yachts . . . All other 15 46 10 11 955 4,209 511 3,017 9" 9 2 1 3,070 2,447 155 335 17 Ferryboats 2 9 60 053 38 3.80 2 9 65 341 50 Idisceilaneoua 1,600 316 226,081 204,143 'i'> 264 20 29 3 113 77 8 28 220,929 4,011 592 519 32,452 31,173 704 575 199,466 3,710 474 493 28,976 27,848 670 467 51 fii Rft Individual 57 'iO 60 61 26 24 1 8,508 8,477 14 17 7,6.W 7,624 14 17 6? 65 Mi sf^pl Ian Aon.'3 60 166 152 11 178, 109 174,267 3,323 161,239 157, 720 3,026 67 60 3 U 11 619 7,012 7,012 493 6,274 6,274 All other 7? Yachts 75 Mtscel Ianf>oiis 76 1,673 253,661 240,379 77 170 129 1,354 20 11, '92 7,953 229,551 1,205 11,431 7,006 217, 290 4,052 78 1 Includes statistics for 870 fishing vessels, a class not reported at prior censuses. PACIFIC COAST (INCLUDING ALASKA). OCCUPATION, AND OWNERSHIP: 1916.' 133 CONSTEUCnON. Value of ves- sels. INCOME. Number employed ou vessels. Wages. Nnmber of passengers carried. FREIGHT CABEIED (TONS OF 2,000 POONOS). Metal. Wood. Com- posite. Freight. Passengers. AU other. Exclusive of lighterage. I>ight«rage or harbor work. 2.57 4,701 4 S132, .524, 92-1 $.56, .574, 4.55 $11, .571, 699 $16,884,030 28,468 $20,483,963 55,408,881 21,856,134 3,271,499 1 201 140 21 9 15 7 3 2,709 857 621 CO 83.5 2So 104 3 2 111, 0«, 115 89,404,9.* 0,860.384 6,607,93.5 5,054,418 2,139,937 9I'.8,4S2 46,1.59,841 45,918,718 228,858 11,571,699 9, 312, 452 40,996 2, 216, Ofll 283 13,595,063 2,035,378 5,749,930 1,043,5.55 4,460,381 47,951 257, 8t« 22,978 14,759 2,412 825 4,478 264 240 17,445,303 11,737,724 2,116,609 964,080 2,212,981 202,5.57 211,421 65,408,881 7,105,624 18,943 48,280,5f.9 38 15,362,728 15,339,376 21, 744 169, 172 152,634 2 3 4 1 16,538 S 10,758 1,399 6 7 1,507 1,967 3,707 207 » 180 133 20 9 15 6 3 15 13 1 cm sni 2i)7 35 57 5 4 2,lfi0 550 414 31 778 2S1 103 3 2 99,668,156 85,021,453 5,039,359 6,394,5.50 1,107,600 1,187,000 318, 194 11,373,9.59 3, 783, 505 1,827,025 213,380 3,916,818 a52,837 650,288 44,085,428 43,917,.Va 168,075 11,05;;, 021 8,970,680 89 2,085,255 8, 445, 195 1,835,213 4,308,709 1.018, .581 1,212,872 45,7.50 24,070 5,149,8f« 200, ir,5 1,441,221 24,974 3, 247, .509 2,201 233, 798 16, 575 13,294 1,698 755 601 KM 67 6,403 1,41.5 714 70 3,877 104 173 13,811,5ffl 10,715,597 1, .571, 022 912,615 409,208 121,9f,2 81,156 3,6.33,803 1,022,127 545, .578 51, 4^5 1,80:), 773 SO, .595 1.30, 27 M I m 60 20 24 1 1 390,000 387,000 1,500 1,500 379,915 379,915 2,7,50 4.50 2,300 157 167 107,656 107,656 61,157 61,157 61 6? . 61 64 6") 32 32 134 120 U 10,875,796 10,728,136 128, 160 5,818,311 s,si6,oi;i 2,250 587,933 329, IM 257,209 3,076 2,744 326 1,370,555 1,182,443 180,087 1,432,797 1,432,047 750 m 67 6A 69 3 11 11 19,500 370,000 370,000 1,500 6 106 106 8,025 74,864 74,864 70 327,504 327,504 29,210 29,210 71 7? n 74 75 22 1,651 8,003,288 2,687,035 2,607,117 1,514 1,134, ,5,51 4,744,377 3,102,327 76 170 129 1,334 18 2.56,810 485, 760 6,379,169 941,549 106,654 15,124 2,561,408 3,849 48,809 91,770 2,174,826 291,712 77 72 1,158 207 60,648 29,979 896,875 157, W9 368,048 154,468 4,153,490 68,371 23,379 30,159 3,048,789 77 7^ 20 2 79 80 GREAT LAKES AND ST. LAWRENCE RIVER 135 i I GREAT LAKES AND ST. LAWRENCE RIVER. By Francis N. Stacy. SCOPE OF THE REPORT. Tlie statistics of water transportation presented in this section are for the year ending December 31, 1916, and relate to the American vessels, ports, and commerce of the great chain of inland fresh-water seas which comprise Lake Superior and its outlet, the Sault Ste. Marie Canals and St. Mary's River; Lake ilichigan and the Straits of Mackinac; Lakes Huron and St. Clair, and their respective outlets, the St. Clair and Detroit Rivers; Lakes Erie and Ontario; and the St. Lawrence River, the final outlet, which carries the waters of the Great Lakes watershed to the Atlantic Ocean. The Great Lakes and connectmg waterways have been recognized for many years as one of the most important units of water transportation in the United States. In number, type, and cargo capacity of steam freight-carrying vessels, in volume and density of water-borne traffic, in tonnage of bulk freight handled, and low cost of freight transportation, and, above all, in economic power effective in develop- ing a vast productive territory and delivering its products and raw materials to manufacturing indus- tries and to domestic and foreign commerce, the Great Lakes and St. Lawrence River rank as one of the Nation's foremost systems of water transportation. In t}"pe of vessel construction, as well as in dock faciUties and freight^handling machinery adapted to speedy, efficient, and economical delivery of freight commodities, the Great Lakes equipment is admittedly one of the most complete and up to date known to transportation and commerce. The report covers all American-owned craft of 5 tons net register or over operating on the Great Lakes and the St. Lawrence River, except vessels owned by the Federal Government. At the census of 1906 fish- ing vessels were not included in the statistics; there- fore, they can not be shown in this report in tables giving comparative data. Data compiled by the Bureau of Navigation which is introduced in this report do not agree with those collected by the Census Bureau. The discrepancies are due to a difference in the period covered — between the calendar year and the year ending Jime 30 — and to the fact that only documented craft are con- sidered by the navigation authorities, while the Census Bureau considers all American-owned craft of 5 tons net register or over. GENEKAL SUMMARY. The more important statistics relating to water transportation on the Great Lakes are summarized in Table 1, by class of vessels, for 1916, 1906, and 1889. Table 1.— ALL \^SSELS . i.ND CRAFT, EXCLUSIVE OF FISHING VESSELS: 1916, 1906, AND 1889. TOTAL. STEAM. 1 1916 1906 1889 Per cent of increase.' 1916 1906 1889 Per cent of increase.' 1889- 1916 1906- 1916 1889- 1906 1889- 1916 1906- 1916 18,89- 1906 Number of vessels 2,856 2,737,491 $174,765,526 $85,095,887 26,873 $18,633,219 19,231,881 131,472,088 125,384,042 6,088,046 2,990 2, 392, .863 $130,8(15,640 $65,274,702 24,916 $13,280,716 14,080,146 •75,609,649 •75,609,649 (>) 2,737 920,294 $48,580,174 $35,463,852 22,726 $8,098,191 2,235,993 25,286,974 25,286,974 (') 4.3 197.5 259.7 140.0 18.2 130.1 760.1 420.3 396.2 -4.5 14.4 33.6 30.4 7.9 40.3 36.6 73.9 65.8 9.2 160. 169.3 84.1 9.6 M.0 529.7 199.2 199.2 1,837 2,410,430 $162,256,355 $79,505,305 24,163 $17,027,341 19,231.681 125,667,892 122,440,705 3,227,187 1,676 1,915,786 $116,983,812 $56,340,227 20,515 $11, 179, «2 14,080,146 (') (') (') 1,467 595,813 $40, 868, S24 $24,949,267 15,271 $5,796,895 2,235,993 (') (') (') 25.2 304.6 297.0 218.7 58.2 193.7 760.1 9.6 25.8 3S.7 41.1 17.8 52.3 38.6 14 2 221 5 Valu© of vessels 1S6. 2 Gross income 3 125.8 34.3 92.9 S29.7 Freight and harbor work (net tons)... Freight carried s.\rL.« USBIGGED. 1916 1906 1889 Percent of inirease.' 1916 1906 1889 Per cent of increase." 1889- 1916 1906- 1916 1889- 1906 1889- 1916 1906- 1916 1889- 1906 Number of vessels 162 145.450 $4,351,287 $1,611,810 878 $464,581 531 285,571 $7,ia5.ri $4,341,174 2,2i8 $962,542 962 185,081 $4, 238, 850 $8,240,645 5,758 $1,804,003 -83.2 -21.4 2.7 -80.4 -84.8 -74.2 -69.5 -45.2 -39.0 -62.9 -61.1 -51.7 -44. S 43.5 68.3 -47.3 -60.8 -40.6 857 181,611 $8,157,884 $3,978,772 1.832 $1,141,297 7S3 211,506 $6,686,557 $4,593,301 2,143 $1,138,292 308 139,400 $3,472,500 $2,273,940 1,697 $497,293 178.2 30.3 134.9 75.0 8.0 129.5 9.5 -14.1 22.0 -13.4 -14.5 0.3 154.2 Grosstonnage 51 7 Value of vessels 92.6 Grossincome' 102.0 Number employed on vessels 26.3 Wages 128.9 Freight andharbor work (net tons) ... Freight carried 1,764,690 1,730,990 33,700 (») (') (') 4,039,506 1.212.347 2,827,159 (») (•) (') (•) 1 Includes craft propelled by machinery. ' A minus si°7i (— ) denotes decrease. 3 In a number of cases the income for unrigged craft was credited to the towing steamers. • Includes 2.003,453 tons of bunker coal reported by the Bureau of Statistics of the L'opanment of ( ommerc© and Labor, 1906. • Fitrures not av-.iil:ible. • luciudes schuuuer barges, etc. 137 GREAT LAI^S AND ST. LAWHENCE RIVER. 139 The map on page 138 of the Great Lakes region, copied from Rand NcNally and Co.'s Commercial Atlas, is introduced showing the ports and lines of traffic. The figures in Table 1 mdicate an extraordLnary increase in Great Lakes shipping during the period from 1889 to 1916; they reflect not only the vastly increased capacity and efficiency of the Great Lakes merchant fleet, but the rapidly expanding resources and industrial production of the Great Lakes region, as well as the growing volume of interstate commerce, which are alike cause and effect of the transportation growth here presented. Although the number of ves- sels decreased in 1916 as compared with 1906, the gross tonnage of vessels increased 14.4 per cent. The ton- nage of freight carried shows an increase in 1916 over that carried in 1906 of nearly 50,000,000 net tons, or 65.8 per cent, while difference between the number of passengers carried in 1916 and in 1906 amoimted to more than 5,000,000, or an increase of 36.6 per cent. The increase in gross income amounted to nearly $20,000,000, or 30.4 per cent. The statistics shown in the table for steam vessels illustrate the substan- tial increase in transportation by this class of vessel, while those for sailing vessels show heavy decreases. For imrigged craft the number and value show an in- crease, but the tonnage and gross income of these craft decreased. A comparison of the principal data for water trans- portation for the United States and for the Great Lakes and St. Lawrence River, for 1916 and 1906, with the percentage that the Great Lakes shipping formed of the total in each year, is shown in Table 2. Table 2. — Water Transportation, tJNrrED States and the Great Lakes and St. Lawrence River: 1916 and 1906. PEE CENT GREAT UOTTED STATES. GREAT LAKES AND ST. LAWBENCE EU'EE. LAKES 13 OF THE tTNTTED STATES. 1916 1906 1916 1906 1916 19U6 Number of vessels... 37, 804 37,321 2,856 2,990 7.5 8.0 Grdss tonnage 12.249,980 12,893,429 2,737,491 2, 392. 863 22.3 18.6 Value of vessels $9.59,92.5.364 $.507,973,121 $174,765,526 $130,805,640 IS. 2 2.5.8 Gross income S563,73l),367 $294,&54,.532 $85,095,887 $65,274,702 li.l 2'2.1 From freight Ji22,773,417 $175,545,361 $7n„377,339 $52,076,533 16.6 29.7 From passengers From all other $.52,958,670 $43,645,365 $6,879,005 $4,866,904 13.0 11.2 sources Number employed $88,004,280 $75,663,806 $7,839,543 $8,331,265 8.9 U.O 1.53.301 $103,235,534 140,929 $-1,636,521 26, 873 $18,633,219 24,916 $13,280,716 17.5 18.0 17.7 Wages IS. 5 Number of passen- gers carried. 331,590,565 366,825,663 19,231,681 14, 080, 146 5.S 3.8 Freight and harbor work (tonsof 2.000 pounds) 381,3.52,926 258.002,611 ?ri5, .54.5, 804 177,519,7.58 1.31,472,088 125,384.042 175,609,649 ■75,609,549 34.5 48.6 28.5 Freight carried.. 42.6 Harbor work 123,350,315 8S, 026, 046 6,088,046 m 4.9 1 Bureau of Statistics, Department of rommerce and Labor, Monthly Summary, Internal Commerce of the United States, Uecember, 190U, and includes 2,003,4o3 tons of bunker coal. 2 Not reported. In the two most important items of transportation development, vessel tonnage and volume of freight handled, the Great Lakes in 1916 show marked in- creases in the proportions contributed to the totals. Gross vessel tonnage for the Great Lakes and St. Law- rence River increased from 18.6 per cent of the total for the United States in 1906 to 22.3 per cent in 1916. It is in volume of freight handled, however, that the Great Lakes fleet makes its chief record for capacity and efficiency. This fleet handled 48.6 per cent of the water-borne freight shipments reported for the United States as a whole in 1916, or nearly one-half of the countrj^'s total; the comparative percentage in 1906 was 42.6 per cent. The efficiency and economy of the Great Lakes fleet as a pubUc carrier is marked by notably low and rea- sonable transportation rates. As a result, though the fleet in 1916 represented 22.3 per cent of the country's total vessel tonnage and handled 48.6 per cent of the water-borne freight shipments, it earned only 16.6 per cent of the gross income from freight. The compara- tively high seaboard rates prevailing in 1916, ■with notably economical Great Lakes rates, are largely re- sponsible for the proportion of gross income assign- able to the Great Lakes decreasing from 22.1 per cent in 1906 to 15.1 per cent in 1916. Undocumented craft. — Undocumented craft consist principally of yachts, harbor craft, canal boats, and barges operating on the rivers and other inland waters, and as these are not required to be documented the only official record for them, probablj-, is the census reports. The number of such vessels, both active and idle, reported to the Census Bureau as operating on the Great Lakes, with their tonnage, are shown, for 1916 and 1906, in Table 3. Table 3. — Number and Gross Tonnage op Active and Idle Undocumented Craft: 1916 and 1906. CLASS. NtTMBER OF ^-ESSELS. GROSS TONNAGE. 1916 1906 1916 1906 Total . . . 794 775 80,283 159,351 Active 704 748 70.347 150,363 Steam ' 320 28 356 90 124 49 575 27 3,274 263 66,810 9,936 5,984 Sail- 408 143,971 Idle.. 8,988 Steam ' . 38 1 51 3 2 22 502 7 9,427 104 Sail 260 3,624 1 Includes craft propelled by machinery. Steam, sail, and "unrigged craft. — In accordance with the tendency exhibited along the Atlantic coast, the importance of steam vessels as a class is increasing in the transportation on the Great Lakes, while the sailing vessel class is decreasing in importance. Un- rigged craft are being increasingly used for transpor- tation purposes, and in many instances are of larger average capacity. Table 4 gives the number, gross tonnage, and value of vessels on the Great Lakes, classified according to propulsion, for 1916, 1906, and 1SS9. Average tonnage per vessel and average value per ton are also shown in the table. 140 TRANSPORTATION BY WATER. Table 4. — Number, Gross Tonnage, and Value op Different Classes op Vessels: 1916, 1906, and 1889. CLASS AND CENSUS TE.IR. Num- ber r.f vessels. Gross ton- u;it;i>. Value of ves- sels. Avernce tonnage per vessel. Average value per ton. Total: 1916 2,8.56 2,990 2.737 2,737,491 2,392,863 920,294 1174, 76.5, 528 130, 805, mo 48,580.174 9.59 800 336 $64 1906 55 1889 53 Steam: > 1916 1,.837 1,676 1,467 162 531 962 857 783 308 2,410,430 1,915,786 595,813 145,4.50 265,571 185,081 181,611 211, .51 16 139,400 162,256,3.55 116,983,812 40,868,824 4,3.51,287 7,135,271 4,238,850 8,1.57,884 6,686,5.57 3, 472, 500 1,312 1,1« 406 898 500 192 212 270 453 67 1906 61 1889 69 Sail: 1916 30 1906 27 1S89 23 UnriKged: 1916 45 1908 32 1889 25 1 Includes craft propelled by machinery. Dligram 1. — Gross Tonnage op All Vessels, by Classes: 1916, 190G, and 1889. MUNOREOS OF TmOUIANDS OW TONS ^^uhwrOMO onoti tdnnaoc rei0 Diaqbau 2. — Value of All Vessels, by Classes: 1916, 1906, AND 1889. leie leoe r^^F^^^^ ; ,>^^ UNmooco VALUE OF VESSELS IIK UNHIOOED -. The figures in Table 4 show the steady increase in the number and gross tonnage of steam vessels for the three census periods, and illustrate the trend of Great Lakes transportation development toward greater size and tonnage. The average tonnage of steam vessels advanced from 406 tons in 1S89 to 1,143 in 1906 and 1,312 in 1916. The value of the steam vessels increased from S40,868,824 in 1889 to $116,- 983,812 in 1906 and to 8162,256,355 m 1916; the average value per ton increased from $61 in 1906 to $67 in 1916. The value of the steam vessels formed 92.8 per cent of the total value of all lake carriers in 1916. Tlie number of sail vessels decreased from 531 in 1906 to 162 in 1916, or 69.5 per cent, while the gross tonnage and the value decreased 45.2 per cent and 39 per cent, respectively. Umigged craft, al- though increasing in number, decreased in total gross tonnage, the average tonnage decreasing from 270 to 212 per vessel. The Bureau of Navigation compiles, annually, sta- tistics similar to those given in Table 4, and these are shown for each five-year period from 1870 to 1916 in Table 5. Table 5. — Number and Gross Tonnage op Different Classes op Vessels, with Average Tonnage per Vessel: 1870 to 1916.' STEAM.* SAIL. UinUCGED. Aver- Aver- Aver- YEAR, Num- age ton- Num- age ton- Num- age ton- ber of Gross ber of Oross ber of Gross ves- tonnage. ves- tonnage. ves- tonnage. sels. ves- sel. sels. per ves- sel. sels. per ves- sel. 1916 2,319 2, 441, .168 1,053 190 182,117 959 402 120,912 301 1911 2,152 2,560,205 1, 100 320 22S, 2U9 7i:i 354 104,702 29B 1906 1,824 l,8:i8, i;i6 1,008 611 26S,5S5 526 230 75,914 3.30 1900 1,719 1,106,842 644 813 333,906 411 233 82,109 362 1895 1,7.37 854,018 492 1,066 298,297 280 1.57 48,649 310 1890 1,.507 648, 725 430 l,2:i6 326,077 264 174 29,301 168 1885 1, 154 332, .365 288 1,282 310,383 242 198 41,876 211 1880 912 209,465 230 1,415 302,264 214 202 45,766 227 1875 869 197,073 227 1,645 335,822 204 2,075 238,740 115 1870 625 136,980 219 1,545 254,819 165 2,384 237,287 100 * Reports of the Commissioner of Navigation, 1885 and subsequent years, and "Commerce and Navigation of the United States," Treasury Department, 1880 and preceding years. 3 Includes craft propelled by machinery. The figures shown in Table 5 are not comparable with those tabulated in Table 4, as explained in the introduction to this section of the report; however, they furnish an excellent basis for tracing the growth of, and changes in, lake tonnage during the past half centurj-. The great growth and development in the steam tonnage of the Great Lakes is illustrated by the remarkable increase in gross tonnage, from 136,980 tons in 1870 to 1,106,842 in 1900, and by the further advance to 2,441,368 gross tons in 1916. The slight decline in tonnage in 1916 is due to the transfer of vessels from the Great Lakes to the seaboard to meet war demands, but from 1911 until 1914, when the war began, the steam tonnage on the Great Lakes, as shown by the Bureau of Navigation, represented practically 50 per cent of the steam tonnage en- rolled and registered for the United States. CONSTEUCTION. The transition of vessel propulsion from sail to steam has been accompanied by a change in construc- tion from wood to metal. It is an interesting fact in connection with construction of vessels that all the metal vessels built in 1916 were steel vessels. The GREAT LAKES AND ST. LA^VRENCE RIVER. 141 number, gross tonnage, and value of vessels engaged i in Great Lakes commerce, by character of construc- tion, for 1916, 1906, and 1S89, are shown in Table 6. Table 6. — Number, Gross Tonnage, and Value of Vessels, BY Character of Construction: 1916, 1906, and 1889. CHARACTER OF CON- STRUCTION AND CENSUS TEAK. Number of vesaels. Gross tomiage. Value of vessels. Average tonnatje per ves- sel. Average value per ton. Total: 1916 2,8.56 2, 90O 2,737 2,737,491 2,392,8.;3 920,294 $174,765,526 130,805,640 48,580,174 959 ROO 3.16 $64 1906 55 1889 53 Metal: 1916 832 572 85 1,993 2,391 2,641 31 27 U 2,353,777 1,634,153 111,410 341,603 737, 3S6 794, 128 42,111 21,324 14, 7.56 155,231,482 105,72'.1,416 10,574,224 13,550,105 24,075,474 36,777,950 3,983,9.39 1,000,750 1,228,000 2,829 2,«6 1,311 171 308 301 1,358 790 1,341 66 1906 64 1889 95 Wood: 1916 46 1906 33 1889 46 Composite: 1916 95 1906 47 1889 83 Diagram 3. — Gross Tonnage of All Vessels, by Character op Construction: 1916, 190G, and 1889. OREDS OF THOUSANDS OF T0N9 CROSS TONNAGE 1010 COMPOSITE ^ Diagram 4. — Value of All Vessels, by Character of Con- struction: 1916, 1906, and 1889. leie 1906 MILLIONS OF DOLLARS too ¥///////m/////////,^& i^*°OD VALUE OP VESSELS lOie COMPOSITE S3, 983.930 Table 6 shows that in 1SS9, except for a negligible number, all the vessels on the Great Lakes were con- structed of wood, and while in 1916 the gi-eatest number was wood, the proportion had decreased from 96.5 per cent, as showai for 1SS9, to 69.8 per cent. The average tonnage of wooden vessels decreased from 301 gross tons in 1889 to 171 tons in 1916. Metal vessels which numbered only 85 in the Great Lakes traffic in 1889 numbered 832 in 1916, an increase of 878.8 per cent. The tonnage of this class of vessels increased from 10,574,224 gross tons in 1889 to 155,- 231,482 in 1916, or nearly fifteen fold, the average tonnage increasing from 1,311 in 1889 to 2,829 in 1916. Table 7 shows data, as compiled by the Commis- sioner of Navigation, similar to those shown in Table 6, but for more extended period. Table 7. — Number and Gross Tonnage op Metal and Wooden Vessels, with Average Tonnage per Vessel: 1875 to 1916.' METAL. WOODEN. YEAR. Nimiber of vessels. Gross totmage. Average tomiage per vessel. Number of vessels. Gross tozmage. Average tonnnge pervessel. 1916 814 799 513 318 190 88 34 18 16 2,375,297 2,360,323 1,526.506 686,075 300,618 127,926 34,028 15,973 15,585 2,814 2,954 2,811 2,159 1,582 1,454 1,001 887 974 2,067 2,027 2,022 2,447 2,770 2,829 2,600 2,511 4,373 369,100 532, 793 656,129 836,182 900,316 876,177 650,596 541,522 756,0.50 179 1911 263 1906 324 1900 342 1895 325 1890 310 1885 230 1S.S0 . 216 1875 165 I Reports of the Commissioner of Navigation, 18S5 and subsequent years, and "Commerce and Navigation of the United States," Treasury Department, 1875 and 18S0. In 1875 metal construction of documented lake vessels had made a modest beginning of 15,585 gross tonnage. By 1900 metal tonnage on the Lakes had grown to 686,675 tons, thence increasing to 2,375,297 tons in 1916, or245.9 per cent. Construction of wooden vessels, meanwliile, declined until the average size of such boats was only 179 tons in 1916, and the craft were mainly sailboats, ferries, fishing boats, laxmches, and lighterage barges. Table 8 shows gross and net tonnage of all vessels on the Great Lakes, with their value and the horse- power of engmes, classified according to construction and method of propulsion, for 1916 and 1906. There were 690 steam and motor vessels of metal construction operating on the Great Lakes in 1916, with a gross tonnage of 2,210,779, valued at $148,344,980, as compared with 489 steam and motor vessels of 1,489,481 gross tonnage, valued at $99,405,123, in 1906. The figures show a growth of approximately 50 per cent in both tonnage and value of the metal fleet of steam vessels on the Lakes from 1906 to 1916. As the increase in the gross tomiage of all steam and motor vessels amoimted to 25.8 per cent, the increase of 50 per cent for metal vessels illustrates the greater importance of these vessels. The horsepower of engines \ised for the metal steam and motor craft increased 34.7 per cent from 1906 to 1916. 142 TRANSPORTATION BY WATER. Table 8.- -NUMBER OF VESSELS, TONNAGE, HORSEPOWER OF ENGINES, AND VALUE, BY CHARACTER OF CON- STRUCTION AND CLASS: 1916 AND 1906. NTJIHER OF TONJJAnE. CHARACTER OF CONSTRUCTION AND CLASS. VESSELS. Gross. X n. 1916 1908 1916 1906 1916 1900 1916 1906 1916 1906 Total 2.856 2,990 2,737,491 2.392.863 2,111,205 1,905,176 1,066,169 982,555 $174,765,526 $130,805,640 Uetal 832 672 18 7 117 IS 1,993 457 664 96 735 41 31 24 2 572 1489 4' 48 31 2,391 11,172 ■"■"ios' 725 86 27 lis 2' 10 2.353,777 2,209,868 911 23,413 67,488 62,097 341,603 148,833 11,1.57 30, 770 121,673 29,170 42,111 39,626 35 1,6.34,1.53 11,489,481 1,796,159 1,660,671 720 21,3.59 54.327 59,082 287,710 110.277 8,850 29,3.34 111,967 27,312 27,3.36 25,409 32 1,259,307 11,124,736 861,996 859,691 2,305 640,011 1640,011 1.55.231,482 148,102,.^30 242,6,50 961,978 3, .514, 511 2,380,013 15,. 550, 105 7,777,412 2,300,0?4 579,689 4,463,373 429,307 3,983,939 3, 827, ','39 6,000 10,5,729,416 199,405,123 Motor Sail 4,410 33,287 106, 975 737,386 1410,104 3,984 31,030 99,557 628,7.50 1315,469 251,300 1,691,534 4,381,459 24,07,5,474 161,399 133,940 27,459 334,002 1334,092 116,677,489 Siil ioi.ise 173,119 53,027 21,324 1 16,201 95. 8HS 167,308 50,085 17,119 112,023 1,607,787 4,897,773 892,425 42,774 42,739 35 8,4.52 18,452 1,000,750 Steam 1 901 , 200 23 5,100 21 5,075 2,300 5 2,450 1,89,5 156,666 97,250 1 1 Includes craft propelled by machinerj-. TONNAGE OF VESSELS. The report of the Commissioner of Navigation for 1916 presents the geographic distribution of steam vessels of 5,000 gross tons and over, as follows: Great Lakes, 173 vessels of 1,119,690 gross tons; Atlantic and Gulf coasts, 133 vessels of 890,000 tons; and Pacific coast, 26 vessels of 172,305 tons. According to this. Great Lakes commerce in 1916 employed a larger num- ber of vessels of 5,000 gross tons or over and a greater tonnage than the Atlantic, Gulf, and Pacific coasts combined. These reports also show that the first lake steam vessels of 5,000 tons appeared in 1901, when 15 were documented, with an aggregate of 79,157 gross tonnage. In 1906 there were 63 of these vessels, with a tonnage of 386,427, and in 1916 they numbered 173, with 1,119,690 aggregate gross tonnage. Table 9 shows, as reported to the Census Bureau, the number and gross tonnage of steam, motor, sail, and unrigged vessels, classified according to tonnage, for 1916. Table 9.— ALL VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1916. TOTAL. STEAM. MOTOR. SAIL. UNRIGGED. CLASS. Numhcr of vessels. Gross tonnage. Numhor of vessels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. Total 3,462 2,747,687 1.362 2,404,763 1,081 15,883 162 145,450 857, 181,611 1,724 398 210 163 120 75 188 43 55 70 32 82 122 43 95 42 28,204 30,011 31.262 38,861 42,150 33,852 132.071 53,748 95,196 158,437 88,077 293,716 558,000 234,207 614,959 314,936 375 200 65 42 39 23 85 34 60 59 29 65 119 40 95 42 10,568 15,251 9,312 10,158 13, 4M 10,495 62,019 43,319 86,444 133,Sin5 80.031 236,579 544,320 219,0.so 614, 9.59 314,93(5 1,015 28 6 12,717 1,878 805 403 49 4 7 7 7 12 40 4 3 7 2 14 3 3 738 297 1,188 1,706 2,523 5,616 26,378 4,731 5,470 15, S79 5,443 46,674 13,680 15, 127 255 166 132 112 74 40 63 5 2 4 1 3 4,181 12,585 100 to 199 tons 19,9.57 200 to 299 tons 26,534 26, 143 400 to 499 tons 17,741 43, 674 1 000 to 1 499 tons 6,698 1 500 to 1.999 tons 3,282 2 000 to 2 499 tons 8,753 2,600 S nno tn.1 QQQ tonsi 10,463 5 000 to 5 999 tons 6 000 to 6 999 tons I Table 9 shows that there were, in 1916, 42 Great Lakes steamers of 7,000 gross tons and over, with an aggregate of 314,936 tons, compared with 9 vessels of this class, with a tonnage of 64,338 tons, in 1906. The increase in tonnage amounted to 389.5 per cent during the decade. All vessels of 6,000 gross tons and over were steam vessels, but 3 of the 43, with a ton- nage between 5,000 and vessels. 6,000 tons, were sailing VALUATION OF VESSELS. The value of active lake carriers in 1916, as shown by Table 1, was $174,765,526, as compared with $130,- 805,640 in 1906, showing an increase for the decade o a. 142-1 142-2 GREAT LAKES AND ST. LAWRENCE RIVER. 143 of 33.6 per cent. The value of steam and unriggetl craft increased dxiring the same period 38.7 per cent and 22 per cent, respectively; the value of sail ves- sels, however, decreased 39 per cent, due to the large decrease in the number of these vessels, the average value having practically doubled between 1906 and 1916. Tables 1 and 4 of this section show the value of steam, sail, and xmrigged craft separately for 1916, 1906, and 1889, and Table 6 shows the value of metal, wood, and composite craft separately. The percentage of the total value represented by each group of vessels, classified by method of propulsion and also by character of construction, is shown in Table 10. Table 10. — Value op Vessels — Per Cent of Total, by Class AND Character op Construction: 1916, 1906, and 1889. CLASS AND CHARACTER OF CONSTRUCTION. Class of vessel: Steam' Motor Sail Unrigged Character of construction: Metal Wood Composite PER CENT OF TOTAL VALUE. 1916 91.4 1.5 2.5 4.7 88.8 8.9 2.3 190« 89.4 5.5 5.1 1889 84.1 8.7 7.1 21.7 75.7 2.5 ' Includes craft propelled by machinery in 1906 and 18S9. The increasing substitution of steam power for sad, and of metal for other materials used in construc- tion, is well indicated in Table 10. Schooner barges compose a part of the 2.5 per cent that the value of the sailing vessels forms of the total value of all vessels, and the' elimination of these reduces the proportion for 1916 to nine-tenths of 1 per cent, the corresponding percentage for 1906 being 1.4. The average value per gross ton of steam vessels, as shown in Table 4, was §61 in 1906 and $67 in 1916, a slight increase. There was also an increase in the average value per ton of sailing vessels, from §27 in 1906 to $30 in 1916, and in unrigged vessels, from $32 per gross ton in 1906 to $45 in 1916. The average values per ton for metal, wooden, and composite vessels were $64, $33, and $47, respectively, in 1906, and $66, $46, and $95 in 1916. GOVERNMENT VESSELS. The cities of Chicago, Buffalo, Cleveland, Detroit, and Milwaukee own and operate boats for fire protec- tion and other purposes, and a few of the states border- ing on the Great Lakes do likewise for governmental purposes. The principal statistics for craft owned by city or state governments and operated on the Great Lakes are shown in Table 11. Table 11.— VESSELS OWNED AND OPERATED BY STATE AND CITY GOVERNMENTS: 1916. CITT, STATE, AND CLASS OF VESSEL. Number of vessels. TONNAGE. KIND OF CRAFT. Horse- power of cngmes. CONSTRUCTION. Value of vessels. EMPLOYEES. Gross. Net. Steam. Motor. Unrigged. Metal. Wood. Number. Wages. Aeerecate 50 5,637 3,779 23 12 15 11,677 16 '34 tl, 413, 111 376 »432,893 Chicago 28 6 22 3 4 2 2 2 4 3 2 1 1 2 3,586 1,271 2,315 431 362 221 141 408 6U 58 43 76 43 19 2,489 276 2,213 252 221 116 105 237 405 42 43 44 29 17 9 6 3 3 3 2 1 2 4 5 14 4,4P0 3,570 920 1,550 612 500 112 1,847 2,800 134 40 l.W 14 40 7 3 4 3 2 2 21 3 18 661,768 430,317 231,451 185,000 109,600 100,000 9,600 190,793 238,000 8,800 30O 10,000 7,000 1,S50 198 85 113 46 40 26 14 18 59 7 200.545 123,317 77,228 60,700 48,201 32,900 15,301 34,980 75,146 4,999 Fire Ijoats All other 5 14 Buffalo, fire boats : 1 2 Fire boats Another 1 2 Detroit, fire boats 2 2 Milwaukee, fire boats "2 3 2 1 1 2 Michigan. 3 1 NewYorlc 1 Ohio 1 1 4 4 3,522 4,800 Wisconsin 2 ' Includes one "composite.' The craft shown separately in Table 11 are included in the statistics shown in other tables. In 1916 the total number of these craft was 50, while the numl)er reported in 1906 was 38, an increase of 12 during the decade. Chicago reported the largest number of ves- sels owned by any city, an increase of 4 from 1906 to 1916—1 fire boat and 3 boats for other purposes. The city of Milwaukee also reported 2 more vessels in 1916 than in 1906. FISHING VESSELS. As previously stated in this report, statistics of fish- ing vessels were not collected at the census of 1906, and therefore have not been included in the number of vessels shown in the comparative tables of the present report. Table 12 gives the principal statistics for fishing vessels, arranged by tonnage groups, for 1916. There were 606 steam and motor vessels engaged in fishing in 1916. These had a gross tonnage of 10,196 and were valued at $1 ,190,866. There was an average of 3 pei-sons employed on each of these vessels and the aggregate wages paid was $949,562, while the income from the fishing on the Great Lakes was reported as $2,129,489. The table shows the majority of the fish- ing vessels were motor vessels and only 19 of the entire number were of more than 50 gross tons. 144 TRANSPORTATION BY WATER. Table 12.— FISHING VESSELS: 1916. Number of vessels. Gross tons. Value. Gross income. Number employed on vessels. Wages. AVERAGE PEE VESSEL. Average wages per em- ployee. Tons. Value. moome. Number employed on vessels. Wages. Total 606 10,196 $1,190,866 52,129,489 1,807 $949, .562 17 $1,965 $3,514 3 $1,567 $525 Less than 50 tons , gross 50 tona and over, gross 587 19 8,999 1,197 1,058,048 132,818 1,913,515 215,974 1,667 140 849, S23 99,739 15 63 1,802 6,990 3,260 11,367 3 7 1,448 5,249 510 712 209 191 18 397 396 1 6,436 5,289 1,147 3,760 3,710 50 825,643 637,025 128,618 365,223 361,023 4,200 1,335,195 1,127,721 207,474 794,294 785,794 8,500 1,070 935 135 737 732 5 657,516 561,617 95,899 292,046 288,206 3,840 31 28 64 9 9 50 3,950 3,649 7,145 920 912 4,200 6,388 S,!«4 11,526 2,001 1,984 8,500 5 5 8 2 2 5 3,146 2,940 5,328 736 728 3,840 615 601 50 tons and over, cross 710 Uotor 396 394 768 INCOME. Table 13 shows the gross income from lake shipping in 1916 and 1906, segregated according to source. In 1906 statistics of freight shipments for the Great Lakes were derived from the reports of the Bureau of Statistics of the Department of Commerce and Labor. For the present report, however, the Bureau of the Census obtained its freight statistics directly from vessel owners. Table 13.— Gross Income: 1916 and 1906. ■ INCOME. Per cent of 1916 1906 increase.i 1906-1916 Total $85,095,887 $65,274,702 30.4 Freight 70,377,339 6, 879, 0O5 7,S39,*43 62,076,533 4,866,904 8,331,265 35.1 Passengers 41.3 -5.9 1 A minus sign (— ) denotes decrease. Gross earnings of the Great Lakes fleet were $85,- 095,887 in 1916, compared with $65,274,702 in 1906, an increase of 30.4 per cent in the 10 years. Freight is the principal source of income of lake vessels, constituting 82.7 per cent of the total income. The increase of freight revenue for 1916 over 1906, however, was only 35.1 per cent, as compared vdth an increase of 65.8 per cent in tonnage of freight ship- ments. Length of haul on "through" freight, which is the dominating factor in lake shipments, was about the same in 1916 as in 1906, as shown by reports of the Corps of Engineers, United States Army. Decrease in lake freight rates — notably on iron ore, from 67 cents per ton in 1906 to 57 cents in 1916, for the haul from Duluth-Superior to Lake Erie, and on coal from 35 cents in 1906 to 30 cents in 1916, for the haul from Lake Erie to upper lake ports — apparently was effect- ive in restricting the margin of increase in 1916 over 1906 shipping income. FREIGHT. The Great Lakes fleet in 1916 handled a greater annual tonnage of freight shipments than the vessels of the entire Atlantic, Gulf, and Pacific seaboard. Lake vessels handled 98.9 per cent of the American production of iron ore, besides a large percentage of the country's coal, grain, and flour. Table 14 is a comparative statement, for 1916, 1906, and 1889, of the domestic shipments and receipts of the principal commodities of Great Lakes commerce. Table 14.— SHIPMENTS AND RECEIPTS OF DIFFERENT COMMODITIES, WITH PER CENT OF TOTAL FOR EACH COMMODITY: 1916, 1906, AND 18S9. SHIPMENTS. RECEIPTS. COMMODITY. Tons (2,000 pounds). Per cent of total. Tons (2,000 pounds). Per cent of total. 1916 1906 1889 1916 1906 1839 1916 1906 1889 1916 1906 1889 Total 125,384,042 175,609,649 25,266,974 100.0 100.0 100.0 n25,384,042 73,178,213 2,5,936,132 100.0 100.0 100.0 Canned goods 14,951 199,913 30, 179, 847 1,085,290 117, 906 5,969,521 72,614,761 1, 629, 756 314,959 184,188 (•) 7,506,4.52 6,566,498 m 0.2 24.1 0.9 0.1 4.8 57.9 1.3 0.3 0.1 ""■■fi."6' 4.4 14, 951 199,913 30,179,847 1,085,290 117,906 5,969,521 72,614,761 1,629,756 314,969 184,188 7,506,4,52 5,566,498 0) 0.2 24.1 0.9 0.1 4.8 57.9 1.3 0.3 0.1 6.' 6' 4.4 Coal... 117,575,467 1,334,979 4 6,105,799 23.2 1.8 24.2 15,532,715 1,338,189 •5,162,471 21.2 1.8 19 9 Flour 3,689,329 41.297,209 3,615,140 2,898,764 7,677,107 5,348,398 4.9 54.6 4.8 11.4 30.4 21.2 3,463,472 41,318,928 3,497,110 2,503,063 7,626,073 6,857,257 4.7 56.5 4.8 9.7 Iron ore . 29.4 26.4 Pig iron and steel rails • 414,110 567,988 0.5 0.8 ■■"'i.'o' 6 434,178 554,811 0.6 0.8 Salt 252,837 296, 513 l.l 7,115,429 2, 984, 069 9.4 11.8 7,038,810 3,490,755 9.6 13.5 1 Includes 2.003.453 nft tons of bunker ooal. » Does not include 6,083,046 tons of lighterage. > T.ess than one-tenth of 1 per cent. * Includes coke. 8 Bid not include steel rails in 1906, • Not reported separately. GREAT LAKES AND ST. LAWRENCE RIVER. 145 Iron ore is the chief factor in lake freight transpor- tation, representing 57.9 per cent of the total ship- ments in 1916, compared with 54.6 per cent in 1906 and 30.4 per cent in 1889. Iron ore shipments reached a total of 72,614,761 short tons in 1916, com- pared with 41,297,209 in 1906, an increase of 31,317,- 552 tons, or 75.8 per cent. Coal, likewise, showed marked gains, 30,179,847 tons being reported for shipments in 1916, compared with 17,575,467 in 1906, an increase of 12,604,380 tons, or 71.7 per cent. Ship- ments of lumber have continued to decrease. Aggre- gate freight shipments amounted to 125,384,042 net tons in 1916, compared with 75,609,649 in 1906 and 25,266,974 in 1889. The percentage of increase was 65.8 per cent for 1916 over 1906, and of 396.2 per cent for 1916 over 1889. Tonnage, by ports. — Table 15 is a comparative statement, for 1916, 1906, and 1889, of domestic shipments and receipts of freight by principal ports on the Great Lakes and St. Lawrence River. Table 15.— SHIPMENTS AND RECEIPTS OF FREIGHT AT PRINCIPAL PORTS ON THE GREAT LAKES AND ST. L.\.W- RENCB RIVER, WITH PER CENT OF TOTAL SHOWN FOR EACH PORT: 1916. 1906, AND 1889. Total. Ashland, Wis Ashtabula, Ohio Buflfalo, N. Y Cheboypin, Mich Chicago-South Chicago, 111 Cleveland, Ohio Conneaut. Ohio Detn.it, Mich Puluth-Superior*. .. Erie, Pa Escanaba, Mich Fairport, Ohio Frankfort, Mich GhKistnnc, Mich Grand Haven, Mich . Green Bav. Wis Hancock-Houghton, Mich. 1 Huron, Ohio Kewaunee, Wis Lorain, Ohio TOTAL FREIGHT TONTfACF. HAN- DLED AT PORT. 1916 Ludin.^on, Mich. . Manistee, Mich Manistique, Mich.. Manitowoc, Wis... Marine City, Mich . Marquette, Mich... Mennniinee, Mich.. Mihvaukee, Wis. . . Muskegon, Mich Ogdensburg, N. Y. ( Jsweg 1, N. Y Port Huron, Mich . Racine, Wis Sandusky, Ohio SaultSte. Marie, Mich. Slieboygan. V/is Toledo, Ohio Tonawanda Harbor . Tu-o HLirb_rs, Minn. Wish burn,. Wis All other ports 10,030,144 17,429,436 19,31('.,e46 32,4?4 14,329,920 16,402,987 12, .563, 823 1,740,3W 52, 787, 52.i 3, 927, 580 8, 477, 762 3,947,084 1,947,790 76,511 717,201 623,287 1.306.215 2, 440. 934 331,607 8,384,656 1,662,143 82,297 593,067 1,809,263 100,482 4,712,482 425, 242 7,929,084 87,291 360,422 048,858 212, 130 130,516 2,9.51.843 1,413,046 6.i4. S32 9,157,292 399,059 12,189,260 211,779 28,223,479 1906 4,407,031 10,1.57.785 14,345.007 172.403 10,357,038 11.670,328 6,972.996 1.1.84.862 29, 369, 200 3, 900, 739 6.937.210 2, .506, 903 831,161 546.531 420, 541 726.958 526. ,5.54 1,6.59.690 143,466 4,211,733 1,663,718 521,841 499. 3.50 1,237,790 81,054 1,810,685 200,924 6,236,146 119,877 46.5,337 54,777 358, 077 176,988 9.54,290 438, 9.54 5:5.018 4,167,813 1,079,146 9,316.743 373.119 7,452,079 1889 2,247.242 2,695.180 6,730,137 218,940 7, 984, 038 3,621,570 0) 764.553 2,294.345 1,271,988 3, 626, 390 99S. 459 0) 287.590 169,546 1.56. 810 286,191 70. ISO 32, 627 620,773 627,627 629,910 144.011 113,377 61,001 1,710,885 272, .529 1,935.808 1,002,743 662,904 691,118 170,073 160,537 602,403 76,125 lil.3S7 1,4.36,991 1,046,895 9.36.541 1SS..3P3 4,532,289 SHIPMENTS. Tons (2,000 pounds). 1916 125,384,042 > 75, 609,649 11,892,074 30. 952 14,252,165 1906 1889 25.266,974 1, 759. .S,S4 489. 5So 2, 683. 993 194.417 ,914,065 883, 862 (1) 148.803 735. 491 498, 958 3, 430. S.32 59,438 m 155,234 68,390 55,441 78.1-14 58.486 23,3.54 273, 874 351,398 601,814 140,321 25,023 15,425 1, 567, .539 265, 103 3.51,. 554 851,440 192, 860 288, 271 18,000 1,225 297,374 39,062 8,3:12 930,640 936,541 133,301 3,741,433 Per cent rf total. 1916 1906 {889 100.0 7.4 3.6 2.8 1.0 2.3 1.2 0.2 33.6 1.4 6.4 0.4 0.7 (') 0.2 (=) 0.1 0.8 0.1 2.5 0.8 6 (=) 3.5 0.2 1.0 r-) n 0.5 (■!) ( = ) V-) 5.4 9.5 11.4 5.0 3.3 5.6 0.2 3.3 4.5 1.2 0.3 30.5 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 m 0.3 (') 1.1 0.3 (') 3.1 ?'> 1.9 0.2 7.0 100.0 7.0 1.9 10.6 0.8 11.5 3.5 0.6 2.9 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 (') 3.7 3.7 0.5 14.8 Tons (2,000 pounds) Percent of total. > Includes 2,003,4.53 net tons of bunker coal. * I^ess than one-tenth of 1 per cent. > Not reported. Table 15 shows the relative standing of ports with respect to the freight handled. A feature of lake transportation is the excess of eastbound over west- bound tonnage. Receipts at Lake Erie i)orts out- weigh shipments, wliile on Lake Sujierior shipments far exceed receipts. Duluth-Superior Harbor, at the western head of the Great Lakes system, had the distinction in 1916 of shipping a greater freight tonnage than any other 116515°— 20 10 ■Tn-'ludos West Puperior. 'Includes Pi rtoge, Dollar Bay, Hubbcll, Ripley, and lake Linden. vVmerican port, and also leads among lake ports in total commerce handled. Shipments from that port in 1916 in American-owned vessels reachetl 42,082,083 tons, compared with 23,079,956 tons in 1906, a ten- year growth of 82.3 per cent. Buffalo, at the eastern extremity of Lake Erie, leads other lake ports in freight receipts, with a total of 15,882,284 tons, compared with 13,456,252 tons received at Cleveland, 13,022,624 at Chicago-South 146 TRANSPORTATION BY WATER. Chicago, 12,908,252 at Ashtabula, 11,120,763 at Conneaut, and 10,705,442 at Duluth-Superior. The rate of growth in freight receipts at BulTalo was 56 per cent from 1906 to 1916 and 291 per cent from , 1889 to 1916. Iron ore. — Table 16 is a comparative statement of the shipments and receipts of iron ore, by principal ports, for 1916, 1906, and 1889. Table 16. -Iron Ore Movement, by Ports: 191G, 1906, AND 1889. PORT. SHIPMENTS. (TONS OF 2,000 POUNDS). RECEIPTS (TONS or 2,000 POUNDS). 1918 1906 1889 1916 1906 1889 72,614,761 41,297,209 7,677,107 72,614,761 41,318,928 7,626,073 9,238,903 3,627,593 3,102 18,637 1,663,021 Ashtabula 12,828,167 8,709,166 8,796,378 12,289,920 11,084,463 434,210 7, ,534, 108 5,186,744 4,762,150 7,461,495 6,061,615 177,000 2, 199, 109 333, 827 Chicago-South Chi- 731,188 Cleveland 370 26,644 1,951,564 (•) 1,568 19,193,615 63 6,335,682 V) 39,020,088 10,691 Erie 1,925,743 2,348,985 418,426 £scanaba.. 7,975,814 3,364,067 3,099,579 2,954,436 1,400,964 927, 073 5,124,244 2,052,538 928,616 Gary 11,891 871,697 761 lodiana Harbor 2,417,109 335,162 Miirqiiptfo 4,323,740 i, sis, 043 10,285 1,120 1,586,656 1,541,496 Milwaukee... . 248,513 18,737 305,443 124,312 16,507 13,811 Presqiie Isle 35,861 9,520 1,611,004 320,034 208,411 Sault Ste. Marie 4,928 37S, 66i 2,121,198 Toledo 8,887 97, 476 448 8,862,028 121,190 17, 166 11,875,930 147,081 936,541 145,339 All other ports 273, 969 163,625 269,364 I Not reported. • Separate ligures not available (included in "all other ports"). As shown in connection with Table 14, iron ore in 1916 constituted 57.9 per cent of total lake freight shipments, and Table 16 shows there was carried from Lake Superior ports to lower lake ports a record total of 72,614,761 net tons. The records of iron ore shipments and receipts, by ports, for the years 1916, 1906, and 1889 show that Duluth-Superior stands as the leading shipping port for iron ore, handling over one-half of the total lake shipments, or 39,020,088 short tons in 1916, as com- pared with 19,193,515 tons in 1906. Two Harbors, Mnn., is second, with 11,875,930 tons of ore shipments ; followed by Ashland, Wis., 9,238,903 tons; Escanaba, Mich., 7,975,814 tons; and Marquette, Mich., with 4,323,740 tons. Of the iron ore receipts, 12,926,400 short tons in 1916 went to Lake Michigan furnaces at South Chicago, Gary, Hammond (Indiana Harbor), and Milwaukee; while 58,583,444 short tons, or 80.7 per cent of the total, went to Lake Erie ports, such as Ashtabula, Buffalo, Cleveland, Conneaut, Erie, Fair- port, Huron, Lorain, and Toledo, to supply the furnaces of Ohio, Pennsylvania, and New York, and, in particular, the Pittsburgh steel district. The steel development at lower Lake Michigan industrial centers is indicated by a growth of iron ore receipts from 855,500 tons in 1889 to 5,067,593 tons in 1906, and to 12,926,400 tons in 1916. As an indication of the development of the iron and steel industry, iron ore receipts of Lake Erie j)ort3 have grown steadily from 6,264,941 short tons in 1889 to 35,545,295 in 1906, and to .58,583,444 in 1916, having in 1916 increased 64.8 per cent since 1906, and upwards of eightfold since 1889. Coal. — Table 17 is a comparative statement of the shipments and receipts of coal, by principal ports, for 1916, 1906, and 1889. Table 17.— Coal Movement, by Ports: 1916, 1906, and 1889. PORT. SHIPMENTS (TONS OF 2,000 POUNDS). RECEIPTS (TONS OF 2,000 POUNDS). 1916 1906 1889 < 1916 1906 I889> Total . . . 30,179,847 M7,.?75,467 6,105,799 30,179,847 15,532,715 5,162,471 Ashland 310 4,403,431 2,872,409 1,012,200 14,087 2,626,458 1,387,907 241,727 350 10,882 1,663,170 10,332 46,747 454,067 259,775 2,202 2,477,885 3,112,577 180,634 120,578 2,905,506 846,948 115,598 62,776 17,720 926,099 8,649 2,035 276,328 228,813 60 3,705 386 771,375 773,801 34,100 76,329 521,195 201,241 489,585 2,1.56,670 350,000 Buffalo 1,112 Charlotte Chicago-South Chi- 1,625,045 1,000 19,000 386,402 61,127 9,514,222 938,151 4,629 1,329,364 Cleveland 825,030 1,200 C) Detour 147,292 26, 905 5,330,119 3,564 141,900 Duluth-Superior.... Erie 1,205,000 410,403 483,220 7,700 512,672 194,199 Fair Haven.. .. 119,317 59,438 Fairport 3,400 125 224,773 380,757 883,737 Frankfort 65 74,059 586,343 1,165,003 (3) 122,000 Green Bav 440 200 1,003,196 12 25,075 56,000 70,374 Hancock-k ought on* Huron 144,261 235 Indiana Harbor. . . . 398,259 13 48,529 590,976 368, 378 5,277,070 286,202 3,133,971 388,375 15,152 1,697,370 613,948 6,894 175 13,986 1,752 37,265 749, 084 32, 156 578 2,325,259 1,859 867 134,800 273,671 Ludington 20,893 444,190 273,443 3,669,491 192,569 681 4,583 75,000 Marquette 126, 421 2,323 7,502 577,563 2,587,336 885 1,096 6, 777, 728 9,919 14 670,295 907,743 Oedensbure 65,356 282,098 275,385 1,000 200 650,000 66,231 Oswegn . Sandu.'^ky 1,561 Sault Ste. Marie'.... 976,184 618,727 9,021 296,962 180,827 6,321,283 168, 082 440,216 23,957 288, 935 166,510 878,872 24,938 60,000 Toledo.. . 93,36b Two Harbors . . Wa.shbura. 51,614 All other ports 62,995 351,237 1 Includes coke. 3 Includes 2,003,453 net tons of bunker coal. 3 Not reported. ' Inchides Portage, Dollar Bay, Hubbell, Lake Linden, and Ripley. » Includes St. Marys Falls. The heavy eastbound iron ore movement has its complement in a large and growing westbound coal movement, the coal fiuriishing return cargoes for iron ore carriers. Lake coal shipments increased from 6,105,799 tons in 1889 to 17,575,467 in 1906, and to 30,179,847 tons in 1916. In other words, in 1916 the coal movement showed an increase of 71.7 per cent over 1906 and 394.3 per cent over 1889. Toledo, Ashtabula, Lorain, Buffalo, Cleveland, Sandusky, Erie, and Conneaut, in the order named, are leading ports of coal shipments from Lake Erie, while Char- lotte (lake port for Rochester, N. Y.) is the principal coal shipping point on Lake Ontario. The leading port in coal receipts was Duluth-Superior, 9,514,222 tons being received in 1916, compared with 5,330,119 in 1906 and 1,205,000 in 1889, an increase GREAT LAKES AND ST. LAWRENCE RIVER. 147 for 1916 of 78.5 per cent over 1906 and 689.6 per cent over 1889. Milwaukee, Chicago, Hancock-Houghton, Sault Ste. Marie, Ashland, and Sheboygan follow, in the order named, in tonnage of coal receipts. Lumber. — Table 18 is a comparative statement of the shipments and receipts of lumber, by principal ports, for 1916, 1906, and 1889. Table 18. -Lumber Movement, by Ports: 191G, 1906, and 1889. PORT. SHIPMENTS (TONS OF 2,000 POUNDS). KECEIPTS (TONS OF 2,000 POUNDS). 1916 1906 1SS9 1916 1906 1889 1,629,7.56 3,615,140 5,348,398 1,629,756 3,497,110 6, 857, 2.67 6,662 88,468 2,804 4,484 1,626 3,026 1,270 922,954 1,656 66,018 199,136 231,224 10.5,610 50,562 114,060 28,212 33,072 100 374 2,926 1,757,658 373,204 481,596 Bay City . . 47, 030 260,097 2011,006 112,462 77,527 2,429 64,084 275,420 810,814 3.50, 200 182,186 6,516 4,200 Buffalo . . 43,094 1,650 403, 951 Chicago-South Chicago. . . 2,106 1,092 10,261 13,110 212,467 258.620 477,78.5 5,625 341,446 265, 103 2, 6SK, 004 565,626 314, 996 Duluth.. 447,526 383 Ludington . .... 19,230 18,513 212,571 24,646 89,685 46, 162 195, 805 120 8,557 4,273 5,186 25,699 2,801 28i, 540 860 19,498 6,410 2,482 143,912 23,366 8,126 278 Marinette . Milwaukee... 412,479 846,615 498,962 119,630 Oscoda 2,058 19,448 353, 175 304,083 5,370 75, 598 712,918 535,876 283, 0.68 Toledo 466 5,108 282, 399 Tona Wanda Harbor.. 1,029,729 721,571 1,564,399 844,499 Lumber, which in 1889 was one of the leading com- modities of Great Lakes commerce, has declinetl, until in 1916 only slightly more than one-fourth of the 1889 tomiage was handled by the Great Lakes fleet. Of the separate ports showm in Table IS, Duluth, Manitowoc, and Menominee are the principal shipping ports of lumber, while Tonawanda Harbor, Buffalo, and Chicago lead in lumber receipts. Grain. — ^As stated elsewhere, the statistics of freight for the Great Lakes in 1906 were derived from the reports of the Biu-eau of Statistics. The principal grains only were shown, and therefore, no comparison can be made by ports, as the Census Office in 1916 collected statistics for "gram." Table 19 shows the shipments and receipts of grain, by principal ports, for 1916. There was a large eastbound grain movement through the Lakes in 1916 to meet war demands, lake shipments reaching 5,969,521 net tons, as shown in Table 19. Duluth-Superior was the principal port oi shipment, handlmg more than one-third of the total grain shipments. Over three-fourths of the shiji- ments were destined for the grain terminals at Buffalo, there to be reshipped via rail and the Erie Canal for the Atlantic seaboard and for Europe. Table 19. — Grain Movement, by Ports: 1916. Total.. Ashtabula Buffalo Chicago-South Chicago. Cleveland Detroit Duluth-Superior Erie Fairport Frankfort Kewaunee Lorain Ludington Manitowoc Milwaukee Ogdensburg Oswego Racine Toledo All other ports Shipments (tons of 2,000 pounds). 15,030 027,128 27,918 15,217 1,844,910 804 36,815 3t3,207 92, 256 184,187 369 7,931 3,080,559 Receipts (tons of 2.000 pounds). 5,969,521 5,460 ,636,503 28,354 42, 149 30,931 62,234 11,544 133,305 76,469 10,482 170,663 2,845 40,690 53,450 63,2(M 32,691 568,547 Freight, hy ports and commodities. — Table 20 pre- sents, by principal ports, total receipts and ship- ments of the leading commodities of Great Lakes commerce for 1916. Among the commodities aggregating large ton- nages, shown in Table 20 but not sho^vn in other tables, is "stone, sand, etc.," for which 7,506,452 tons were reported as shipped on the Lakes, this item rank- ing next after iron ore and coal, which together amounted to 102,794,608 tons shipped in 1916. Leading ports in receipts and shipments of freight, with principal commodities handled bj' each, in the order of their importance are: Duluth-Superior, iron ore and grain shipped and coal received; Buffalo, iron ore, grain, stone and sand, etc., and flour received and coal and miscellaneous freight shipped ; Ashtabula, iron ore received and coal shipped; Cleveland, iron ore received and coal shipped; Chicago-South Chicago, iron ore,coal, miscellaneous freight, and lumber received and grain, miscellaneous freight, and petroleum shipped; Conneaut, iron ore received, coal shipped; Two Har- bors and Ashland, u'on ore shipped, coal received; Lorain, iron ore received and coal shipped; Toledo, coal shipped and iron ore received; Escanaba, iron ore shipped and coal received; and Milwaukee, coal, miscellaneous freight, stone and sand, etc., and iron ore received and miscellaneous freight, grain, and flour shipped. 148 TRANSPORTATION BY WATER. Table 20.— SHIPMENTS AND RECEIPTS AT PRINCIPAL [Tons of 2,000 pounds.) POET. TOTAL FREIOHT. CA^fNED OOODS. CEMENT, BRICK, AND LIME. COAL. KLOITE. FBUTTS AND V EQETABLES. Shipments. Receipts. Ship- ments. Ueceipts. Ship- ments. Receipts. Shipments. Receipts. l^l. R«">ipt^- Ship- ments. Receipts. 1 Total 125,384,042 125,384,042 14,9,51 14,951 199,913 199,913 30,179,847 30,179,847 1,085,290 1,085,290 117,906 117,906 ? 1,237,914 9,256,271 4,521, IKl 3,494,l'.n2 3, 194, 144 1,012,200 1,307,291-, 2,940,735 l,443,0('iO 245,099 280,777 42,as2,0S3 1,728,024 7,992,317 514,05'! 846,986 624,212 773,873 12,908.2.52 15,822,2S4 5,816 110,030 3 102 .58,904 619, 536 773,801 34,100 76,329 6,816 ^ ,\snlandj Wi.s 2 310 4,403,431 2, .872, 409 3 4 S HulT;ilo, N. Y CaUite, Mich 4,675 6,099 17 801,709 41 fi 7 Charlotto.N. Y 1,012,200 14,087 2, 626, 458 1,387,907 241,727 3,50 10,882 1,6(3,170 10,332 454,067 259,775 « Chicaeo-South Chicago, 111. Clevolaml, Ohio 13,022,024 13, 4,56, 252 11,120,763 390,596 1,459,608 10,705,442 2, 199, ,5.56 485,445 3,433,026 1,100,804 2,956,4m 440,824 612,893 I,201,0ti8 1,436,769 1,579,731 151,. 534 5,2.50,415 700, 536 30,374 216, 5.50 1,020,371 47, 958 370,608 243,719 6,725,827 |-.2,H0 349. "28 05,902 175,890 102, 2,53 3,52, 027 1,382,005 642,905 2,344,369 399, 0.59 297, 1S6 1V0,S27 8, 50.S, 103 93 S9S 3,285 825 6,202 19,5S0 1,625,045 i.noo 19,000 3.S0, 402 61,127 9,514,222 229,191 3,592 89,651 51 P 37,273 in Coniieaut, Ohio 8,964 11 Detour, Mich 4 334 2,927 83 1 1 1,100 11,377 1? Detroit, Mich 14,. 500 68, 742 It 3 459 2,477 643,356 823 14 Erie, I*a 165,78? 1") 483,220 1 1 1 Ifi 17 Frankfort, Mich 65 45 6,627 566 IS Garv, Ind 1<) Grand Haven, Miih 270,377 10,394 105,147 1,004,165 159,931 ISO, 073 3,134,241 901,007 51,923 356,517 78S, S92 52,526 4,341,874 181,. 523 1,203,2.57 25, 151 10, ,594 582,896 36,234 28, 203 2,599,216 30, SSI 11,927 6,812,923 ?n 25 8,000 2,973 440 200 1,003,196 686,343 1,165,003 45 65 ?i Uancock-lioughton, Mich . Huron, Ohio 22 M Indiana Harbor, Ind Iscwiiimee, Wis 398,259 57,876 13 48,529 24 2,472 20 2S l.orain, (^hio 3,133,971 388,375 2fi Ludington, Mich 11,182 49,549 2,306 181 27 Manistee, Mich 55 ?S Manistique, Mich 2,556 15, 152 56,701 690,976 47,677 308,378 1.50, 160 5,277,070 9,80 20,584 29 25 194 an JlarineCitv, Mich ai Marquette, Mich 380 32 Menominee, Mich 2 6,606 2.S0 17 480 2,323 200 7,502 577,563 3,369 242 4,963 13 535 67, 126 173,365 11,223 34 Muskegon, Mich 3S Ogdensburg, N. Y 286,202 47 Sfi Oswego, N. Y 37 Port Huron, Mich 7,104 114,867 66,0S2 3S 910 3 9,238,903 "i2,' 828,' 167' 8,709,166 72 525 260,097 1 ■^ 15,030 5,460 4,636,503 3,891 50,056 44,300 9,774 3,170,144 40,000 273,303 4 1,549 260 21,016 1,033,985 fi A 7 627,128 27,918 28,i54 42, 149 8,7^6,378 12,289,920 11,084,463 1,650 2n9,no 39,020,088 447,526 68 73 5,210 2,859 41,050 1,925,743 p 3 7,975,814 5,165 3,099,579 1,294 2,954,436 59,991 200,142 16 804 1,664 247,971 1,508 1,540 60,773 382,592 717,605 520 440,824 3,561 23,928 17 IS 276,377 5,820 84,568 3,208 3,503 7.i6 20,379 35 8,899 3,140 2,587 4,794 3.5,805 254,399 ■"O 1,230 n 1,400,964 927,073 969 ■» 159,931 "^ 36,815 7,048 141 969 195,805 120 533 8,5.57 279 133,738 270 504,307 31,662 188,787 446,876 26 163 90,032 785,327 24,951 2,569 93,497 fO 235,190 7,054 178,919 398,556 •*1 10,482 170,663 6 28 2,845 5,124,244 114,647 800 22,994 05 36,207 19,230 18,513 110,664 212,571 Tfl 200 369 1,103 1,512 *n 3,906 92,256 280 49,344 1,428 '>8 18,140 *»<) 52,500 30 4,323,740 1,014 89,685 45,162 17,971 1,850 75,690 797,356 31,426 22 30 184,387 5,186 25,699 2,801 8,107 2,058 5,704 67 3,901 12,374 258,516 27,913 2,000 700 T) 40,690 248,513 235 6,070 ?? ■^■1 359 53,450 63,204 5,659 164 ?T 5,333 ?A 10,507 18,737 15,254 20,332 10,546 23,953 10,831 14,832 30,929 25,321 16,934 1,793 18,087 20,074 rr 7,931 9, MO 335,693 10,560 ss 1,000 ?<* 316 3,191 378,001 4,838 15 5,931 19,448 353,175 61 2 2,834 •10 32,691 8,887 2,121,198 456 11,010 17, 9n 123,966 38,276 4*^ n 11,875,930 6,225 30,938 543, 170 1 224 Ai 4n 3,073,096 555,588 159,598 272,675 51,810 71,248 16,137 40,144 3,015,068 1,528,639 767,301 679,440 46 The income from passenger traffic was not reported separately in 18S9, and it is probable that the nmnber of passengers reported, especially the ferry passengers, was much understated. In 1916 there were 19,214,076 passengers carried, as compared with 14,079,121 in 1906, an increase of 36.5 per cent. The majority of the passengers, or 69.2 per cent, were ferryboat passengers; the increase between 1906 and 1916 in this class of passengers con- tributed most of the increase in the total number, a-s the number of passengers carried on passenger and freight vessels shows an increase of only l.S per cent. The average fare per passenger on passenger and freight vessels increased from 76 cents in 1906 to SI. 05 in 1916, while the average ferry rate decreased from 5.5 cents to 5.1 cents. RAILWAY CAR FERRIES. Railroad companies having terminals on Lakes ]Mich- igan, Erie, and Ontario and on the St. Lawrence River conduct an extensive car-ferry business as a branch of their railway operations. Table 22 is a comparative statement of principal statistics, so far as available, for car ferries for 1916 and 1906. Table 22.— Car Ferries: 1916 and 1906. [Craft operated in connection with steam railroads.l Number of vessels Gross tonnage Net tonnage Horsepower of engines \'alu6 of ve&sels Oross income Number employed on vessels Wages Number of passengers carried > Not shown separately. I91C 1906 14 14 34,268 30,054 21,124 18,252 42,180 37,500 $5,177,068 $2,799,482 $758,945 ^') ~ 276 461 $281,817 $225,881 109,152 390,708 150 TRANSPORTATION BY WATER. The increase of railway car-ferry business is indicated by the large gain in value of vessels from $2,799,482 in 1906 to $5,177,068 in 1916. There were 14 other vessels reported as owned by railway companies, but these consisted of tugs and scows used principally for building docks, wharves, etc. EMPLOYEES AND WAGES. Table 23 presents comparative data in regard to employees and wages, for steam, sail, and unrigged craft, for 1916 and 1906. Table 23. -Employees and Wages, by Class, with Per Cent OF Increase: 1916 and 1906. CLASS AND CENSr.S TEAR. Number employed on vessels. Wages. Average pay per employee. Total: 1916 26,873 24,916 7.9 $13,633,219 13,280,716 40.3 S693 190tj . 533 30.0 Steam;.! 1916 24,163 20,515 17.8 878 2,258 -bi.i 1,832 2,143 -14.5 17,027,341 11,179,882 62.3 464,. 581 962,. 542 -51.7 1,141,297 1,138,292 0.3 705 1906 545 29.4 Sail: 1916 629 1906 42« 24.2 Unrigged: 1916 623 1906 531 Per cent of increase ' 17.3 I Includes craft propelled by machinery. « A minus sign (— ) denotes decrease. The vessels on the Great Lakes and St. Lawrence River gave employment to 26,873 persons who received a wage of $18,633,219 in 1916. As compared with 1906, these figures show an increase of 7.9 per cent in number employed and 40.3 per cent in wages. The steam vessels furnished employment to 89.9 per cent of the persons employed, and these received 91.4 per cent of the wages paid. The average wage per employee increased from $545 in 1906 to $705 in 1916. OWNERSHIP OF VESSELS. The greater part of the iron ore, coal, and oil of Great Lakes commerce is transported by companies which are subsidiaries of corporations which control the production, sale, and handlmg of both the raw materials and more or less finished products. A cor- poration engaged in steel manufacture frequently owns its own Lake Superior mines and ore docks, the fleet which hauls the ore to Lake Erie or lower Lake Michigan, and the furnaces and steel mills in Indiana, Illinois, Ohio, or Pennsylvania which con- vert the ore into steel ingots, bars, sheets, rails, shapes, and plates for commerce. As a consequence of such coordination of industrial and commercial energies, and likewisebecause of the large scale on which Great Lakes commerce is organized, vessels operated on the Great Lakes and St. Lawrence River are largely owned by incorporated companies. Table 24 shows, by char- acter of ownership, the number, gross tonnage, and value of the different classes of vessels for 1916 and 1906. Table 24. — Number, Gross Tonnage, and Value op Vessels, BY Character op Ownership, with Per Cent in Each Class: 1916 AND 1906. VESSELS. TONNAGE. VALUE OF VESSELS. CHABACTEE OF OWNERSHO' AND CENSUS YEAR. Num- ber. Per cent o( total. Gross tons. Per cent ol total. Amount. Per cent oJ total. Total: 1916 1906 2,856 2,990 100.0 100.0 2,737,491 2,392,803 100.0 100.0 $174,765,626 130,805,640 100.0 100.0 Individual: 1916 847 975 210 429 1,747 1,536 52 50 29.6 32.6 7.4 14.3 61.2 51.4 1.8 1.7 74,383 204,175 22,374 132,836 2,635,057 2,044,131 5,677 11,721 2.7 8.5 0.8 5.6 96.3 85.4 0.2 0.5 6,987,863 8,355,470 1,275,970 4,025,536 165,083,582 117,310,941 1,418,111 1,113,683 4.0 1906 6.4 Firm: 1916 0.7 1906 3.1 Corporation: 1916 94.5 1906 89.7 All otlier: 1916 . 0.8 1906 0.9 Corporations controlled 96.3 per cent of the do- mestic tonnage of the Great Lakes in 1916, represent- ing 94.5 per cent of the total value of lake vessels. Although more than one-fourth of the vessels on the Great Lakes were owned by individuals, their toimage and value were insignificant in comparison with the figures for incorporated companies. Table 25 shows, by character of ownership, the nimiber and gross tonnage of the different classes of vessels, according to character of service, for 1916 and 1906. The most important vessel class, namely, steam freight and passenger vessels, shows an increase of gross tonnage owned by incorporated companies from 1,659,308 tons in 1906 to 2,311,335 in 1916, a ten-year increase of 39.3 per cent. At the same time indi- vidual ownership of steam freight and passenger ves- sels declined from 114,702 tons in 1906 to 23,828 in 1916. Steam tugs and towing vessels and miscella- neous craft were likewise largely operated by incorpo- rated companies, while yachts were chiefly under indi- vidual ownership. "All other" ownership includes city and state government craft. GREAT LAKES AND ST. LAWRENCE RIVER. 151 Table 25.— NUMBER AND GROSS TONNAGE OF VESSELS. BY CHARACTER OP OWNERSHIP AND BY OCCUPATION: 1916 AND 190G. TOTAL. ranmnuAL. FIRM. INCORPORATED COMPANY. ALL OTHER. CLASa AND OCCUPATIOK. Number of vessels. Gross tonnage. Xiimber of vessels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. Number of vessels. Gross tonnage. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916' 1906 1916 ' 1906 1 Total 2,856 2,990 2.737,491 2,392,863 847 161 59 32 5 49 16 529 132 19 7 363 8 75 35 39 1 82 975 1536 198 94 12 204 30 301 199 97 5 138 74,383 204, 175 210 429 22,374 132,836 1,747 1,536 2,635,057 2,044,131 52 50 5,677 11,721 1,153 734 254 32 52 81 684 176 47 11 407 43 162 119 42 1 857 11,676 932 382 48 236 78 531 403 122 6 783 2,398,327 2,347,024 19,130 7,049 5,353 19.771 12,103 3,026 460 215 7,771 631 145,450 144,657 495 298 181,611 ■1,915,786 1,842,251 22,663 35,581 6,210 9,081 33, M2 23,828 1,446 253 5,162 2,953 9,503 1,850 203 97 7,279 74 14,402 13,639 465 298 16,836 1126,160 114,702 3,592 693 5,673 1,500 77 30 28 7 3 9 74 25 7 1 33 8 12 9 3 47 1207 113 59 5 23 7 115 90 24 1 107 15,318 11,729 1,249 480 191 1,669 1,026 463 81 9 349 125 2,554 2, .524 30 3,476 171,009 67,317 2,326 137 445 784 34,900 34,428 283 189 26,927 892 644 192 20 '"36 67 19 21 2 10 15 75 75 1905 621 225 30 6 23 112 112 2,345,940 2,311,335 16,269 6.316 "ii',m 1,332 714 176 88 113 241 128,494 128,494 11,714,669 1,659,308 16,446 34,721 66 4,128 23 1 2 "M 14 •28 2 4 1 3 18 3,427 132 176 3,'ii9' 242 13,948 924 Freight and pass»ii- ger Tugs and other tow- ing vessels Ferryboats 299 30 26 Miscellaneous Motor 2,669 Freight and passen- Tugs and other tow- Ing vessels Ferryboats Yachts 1 1 12 3 2 1 21 30 191 Miscellaneous Sail 265,571 263,837 1,458 276 211,506 59,578 58,321 1,170 87 18,437 170,267 170,267 626 Freight and passen- ger 821 Yachts S Miscellaneous Unrigged . 713 519 159,291 159,195 15 19 2,008 6,947 1 Includes craft propelled by machinery. CLASSIFICATION OF VESSELS BY OCCUPATION. Table 26 classifies lake vessels according to occu- pation, giving tonnage, value, and gross income for 1916 and 1906. Table 26. — All Vessels, Exclusive of Fishing Vessels, by Occupation, With Per Cent of Increase and op Total: 1916 and 1906. OCCtrPATION AND CEN.1US YEAR. Num- ber of ves- sels. Gross tonnage. Value of vessels. Gross Income. Total: 1916 2,856 2,990 2,737,491 2,392,863 $174,765,526 $130,805,640 $.85,095,887 $65,274 702 1906 Freight and passenger: ■ 1916 1,029 1,335 2,494,707 2,106,088 18.5 19,590 22,663 -13.6 7,264 35, .581 -79.6 13,619 7,668 77.6 202,311 220,863 -8.4 100.0 100.0 91.1 88.0 0.7 0.9 0.3 1.5 0.5 0.3 7.4 9.2 $1.55,296,228 $114,821,511 35.3 $3,602,554 $2,630,097 37.0 $874,675 $3,429,532 -74.5 $4,237,710 $1,877,850 125.7 $10,754,3.59 $8,046,650 33.7 100.0 100.0 8a9 87.8 2.1 2.0 as 2.6 2.4 1.4 6.2 6.2 $76,838,88.5 $.56,850,553 35. 2 1906 Tugs and other towing vessels: 1916 301 382 $2,523,183 $2,474,121 2.0 1906 Ferryboats: i 1916 43 48 $718 215 1906 $922,838 -22.2 Yachts: 1916 501 358 1906 $4,494 Miscellaneous: ' 1916 982 867 $5,015,604 $5,022,696 —0.1 1906 Percent of increase ^ Per cent of total: 1916 100.0 100.0 36.0 44.6 10.5 12.8 1.5 1.6 17.6 12.0 34.4 29.0 100 1906 100.0 Freight and passenger: i 1916 90 3 1906 87.1 Tugs and other towing vessels: 1916 3.0 1906 3.8 Ferryboats: i 1916 0.8 1906 1.4 Yachts: 1916 1906 5.9 Miscellaneous: ' 1916 1906 7.7 » Car ferries tabulated as freight and passenger in 1916. * A minus sign ( — ) denotes decrease. » Chiefly barges and other harbor craft. < Less than one-tenth of 1 percent. Of the total tonnage in 1916, 2,494,707, or 91.1 per cent, was reported as the tonnage of 1,029 freight and passenger vessels. The value of these repre- sented 88.9 per cent of the total value of lake carriers and earned 90.3 per cent of the gross income from lake shipping. Tugs and towing vessels, though fewer in number in 1916 than in 1906, show a largely increased investment value, denoting improvement in size and type of vessel. Yachts increased in both number and tonnage, and the value in 1916 was $4,2.37,710, as compared with $1,877,850 in 1906. Miscellaneous vessels, including barges and other harbor craft, show substantial growth in number, tonnage, and value. Decrease in ferries is probably due to the inclusion of some car ferries in the freight and passenger vessel class. IDLE VESSELS. Table 27 shows, by the various classes of vessels, the number and gross tonnage of idle craft on the Great Lakes according to the tonnage of the ves- sels. Table 27.— Idle Craft: 1916. TOTAL. LESS THAN 100 TONS. 100 TONS AND O^-EE. AVERAGE. CLASS. Num- ber of ves- sels. Gross tons. Num- ber of ves- sels. Gross tons. Num- ber of ves- sels. Gross tons. Total aver- age. Less than 100 tons. 100 tons and over. Total 363 62,957 270 6,771 93 56.186 173 25 604 Freight and pas- 80 37 2 75 73 6 90 34,175 1,618 1,547 1,219 2,343 273 21,782 50 34 1 74 71 5 35 1,287 965 25 1,073 1,790 173 1,458 30 32.888 427 44 774 16 32 46 242 26 28 25 15 25 35 42 1,095 Tugs and other tow- ing vessels Ferryboats 3 1 653 1,522 21S 1,522 Fishing vessels Yachts . . . 1 2 1 55 146 553 100 20,324 146 277 Miscellaneous 100 370 1, 1 152 TRANSPORTATION BY WATER. The tonnage of idle craft on the Great Lakes is light, 62,957 gross tons in all, representing 363 small vessels of an average of 173 tons per vessel. This item should be taken into consideration in compari- sons hotM-een census data and that of the Bm-eau of Navigation, wliich docs not distinguish between active and idle craft. CUARACTER OF PROPULSION AND HORSEPOWER. Statistics relating to the rigging of vessels and to the kind of power used are not presented in a special table showing these items, but are included in the statistics shown in Table 32 at the end of this sec- tion of the report. Screw propulsion is the rule on lake freiglit carriei-s, wliile side and stern wheel ves- sels are rapidly disappearing. Of the 2,443, steam and motor vessels reported, 2,407, or 98.5 per cent, were propelled by screw, while only 35 side-wheelers and one stern-wheeler were reported. Tlie horsepower of the steam and gas engines reported as on vessels of the Great Lakes amounted to 1,089,283, of which 1,052,072 was the horsepower of steam engines and 37,211 that of gasohne engines. Vessels in the freight and passenger service reported 87.8 per cent of the steam horsepower, and the largest amount, or 55.5 per cent, of the gasohne engine power is shown as used by yachts. CANAL AND RIVER TRAFFIC. The Census Biu-eau has no statistics of the Great Lakes transportation as relating specifically to the canals and rivers forming the connecting links between theLakes. The Corps of Engineers of the United States Army records such data annually, and the following tables are introduced from such reports, showing the growth and volimae of Great Lakes commerce. It must be borne in mind in considering the tables that the statistics compiled by the Corps of Engineers are not restricted to American vessels, but relate to the entire commerce of a given harbor or channel ; these statistics, however, include only the operations of reg- istered vessels. The Sault Ste. Marie Canal, com- monly called the ' ' Soo, " handles the commerce passing from Lake Superior, on the one hand, and into Lake Superior from Lakes Erie, Hm-on, and Michigan, on the other. Tlie Detroit River carries the traffic pass- ing out of Lake Erie, on the one hand, and into Lake Erie from Lakes Superior, Hm-on, and Michigan, on the otlier. Sault Ste. Marie Canals. — Table 28 shows the traffic through the American and Canadian canals at Sault Ste. Marie, Mich., and Ontario, Canada, as com- piled by the Corps of Engineers of the United States Army, for each year from 1906 to 1916. The net registered tonnage of the vessels, the total net tons of freight carried, and the quantities of the three prin- cipal commodities are given in the table. Table 28.— Sault Ste. Marie Canal Thappic: 1906 to 1916.' Net registered vessel tonnage. Total freight (net tons). EASTBOUND. WEST- BOUND. TEAR. Iron ore (gross tons). Wheat (bushels). Coal (not tons). 1916 1915 69,824,463 66, 399, 147 41,986,339 67,989,715 66,736,807 41,653,488 49,856,123 46,751,717 31,091,730 44,087,974 41,098,324 91,SSS,219 71,290,304 65,369,934 79,718,344 72,472,676 63,477,216 62,363,218 67,895,149 41,390,557 68,217,214 51,751,080 63,452,107 45,213,604 31,413,705 48,109,3,')3 46,303,423 30,731,235 41,603,63! 40,014,978 24,650,340 39,594,944 35,357,042 226,063,315 255,481,558 150,284,095 204,821,507 174,086,456 97,141,911 86,259,974 113,253,561 106,041,873 98,135,775 84,271,358 16,121,119 13,357,058 1914 14,487,221 1913 18,622,938 1912 14,931,594 1911 15,332,876 1910 13,613,727 1909 9,940,02? 1908 9,902,460 1907 11,400,095 1906 8,739,630 ' From data compiled and reported by Corps of Engineers, U. S. Army. Net registered vessel tonnage passing the Sault Ste. Marie Canals increased from 41,098,324 tons in 1906 to 69,824,463 in 1916, a ten-year growth of 69.9 per cent. The total tonnage of freight cargoes, in the same period, increased from 51,751,080 net tons in 1906 to 91,888,219 in 1916, a growth of 77.6 per cent. The largest single freight commodity of lake com- merce, iron ore, increased in shipments from Lake Superior from 35,357,042 gross tons in 1906 to 63,- 452,107 in 1916, or 79.5 per cent. Coal, the largest item of westbound traffic from Lake Erie, increased in tonnage from 8,739,630 net tons in 1906 to 16,123,119 in 1916, or 84.5 per cent. Eastbound wheat ship- ments, stimulated by the food demands of war, showed a phenomenal increase from 84.271,358 bushels in 1906 to 226,063,315 in 1916, an increase of 168.3 per cent. According to the report of the Engineer Corps of the Army, the 91,888,219 net tons of freight passing through the "Soo" Canal in 1916 was classified as to source and destination as follows: Eastbound from Lake Superior, 74,148,418 tons, of which 9,646,525 were destined to Lake Michigan, 3,347,314 to Lake Huron, 356,336 to Lake Ontario, and 60,798,243, or 82 per cent of the whole, to Lake Erie ; there were 17,739,801 tons of westbound freight destined to Lake Superior, of which 16,632,775, or 93.8 per cent, were from Lake Erie. American vessels carried 69,686,460 tons of the eastbound and 16,487,216 tons of the west- bound freight, forming a total of 86,173,676 tons of freight, or 93.8 per cent of the entire commerce. Table 29 is a comparative table showing, for the years from 1906 to 1916, the number of vessel passages and the net registered tonnage of the Sault Ste. Marie Canals and the Suez Canal. These statistics were com- piled by the Corps of Engineers, United States Army. Durmg the 11 years 1906-1916, inclusive, the "Soo " Canals averaged 20,771 vessel passages of 48,861,436 net registered tonnage per aimum, as compared with 4,351 vessel passages of 16,311,949 net registered ton- nage per annum for the Suez Canal, the Great Lakes Canal link handlmg approximately three times the volume of vessel traffic exhibited by its Indo-Euro- pean competitor. In 1916 there were 25,407 vessel passages of 69,824,463 net registered tons at the " Soo," or upwards of five fold that of the Suez. GREAT LAKES AND ST. LAWRENCE RIVER. 153 Table 29. — Comparison op Thafpic op the Saui.t Ste. Marie AND Suez Canals: 1906 to 1916.' Total.. 1916. 1915. 1914. 1913. V912. 1911. 1910. 1909. 1908. 1907. 1900. Average per year. VESSEL P.4SSAGE3. Sault Ste. Marie Ca- nals. 228,479 25, 21, 18, 23 22: is: 20; 19, 15, 20, 22 20,771 Suez Canal. 47,856 3,110 3,703 4,802 6, OSS 5,373 4,969 4,533 4,239 3,795 4,2U7 3,975 4,351 NET EEGISTEKED TONS. Sault Ste. Marie Ca- nals. 537, 475, 827 69,824,4a 66,399,117 41,980,3;;9 57,989,715 56,736,807 41,663,488 49,856,123 46,751,717 31,091,730 44,087,974 41,098,324 48,861,430 Suez Canal. 179,431,441 325,347 2!)6, 155 409,41)5 033, 8S4 275,120 324,794 581,898 407,627 633,283 728,434 445, 504 16,311,949 ' Prepared from reports of the Corps of Engineers, XI. S. Army, and the reports o( British Suez Canal Directors. Diagram 5. — Net Tonnage Passing Through the Sault Ste, Marie and the Suez Canals: 1906 to 1916. 16 MILLIONS OF TDN8 30 4S i9ie 1916 1914 1913 1912 1911 1910 1909 e 1908 I 1907 1906 ■7zm>, -^m 77P777^.-^P777P77, 77777\ [""{ < •^7Z777>.777Z77> " ""I "f^l ^ ■ SAULT STE. MARIE CANAL SUEZ CANAL YEAR. Number of vessel passages. Net registered tonnage of vessels. Estimated tons of freight. 191G 37,852 34,823 31,913 37,473 33,675 30,612 33,638 32,296 27,883 34,149 35,128 76,677,264 65,280,435 62,927,106 62,092,149 61,606,271 62,142,703 68,821,282 61,668,846 40,628,850 M, 959, 709 50,073,897 100,907,279 1915 82,514,457 1914 69,810,853 1913 85, 370, 705 1912 78,671,208 66,951,211 1910 73,526,002 1909 67,789,369 54,086,750 1908 1907 71,226,895 1906 03,808,571 Detroit River traffic. — Table 30 shows the nuinl)er of vessel passages, the net registered tons, and the estimated net tons of freight passing through the De- troit River for each year from 1906 to 1916. Table 30. — Commerce Passing Through the Detroit River: 1906 to 1916.' Net registered vessel tonnage passing through Detroit River increased from 50,673,897 tons in 1906 to 76,677,264 in 1916, an increase for the ten-year period of 51.3 per cent; the aggregate freight cargoes increased from 63,808,571 net tons in 1906 to 100,907,279 in 1916, an increase of 58.1 per cent. The greater percentage of ten-year growth in the traflic of the "Soo'' Canal than in that of Detroit River is chiefly accounted for by the fact that Lake Superior iron ore constitutes over one-half of the aggregate freight volume of Great Lakes commerce, and that most of the Lake Superior iron ore shipments passLag the "Soo'' goes to Gary, Hammond, and South Cliicago, at the foot of Lake ^Michigan, instead of through Detroit River to the furnaces and steel mills in the vicinity of Lake Erie. DULUTH-SUPEEIOE. The port of Duluth-Superior, located at the head of the Great Lakes system, as previously stated in this report, was the source of a greater tonnage of water- borne freight shipments than any other port in the United States, although ia receipts New York, Chicago, Buffalo, and Cleveland outrank Duluth-Superior. The 41,131,478 net tons recorded by the Corps of Engineers, United States Army, as the freight shipments of Duluth-Superior in 1916 exceed those of any two of the above cities combined. The net registered ves- sel tonnage recorded for Duluth-Superior in 1916 was 42,194,633 tons, compared with 25,157,576 in 1906, a ten-year increase of 67.7 per cent. Freight shipments of 41,131,478 net tons in 1916 compared ^vith 23,023,- 507 in 1906 show a ten-year growth of 78.6 per cent. Iron ore, wheat, floiu-, and Imnber constitute the prin- cipal commodities shipped from Duluth-Superior Har- bor, while coal and general merchandise make up the principal lake tonnage received. Table 31. -Commerce of Duluth-Superior Harbor: 1906-1916.' VESSELS ENTERING AND DEPABTINQ. FKEIGHT (NET TCSS). Number, '^'^^f'^ Receipts. Shipments. 1916 12,445 10,764 9,712 11,925 11.846 9,638 11,571 10,503 7,992 10,736 11,185 42,194,633 34,257,227 28,216,139 35,9S2,013 37,400,820 33,578,209 32,695,284 28,372,175 19,0,-8.664 27,707.009 25,157,576 11,W5,S55 9,713,245 10,616,492 12,105,608 9,705,999 9,4Z4,9C2 9,520,990 6,815,410 6,594,915 7,840,023 6,147,714 41,131,487 1915 30,781,427 1914... 22,919,212 1913 34,709,808 1912 31,768,777 1911 21,247,884 1910 27,163,588 1909 25,743,891 1908 17,202,247 1907 .... 26,946,682 1906 23,023,507 > Compiled from offlcial records of Corps of Engineers, U. S. Army. ' From data compiled by Corps of Engineers. I". S. Army. Table 32 shows hi detail for all vessels, including fishing vessels, the principal statistics of transporta- tion on the Great Lakes and St. Lawrence River, in 1916, by character of ownership and class of service. 154 TRANSPORTATION BY WATER. Table 32 ALL VESSELS, BY CLASS, 37 33 39 40 41 42 43 44 4.5 46 47 48 49 50 51 52 53 o4 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 CLASS, OCCtTPATIOS, AND CWirEBSHIP. Aggregate., Steam Freight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Individual Freight and passenger Tugs and other towing vessel; Ferryboats Fishing Yachts Miscellaneous Firm Freight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Incorporated company Freight and passenger Tugs and other towing vessels.. Ferryboats Fistung Yachts Miscellaneous All other ownership P'reight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Motor. . Freight and passenger Tugs and otlier towing vessels.. Ferryboats Fishing Yachts Miscellaneous Individual Freight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Firm Freight and passenger '. . . Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Incorporated company Freight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous All other ownership Freight and passenger Tugs and other towing vessels.. Ferryboats Fishing Yachts Miscellaneous Number of vessels. 3,462 Gross. 1,362 734 234 32 209 52 81 252 59 32 5 91 49 16 150 30 28 7 73 3 937 644 192 20 45 20 1,081 176 47 11 397 407 43 809 132 19 7 280 363 8 153 25 7 1 79 33 8 104 19 21 2 37 10 15 15 2,747,687 2, 404, 763 2,347,024 19, 130 7,049 6,436 5,353 19, 771 36,235 23,828 1,446 253 2,593 5, 102 2,953 17,565 11,729 1,249 480 2,247 191 1,669 2,347,536 2,311,335 16,259 6,316 1,596 12,030 3,427 132 176 Net. 2,118,718 1,800,567 1,764,620 10,750 4,278 4,210 3,500 13,209 Screw. 28,0()5 17,676 753 184 1,6112 3,396 2,394 12,631 8,833 742 324 1,502 104 1,126 760,286 738,014 9,145 3,770 1,046 3,119 15,863 3,026 460 215 3,760 7,771 631 12,071 1,850 203 97 2,568 7,279 1,835 462 81 9 809 349 115 1,703 7U 178 88 871 113 341 254 8,291 1,605 97 110 12,875 2,444 373 170 3,31)3 6,078 508 9,741 1,506 160 63 2,266 6,686 60 1,513 359 63 8 721 276 1,411 679 149 81 305 91 206 210 2,407 ,328 704 254 31 209 51 79 Side- wheel. 35 248 58 32 S 91 48 14 150 30 907 615 192 19 45 20 1,079 176 46 11 397 406 43 Stem- wheel. 31 12 30 191 I 18 11 25 156 818 132 19 7 2S0 362 8 152 25 6 1 79 33 8 104 19 21 2 37 10 15 Horsepower of engines. 1,089,283 (Steam.) 1,052,072 924,068 55,563 14,505 15,702 17,839 24,395 48,977 16,744 5,038 350 6,999 17, 101 2,685 24,658 10,161 6,479 899 5,091 678 1,350 96' 386 063 43, 586 13, 256 3,612 9,869 11,051 100 460 10, 491 (Gas.) 37,211 5,749 1,402 346 7,412 20,654 1,648 CONSTRUCTIOV. Metal. 867 29,648 4,083 621 218 4,875 19,556 295 3,745 870 234 20 1,575 820 226 3,099 7% 647 90 934 273 459 719 18 28 5 668 705 516 98 10 33 19 29 633 606 Wood. 633 199 154 22 176 32 50 211 50 29 3 84 30 15 130 26 24 6 63 2 9 285 122 101 13 29 Com- posite. 20 1,0.57 174 46 10 393 396 38 792 131 18 278 352 6 150 21 7 1 78 33 7 100 19 21 1 36 10 13 13 GREAT LAIvES AND ST. LAWHENCE RI\TR. OCCUPATION, AND OWNERSHIP: 1916. 155 Value of j vessels. 1 INCOME. Number employed on vessels. Wages. Number of passengers carried. Freight carried (tons of 2.000 pounds). Total. Freight. Passenger. All other. J175,956,392 J87,225,376 $70,382,512 $6,881,689 $9,961,175 28,680 $19,582,781 19,249,692 ' 125,385.545 1 160,533,324 150,694,478 3,513,445 «2,225 825,643 2,178,283 2,479,238 80,455,254 75,001,244 2,458,1.59 705,323 1,335,195 67.475,839 67,464,452 500 5,917 4,065 6,745.437 6,072.032 1.600 671,303 300 6,233,978 1.464,760 2,456,059 27,901 1,330,830 24,502 20.757 1,3.34 294 1,070 3.34 693 17.323,290 14,438,201 1,163,248 181,474 637,516 173,721 709,130 18,319,876 5,231,864 4,815 13,081,997 1,200 122,396,430 122, 3W, 454 150 689 1,137 2 3 4 5 6 7 935,333 905 954,428 R 4,481,403 1,620,400 219,900 41,. 300 283,800 2,133,295 182,510 1,250,140 562,500 186,517 62,448 287,675 45,000 106,000 133,572,669 148,503,578 3,037,028 738,277 254,168 1,772,800 864,215 166,921 30,286 540,303 772,315 769,345 500 200 2,270 83,207 51,421 l,.50O 29,9S6 300 917,278 43,449 164,921 100 537,733 1,.524 499 141 28 440 323 93 890 310 106 26 363 11 74 21,819 19,937 1,09.5 240 267 858, 165 279,831 83,844 8,201 248,565 172,596 65,128 562,717 183,254 74,283 15,986 241,348 1,125 44,711 15,536,294 13,959,568 993, 67j) 157. 287 167,603 888,909 312,049 3,315 572,345 1,200 833.045 831,963 150 9 10 11 1? 932 13 14 171,075 1,418,446 566,832 1193,226 34,018 531,693 171,075 862,310 40,879 193,226 6,535 529,898 15 493,073 490, 010 63.063 33,943 478,136 102,530 363,179 362,871 16 17 IS 363 1,795 27,120 373,606 100 205 19 Of) ?1 92,677 77,222.323 73.334,197 2,072,327 641.019 263,199 905 66,194,451 66,189,097 91,772 4,428,705 1,380,432 2,072,227 21,266 263,199 ■>? 6,. 599. 167 5,984,668 100 614,399 16.9.52.331 4,817.285 1.000 12,134,046 121,200,209 121,199,620 23 24 5,354 589 26 •>fi 1,019,618 1,229,110 8,000 50,000 691,581 41,683 16,000 25,685 691,581 25,685 280 269 11 12 258,166 366,114 13,538 11,451 "><* 16,000 16,000 500 V\ ^1 25,685 500 ^o 3? 34 33 1,171,110 2,913,897 323,613 89,109 32,450 365,223 1,989,263 114,237 246 1,468 265 50 18 737 326 72 341,125 633,613 82,431 21,0.56 5,271 292,046 182,977 66,832 36 1,179, .540 234,331 63,024 12, 892 794,294 88,088 86,980 136,252 118,798 495 12,675 2,384 955,200 28,353 64,. 529 217 790,802 929,816 691,442 1,990 208,773 16,811 45,778 45.412 37 38 30 40 1,108 366 41 4'> 72,999 1,900 71,099 10,800 43 2,433,815 223,275 .30,500 17,350 219,125 1,893,765 21,800 227,110 58,550 9,800 1,200 73,110 66,000 18,450 210,640 41,788 48,809 13,100 41,488 26,500 38,955 40,332 720,148 163,782 28,982 8,663 506,241 57.219 56,111 103,792 92,367 495 8,546 2,384 559,137 13,304 28,487 117 502,749 1,025 186 23 8 485 313 10 196 44 8 428.861 54.294 6,620 1,694 180, 838 178,652 6,763 80,868 13,090 4,050 50.812 2,550 10,366 107, .534 15,017 13,386 2,777 60,096 925 15,303 36,350 744.004 565. .529 1,990 1.59,674 16,811 23,380 23,014 44 45 46 47 1,108 366 48 49 12,480 230,813 31,365 9,246 900 166,619 12,480 201,493 2,845 9,246 100 166,619 50 14,723 14,723 14,597 13,797 60,620 57,420 7,3S0 7,3«0 51 52 53 800 3,200 54 124 7 13 208 35 19 8 124 3 19 39 55 56 22,683 223,339 39,181 26,796 3,329 119,634 22,683 191,230 10,404 26,796 16, 146 16,146 13,963 12,634 114.392 68,493 13,018 15,018 58 59 60 3,329 43,899 61 119,634 67 63 34,396 5,240 34,396 3,340 64 1,900 10,800 6S 66 67 800 1,500 3,000 35,032 2 4 3 30 800 300 830 34,400 68 1,800 1,800 69 70 3,440 1.900 ),M0 10,800 71 156 TRANSPORTATION BY WATER. Table 32.— ALL VESSELS, BY CLASS, CLASS, OCCUPATION, AND OWNERSIIir. Number TONNAOE, RIGGED. Horsepower of engines. CONSTRUCTION. o( vessels. Gross. Net. Screw. side- wheel. Stem- wheel. Metal. Wood. Com- posite. 1 SAa 102 119 42 1 145, 450 144,057 495 298 137, 087 136,372 432 283 ! 25 25 137 94 42 1 ? « 1 Yachts . 4 :::::::::: a 75 3S 39 1 12 9 3 14,402 13,639 405 298 2,554 2,524 30 13, 559 12,874 402 283 2,436 2,406 30 1 75 35 39 1 12 9 3 n Yachts * 8 n Firm 10 Freight and passenger 1 11 Yachts 1? Uiscellaiieous 11 75 75 128,494 128, 494 121,092 121,092 25 25 so 60 14 Freight and passenger . IS Yiichts . If) Mt'5'^ellanpniis i 17 All other ownership IS Freight and passenger 10 Yachts . . . ... ( '. ?n .... h ' ■>! _ Ri7 181,611 168,189 117 735 r. •w 82 47 713 1.) 16,836 10.251 5 1 no 1 77 46 598 14 n 3,476 159,291 2,003 3,263 11(1,007 2,008 ?4 5 ?'i All other ownership, miscellaneous » Includes 1,503 tons of freight handled by Ashing vessels. The statistics of fishing vcssois are not included in the comparative taMcs of this report. GREAT LAKES AND ST. LAWRENCE RIVER. OCCUPATION, AND OWNERSHIP: 1916— Continued. 157 Value of vessels. INCOUE. Number employed on vessels. Total. Freight. Passenger. All other. Wages. passengers 1 (tons of 2,000 carried. pounds). $4,351,287 4,278,137 70,150 3,000 »1, 611, 810 1,603,310 $1,592,510 1,592,510 $19,300 10,800 878 856 17 5 $464,581 4.56,096 5,425 3,060 1,730,990 1,730,990 ] ^ 8,500 8,500 4 269,900 201,950 64,950 3,000 40,000 34,800 5,200 403,505 395, 005 381.342 384,342 19,163 10,663 209 188 16 5 46 1 101.877 93,542 5,275 3,060 27,035 26,885 150 271.685 271,685 R 5 7 8,500 93,589 93,589 8,500 37 37 8 93,552 93,552 X,B\1 56 511 iin a 12 4,041.387 4,041,387 1,114,716 1,114,716 1,114,616 1,114,616 100 100 623 623 335,669 335,669 1 402,794 1,402,794 M 15 16 17 18 19 20 21 1 1 8,157,88* 3,978,772 1,226,075 2,752,697 1,832 1,141,297 1,212,347 333,668 119,505 7,554,542 150, 169 321,108 109,442 3,430,932 117,290 182,437 35,364 1,008,274 138,671 74,078 2,422,658 117,290 235 89 1,432 76 105,315 37,026 966,737 32,219 116,947 27,632 23 1,067,768 24 25 '^'^x MISSISSIPPI RIVER AND ITS TRIBUTARIES 159 MISSISSIPPI RIVER AND ITS TRIBUTARIES. By Story B. Ladd. SCOPE OF THE REPORT. This section of the report on transportation by water presents the statistics for the year ending December 31, 1916, for all water craft of 5 tons or over net register operated on the waters of the Missis- sippi River and its tributaries. The statistics for the operations of craft on other waters are treated in the various sections of this report, designated as Atlantic Coast and Gulf of Mexico; the Pacific Coast (including Alaska); the Great Lakes and St. Lawrence River; and Canals and other inland waters. The las1> named division includes certain waters of the Missis- sippi Valley not connected by open navigation with the Mississippi River, such as Big Stone, Leech, and Minnetonka Lakes in Jklinnesota, Buffalo Lake and WoK River in Wisconsin, and Caddo Lake in Louisiana. Certain waters included lander "Canals and other inland waters" are the Red River (of the North) , which flows north into Lake "Winnipeg, and its tributaries. Traverse Lake and Red Lake of Minnesota; and Rainey River, Rainey Lake and Vermillion Lake, ^Minnesota, tribu- taries of the Great Lakes. The statistics for the Mississippi River and its tributaries are grouped under three heads, designated as the Upper Mississippi, the Lower Mississippi, and the Ohio systems, these classifications conformmg to those used at the censuses of 1906 and 1889. The statistics of freight shipments and receipts are shown for the leadmg ports and the principal streams, each stream being credited vnth the freight that had its origin thereon or was received at its ports or landings. The tributaries of the Upper Mississippi system in the order of their importance as conveyors of freight in 1916 are the Missomi, Illinois, Osage, Gasconade, St. Croix, and Rock. The Osage and Gasconade are branches of the Missouri, and the statistics therefor are in some of the tables combined with those for the Missouri. Of the Ohio system, the tributaries for which data can be separately reported are, according to freight rank, the Monongahela, Kanawha, Tennessee, Cum- berland, Green, Little Kanawha, Kentucky, Wabash, Muskingum, Allegheny, Big Sandy, and Middle Island Creek; and of the Lower Mississippi system, the Yazoo, White, Sunflower — a branch of the Yazoo — Ouachita, 116515°— 20 -11 .Vi'kansas, Black of Arkansas, Red, St. Francis, Bayou Lafourche, Hatchie, Atchafalaya, L'Anguille, Tensas, and Macon Bayou. St. Louis has been taken as the point of separation between the L^pper and Lower Mississippi River sys- tems, freight to or from ports below St. Louis being credited to the Lower Mississippi and to or from ports above St. Louis to the Upper Mississippi. The local traffic at St. Louis is included in the Lower ^Mississippi system. With respect to Cairo, 111., the Ohio system has received credit for freight pertaining to the Ohio River or any of its tributaries, and the Lower Missis- sippi system credit for freight below Cairo. The traffic reported for a specific stream includes that on all branches thereof unless otherwise stated. The line of separation between traffic of the Missis- sippi River and the Gulf of Mexico is made at Port Eads. All local traffic between New Orleans and Port Eads and on the bayous of Louisiana tributary to the Mississippi are included in this section of the report. But ocean and gulf traffic to or from New Orleans and traffic on Lake Pontchartrain and its tributaries and on Grand Lake and the gulf outlets to the bayous and rivers of lower Louisiana are included in the Atlantic Coast and Gulf section. In cases where boats operated upon several streams, as on the Tennessee, Ohio, and Mississippi Rivers, and the traffic could not be distributed, it has been assigned to the waters of the home port, or the port showing the bulk of the freight shipments. GENERAL SUMMARY. This is the third comprehensive census of all water craft and of transportation by water. The first cov- ered the year 1889 and the second, 1906. The census of ISSO took cognizance of steam oraft only and of freight carried by the barge lines of St. Louis and the coal barges of Pittsburgh. Hence comparative sta- tistics are confined to those for 1889, 1906, and 1916, representing intervals of 17 years and 10 years, respectively. There wfil be foimd in the report on Transportation Business in the L^nited States, Eleventh Censiis, 1890, Part II — Transportation by Water— a review of early transportation on the rivers of the Mississippi 'S'alley. Table 1 gives the general statistics for 1916, 1906, and 1889 for all vessels and craft except fishing vessels, 161 162 TRANSPORTATION BY WATER. which are excluded from all comparative tables in this report. For cen.siLs purposes the classification desig- nated "Steam" in all tables unless otherwise stated includes all vessels equipped with machinery for pro- pelling power, whether using steam or iutemal-combus- tion engines. No sail or electric motor vessels of 5 tons net register or over were reported for this division. The unrigged class includes all craft without motive power of their own, such as barges, flats, scows, lighters and dredges, derricks, etc. Table 1.— ALL VESSELS AND CRAFT, EXCLUSIVE OF FISHING VESSELS: 1916, 1906, AND 1889. TOT.VL. STE.lM.l UNRIGGED. 1916 1906! 1889 1916 1906 1889 19t6 1906 1889 Number (A vcs.«;eis 7,239 1 , 621 , 495 $23, 030, ,503 $17,4.39,746 14, 70() $6,380,325 17, .599,378 > 40,169,427 < 27, 962,. 583 12,206,844 9,622 4,411,967 $22,852,142 $17,342,038 1.5,016 $.5,692,117 14,122,241 • 31,626,981 » 26, 436, 690 5,190,291 7,30n 3,3M,610 $!4,407,162 $16, 33!,. 872 1,5,951 S.5, 3.37. 185 jn,!i58,894 2) (') « FreiKtit and harbor work (tons of 2,000 pounds) 19,0,55,905 17,943,996 1,111,909 1 Includes craft propelled by machinery (no sail vessels reported for this division), 5 Not includinR 14 boatsof 653 gross tons for which detailed statistics are not available. J Figure not available. « Inchides 12,332,713 tons of freight trin-^ferred by railway car ferries. ' Includes 6,905,597 tons of freight transferred by railway car ferries. Tlie vessels propelled by machinery, although show- mg an increase in number for each year, decreased in tonnage, due to an increase in the number of motor craft which had small average tonnage. In 1916, of the 1,700 vessels propelled by macliinery, 6.3.5, or 37.4 per cent, were steam vessels averaging 162 gross tons and 1,065, or 62.6 per cent, were motor boats averaging 16 tons, whereas in 1906 the proportions were opposite, 61.6 per cent being steam vessels of an average of 158 tons and 38.4 per cent motor craft of an average of 11 tons. The most marked change is in unrigged craft. The figures show a very large decrease in number and ton- nage for 1916 as compared with 1906, due chiefly to the decrease in the number and tonnage of coal barges in the fleets of the big Pittsburgh companies operated on the Ohio. Formerly the boats in service or many of tliem were barges buUt for a single-tow river trip, and after dis- charging at New Orleans or other lower river ports they were sold for lumber. Tliis practice, due to the absence of return freight and the expense of returning the boats, has been to a great extent discontinued. In 1906 the unrigged craft reported averaged over 500 gross tons, with an average value per boat of $1,179, a unit ton value of $2.26, whereas in 1916, though the average tonnage per boat was but 271 tons, the aver- age value per boat was .?1,7S5, or a unit ton value of $6.58. Table 2 gives the per cent of increase of the several statistical items for the census periods. Table 2. — All Vessels and Craft, Exclusive op Fishing Ves- sels, Per Cent of Increase: 1889-191G and 1906-1916. PER CENT OF INCREASE.! To al. Steam.' Unrigged. 1906- 1916 18S9- 1916 1906- 1916 1989- 1916 1906- 1916 1889- 1916 -24.8 -63.2 0.8 0.6 -2,1 12.1 24.6 27.0 5.8 135.2 -0 8 -51.8 59.9 6.8 -7.8 19.5 62.1 36.6 -1.2 997.8 18.5 -18.0 -0.4 -2.5.4 -10 5 -1.1 19.5 17.8 17.8 74.9 -37.8 36.6 -22.7 -22.7 -32.3 -M.S 2.4 207.3 110.6 137.1 333.4 29.5 1.6 135.2 -12.5 dross tonnage —52. 7 10 A minus sign ( — ) denotes decrease. ' Includes craft propelled by machinery. Dlagram 1. — Gross Tonnage of All V^essels and Craft, Ex- clusive OF Fishing Vessels: 1916, 1906, and 1889. HUNOneDS OF THOUGANOA of TONi MJuNHiooep OROM TONN&OE 1916 MTSSTSSIPPI RIVER AND ITS TRIBUTARIES. 163 Dlagram 2. — ^Value op All Vessels and Ckaft, Exclusive of Ftshtno VESi=ELs: 1916, I'JOfi, and 1889. MIlXfONS OF OOLiJlRB ISI6 1906 1888 y////////////////////////////////. y/////////////////////////^^^^ y/////y/////////////////y h.i..^„.,y..i„ mSi^ VACUE OF VESSELS IBIfl Diagram 3. — Geoss Income op All Vessels and Craft, Ex- clusive OP Fishing Vessels: 1916, 1906, and 1889. MtLLIONS OF DOLLARS 1916 1806 1889 y/////?yy//////////////////^^^^ SEPARATE FIQUBES NOT AVAILABLE K'""" ■■-'/] UNRIGOEO COME 1016 Census of 1880. — Table 3 gives the general statis- tics as reported at tlie census of 1880. This census was confined to the Merchant Steam Marine and covered steam vessels and the unrigged craft operated in conjunction therewith, represented by the barge lines of St. Louis and the coal barge traffic of Pitts- burgh. Conseciueutly, the statistics are not shown in comparison with those for later censuses. Taisle 3. -Merchant Steam Marine: Rivers op the Missis- sippi Valley — Census op 1880." Number of vessel-^ Steam Unrigged Gross tonnage Steam Vnrigged Value of ve^els Pte-im Unrigged Oro,<:s income Xumber o{ employees (or- dinary crew) Wages Nimiber of passengers car- ried Freicht moved (net tons) . Steam Unrigged Number or amount. 5,a52 1,198 l,im,(il7 251,793 909, S24 $10,379,400 $12,009,400 «..370,000 $20,293,173 ?3,fil6 $6,979,226 6,728,067 IS, 946,522 13, 5,57, 8JH 5,388,638 Steam vesselx, by occupa- lion. Passenger and freight, number <:ross tonnage , Value , Ferryboats, number Gross tonnage Value Towing and harbor ves- sels, ntmiber Gross tonnage Value Miscellaneous, number... Gross tonnage Value Number or amount. SB 166,376 $7,059,900 177 21,307 $1,022,900 477 63,225 $3,800,500 41 885 $126, 100 ' From report on Transportation on the Rivers of the Mississippi Valley for the Eleventh Census, pp, 448 and 449, Table 4 gives the general statistics for the United States and for the Mississippi River and its tributa- ries for 1916, 1906, and 1889, and shows for tlie sev- eral items the proportion that the Mississippi River and its tributaries formed of the total for the United States for each year. Table 4.— ALL \'T:SSELS AND CRAFT OPERATED IN THE UNITED STATES AND ON THE iflSSISSIPPI HIVT.R AND ITS TRIBUTARIES SEPARATELY. WITH PER CENT THOSE OPERATED ON THE MISSISSIPPI RI\T<;R AND ITS TRIB- UTARIES FORM OF THE TOTAL FOR THE UNITED STATES: 191G, 1906, AND 1889. Ntmibcr of vessels Gross tonnage Value of vessels Gross income Number employed on vessels Wages ". Number of passengers carried Freight and harbor work (tons of 2, 000 pounds) Freight carried Harbor work ITNITED STATES. 1916 37, 12, 249, $959, 925, $563,736, 153, $103, 235, 331,590, 381,332, 258,002, 123,350, 1906 12, $507, $294, S71, 366, 265, 177, 37,321 .893,429 973, 121 854,532 140,929 636,521 825,663 545,804 519,758 028,046 1889 30, 8, 359, S206, 992, $161,994, 113, $41,482, 198, 992, 129,851, MISSISSUTI KIVER AND ITS TKmrTAMIS. 1916 7,239 1,621,495 $23,():iO,.W3 $17,439,746 14,706 $6,380,325 17, 599, 378 40,169,427 27,9t>2,5S3 12,206,844 1906 9,622 4,411,967 $22, So2, 142 $17,342,038 15,016 $5,692,117 14,122,241 31,«2(),9Sl 26, 436, 690 5, 190, 291 1889 7,300 3,364,610 $14,467,162 $16,331,872 15,951 $5,337,185 10,85,S,S94 29,401,409 2S,2S9,,V13 1,111,906 PER CENT MTSSI.*'5:IPPI RITER AND PTS TRIBU- TAUILS FORM OF THE TOTAL JOB UNITED STATES. 1916 19.1- 13.2 2.4 3.1 9.6 6.2 5.3 10.5 10,8 9.9 1906 25.8 34.2 4.5 5.9 10.7 7.9 3.S 11.9 14.9 5.9 1889 23.9 40.3 7.0 10.1 14.0 12.8 5.5 22.6 » Figures not available. In general the growth of water commerce on the Mississippi and its tributaries has not kept pace with the growth for all waters combined. For every sta- tistical item of the table, with the exception of number of passengers carried and tons of harbor work, the pro- portion the Mississippi River and its tributaries formed of the total was less in 1916 than in 1906, and, with the exception of number of vessels, less in 1906 than in 1889. Table 5 gives, for 1916 and 1906, the number and gross tonnage of vessels, by class, for the United States and for the Mississippi River and its tributaries, with the proportion that the Mississippi River and its tribu- taries formed of the total for the United States. 164 TRANSPORTATION BY WATER. Table 5.— NUMBER AND GROSS TONNAGE OF ALL ^-ESSELS AND CRAFT OPERATED IN THE UNITED STATES AND ON THE MISSISSIPPI RIVER AND ITS TRIBUTARIES SEPARATELY, BY OCCUPATION. WITH PER CENT THOSE ON THE MISSISSIPPI RH^R AND ITS TRIBUTARIES FORM OF TOTAL FOR THE UNITED STATES: 1916, 1906, AND 1889. CLASS. UNTIED STATES. UISSISSIFPI EIVER .\ND ITS TBIBCTABIES. FEB CENT MISSIS.Sirn BIVER AND ITS TRIBU- TARIES FORM OF THE TOTAL FOR UNITED STATES. Number. Gross tonnage. Xumbcr. ! Gross tonnage. Number. Gross ton- nage. 1916 1906 1918 1906 1916 1906 1916 1906 1916 1906 1916 1906 37,894 37,321 12,249,990 12,893,429 7,239 9,622 1,621,495 4,411,967 19.1 25.8 13.2 34 2 32,330 7,696 611 3,689 20,334 4,354 1,210 14,581 2,979 32,674 8,796 536 3,079 20,263 3,770 877 9,927 7,131 12,058,424 6,506,910 224,328 284,135 5,063,061 123,007 68,559 6,097,562 1,089,377 12,736,329 5,084,450 261,073 261,375 7,129,631 106, 430 50,470 4,059,521 1,704,277 6,877 389 213 736 5,539 32.5 37 1,700 9,362 390 '166 619 8,187 222 38 1,435 1,611,262 48,602 11,263 49,865 1.501,532 6,429 3,804 119,963 4,406,535 55,779 22,180 62,836 4, 265, 740 3,255 2,177 146,227 21.3 5.1 34.9 19.1 27.2 7.5 3.1 11.7 28.7 4.4 31.0 20.1 40.4 5.9 4.3 14.5 13.4 0.7 5.0 18.9 29.7 5.2 5.5 2.0 34.6 Freight and passenger 1 1 Ferrvboats 8 5 24.0 59. 8 Yachts 3.1 Misopllan'^ou.s 4.3 3.6 1 1 Includes 14 railway transfers which in 1916 were classified as rreight and passenger vessels . * Includes craft propelled by machinery. The statistics ia this report are treated under the following heads : 1. Construction. — The vessels are classified by char- acter of construction, whether wood, metal, or com- posite, that is, of iron or steel frame with wooden sheathmg and decks, and the several groups are classified according to character of service. These data are comparative for 1916 and 1906 and are con- fined to number, gross tonnage, and value. 2. Propulsion. — ^This classification relates to vessels propelled by machinery, whether stern wheel, side wheel, or screw. Paddle wheels largely predominated, and particularly stern wheels. The several groups are subdivided according to character of service. The data given are comparative for 1916 and 1906 and relate to number and gross tonnage. 3. Kind of power used. — This classification, relating also to machinery propelled vessels, is according to the character of the powerused, whether steam, gasohne,or other power, with subclassLfications according to char- acter of service, and is comparative for 1916 and 1906. 4. Size. — This classification is for all vessels and is according to tonnage, the groups being vessels of less than 50 tons gross register, 50 but less than 100, 100 to 199, 200 to 299, 300 to 399, 400 to 499, 500 to 999, and 1,000 tons and over. 5. Ownership. — Under this heading are presented the statistics for number, gross tonnage, and value of all vessels for 1916 and 1906, classified according to character of ownership, with subdivisions for steam vessels and unrigged vessels. 6. Employees and salaries and wages. — These statis- tics relate to the number employed on vessels and the number employed on land incident to the operation of the vessels, with salaries and wages, for 1916 and 1906, and with subdivisions according to character of service. 7. Income. — The statistics for income from passen- gers, freight, and all other sources, 1916 and 1906, are given by class of vessels. 8. Freight. — Tlie statistics for freight show the tonnage handled by water craft in 1916 and 1906, classified by commodities, by ports, by rivers and river systems, and by boat classes, whether on steam- ers or on towed barges ; also the tonnage lightered and that handled by railway car transfers. 9. Passengers. — The statistics for passenger traffic are classified by rivers and river systems and by ferryboats and other vessels. 10. Ferryboats. — The general statistics for ferry- boats are comparative for 1916, 1906, and 1889 and are given in detail for 1916 and 1906 by river systems and districts. 11. Other classes of statistics. — Detail statistics are also given for yachts, work boats, railway shipping, Government vessels, fishing craft and idle craft for 1916 and 1906. CONSTRUCTION. Table 6 presents the statistics for number, gross tonnage, and value of all craft classified according to material of construction and character of service or occupation for 1916 and 1906. MISSISSIPPI KIVER AND ITS TRIBUTAPJES. 165 Table 6.— NTTifBER, GROSS TONNAGE, AND VALUE OF "^^SSELS. BY CHARACTER OF CONSTRUCTION AND BY CLASS AND OCCUPATION: 1916 AND 1906. CLASS AND OCCUPATION. Aggregate Steam' Freight and passenger Tugs and other towing vessels Ferryboats Yachts Miscellaneous Unrigged Cen- sus year. 1916 1906 1916 1906 1916 1906 1916 X906 1916 1906 1916 1906 1916 1906 1916 1906 Num- ber. 7,239 9,622 1,700 1,435 3S9 390 736 619 213 166 323 222 37 5,539 S,1S7 Gross tonnage. Value. I Num- I ber. Gross tonnage. Value. 1,621,495 4,411,967 $23,030,303 22,Ko2, 142 6,796 9,513 1,502,966 4,377,480 $16,370,993 20,213,460 coMPosrrE. Num- ber. Gross tonnage. 411 116,112 107 33,893 119,963 146,227 48,602 55,779 49,863 62,836 11,263 22,180 6,429 3,255 3,804 2,177 1,501,532 4,265.740 13,U3,a54 13,196,770 4,-531,749 3, 737, 450 5,917,111 6,822,210 1,014,950 1,776,360 1,206,133 563,400 473,091 297,350 9,887,449 9,655,372 1,554 92,263 1,358 129,141 338 38.362 379 52,692 668 39,843 578 55,881 192 6,316 153 15,604 304 4,942 211 2,887 32 2,800 37 2,077 5,242 1,410,703 8,155 4,248,339 S,92:j,172 10,870,593 132 75 2,96.3,223 3,407,950 30 10 4,138,755 5,571,777 60 40 614,900 1,156,616 18 13 848,203 471,900 20 11 358,091 262,350 4 1 7,447,821 9,342,867 279 32 26.243 16,492 10,018 2,%2 9,120 6,486 4,873 6,576 1,480 368 750 100 17,401 Value. Num- ber. $6, .392, 750 2.380,6^2 3,973,8S2 2,268,177 1,. 543, 526 321,500 1, .596,356 1,200,433 393,530 619, 744 356,4.50 91,500 84,000 35,000 2,418,868 312,505 18 Gross tonnage. Value. 2, 417 J286, 760 594 58,000 1, 457 594 222 123 902 460 72 254 960 24.'5,0OO 58,000 25,000 8,000 182.000 50,000 6,500 1,500 31,000 20,760 ' Includes craft propelled by machinery. The per cent distribution of the number, tonnage, and value as between wooden vessels and metal and composite vessels is given in Table 7 for all vessels and for vessels of various classes, these percentages being based upon the data given in Table 6. Table 7. — Number, Gross Tonnage, and Value of Vessels, BY Character op Co.vstruction and by Class and Occupa- tion, Pee Ce.nt of Total: 1916 and 1906. >— • i: x.^^E. VALUE. class, OCCtJPATIO!.-, AND CENStTS YEAR. Wood. Metal and com- posite. Wood. Metal and com- posite. Wood. Metal and com- posite. Aggregate: 1916 93.9 98.9 6.1 1.1 92.7 99.2 7.3 0.8 71.1 88.5 1906 11 5 Steam:! 1916 91.4 94.7 92.0 97.2 90.8 93.4 90.1 92.2 93.5 95.0 86.5 97.3 94.6 99.6 8.6 5.3 8.0 2.8 9.2 6.6 9.9 7.8 6.5 5.0 13.5 2.7 5.4 0.4 76.9 83.3 78.9 94.5 79.9 88.9 56.1 70i4 76.9 88.7 73.6 95.4 94.0 99.6 23.1 11.7 21.1 3.5 20.1 11.1 43.9 29.6 23.1 11.3 26.4 4.6 6.0 0.4 67.9 82.4 65.4 91.2 70.0 82.7 60.6 65.1 70.3 83.8 73.7 88.2 73.3 96.8 1906 17 6 Freight and passenger: 1916 1906... 8.8 30 Tugs and other towing vessels: 1916 1906 ! Ferrrboats: 1916 1906 34 9 Yachts: 1916 1906 .... 16 2 Miscellaneous: 1916 24 3 1906 Unrigged: 1916 1906 32 ! Includes craft propelled by machinery. A notable feature is the proportionate increase In metal and composite vessels. Metal vessels constituted 5.7 per cent in number and 7.2 per cent in tonnage of all craft in 1916, as compared with 1.1 per cent in number and eight-tenths of 1 per ccntm tonnage in 1906, and composite vessels, although not numerous, show proportionately a very large in- crease. The increase in number of metal vessels during the period 1906 to 1916 was at the rate of 284.1 per cent, while wooden craft show a decrease in number of 28.6 per cent, in gross tonnage of 65.7 per cent, and in value of 19 per cent. At the census of 1889 the character of construction was not reported. Dlagrau 4. — Gross Tonnage op Steam and Unbigged Ves- sels, BY Character of Construction: 1916 and 1906. «Tt«M meM ! '^tem " ■J-_-. ■ ,„.... , , ■-'S^ i 1 iHj M t Dligram 6. — Value op Steam and Unrigged Vessels, by Character op Construction: 1916 and 1906. y/m/m W\ cowposrrc 166 TRANSPORTATION BY WATER. PROPULSION AND POWER. Table 8 gives for 1916 and 1906 the number and gross tonnage of all steam craft, classified according to means of propulsion — stern wheel, side wheel, and screw. The flat-bottomed stern M-heeler is the prevailing type of steamboat on the Mississippi. The designa- tion as here used refers to paddle-wheel boats with the wheel at the stel-n. Stern-wheel vessels consti- tuted 59.7 per cent of the number of all steam vessels in 1916 and 63.5 per cent of the tonnage, as compared with 69 per cent of the number and 74.1 per cent of the tonnage in 1906; and paddle-wheel craft of the various types — stern wheel, side wheel, and center wheel — constituted 64.4 per cent in number of all steam craft and 85.5 per cent in tonnage in 1916, as compared with 75.2 per cent in number and 94 per cent in tonnage in 1906. Included in the side-wheel group there was one center-wheel in 1916 and four in 1906. Tliese are catamarans, with the paddle wheel mounted in the center between the two hulls, and are employed in ferry service. There is a relatively large increase in number and tonnage of screw propellers, the same pertahiing to freight and passenger vessels, towboats, and yachts, but this mcrease is essentially due to the growing use of small motor vessels. The paddle-wheel craft averaged approximately 94 tons in 1916 and 127 tons in 1906, as compared with 29 tons in 1916 and 25 in 1906 for screw propellers as a whole. Table 8.— NUMBER AND GROSS TONNAGE OF VESSELS PROPELLED BY MACHINERY, BY CHARACTER OF PRO- PULSION AND BY OCCUPATION, WITH PER CENT OF TOTAL: 1916 AND 1906. Census year. TOTAL. BTEBN WHEEL. SIDE WDEEL. > SCREW. PER CENT OF TOTAL. OCCUPATION. Stem wheel. Side wheel. Screw. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Num- ber. Gross ton- nage. Total 1916 1906 1916 1906 1916 1908 1916 1906 1916 1906 1918 1908 1,700 1,435 119,963 146,227 1,015 990 76, 144 108, 4115 80 89 26,405 28.98.S 605 3.58 17,414 8,834 59.7 69.0 6.3.5 74.1 4.7 6.2 22.0 19.8 35.6 24.8 14.5 6.0 3S9 390 736 619 213 166 325 222 37 38 48,602 55,779 49.865 62,836 11,263 22,180 6,429 3,255 3,804 2,177 222 287 567 506 146 105 52 70 28 22 24,168 39,447 41,663 57,213 6,016 8,257 1,383 1,774 2,914 1,714 39 36 10 7 23 39 6 6 2 1 20,424 16,280 561 174 4,744 13.214 62 96 614 224 128 67 159 106 44 22 267 116 15 4,010 1,052 7,641 5,449 503 709 4,984 1,385 276 239 57.1 73.6 77.0 81.7 68.5 63.3 16.0 31.5 75.7 57.9 49.7 70.7 83.6 91.1 53.4 37.2 21.5 54.5 76.6 78.7 10.0 9.2 1.4 1.1 10.8 23.5 1.8 2.7 5.4 2.8 42.0 27.4 1.1 0.3 42.1 59.8 1.0 2.9 16.1 10.3 32.9 17.2 21.6 17.1 20.7 13.3 82.2 65.8 18.9 39.5 8.3 1.9 15.3 8.7 4.5 Yachts 3.2 77.5 42.5 7.3 11.0 1 Includes center-wheel catamaran ferryboats, 1 of 89 gross tons in 1916 and 4 of 616 gross tons in 1906. Table 9 gives the statistics for machinery propelled vessels with respect to the character of the propelling equipment, whether steam or motor, the latter being all gasoline motor boats. No vessels or boats of 5 tons net register or over equipped with electric motors were reported. Table 9.— NLTWBER, GROSS TONNAGE, AND HORSEPOWER OF VESSELS PROPELLED BY MACHINERY, BY OCCU- PATION, WITH PER CENT OF TOTAL: 1916 AND 1906. OCCUPATION. Total Freight and passenger Tugs and other towing vessels. Ferryboats , Yachts , Miscellaneous , Cen- sus year. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 Num- ber. 1,700 1,435 3S9 390 736 619 213 166 325 222 Gross tonnage. 119,963 146,227 48, 602 55,779 49, 865 62,836 11,263 22,180 6,429 3,255 3,804 2,177 Horse- power. 219,434 236,969 68,290 80, 692 115,681 117,547 14,685 28,220 14,515 6,542 6,263 3,908 Num- ber. 635 884 162 259 362 454 71 117 Gross tonnage. 103, 105 139, %5 43,162 54,092 45, 339 61,100 9, 1.55 21,321 1,941 1,425 3,508 2,027 Horse- power. 189,314 227,802 61,507 78, 451 106,212 114,696 12,142 27,372 3,566 3,571 6,887 3,712 Num- ber. 1,065 551 227 131 374 165 142 49 313 188 Gross ton- nage. Horse- power. 16,858 6,202 i 30, 120 I 9,167 5,440 I 1,687 I 4,526 1,736 2,108 859 4,488 1,830 296 1.50 6,783 2,241 9, 469 2,851 2,543 848 10,949 2,971 376 256 PER CENT OF TOTAL. Steam. Num- ber. 37.4 61.6 41.6 66.4 49.2 73.3 33 3 70.5 3.7 15.3 7.5.7 52.6 Gross ton- nage. 85.9 95.7 88.8 97.0 90.9 97.2 81.3 96.1 30.2 43.8 92.2 93.1 Horse- power, 86,3 96.1 90.1 97.2 91.8 97.6 82.7 97.0 24.6 54.6 94.0 93.5 Motor. Num- ber. 62.6 38.4 .58.4 33.6 50.8 26.7 66.7 29.5 96.3 84.7 24.3 47.4 Gross ton- nage. 14.1 4.3 11.2 3.0 9.1 2.8 18.7 3.9 69.8 56.2 7.8 6.9 Horse- power. 13.7 3.9 2.8 8.2 2.4 17.3 3.0 75.4 45.4 6.0 6.5 MISSISSIPPI RI^-ER AND ITS TRIBUTAPJES. 167 Motor vessels formed 62.6 per cent of the number of all vessels propelled by machinery in 1916, as com- pared with 3S.4 per cent in 1906, and of the tonnage 14.1 per cent in 1916, as compared with 4.3 per cent in 1906. An increase in number, tonnage, and horse- power appears for all classes of motor boats except number in the miscellaneous class. Included in the motor group there are six vessels of 82 gross tons equipped with kerosene motors and one of 6 gross tons with an alco-vapor motor. Table 1 is a summary of the number, gross tonnage, and horsepower of the vessels propelled by machinery in service in 1916 and 1906, classified by character of power and by character of propulsion, with the per cent distribution as between steam and motor for the several classes. Table 10.— NUilBER. GROSS TONNAGE, AND HORSEPOWER OF ^-ESSELS PROPELLED BY MAfniNERY BY KIND OF POWER AND CHARACTER OF PROPULSION. WITH PER CENT OF TOTAL: 1916 AND 1906. Number Steam Motor Gross tonnage Steam Motor Horsepower. . steam Motor Census year. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 CHABACTEB OF PEOPULSION. PEE CENT OF TOTAL. All vessels. 1,700 1,435 635 884 1,066 551 119,963 146,227 103,105 139,965 16,858 6,262 219,434 236,969 189,314 227,802 30,120 9,167 Stem wheel. 1,015 990 479 678 536 312 76,144 108,405 68,057 104,476 8,087 3,929 137,093 174, 121 124,853 169, 210 12,240 4,911 Side wheel. 80 89 52 76 28 13 26,405 28,988 23,892 28,837 513 151 33,289 40,424 34,685 40,266 604 138 Screw. 603 336 IM 130 501 226 17,414 8,834 9,156 6,632 8,258 2,182 47,052 22,424 29,776 18,326 17,276 4,098 All vessels. 100.0 100.0 37.4 61.6 62.6 38.4 100.0 100.0 85.9 95.7 14.1 4.3 100.0 100.0 86.3 96.1 13.7 3.9 Stern wheel. 100.0 lOO.O 47.2 68.5 52.8 31.5 100.0 100.0 89.4 96.4 10.6 3.6 100.0 ICO.O 91.1 97.2 8.9 2.8 Side wheel. 100.0 lOO.O 65.0 83.4 35.0 14.6 100.0 100.0 98.1 99.5 1.9 0.5 100.0 100.0 98.3 99.6 1.7 0.4 Screw. 100.0 100.0 17. J 36.5 82.8 63.5 100.0 100.0 52.6 75.3 47.4 21.7 100.0 100.0 63.3 8L7 36.7 18.3 TOXN'AGE OF VESSELS. The distribution of all craft and of steam, motor, and unrigged vessels by tonnage groups is given in Table 11. There is a large niunber of small gasoline boats in service, but the census does not take cognizance of boats under 5 tons net register. Those within the scope of the census are of small tonnage, only 34 boats of 50 tons or more being reported in 1916 and 9 iu 1906. The returns for 1916 include 1 gasoline motor vessel of 264 tons and 1 of 1,473 tons, the former being a pleasure yacht on the lower Mississippi and the latter a freighter plying between St. Louis and New Orleans. Excluding these, the motor vessels show an average of 14 gross tons in 1916 and 11 in 1906. Table 11.— VESSELS GROUPED ACCORDING TO GROSS TONNAGE: 1916 AND 1906. TONNAGE GROUPS. TOTAL. STEAM. MOTOR. UNBIGGED. 1916 1906 1916 1906 1916 1906 1916 1906 All vessels: Number 7,239 1 621 495 9,622 .1 111 0^7 635 103,105 884 139,965 1,065 16 8.^ 531 A Ot\0 5,539 1,501,532 8.1S7 4, 265; 740 CrfWi tonnage 5 to 49 tons: Number 1,9^1 32, M2 792 56,422 1,605 227,239 849 203,743 333 109,878 436 196,567 1,092 627,783 161 166,921 1,383 31,739 682 48,634 1,912 295,536 784 196,099 105 34,990 424 181,044 2,087 1,215,430 2,245 2,408,455 166 5,003 228 17,659 110 16,960 50 12,158 20 7,092 12 5,510 43 27,866 8 10,857 2*6 6,763 256 19,312 183 26,898 76 18,839 39 13,893 21 9,482 56 34,824 7 9,954 1,031 12,863 32 2,258 542 5,583 9 679 774 15,076 534 36,305 1,495 210, 279 798 191,321 313 102,786 424 191,057 1,049 599,917 152 134,591 595 19,413 417 28,663 50 to 99 tnns: Number 100 to 199 tons: Gross tonnage 268,638 70S 200 to 299 tons: Number 1 264 Gross tonnage 177 260 300 to 399 tons: Grosstonnago 21,097 403 171 362 400 to 499 tons: Grosstonnago 500 to 999 tons: Number 2.031 1 ISO 606 Grosstonnago 1,000 tons and oven Number 1 1,473 2,238 2,398,501 Gross tonnage 168 TRANSPORTATION BY WATER 111 the class of steam vessels the largest number is found m the group of "50 to 99 tons" in both 1916 and 1906, although the group of "500 to 999 tons" has the largest tonnage. In the class of motor vessels the group of "5 to 49 tons " contains the majority both as to number and tomiage. In the unrigged class the group "100 to 199 tons" shows the largest number of vessels in 1916, 27 per cent of the total number, and the group "500 to 999 tons" the next largest number, the same constituting 18.9 per cent of the total number, but the latter group contains 40 per cent of the tonnage and the former but 14 per cent. In 1906 the group of "1,000 tons and over" led in Table 12.-NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS, OWNERSHIP, AND OCCUPATION, WITH PER CENT OF TOTAL: 1916 AND 1906. both number and tonnage, with 27.3 per cent of the former and 56 per cent of the latter, followed by the group of "500 to 999 tons" with 24.8 per cent of the total number and 27.7 per cent of the tonnage. OWNERSHIP. Table 12 presents the statistics for number, gross tonnage, and value of aU vessels in service in 1916 and 1906 by character of ownership and like data for steam craft engaged in freight and passenger traffic, for tugs and other towing vessels, ferryboats, yachts, and other steam vessels classed as miscellaneous, and for unrigged craft. Census year. Number. Gross tonnage. Value. PER CENT OF TOTAL. CLASS, OWNERSHIP, AND OCCUPATION. Number. Gross tonnage. Value. Total 1916 1906 1916 1906 7,239 9,622 1,621,495 4,411,967 523,030,503 22,852,142 100.0 100.0 100.0 100.0 lOO.O 1,8.52 1,318 182,084 134,655 4,340,014 3,114,755 25.6 13.7 11.2 3.1 18.8 13.6 Firm 1916 19J6 616 533 46,418 49,346 1,5.54.122 1,341,901 8.5 5.5 2.9 1.1 6.7 5.9 1916 191J6 4,731 7,752 1,390,915 4,226,600 16,704,919 18,292,186 65.4 80.6 85.8 96.8 72.5 80.0 All other 1916 1906 1916 1906 1916 1906 40 19 2,078 1,366 431,446 103,300 0.5 0.2 f:^ 1.9 0.5 Steam ' 1,700 1,435 119,963 146,227 13,143,0.')4 13,196,770 100.0 100.0 100.0 100.0 100.0 861 687 22-, 952 27,524 2,932,565 2,394,680 50.6 47.9 19.1 18.8 22.3 18.1 1916 1906 245 211 8,828 11,360 1,018,227 935,875 14.4 14.7 7.4 7.8 7.7 7.1 Tnporporftted <*oitip'*"V , . 1916 1906 573 524 86,949 106,575 8,979,104 9,783,915 33.7 36.5 72.5 72.9 68.3 74.1 1916 1906 21 13 1,234 768 213,1.58 82,300 1.2 0.9 1.0 0.5 1.6 0.6 1916 1906 3S9 390 48,602 55, 779 4,-531,749 3,737,450 100.0 100.0 100.0 100.0 100.0 100.0 Individual 1916 1906 198 179 e,712 11,472 651,470 778,125 50.9 45.9 13.8 20.6 14.4 20.8 TnrT>o rated oompany 1916 1906 130 139 38,317 38,243 3,465,879 2,550,925 33.4 35.6 78.8 68.6 76.5 68.3 1916 1906 61 72 3,. TO 6,064 414,400 408,400 1.5.7 18.5 7.4 10.9 9.1 10.9 1916 1906 736 619 49,865 62,836 5,917,111 6,822,210 100.0 100.0 100.0 100.0 100.0 100.0 Individual 1916 1906 281 232 8,178 10,441 944,605 847,405 38.2 37.5 16.4 16.6 16.0 12.4 Incorporated company 1916 1906 352 298 38,187 48,351 4,, 554, 341 5,559,980 47.8 48.1 76.6 76.9 77.0 81.5 1916 1906 103 89 3,500 4,044 418,165 414,825 14.0 14.4 7.0 6.4 7.1 6.1 1915 1906 213 166 11,263 22, ISO 1,014,9.W 1,776,360 100.0 100.0 100.0 100.0 100.0 100.0 1916 1906 109 73 2.264 2,349 227,100 206,100 51.2 44.0 20.1 10.6 22.4 11.6 1916 1906 61 65 8,082 18,403 697,3.50 1,477,310 28.6 39.2 71.8 83.0 68.7 83.2 1916 1906 43 28 917 1,428 90,. 500 92,950 20.2 16.9 8.1 0.4 8.9 5.2 1916 1906 325 222 6,429 3,255 l,2flfi.l.'.3 563,400 inn.o 100.0 100.0 100.0 ino.o 100.0 1916 1906 267 185 5,334 2,815 1,022,883 502,450 82.2 83.3 83.0 86.5 84.8 89.2 1915 1906 10 7 401 206 41,700 18,150 3.1 3.2 6.2 6.4 3.5 3.2 1916 1906 48 30 694 234 141,. 570 42,800 14.8 13.5 10.8 7.2 11.7 7.6 1 Less than one-tenth of 1 per cent. 2 Includes craft propelled by machinery. MISSISSIPPI RIVER AND ITS TRIBUTARIES. 169 Table 12.— NUMBER, GROSS TONNAGE, AND VALUE OF VESSELS, BY CLASS, OWNERSHIP, AND OCCUPATION, WITH PER CENT OF TOTAL: 1916 AND 1906— Continued. CLASS, OWNERSHIP, AND OCCUPATION. Steam' — Continupd. Miscellaneous Individual Incorporated company Firm and all other Unrigged Individual Firm Incorporated company All other Census year. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 Number. 5,539 8,187 991 631 371 322 4, 158 7,228 Gross tonnage. Value. 3,804 2,177 464 447 1,962 1,372 1,378 358 1,501,532 4,265,740 159, 132 107, 131 37,590 37,986 1,303,966 4,120,025 844 598 H73,091 297,350 86,507 60,600 219,834 177,.5.V) 166, 7.50 59,200 9,887,449 9,655,372 1,407,449 720,075 535,895 406,026 7,725,815 8,508,271 218,290 21,000 PEK CENT OF TOTAL. Number. 100.0 lOO.O IB. 2 47.4 .54.1 39.5 29.7 13.2 ino.o 100.0 17.9 7.7 6.7 3.9 7.5.1 88.3 0.3 0.1 Gro=:s tonnage. 100.0 100.0 12.2 20.5 51.6 63.0 36.2 16.4 100.0 100.0 10.6 2.5 2.5 0.9 86.8 96.6 Value. 100.0 100.0 18.3 20.4 46.5 59.7 35.2 19.9 100.0 100.0 14.2 7.5 5.4 4.2 78.1 88.1 2.2 0.2 * Includes craft propelled by machinery. Although the bulk of the water craft on the Missis- sippi River and its tributaries was owned by corpora- tions and the proportion of all craft represented by corporate ownership was greater in this division than in the other divisions, yet a marked decrease is shoA^Ti for 1916 as compared with 1906. Vessels owned by cor- porations formed 65.4 per cent of the total number of vessels, 85.8 per cent of the tonnage, and 72.5 per cent of the total value in 1916, as compared with 80.6 per cent, 95.8 per cent, and 80 per cent, respectively, in 1906. Of course in the class of yachts and pleasuie craft individual ownership predominated. Corporate ownership controlled 86.8 per cent of the tonnage of unrigged vessels in 1916, as compared with 96.6 per cent in 1906, the decrease being primarily due to the decrease in the coal barges of the Pittsburgh district. Table 13 shows the extent of ownership concentra- tion in 1916 and 1906. With respect to unrigged vessels, 73.9 per cent in 1916 were owned by 77 owners, each of whom reported 10 vessels or more, and 41.5 per cent of the total num- ber were owned by 10 owners, each of whom reported 100 vessels or more. In 1906 there were 68 owners of the 10 and over class, representing 86.7 per cent of all unrigged boats, and 10 owners of the 100 and over class, with 67.3 per cent of the total nxxmber of boats. The figures as given in the table for freight and passenger vessels, tugs, and ferryboats show that relatively few of the owners controlled 3 or more vessels. " Less than one-tenth of 1 percent. Table 13. — Ownership Concentration: 1916 and 1906. NUMBER OP OWNERS. NUMBER OF VESSELS. OBOS3 TONNAGE. PER CENT OF INCREASE.* 1916 1906 1916 389 61 736 142 213 16 5,539 1906 1916 1906 Num- ber of ves- sels. Gross ton- nage. Steam:" Freight and passen- ger- All owners 390 84 619 131 166 21 8 187 48,602 14,661 49,865 27,169 11,263 2,925 1,501,532 173,506 417, 123 910 903 55,779 28,142 62,836 32,609 22,180 5,699 4,265,740 138,346 723,412 3,403,982 -0.3 18.9 8.4 2&3 -12.9 -47.9 Owners reporting 3 or more ves- sels 16 20 Tugs and other tow- ing vessels — Owners reporting 3 or more ves- sels 23 12 -16.7 Ferryboats- Owners reporting 3 or more vcs- 6 4 -48.7 UnripRcd: Owners reporting — Less than 10 ves- 1,448' osa 10 but less than 100 vessels 100 vessels or more 67 10 58 in 1,794 2 297 1,592 5,506 12.7 -4Z3 58 3 "no ' A mmus sign ( — ) denotes decrease. I'ercentages are omitted when base is less than 100. ' Includes craft propelled by machinery. EMPLOYEES AND SALARIES AND WAGES. Table 14 presents the statistics for 1916 and 1906 of the number of employees on vessels and on land, the amounts paid in salaries and wages for the different classes of vessels, and percentages of increase. 170 TRANSPORTATION BY WATER. Table 14.— EMPLOYEES AND SALARIES AND WAGES. BY OCCUPATION OF VESSEL, WITH PER CENT OF INCREASE: 1916 AND 1906. 191C 190G PER CENT OF INCREASE.' OCCUPATION. Number of empioyees. Salaries and wages. Number of employees. Salaries and wages. Number of employees. Salaries and wages. Total 16.678 S7. 449. 710 17.473 $7,063,776 -4.5 5.5 14.706 1,972 769 1.203 6.3,S0.325 1,069.385 596.649 472.736 15.016 2.457 1.011 1,446 5.692,117 1,371,659 686,536 685,123 - 21 -19.7 -23.9 -10.8 12. 1 -220 -13. 1 AU Other -31. 4.755 4,091 664 330 334 10.387 9,558 829 341 488 721 572 149 71 78 815 4S5 330 27 303 2.423.113 2,123,755 299.358 222,895 76,463 4.163,760 3,589,653 574.107 316.564 257,543 397,224 346.116 51.108 34.521 16,587 465,613 320,801 144,812 22,669 122,143 7.333 6,746 587 296 291 8.668 7.152 1,516 560 956 S38 699 139 120 19 634 419 215 35 ISO 2.335.977 2.019.202 316.775 219.828 96,947 3.926.242 3,055.644 870.598 364.366 506.232 493,961 413.553 80.408 72,192 .8.216 307.596 203.718 103.878 30,150 73.728 -35. 2 -39.4 13.1 11.5 14.8 19.8 33.6 -45. 3 -39.1 -49.0 -14.0 -18.2 7.2 -40.8 310.5 28.5 15.8 53.5 -22.9 68.3 3.7 52 - 55 14 -21.1 6.0 17.5 -34.1 -13. 1 All nthpr -49.1 -19.6 -16.3 -36.4 -52.2 101.9 51.4 57.5 39.4 -24.8 All nthpr 65.7 ' A minus sign (— ) denotes decrease. The greater part of the decrease in number of em- ployees is in the land force and chiefly in the class of towing and unrigged vessels. The employees reported for towing vessels and unrigged craft increased materially, while those for freight and passenger ves- sels decreased, the former constituting 62.3 per cent of all employees in 1916 and the latter 28.5 per cent, as compared with 49.6 i)er cent for the former and 42 per cent for the latter in 1906. INCOME. Table 15 is a comparative presentation of the in- come statistics for 1916 and 1906, by class of vessels. Table 1.5. — Gross Income of All Vessels and Craft, bt Source of Income and by Occupation of Vessel, with Per Cent of Increase .*.nd Per Cent of Totjll: 1916 and 1906. SOURCE OF INCOME. 1916 Per cent of In- crease;' 1905- 1916. Total S17,439,746 517,342, Freight 5,671,446 Passengers ' 2, 404, 703 All other sources I 9, 363, 597 7,4."jO,SS9 2,2S1,243 7,609,926 Freight and passenger vessels . Freight Passengers All other sources Towing vessels and unrigged craft. Freiglit Passengers All other sources Ferryboats Passengers AU other sources Allother craft, including yachts. . Passengers AU other sources 5,312,501 3.4.59.646 l,tM3.781 209,074 9.948,718 2,211,800 12W.404 7,607,514 1,060.470 631,113 429,357 1,118,0.57 405 1,117,652 5,934.629 4,038,002 1,706,. 581 130,046 9.342.145 3,412.807 15,780 5,913,498 1,5.53.121 498. 747 1,0.54,374 512,143 135 512,003 0.6 -23.9 5.4 23.0 -10.5 -14.3 -7.0 60.8 6.5 -35. 2 720.1 2S.6 -31.7 26. 5 -59.3 118.3 200.0 118.3 PER CENT OF TOTAL. 1916 1906 100.0 32.5 13.8 53.7 100.0 6.5.1 31.0 3.9 100.0 22.2 1.3 76.5 100.0 59.5 40.5 100.0 (') 100.0 100.0 43.0 13.1 43.9 100.0 68.0 29.8 2.2 100.0 36.5 0.2 63.3 100.0 32.1 67.9 100.0 m 99.9 The income of towing vessels and their tows ex- ceeded the income of all other vessels in both years, constituting 57 per cent of the total income in 1916 and 53.9 per cent in 1906. The income for towboats reported separately is included under "all other sources" and also the income for towing in cases where the operators owned both unrigged craft and towing vessels and reported separately the income from freight and that from towing service. The income of ferryboats reported as from " all other sources" includes ferrjdng of teams, loaded vehicles, live stock, etc. Diagram 6. — Gross Income of All Vessels and Craft, bi Source of Income and by Occupation: 1916 and 1906. FREIGHT AND PASSENGER VESSELS 1916 1906 1916 1906 y////////////////////// y/////////////////AWfZ^^ an y/////////////A y/////////////////////. Tl FERHVBOAra iei6 '^ ^S^'. A 1906 J'WS^ ' ■--"-' * A minus sign (— ) denotes decrease. ' Less than one-tenth of 1 percent. • 800 ^ *LL OTHeR CRAf T. IMCLUOINQ VACHTS Ipfl ^^ MILklONK OF DOUARS ^PA«SeMQ£R MISSISSIPPI RIVER AND ITS TRIBUTARIES. 171 FREIGHT. The freight handled by all water craft, in round num- bers, was 40,169,000 net tons in 1916, as compared with 31,627,000 tons in 1906 and 29,401,000 tons in 1889, the increase for the period 1906-1916 being 27 per cent, and for the period 1889-1906, 7.6 per cent. Table 16 gives the statistics of freight and lighterage by class and river system for 1916, 1906, and 1889 with amount and per cent of increase. Table 16. -FREIGHT SHIPMENTS AND LIGHTERAGE. BY CLASS AND RHTCR SYSTEM, CENT OF INCREASE: 1916, 1906, AND 1889. WITH AMOUNT AND PER FREIGHT AND UGHTEKAGE (TONS OF 2,000 POUNDS). mCBEASE.I cuss AND EITXE SY.STEM. Amount. Per cent. 1916 1906 1889 1906-1916 1889-1906 1906-1916 18*9-1906 '40,169,427 '31,626,981 29,401,409 8,.M2.448 2.22.5.572 27.0 7.6 Freight '27,962,583 7,992,998 19,969,58.5 12,206,M4 '26,436,690 6,787,994 19,648,696 5,190,291 2.8,289,503 10,345,504 17,943,999 1,111,906 1,. 525, 893 1,205,001 320,889 7.016,553 -1,852.813 -3,. 557, .510 1,704,697 4,078,3S5 5.8 17.8 1.6 135.2 -6.5 Steam* . -34.4 9.5 Lighterage or harbor work 366.8 Ohio svstem 22,953,076 15,572,149 1,883,776 13,68.8,373 7,380,927 2,412,478 7.54,451 137, 126 617,325 1,658,027 14,803,-873 11,63.5,983 5,972,096 5,663.887 3,167,890 17,868,729 15, 514, 582 1,279,305 14,235,277 2,354,147 2,240,191 1,758,101 273,362 1,484,739 482,090 11,518,061 9,1M,007 5,23.5,327 3,928,680 2, 354, OH 16,041,866 15,796,968 3,806,66.5 11,990,303 244,898 6,9.58,340 6,260,448 2,151,624 4,108.824 697,892 6,401,203 6.232,087 4,3.87,215 1,844,872 169,116 5,084,347 57, .567 604,471 -,546,904 5,026,780 172,287 -1,003,650 -136.236 -867,414 1,175,937 3,28.5,812 2,471,976 736, 769 1,73.5,207 813,836 1,826,S<3 — 2.82.3S6 -2,527.360 2,244,974 2,109,249 -4,718,149 -4,-502,347 -1,878,262 -2,624,Os5 -215,802 5,116.8.58 2,931,920 848,112 2,o«3,sn8 2,184,938 28.5 4 47.2 -3.8 213.5 7.7 -.57. 1 -49.8 -58.4 243.9 28.5 27.0 14.1 44.2 34.6 11.4 Freight -1.8 -66.4 18.7 861.3 -67.8 -71.9 -87.3 -63.9 -30.9 79.9 47.0 Steam* 19.3 113.0 1,292.0 * A minus siRn ( — ^ denotes decrease- ' Includes 12,332,713 tons of freight transferred by railway car terries. ' Includes 6.905,597 tons of freipht transferred by railway car lerries. * Includes crait propelled by machinery. In 1916 freight constituted 69.6 per cent of the aggre- gate tonnage handled and lighterage or harbor work 30.4 per cent, the corresponding proportions in 1906 being 83.6 per cent and 16.4 per cent, and in 1889, 96.2 per cent and 3.8 per cent, respectively. Of the freight handled, 28.6 per cent was reported for steam vessels in 1916, 25.7 per cent in 1906, and 36.6 per centm 1889, the balance being towed on barges, flats, or scows. Nearly three-fifths of the freight had its origin on the Ohio Kiver system, 55.7 per cent in 1916, 58.7 per cent in 1906, and 55.8 per cent in 1889: and 41.6 per cent originated on the Lower Mississippi River system in 1916, 34.7 per cent in 1906, and 22 per cent in 1889. The Upper Mississippi River system contributed but 2.7 per cent of the freight in 1916, 6.7 per cent in 1906, and 22.1 per cent in 1889. The freight handled includes car freight transferred in cars between railway points. This amoimted to 12,332,713 tons in 1916 and to 6,905,597 tons in 1906. Ferry freight in wagons and live stock ferried on the hoof are not included, as such returns were not, as a rule, obtainable. Table 17 shows the freight transported in 1916, 1906, and 1889 by commodities, the figures being arranged according to quantity in 1916, and also shows the ton- nage increase or decrease for the intervening periods. Table 17. — Freight, by Commodities, with Amount op Increase: 1916, 1906, and 1889. COMMODrrY. Total.. Coal Stone, sand, etc Lumber Grain Iron ore Pig iron and steel rails. . Petroleum and othcroils Cotton Cement, brick, and lime . . Fruits and vegetables Flour Tobacco Canned qoods Phosphate and fertilizer. . Naval stores Ice Miscellaneous merchan* dise FREIGHT (TONS OF 2,000 POUNDS) 1916 '27,962,583 13,916,013 1,710,857 744,873 617,916 470,409 255,615 245,930 180,563 175,724 119, 297 99,513 75,393 72,820 68,458 13,515 14,302 1906 1889 AMOUNT OFmCEEASE. I 1906-1916 1889-1906 26,436,69028,289,503 1.525,893 11,033, 4,004, 514, 380, 171, 55, 365, 146, 95, 55, 81, 114, 63, 44, on 8, 527, 4281 1 259 321,054- 950 '9, 200, 191 I 721 " 1,712; 498 574,790 I » 7, 7751 3,5M' 895, 742; 2,193: 41,748' • 89,9921 27,707 91,010: 9,176,355 9,291,015 6,793,84l' —114,660 2,497,174 I 2,883,002 ■2,293,402 229,923 237,225 298,630 200,269 -119,549 33,588 80,281 63,594 17,613 -38,607 9,123 24,045 17,745 -2,927 -1,852,813 2,505,583 3,683,205 -8,685,241 -1,331,777 -403,011 47,571 361,945 -748,767 93,250 13,955 -8,092 86,293 63,897 44,413 770 -73,781 » A minus sipn ( — > denotes decrease. ' Includes 12.;i32.713 tons of railway car freight, of which 7,350,196 tons is included under misc-ellaneous merchandise. » Includes 6,905,597 tons of railway car freight, all included under miscellaneous merchandise; not included in freight in 1906 report. « Liunber and forest products. • Iron, pig and bloom. « Kill products. The commodities separately reported are those specially provided for on the schedule used in the can- vass, and they cover 67.2 per cent of all freight in 1916, 64.9 per cent in 1906, and 76 per cent in 1889. Mis- 172 TRANSPORTATION BY WATER. cellaneous merchandise includes considerable freight that could not be segregated by commodities, and im- doubtedl}' includes some of the specified articles. In some cases no record was kept of the kind of freight handled. In 1916 coal constituted 49.8 per cent of the total freight; stone, sand, etc., chiefly sand, 6.1 per cent; lumber on an estimated tonnage basis, 2.7 per cent; grain, 2.2 per cent; and iron ore, 1.7 per cent. No other commodity, for which figures are available, amounted to 1 per cent. Table IS gives freight shipments and receipts by river systems and rivers tor 1916 and 1906. The figures for systems and rivers are arranged in order of shipment tonnage in 1916 and each river is cred- ited vv-ith the freight shipped from or received at ports or landinfTs and Receipts, by River Sys- tems AND Rivers, Per Cent of Total: 1916 and 1906.' RIVER SYSTEM AND RIVER. Total. River system: Ohio Lower Mississippi Upper Mississippi River: Monongahela Ohio Mississippi Upper Lower Kanawha Tennessee, French Broad, and Hiwassce. Missouri, Osage, and Gasconade ■\'azoo and Sunflower Cumberland Green and Barron Illinois All other PER CENT OF TOTAL. Shipments. 1916 1906 86.9 8.3 4.8 56.9 16.6 8.2 2.7 5.5 7.9 2.8 1.3 1.2 1.2 1.0 0.8 2.1 100.0 78.0 13.0 9.0 45.7 16.1 14.2 3.1 11.1 S.O 3.5 6.4 0.6 1.8 1.6 0.5 5.6 Receipts. 1916 1906 100.0 84.0 11.2 4.8 5.9 74.0 11.1 2.7 8.4 0.6 1.8 1.3 1.2 0.7 0.3 0.7 2.4 100.0 71.9 19.1 9.0 2.8 63.0 20.9 3.1 17.8 0.3 2.4 5.4 0.3 0.9 0.4 0.5 3.1 I Not including railway car freight. MISSISSIPPI PJ\'ER AND ITS TPJBUTAKIES. 173 Table 20 presents statistics of freight shipments by commodities, according to class of vessel, steam and iinrigged, for 1916 and 1906 by river systems and for 1916 by rivers. The figures for the rivers are arranged according to the aggregate of freight shipments. The rivei-s ■with over 500,000 tons are the Missis- sippi, Monongahela, Ohio, Kanawha, and Tennessee, in the order named, the latter including its tribu- taries, the French Broad and the Hiwassee. For comparative purposes lumber, ordinarily re- ported in terms of thousand feet, and petroleum and other oils, ordinarily reported in barrels, are given in net tons, the quantities of the former in thousand feet and of the latter in barrels, being given in the notes at the bottom of the table. Table 20.— FREIGHT SHIPMENTS, BY COMMODITIES (TONS OF 2,000 POUNDS) AND CLASS OF VESSEL: RIVER SYSTEMS, 1916 AND 1906; AND RIVERS, 1916. CLASS, EIVER SYSTEM, AND ErVER. Total. 1916. . . 1906... Steam'— 1916. . . 1906... Unrigged— 1916... 1906... EIVER SYSTEMS. Ohiosvstem: ' 1916 1906 Steam'— 1916 1906 Unrigged— 1916 1906 Upper Mississippi s\'stem: 1916 1906 Steam'— 1916 1906 Unrigged— 1916 1906 Lower Mississippi S3"stem: 1916 1906 Steam'— 1916 1906 Unrigged— 1916 1906 KITEES: 1916. Mississippi Upper Slississippi.. Steam' Unrigged Lower ^lississippi. . Steam ' Unrigged Monongahela- Unrigged Ohio Steam'... Unrigged.. Eanawha Steira '.. . Unrigged.. Tennessee, French iiroad and Hiwas- Steam'... Unrigged.. Missouri, Osage and Gasconade Steam ' Unrigged Yazoo and Sunflower Steam' Unrigged I 27,%2, 583 19,531,093 7, 992. 998 2, 355, 388 19,969,585 17,175,707 CoaL 7M,562 50,361 13,161,4511,266,691 10,982,650 3,9*4,916 Stone, sand, etc. ' 744. S73 617, W6 470, 409 2.55, 615 ' 245.930 5 514.9511. •)*), 721 171,779, 55, .•i4fi « 365.479 444,166 59,343 15,572,149 15,226,805 1,SS3,776 1,246,437 13,688,373 13,980,358 754,451 1,758,101 137, 126 273,362 617,325 1,484,739 11,63.5,983 2, 546, 187 5,972,096 835,587 5, 663, 887 1, 710, 600 11,625,683 427,811 42,157 385,654 11,197,872 5,923,483 5,274,389, 8,886,753 4,398,043 1, 487, 140 2, 910, 903 1,232,968 65, 473 1, 167, 493 619,414 162,089! 457,325: 200,729' 45. 163! 155,566; 181,385 6,344 175, (Ml! 10,949,68.5 700,060 10,968,307 1,969,73; 6,659 48,616 Lum- ber. Grain. Iron ore. Pig iron and steel rails. Petro- leum and other oils. 7S, 491 185.004 116, 097 '235, 550 276 18,471 402 47,092 666, 3«2'432, 942 470, 133 237, 144 398, 853 145, 171 171, 377) 8, 254 284, 937 241, 173259, 859 209, 436 279,436 230,705,171,777 54,410 2,514 53, 287' 143, 165 35,034 77,112 137,4471 10,943,026 697, .546' 231,650 10,919,6911,934,698 202,324 34,174 27,421 3,616 1,027 30,558 26,394 2,932,154 37,283 744,287 718 2, 187, 867 36,565 2,945,330 13,177 35 13,142 2,932,153 744,287 2,187,866 ;, 713, 227 4M, 179 1,274,785 1,368 23,680 402,811 1, 251, 105 606,618 759, 742 440,284 629 166,334 759, 113 5,604 12,676 2,126 5,537 3,478 7,139 4 400 118,008'259,85.5 93,258171,377 70,043 92,868 20, 137 47,832 49,906 45, 036 16,642 48,306 192,794 8,104 50 400 25 400 454,332 306,730 210,550 222,838; 57,148 .... 23,078 41,702 33,448 50,271 272 431,2.51 26.5, 02S'210, 278 189,390 6,877 899,149' 334,776306,890 320,1761 l,951j 2,183 60 156 1, 151 320,116 1,795| 1,032 578,973 332,825:304,707 440,272 9,491 40,921 138,701 323,334 263,786 210,550 1,300 1,038,739 667,376 2, Z32 925 1,036,507 666,451 1,164,475 17,118 5.83 16,535 4,457 3,426 1,031 765 15 750 3,598 919 2,679 79,253 1,308 77,945 116 57,853 19,958 37,895 846 746 100 170, 555 13,816 156, 739 58 210, 550 272 210,278 131,2.58'174,355 53,879|.... 77,379174,355 7,162 7,162 45.645 36,703 8,94i 2.858 20,398 1,730 15,334 1,128 5,064 25 48, 793 202! 48, 591 867 281 5S6J 500 85,004 4 85,000 46,129 536 1,804 3S6 44,325 150 46,154 25 25 46,129 1,804 44,325 130, 959 58,266 16,533 41,733 75 25 50 20, 136 84 20,052 21,845 20,939 224,08.5 341, 540 28,917 18,477 16,726 18,394 12,191 S3 282 525 431 216,731 346,476 4.853 2,114 211.878 344,362 216,681 9 2 7 216, 672 4,819 211,853 23,426 13,221 10,205 2,791 2,791 Cot- ton. aS^. hbles. 180,563 175,724 119,297 146.975 95.443 .55,703 58,760 140,022 121.803 6, 9.53 93,756 43,185 81.968 52.2.58 24,5.32 97,104 40,628 70,329 17.914 40,628 6,618 156,031 106,34" 40,846 99,394 115, 185 6,953 147, 519 147,519 39,283 108,236 370 370 2,223 365 1,858 150 241 24,162 17,544 6,618 14 6,310 810 5,500 46,283 35,532 50.821 34,797 2. .500 15,238 1,7.56 1,208 744 14,030 76,120 9,876 45,717 6,445 30,403 3,431 76,346 465 16 449 75,881 45,624 30,257 265 69,500 21,855 47,645 12,359 12,359 11,378 8,467 2,911 935 640 295 90,471 50,627 28,826 5, 076 Flour. 99,513 81,900 78,704 80,426 20,809 1.474 55,253 39,743 52,032 36,258 3,221 3,485 25. 2.39 11, 397 20.766 9,837 4,473 1,580 38,805 4,563 17.673 4,532 21, 132 31 38,014 81 752 63 37,199 16,069 21,130 40,3&S 37,923 2,465 5,063 5,063 67,782 55,836 To- bao- 75,393 114,000 74,717 113,937 676 63 74,625 112,453 60,606 73,965 55,560 112,403 6,806 6,407 399 363 9 354 7.S'. 108,. 7,176 276 4,301 5,061 442 4,596 3, .8.59 465 27,430 21,003 17,656 20,270 9,774 733 26,217 134 134 26,083 16,761 9,322 32,985 28.828 4,157 9,875 9,875 13,652 10, 673 2,979 4,067 342 3,725 560 320 240l 660 50 2 318 2 310 766 1,229 750 1,224 16 5 741 741 739 2 38,652 38, 174 478 5,071 5,071 558 531 27 Canned goods. 72,820 63,697 61,305 62,949 11,515 748 39,036 46,793 36, 762 46,578 35,549 2,274 215 1,862 2,763 103 2,566 1,759 197 31,922 14, 141 24,440 13,805 7,482 336 30,907 1,5(M 1 1,503 29,403 23,232 6,171 28,583 26,309 2,274 2,958 2,958 4,662 4,662 308 52 256 2,105 878 1,227 Phos- phate and ferti- lizer. 68,458 44,413 47,961 41,433 20,497 2,980 38,258 36,094 38,614 1,64) 445 130 179 130 154 30,070 8,140 11,217 5,630 18,853 2,510 29,962 29,962 11.192 18,770 16,252 15,695 557 1,560 1,560 Naval stores. 18,515 770 502 770 18,013 33 7,5312,493,928 105 11,3871,120,593 SI 6,3991,334,171 IO5I 10,967 509,448 1,159.757 611,145 58 18,482 607 469 607 18,013 18,482 18,482 469 18,013 13,830 12,743 1,087 Ice. Miscel- laneous • mer- chan- dise. 14,302 9,176,3.55 17,22<>2,:i,S5.418 11,299 5,972.708 16,59211,275,661 3,003(3,203.647 637 1,109,757 * Includes 12.3.32,713 tons of railway freight transferred in cars. ' Thousand feet , .544,203. • Barrels, 1,553,878. ' Does not include 6,905,597 tons of freight in railway cars; treated as freight in 1916. • Thou!5ind feet. 225,545. • Barrels. 2.256.2;io. ' Includes craft propelled by machioery. 1,132 420 1,268 1,792 78 1,695 1,190 97 5,503 4,050 4,822 3,930 681 120 204,817 312,617 88,311 174,029 118,506 138,588 6,477.610 952,208 4, 552. 226 592,1*4 1,925,384 360,024 6,352 6,291,613 1, 124 86, 248 26 39, 958 1,098 46,290 5.22.S6,2fl5,365 4, 628 4, .523. 620 60dl,681,745 4,660 3,538 1,122 1,200 1,200 116 116 40,606 2,015,347 1, 207, my 807,680 IS, 266 16,6*8 1,618 199,971 48, 472 151,499 87,689 22.022 65,667 122,359 3,fS6 118.673 174 TRANSPORTATION BY WATER. Table 20.— FREIGHT SHIPMENTS, BY COMMODITIES (TONS OF 2.000 POUNDS) AND CLASS OF VESSEL: SYSTEM, 1916 AND 1906; AND ^RIVERS, 1916— Continued. RIVER CLASS, RIVER .SYSTEM, AND RIVER. Total. ; Coal. Stone, sand, etc. Lum- ber. Grain. Iron ore. Hg iron and steel rails. Tetro- leura an-i other oils. Cot- ton. Ce- ment, lirick, and lime. Fniits and vege- tables. Flour. To- bac- co. Canned goods. Phos- phate and ferti- lizer. Naval stores. Ice. Miscel- laneous mer- chan- dise. rivers: 1916— contd. ISil.OIo' 99,493 80,517 154 102 8,26S 145, 834 125,852 49, 747 76,103 89,652' 9,699 79,953 42,659 1,525 41,134 34,925 27,62!l: 7,305 32,369 20, ii-SS 11,775 28,767 4,527i 24,2-10 26,751 2,400 24,351 15,320 12,865 6,660 6,110 1,275 4,835 5,200 56,477 5,391 59 51,027' 23, 14.- 33,332 1,674 1,504 110 11,476 1.5 11,461 16,540 155 16,385 43,730 17,493 26,237 9,669 714 8,955 795 240 555 14,715 8.52 13,863 36,252 21,714 1.53 15:i 1,289 1,289 242 242 1,175 1,175 18, W9 18,849 33 33 4, ISO 4,186 10 10 86,955 21,26-1 4.50 16.433 76 33, 235 Unrigged Green and Barren — 53,720 96,339 5,164 18,441 655 17,786 4,750 31 31 95 95 75 75 659 659 100 '""ioo 20 20 430 430 334 334 Unrigged 16,357 47, 462 3,6.52 43,810 7.56 5011 256 91, 175 23 23 1,100 1,100 24,061 20,005 4,056 1 i ion 100 50 60 100 100 50 60 30,821 24,272 Unrigged 4,750 8,850 6,549 42 27 15 1,.5S2 270 1,312 33 15 IS 598 98 205 150 65 140 120 20 62, 730 7,265 Unrigged Ouachita and Clack 8,850 55, 465 61 6, 3.56 1,,525 Unrigged LittleKanawha 36,252 1,350 51 4,831 262 30 30 21s 90 I2S 1,500 1,500 1,000 1,000 7,630 7,590 40 6 6 75 75 8,500 8,500 2,520 2,520 1,210 1,20(1 10 1 1 10,705 5, lUO Unrigged 262 514 65 449 1,350 698 44(1 258 2,745 1,170 1,575 14 5,515 6,000 673 651 22 25 78 78 844 709 135 2,7.35 2,6H- 65 20.811 15,9.55 Unrigged Black of -Vrkansas. . . . 6,000 300 4,856 30 30 40 40 25,652 3,212 Unrigged 300 18,200 25 63 22,340 1 2 77 7 9 1 5 8,372 2,400 Unrigged Wabash— Unrigged. . Muskingum— Steam ' Red of Arkansas— 1 18,200 SO 14 120 6,569 1,060 63 14,800 3,400 2 77 7 9 1 5 5,972 440 2,200 45 640 400 1,800 160 260 2,000 1,840 262 30 5 100 20 4,633 1,275 Unrigged Bayou Lafourche— 1,060 262 30 5 100 20 3, 3.58 5,200 All other rivers Ohio system 2.... Upper Missis- sippi system >. Lower Missis- sippi system*.. 2,770 2,500 11,368 50 31 30 4S3 8 1,818 213 5 184 10 39,750 2,648 59 270 11,36S 11,363 5 50 1 30 1 483 4,5! 30 8 .S 1,605 1,817 1 5 181 180 4 10 37,043 9, ,302 Unrigged — 2,770 50 5 .'" 30,448 > Includes craft propelled by machinery. ' Includes Allegheny, Big Sandy, and Middle Island Creek. Coal constituted 49.S per cent of all freight in 1916 and 56.5 in 1906, and on the Ohio system it formed 70.3 per cent in 1916 and 72 per cent in 1906. On the Upper Mississippi system, stone, sand, etc., led in tonnage, with 53.6 per cent in 1916 and 72.5 per cent in 1906, and on the Lower Mississippi sys- tem miscellaneous or unclassified merchandise led, with 55.7 per cent of the total freight in 1916 and 37.4 per cent in 1906. As a rule towed freight exceeds that carried on steamers, and the following table shows for 1916 and 1906 the percentage distribution as between freight carried on steam vessels and that towed on unrigged vessels for the river systems and the leatling rivers. Steamer freight exceeded towed freight in 1916 only on the Cumberland, Little Kanawha, and Musldngum of the listed rivers, and in 1906 on the Little Kanawha, Musldngum, White, Ouachita and Black of Louisiana, and Arkansas. 3 Includes Eock and St. Croix. ' Includes -Mchafalaya, Hatchie, L'.^JnguilIe, Macon Bayou, and Tensas. Table 21. — Freight Shipments, Per Cent Distribution, Class op Vessels: 1916 and 1906. STEAM.l tXNRIGGED. 1916 1906 1916 1906 10.3 12.1 89.7 87.9 7.5 24.3 8.2 28.3 0.1 .3.8 24.7 20.2 6.3 84.5 3.0 100.0 1,5. 5 25.8 11.3 31.0 32.8 32.0 4S.7 67.9 72.1 0.1 92.7 92.5 75.7 100.0 94.7 62.5 44.7 94.6 20.9 100.0 91.8 Oliio 71.7 99.9 5.3 35.5 55.3 5.4 79.1 96.2 Temiessoe, French Broad, and Hiwassee 75.3 79.8 Green and Barren 93.7 1.5.5 ioo. 6 1,8.2 9.9 22.5 39.5 35. 62.9 3.5 10.8 3.6 15.7 9.0 81.8 90.1 77.5 60.5 63.0 47.1 96.5 89.2 9f,.4 84.3 91.0 84.5 74.2 88.7 69.0 67.2 6S.0 51.3 White 42.1 27.9 99 9 7.3 ' Includes craft propelled by machinery. MISSISSIPPI RIVER AND ITS TRIBUTARIES. 175 The distribution of the railway car freight by commodities and by river systems is given in Table 22, the greater portion of the same being miscel- laneous merchandise. Table 22. — Railway Car Freight, by Commodities (Tons op 2,000 Pounds): 1916. COMMODITT. Total Coal Stone, sand, etc Lumber Grain Iron ore Pig iron and steel rails Petroleum and other oils. . Cotton Cement, brick, and lime. . . Fruits and vegetables Flour Tobacco Canned goods Pho=:phate and fertilizer... Na\'al stores Ice Miscellaneous merchandise Total. 2,S.>i2, 573, 276, 271, 469, 88, 120, 113, 96, 27, 12, 3, 26, 18, 7,350, Ohio (Ohio and Tennessee Rivers). 1.996,223 43,4:.4 76, .130 7,9r>0 S,709 2.-)9,3.'>4 42,890 l,S.iS 4,770 30,366 1,568 3,228 89 100 1,513,159 Lower Mississippi. 10.336,490 2,839,319 497,160 26S, 071 263,192 210,385 45,992 US, 732 109, 101 65,326 26,405 9,095 25 3,451 26, 186 18,413 400 5,835,037 Table 23 shows the per cent distribution for 1916 and 1906 of freight tonnage by commodities for the river systems, excluding railway car freight to make the figures comparable. Table 2.3. — Per Cent Distribcttion op Freight Shipments, by Commodities: ' 1916 and 1906. COMMODITY. Total Coal stone, sand, etc Lumber Grain Pig iron and ste«l rails Petroleum and other oik Cotton Cement, Ijrick, and lime Fruits and vegetables Flour Tobacco Canned goods Miscellaneous merchandise... omo SYSTEM. TTPPER Mis.sis.sipn SYSTEM. 1916 19a« 1916 1906 1916 1906 100.0 70.6 7.3 3.0 2.2 1.1 0.8 0.4 0.5 0.6 0.6 0.5 0.4 12.0 100.0 100.0 100.0 ino.o 56.5 80.3 72.0 20.5 4.6 12.9 2.6 2.0 1.8 1.9 1.7 1.5 0.3 1.2 0.4 1.9 0.2 0.1 0.S 0.1 0.3 0.5 0.5 0.3 0.3 0.4 0.3 0.4 0.5 0.4 o.« 0.5 0.7 0.3 0.3 0.3 13.4 /. ( 8.8 4.5 53.0 0.7 9.3 (') (») 0.3 3.3 0.6 0.2 1 00.0 1.6 72.5 0.7 .5.3 (>) (') 0.9 0.6 3 (•) 0.2 LOWER MIS,-^I.-^.SIFP1 .■iYSTEM. 1916 1906 00.0 8.4 14.3 3.4 (») 7.5 3.6 0.8 1.0 1.4 0.1 2.2 50.2 100.0 1.3 29.8 8.8 2.2 (») 13.6 4.2 04 0.2 0.8 (') 06 37.9 ' Not including railway car freight. = Less than one-tenth of 1 per cent. The comparative statistics for freight receipts by commodities for 1916 and 1906 for the river systems and the statistics for commodity receipts by rivers for 1916 only are given in Table 24. Table 24.— FREIGHT RECEIPTS, BY COMMODITIES (TONS OF 2,000 POUNDS): RI\'ER SYSTEMS, 1916 AND 1906; AND RIVERS, 1916. KrVER SYSTEM A.VD RIVER. Totii: 1916. 1906. RIVER S^"STEMS. Ohio: 1916 1906 Upper Mississippi: 1916 1906 Lower Mississippi: 1916 1906 RrvEEs: 1916. Ohio Mississippi Upper Lower Monongahela Tennessee, French Broad, and Iliwas- see Missouri, Osage, and Gasconade Yazoo and Sunflower, UlinoLs Cumberland Kanawha White Kentucky G reen and Barren . . , Ouachita and Black of Louisiana Little Kanawha Arkansas Black of .\rkansns Muskingum Red St. Francis Wabash Bayou Lafourche All other Ohio system Upper'Mississippi system Lower Mississippi system Total. 127,962,583 < 19,551,093 15,127,059 14,036,946 745,143 1,753,501 12,090,381 3, 740, 646 13,371,023 12, 077, 207 423,594 11,653,613 925,620 466,407 207,28' 186,285 114, 2?2 109,068 91,801 8S, 621 54.358 49,982 42.659 160 361 218 865 360 110 0271 200 532! 481 35, 27, 24, 12, 6, 6. 6, S, 54, 4, 49, 754i Coal. 13,916,013 11,033,011 10,472,766 9,798,750 34, 174 27, 492 3,409,073 1,206,769 9,6.56,670 3,421,649 13, 3, 408, 472 756,650 17, 118 4,45i 16,540 266 17, .564 11,476 2'i2 601 2,200 Stone, sand, etc. 1,710,85' 4,004,259 709,060 1,925,442 395,179 1,274,654 606,618 804,163 667,376 885,309 311,336 573,973 1,300 79,253 25 4,590 10, 175 9,150 6,000 18,031 7,770 2,500 5,270 Lum- ber. 2744, 873 '514,950 308,533 320,458 5,604 13,929 4.30,636 1,'«,563 228,949 322, 535 1,951 320,584 J16 50,234 2,858 49, 193 795 21,121 860 14,908 4,642 1,201 36,252 1,350 14 2,000 120 6,560 l,0tiO 40 617,946 380, 721 Iron ore. 470,409 171, 779 240,078 259,859 229,212171,77" 70,043 68,750 307,825 82, 759 210,550 153,215 174,355 305,634 2,782 302,852 58 210,550 210,550 44,326 19,799 667 47, 462 21,714 7,233 7S1 4, 4.'.3 397 85,004 3,400 262 5,250| 3,200|. 3,200 . Pig iron and steel rails. 235,615 63,346 209,436 54,410 50 400 46,129 536 73,2a5 46,154 25 46,129 132, 100 2,801 1,130 1,130 Petro- leum and other oils. Cot- ton. •245,930'lS0,563 •365,479146,975 24,060 40,218 29,817 8,522 282 674 215, 831 156, 503 346, 283 106, 707 23, 408 370 215,001149,148 9.... 214,992,149,148 2,287 250 14 23 312 2,829 42 205 in 218 2 811 30 23,690 5,610 1,590 35 Ce- ment, brick, and lime. 97,393 65,970 2,500 15,803 7.5,831 13,670 65. 458 72,641 165 72, 476 265 11,66; 935 386 1,400 1,.389 12,364 33 3,778 310 1,500 7 2,924 Fruits and vege- tables. 119,297 55,703 .M,253 39,748 25,239 5,674 38,805 10,281 40,981 39,283 3,615 35, 658 222 21,261 274 5,054 6 449 66 1,000 '"'466 3,131 Flour. 68,617 57,61- 4,301 5,728 26,595 18,55; 28.740 25,157 3,539 21,618 100 14,487 662 560 100 1,450 9,&43 398 3,006 1,704 7,665 9 1,800 100 30 3,635 To- Canned bacco. goods. ,393 114,000 74,589 112,480 2 548 802 972 49,341 777 522 2 24 10,124 5,471 1,500 1 160 72,820 53,69: 39,075 46,793 1.795 6,258 31,950 10,646 27,304 18,929 22 18,907 50 4,662 1,723 2,105 50 83 2,971 205 850 345 2,520 5 260 10,708 Phos- phate and ferti- lizer. 68,458 44,413 38,374 36,094 130 264 29,954 8,055 15,352 28,136 28,136 13,946 30 5: 100 4,186 1,760 1,030 100 2,000 1,710 \aval 18,515 770 33 105 108 18,482 557 33 18,482 Ice. 14,302 17,229 2,385,418 7,531 11,687 1,268 2,297 5,508 3,243 2,492,485 1,107,663 201,576 330,872 6,479,294 946,883 4,510 6,152 1,124 5,028 116 94 285 60 10 1,210 140 301 174 1,210 40 10 i,no, Miscel- laneous mer- chan- dise. 9,176,355 2,161,676 6,311,670 85,849 6,225,821 34, 759 185,143 96.836 127,:i59 21,861 4S, 139 21,047 61,168 11,611 15,707 6,356 10.905 8.. 382 22,090 I.SIO 4,633 570 5,200 19,403 1,088 30 18,28o > Includes 12.332,713 tons of railway freight transferred in cars. > Thousand feet, 344,203. ' Barrels, 1,553,878. < Does not include 6.905,597 tons of railway freight transferred in cars; treated as freight in 1916. ' Thou-sand feet, 223,543. • Barrels, 2,256,230. 176 TRANSPORTATION BY WATER. The figures for the rivers are arranged at-cording to the aggregate freight receipts, and the order differs somewhat from that based upon shipments as given in Table 20. COMMERCE OF THE RIVERS. The commerce of the Mississippi River and its tributaries is here considered, beginning with the Oliio and its affluents in the order of their occurrence from source to mouth and following "with the Mississippi and its affluents other than the Oliio. Ohio and its tributaries. — The Ohio is navigable from Cairo to Pittsbxirgh, a distance of 967.5 miles, and is the most important commercial river in the United States. The river, aside from the traffic of its many ports, is a highway for through traffic from its tribu- taries, the Monongahela, Kanawha, Tennessee, etc., to the ports of the Mississippi. Freight. — The freight handled is considerably diver- sified, the chief commodities separately reported being, as to shipments, coal, sand and gravel, iron, and grain, and as to deliveries the same, mth the addition of lumber. The receipts exceeded the shipments by nearly 9,000,000 tons, cliiefly coal from the Mononga- hela and the Kanawha. The 4,398,043 tons of freight shipments in 1916 is an increase of 1,255,946 tons, or 40 per cent, over the total as reported in 1906, but a decrease of 3,127,624 tons, or 41.6 per cent, from the shipment tomiage credited to the river in 18S9. The 13,371,023 tons of freight receipts in 1916 is an increase of 1,074,986 tons, or 8.7 per cent, over that of 1906. There are foiu- railway car transfer points on the Ohio, two between Ashland, Ky., and Coal Grove and Ironton, Ohio, respectively, credited with 945,565 tons of car freight; one between Paducah, Ky., and Brook- port, 111., mth 4,165 tons; and one between Sleeth,Ky., and Metropolis, 111., mth 859,248 tons; making a total for the river of 1,808,978 tons. In 1906 car freight was reported only for the Pad^icah-Brookport route, 32,868 tons. Pittsburgh, at the head of the Ohio and at the con- fluence of the Monongahela and Allegheny Rivers, has the largest river commerce of any inland city of the country. The freight movement of the port in 1916 aggregated 6,727,289 tons, this being the sum of ship- ments and receipts, and in 1906 it aggregated 6,854,575 tons. Following the course of the Ohio the freight move- ments of the ports for which data are available are given in the following tabular statement, which pre- sents the figures for the years 1916 and 1906. The lighterage or harbor work on the Ohio, not in- cluded in the foregoing as freight, aggregated 5,684,773 tons in 1916 and 2,249,122 tons in 1906. That assign- able to the leading ports in 1916 was: Pittsburgh, 2,480,700 tons; Cincinnati, 326,800 tons; Evansville, 232,500 tons; Wlieeling, 210,000 tons; Marietta, 185,700 tons; Parkersburg, 76,000 tons; and Paducah, 57,600 tons. Pittsburgh, Pa Wheeling, W. Va.... Marietta, Ohio Parlcersburg, W. Va Catlettsburg, Ky Cincinnati. Ohio Madison, Ind Louisville, Ky Kvansville, ihd Paducah, Ky TOTAL FnEIGHT MOVE- MENT—NET TONS. 6, 727, 2«9 28,296 29,491 60, 8-i8 2, 29S 1,411, H9 135, 382 3C9,014 251,549 754, 552 1906 854, 575 101,550 ;«, 490 50, 547 9,694 363,215 107,0.1.) 203,727 41li,l:i3 2:J9, 808 Passengers. — The passenger traffic on the Ohio River in 1916 was exceeded only by that on the lower Mississippi. Dming 1916 there were 5,731,660 pas- sengers carried, as against 4,059,617 in 1906, an in- crease of 1,672,043, or 41.2 per cent. Vessels pro- pelled by steam carried 4,9 1 8,983 passengers ; motor ves- sels, 760,818; and unrigged craft, 51,859. Each class of vessels, except freight and passenger, carried more passengers in 1916 than in 1906. The number of pas- sengers carried on ferryboats increased 46.3 per cent; on tugs and other towing vessels, 89.6 per cent; while tmrigged craft moved over 50 times as many passen- gers in 1916 as in 1906. The mmiber of passengers canied on the regular freight and passenger vessels de- creased 24.7 per cent. In 1916 only one freight and passenger boat ran from Pittsburgh to New Orleans, and while it carried 82,500 passengers, the traffic was limited, in the main, to local movements. The great bulk of the regular passenger traffic was done by ferry- boats, which carried 71 per cent of the total in 1916, as compared with 68.5 per cent in 1906. Some of these ferryboats handle ferry business under contract with railroad companies. Of the 1,555,724 passengers carried on freight and passenger vessels, 588,023, or 37.8 per cent, were ex- cursion, and over 70 per cent of this number were car- ried by the boats of an amusement company located at Cincinnati, which carried excursionists from Cincin- nati, Louisville, and other points on the Ohio to and from Coney Island, where the company maintains an amusement park. One of the boats belonging to this company is of 1,446 gross tonnage, and is the largest in operation on the river. Many small motor boats are operated up and down stream on sections of the river not paralleled by railroads. Some of this class of boats carried as many as 36,000 passengers in 1916, and often they are used for towing as well as ferrying. One thousand regular passengers were carried across river on barges in 1906, and 47,259 in 1916. These barges are towed by small steam or gasohne motor boats, and are generally used in locations where no other means of transportation exist. MISSISSIPPI RIVER AND ITS TRIBUTARIES. 177 Monongahela. — The Monongahcla has been im- proved by locks and dams from Pittsburgh to Fair- mont, W. Va., a distance of 131 miles; many of the large steel miUs are located on its banks, and coal, iron and steel products, and sand and gravel are the chief freight commodities. Tlie freight is all towed. The shipments aggregated 8,886,753 tons in 1916, as com- pared with 8,925,923 tons in 1906, and the receipts 925,620 tons in 1916 and 545,716 tons in 1906. The difference between shipments and deliveries repre- sents coal to lower river ports on the Ohio and Missis- sippi. The harbor work credited to the Monongahela in 1916, not classed as freight, was 76,033 tons. The port data for Pittsburgh, at the mouth of this tribu- tary, have been given above. The Monongahela River, while one of the most important commercial streams in the United States, has never had much up-and-down stream passenger traffic. This river is paralleled practically for its entire length by rail lines. The report of the Chief Engineer of the United States Army for 1907 states that a total of 181,527 passengers were carried up and down stream on the river in 1902. Tliis number had decreased to 101,457 in 1903 and increased to 116,174 in 1904. In 1905 it declined to 78,458. The report of the Census of Water Transportation for 1906 shows 246,486 passengers carried up and down stream by freight and passenger boats. There was no up-and-down stream passenger traffic in boats of 5 tons register reported in 1916, and, while 354,586 passengers were carried, the traffic was all across stream and in small unrigged craft, the pas- sengers being farmers and laborers from the mines and workshops in the vicinity of the feiTies. Allegheny. — This river, which with the Monongahela forms the Ohio, is represented by only 2,500 tons of freight and 854, 401 tons of lighterage or harbor work in 1916, both being chiefly sand and gravel dredged along the river. Steamboats can ascend the river 200 mUes or more from Pittsbirrgh. The port of Alle- gheny, a part of Pittsburgh in 19x6, had a freight movement of 81,209 tons in 1906. In former years passenger boats plied the Allegheny, but those have long since disappeared, and there are now no regular lines for passenger traffic. Only one gasoline boat, above 5 tons net register, was reported in 1916, and this boat carried only 700 excursion pas- sengers to various points on the river. Barges towed by gasoUne boats under 5 tons carried 13,519 passen- gers, or over 95 per cent of the total. These passengers were mainly workingmen employed in mUls along the river. Middle Island Creek. — Taking the triliutaries of the Ohio in the order of their occiirrence, the first for which water-borne traffic was reported is Middle Island Creek of West A'irginia, with 243 tons shipped from and 1,160 tons received at ports or landings. No freight traffic thereon was reported in 1906. No passengers were reported for 1906, but 202 pas- sengers were reported for this river in 1916. MusMngum. — This river is 120 miles long, exclusive of its branches, and is navigable as far as Zanesville, Ohio, and a short distance above by slack-water im- provements. The freight shipments on the Mus- kingimiin 1916 aggregated 12,865 tons and the receipts the same, the traffic consisting of shipments between ports on the river. In 1906 the shipments were 13,826 tons and the receipts 11,073 tons. There were 12,350 tons of harbor work reported in 1916. In 1916 only one steamboat operated on the river, carrying 9,000 regular and 6,000 excursion passengers. This boat operated principally between ZanesvUle and McConnelsville, Ohio. In 1906 freight and pas- senger vessels carried 76,480 passengers, of which 22,815 were excursion. Little Kanaicha. — The length of this river is about 150 miles. In 1916 the freight shipments on the Little Kanawha amounted to 34,925 tons, tobacco and flour being prominent commodities, and the receipts were 35,160 tons. In 1906 shipments were 11,239 tons and receipts 6,953 tons, the 1916 figm^es showing a substantial increase in river freight. No lighterage or harbor work was reported. In 1906 one steamboat was in service on the Little Kanawha River, and carried 13,263 passengers. It operated with difficulty owing to repairs to the locks of the river improvements. In 1916 steam-propelled vessels carried 14,400 passengers ; motor, 9,089 ; and mirigged craft, 39,660 passengers. Nearly all of the unrigged craft were local ferries operated by pulley and cable. Kanawha. — ^The Kanawha or Great Kanawha, gen- erally known above the confluence of the Gauley as New River, is navigable by steamboats to Kanawha FaUs, a distance of 100 miles, and above via locks and dams. The length of the river as a whole is about 450 mUes. The freight is chiefly coal from the Kanawha dis- trict, with some cement, brick and Ume, stone, sand, etc., and flour and gi'ain, aside from miscellaneous merchandise. The shipments aggregated 1,232,966 tons in 1916 and 975,031 tons in 1906, an increase for the period of 26.5 per cent, and the receipts aggregated 91,801 tons in 1916 and 63,832 tons in 1906. There were reported for 1916, 124,548 tons of lighterage or harbor work, as compared with 72,400 tons in 1906. Charleston, W. Va., the principal port on the river, had a freight movement of 74,581 tons in 1916 and 38,650 tons in 1906. In 1916 steam packet boats, carrying 11,867 passen- gers, operated between Charleston, Gallipohs, and Montgomery, stopping at intermediate points. Fcr- 116515°— 20— 13 178 TEANSPORTATION BY WATER. ries propelled by gasoline motors, at St. Albans, Sattes, Leon, Arbuckle, Point Pleasant, and Hender- son, carried 51,700 passengers. Unrigged craft oper- ated by pulley and cable handled 71,691, or 53 per cent of all passengers carried on tliis river during 1916. In 1906, 77,952 passengers were carried. Big Sandy. — The Sandy or Big Sandy, sometimes called the Chatterawah, is navigable for small steam- boats via its west fork for nearly 100 mUes. The shipments, reported as miscellaneous freight in 1916, amounted to 2,648 tons and the receipts to 1,088 tons. Thefigm-es for shipments in 1906 were 1,776 tons and for receipts 4,887 tons. Steam vessels reported 4,555 passengers in 1906. In 1916 all passenger traffic, which amounted to 56,000, was handled by unrigged craft operated by pulley and cable. The traffic was mostlj' miners, laborers, and farmers going to and from work. Nearly one-half of the passenger movement was at Georges Creek. There was no up-and-down stream passenger traffic in 1916. Scioto. — The next aifiuent of the Ohio is the Scioto, which is navigable for about 130 miles from its mouth. No freight traffic was reported in 1916 or 1906, but in 1916 there were 20,000 tons classed as lighterage or harbor work, the same being sand and gravel dredged for the building trade. No passenger traffic was re- ported on this river in 1916 and 1906. Kentucky. — The Kentucky is navigable by steam- boats to Frankfort. The freight shipments credited to the river in 1916 aggregated 32,360 tons, chiefly general merchandise and tobacco, as compared with 26,775 tons in 1906, and the receipts were 54,358 tons in 1916 and 23,525 tons in 1906. Coal consti- tuted a large part of the receipts in 1916. Only 3,825 passengers were reported for the river in 1916. Four motor boats handled 2,881 passengers, and unrigged craft, 944. The motor boats had no regular routes, but went wherever business offered. There were 7,752 passengers carried on this river in 1906. Green and Barren. — The Green River of Kentucky is navigable for 217 miles, and small steamboats can ascend the Barren, or the Big Barren, the chief afflu- ent of the Green, to Bowling Green. The freight shipments in 1916 aggregated 154,102 tons, including as chief commodities, aside from miscellaneous mer- chandise, grain, sand and gravel, coal, and lumber. In 1906 the shipments amounted to 305,144 tons. The receipts at the river ports in 1916 amounted to 49,982 tons and in 1906 to 80,902 tons. Of the fore- going the Barren is credited for 1916 with 15,575 tons of shipments and 35,559 tons of receipts. The light- erage or harbor work reported for 1916 amounted to 10,500 tons. Bowling Green, on the Big Barren, had a freight movement, shipments and receipts combined, of 39,541 tons in 1916, and Livermore, on the Green, of 3,363 tons. During 1916 the passenger traffic on these rivers aggregated 20,930, as compai-ed with 45,326 in 1906, a decrease of 24,396, or 53.8 per cent. In the former year tliree packet lines, two operating freight and passenger vessels from EvansvUle to Spottsville and Calhoun and one operating a tug and barges from Evansville to Bowling Green and Mammoth Cave, carried both freight and passengers. This class of vessels handled 8,705 passengers. In addition several small-tonnage gasoline motor boats, engaged princi- pally in handhng United States mail, carried 12,025 passengers over regular routes. Unrigged craft carried 200 passengers. Wahash and White. — The Wabash, about 517 miles long, is ordinarily navigable to Covington and diu-ing stages of high water to Lafayette. The White (of Indiana), a tributary of the Wabash, is navigable to Martinsville, on the West Fork. A small amount of freight (400 tons) was reported for Terre Haute, Ind., in 1916, and 5,250 tons for Grayvdle, 111. The ship- ments from the ports and landings on the Wabash aggregated 15,320 tons in 1916, as compared vnih. 42,427 tons in 1906; and the receipts were 6,027 tons in 1916 and 30,537 tons in 1906. No freight traffic was reported for the White. A relatively large tonnage of sand, gravel, etc., classed as lighterage or harbor work, was reported for the Wabash in 1916, chiefly at Patton and Mount Carmel, 111., while 7,232 tons were reported for the White. The total passenger traffic on these two rivers de- creased from 78,391 in 1906 to 75,120 in 1916. No steam vessels were in operation in 1916. A few small- tonnage gasoline motor boats carried 16,700 passen- gers to various points on the river, including 400 ex- cursionists on private yachts. Several motor-boat ferries took passengers from shore to shore on the Wabash River. These ferries handled 42,000 passen- gers in 1916. Tugs and other towing vessels and unrigged craft carried 16,420 passengers. Cumberland. — ^The length of the river is estimated at 687 miles. Steamboats ascend to Nashville, 192 miles from its mouth, and a large portion of the river above NashvOle is navigable during high water. The freight shipments credited to the river aggre- gated 180,010 tons in 191.6, as compared with 348,697 tons in 1906, a marked decrease; and the receipts amounted to 109,068 tons in 1916, as compared with 178,951 tons in 1906. Aside from miscellaneous merchandise the chief commodities were lumber, grain, and tobacco, with phosphate and fertilizer forming a considerable part of the balance of outgoing shipments. The chief ports on the river are Nashville, Tenn., with a freight movement of 56,251 tons in 1916 and 99,193 tons in 1906, and Burnside, Ky., with 25,301 tons in 1916 and 32,175 tons in 1906. In 1916 there were 178,302 tons of lighterage or harbor work, of which 142,453 tons were at Nashville. In 1906 the total reported for the river was 28,125 tons. MISSISSIPPI PJVER AND ITS TRIBUTARIES. 179 In 1916, 247,456 passengers were handled on the Cumberland Kiver. Ferries carried 141,810; imrigged craft, 54,000; freight and passenger vessels, 51,106; and tugs and other towing vessels, 540. Of this number 150,825 were carried on vessels propelled by gasoline motors. Steam -propelled vessels handled 42,631, and the balance were carried on barges and other unrigged craft. The passenger traffic in 1916 was over five and one-half times greater than in 1906, when 43,865 passengers were handled. Steamboats from Nashville ply to Paducah and to Burnside, which is practically the head of navigation. These boats carried 19,969 exclusion and 15,262 regu- lar passengers in 1916. Three small tonnage gasoline motor boats carried 8,485 passengers between Cum- berland City, Clarksville, and Dover. Privately owned gasoline motor ferries carried 44,500 passengers across stream. There are also several municipal or quasi-municipal gasoline motor ferries owned and operated by Davidson, Dixon, Montgomery, and Chatham Counties. AH of them are free ferries, no charge being made for carrying passengers. These municipal ferries carried 71,610 passengers across stream. Montgomery County also has at Clarksville a barge ferry operated by current, buoys being used to support the cable. This ferry handled 50,000 pas- sengers in 1916. A ferry is also in operation at Cmn- berland City, towed by a gasoline launch under 5 tons net register, which carried 4,000 passengers. Tennessee.— This river is the largest affluent of the Ohio, with a length of 652 miles. Steamboats can ascend to Florence, Ala., 270 mUes from its mouth. The Muscle Shoals above Florence extend to Decatur, and above Decatur the river is navigable to Kingston, Tenn. The river shipments aggregated 619,414 tons in 1916, including 6,479 tons for the French Broad and 2,100 tons for the Hiwassee, affluents of the Tennessee, and the receipts 466,407 tons, including 6,479 tons for the French Broad, the same as the shipments, and 1,650 tons for the Hiwassee. The excess of shipments over receipts, 153,007 tons, consisted chieflj' of liunber and pig iron. In 1906 the river shipments were 678,501 tons and the receipts 472,759 tons. Railway car freight to the amount of 187,245 tons is included in the statistics for the river, the transfer points being between the Chamberlain-Caney inclines of the Roane Iron Co., Tennessee, 10.5 miles, and be- tween Gimters Landing and Hobbs Island, Ala., of the Nashville, Chattanooga & St. Louis Railway, approxi- mately 20 miles. The chief ports on the Tennessee are KnoxvLlle, with a freight movement in 1916 of 9,280 tons and in 1906 of 77,828 tons; Chattanooga, with 51,760 tons in 1916 and 91,061 tons in 1906; Decatur, Ala., with 37,851 tons in 1916 and 81,078 m 1906; and Florence, Ala., with 4,050 tons in 1916 and 27,040 tons in 1906; the Ughterage or harbor work on the river aggregated 267,038 tons in 1916, of which 135,860 tons were at KnoxviUe and 131,178 tons at Chattanooga. In 1906 but 4,500 tons of lighterage were rejjorted, all at Knoxville. The mmaber of passengers carried on the Tennessee River and its tributaries, the French Broad and the Hiwassee, in 1916 was 277,205, as compared with 122,401 m 1906, an increase of 154,804, or 126.5 per cent. Unrigged craft handled 154,501 passengers, steam vessels 93,476, and gasoline motor vessels 29,228. Local boat lines have headquarters at the principal towns along the river. Several steam freight and pas- senger vessels operate between points on this and the Ohio and Mississippi Rivers. The longest boat service reported in 1916 was between Chattanooga, Tenn., and Joppa, 111., a distance of 550 miles. Other regular service by steamboats was between Chattanooga and Decatur and Florence, Ala.; from Paducah, Ky., to Waterloo and Lambs Ferry; from KnoxviOe to Stewarts Landing, and from St. Louis to Shiloh Park, Term. There were 26,277 passengers handled on these boats. At Decatur, ^Vla., a steam ievry was in operation, which carried 52,729 passengers in 1916. There was also a steam ferry between Hobbs Island and Gunters Landing operated as a railroad transfer, which carried 14,470 passengers. Several smaU-ton- nage gasoline motor vessels did passenger and ferry service between small towns and places where the large steam vessels did not stop. This class of boats carried 29,228 passengers. Over one-half of the pas- senger traffic on the Tennessee and aU on the French Broad and Hiwassee Rivers was handled on unrigged craft, towed either by gasoline motor launches of under 5 tons or handled by chain or pulley and cable. There were also in operation across the Tennessee River in Eaiox Count}' several barges and other unrigged craft owned by the county and under the jurisdiction of the coimty judge and operated as free ferries. These craft carried 47,500 passengers in 1916. The Mississippi and its tributaries (othfr than the Ohio). — The Mississippi River is navigable for large river boats to St. Louis, a distance of 1 ,256 mUes, and for smaller boats to St. Paul, a distance of about 2,150 miles from the mouth. Above the falls at Minne- apolis there is some navigation as far as Cass Lake. Freight. — The freight commerce of the upper Mis- sissippi, aside from miscellaneous or package freight, consists chiefly of sand, gravel, etc., shipped and delivered within its territory-, with some coal, grain, liunber, fruits and vegetables, and floiu-; and of the lower Mississippi, coal, to a large extent coming down from the Ohio, sand and gravel, lumber, gram, petro- leum, iron ore, and cotton. The freight statistics include railway car freight transferred across the Mississipjii at nine points, viz, between New Orleans and Goxildsboro and Algiers, 3,037,970 tons; Baton Rouge and Anchorage, 1,970,- 430 tons; ^\jigola and Naples, 580,001 tons — aR in 180 TRANSPORTATION BY WATER. Louisiana; Natchez, Miss., and Vidalia, La., 57,202 tons; Vicksburg, Miss., and Delta, La., 6.58,296 tons; Trotters Point, Miss., and Helena, Ark., 330,9.57 tons; Kelloggs Landing, HI., and Little Rock, Mo., 1,225,701 tons; and West Ivory, Mo., contiguous to St. Louis, and East Ivory, lU., 2,475,183 tons, and within the port of St. Louis, 750 tons. This car freight aggregated 10,336,490 tons and constituted more than nine-tenths of the freight for the lower Missis- sippi. In 1906 the railway car freight of the lower Mississippi aggregated 6,017,820 tons. These car-transshipment points -are all below St. Louis, this section of the Mississippi being bridged at only two points, from Thebes, III., to Illmo, Mo., and at Memphis, Tenn. The shipments credited to the river as a whole ag- gregated 11,625,683 tons in 1916, and the receipts 12,077,207 tons, or, excluding railway car freight, to 1,285,193 tons of shipments and 1,740,717 tons of re- ceipts. These latter figures are comparable with 2,764,466 tons of shipments and 4,084,162 tons of receipts in 1906, a decrease for the period, excluding car freight, of 53.4 per cent in shipments and 57.4 per cent in receipts. Following the course of the river the freight move- ments, shipments and receipts combined, of the ports for which data are available are as given in the fol- lowing tabular statement, which presents the figures for 1916 and 1906: POET. TOT.\L FRFTfinT MOVE- MENT—NET TONS. 1916 1906 374 6,249 37,127 58,363 99,667 1,074 36,054 50, 201 10.722 11,267 154,813 66,KH8 2S7,047 •342,213 61,564 '778,143 177,657 '2,0.86,786 '3,523,239 10,260 5,439 37, .503 Galena, Dl Clinton, Iowa Moline.ni Davenport, Iowa 95,163 S.),.594 21 034 Rock Mand, 111 Muscatine, Iowa Quincy 111 39,222 33,604 743, 981 247,239 662,308 60,463 89, 519 375,454 56,966 15,508 1,036,613 Alton, 111 St. Louis, Mo Cairo.ni Helena, Ark Greenville, Miss Vicksbiug, Miss Natchez, Miss Baton Rouge, La New Orleans, La • Includes railway car freight. New Orleans has traffic with gulf and ocean ports not included in the foregoing, which is confined to river freight. The total freight movement of the port of New Orleans in 1916, not including imports and exports, aggregated 5,773,555 tons, and in 1906, 5,699,- 932 tons, the foregoing comprising, in addition to the river freight movement as given above, 2,245,316 tons of shipments and receipts from gulf and ocean ports in 1916 and 1,924,484 tons in 1906. The combined fig- ures for ocean, gulf, and river freight necessarily in- volve duplications, not of tonnage as handled but of merchandise, to the extent that ocean or gulf freight received at New Orleans is transshipped up river and river freight received at New Orleans enters into out- going gulf or ocean freight. Data are not available to show the extent of this duplication. Accurate tonnage data are not avaUablo as to im- ports and exports. The value of the imports of mer- chandise at the customs district of New Orleans for the calendar year 1916 was $92,041,439, and for the calendar year 1906, $44,860,252, and the value of the exports $266,675,755 in 1916 and $167,988,257 in 1906, showing an increase of 105.2 per cent in value of im- ports and 58. 7 per cent in value of exports for the period 1906-1916. In an investigation made by the Isthmian Canal Commission into the cargo tonnage of American mari- time commerce it was found that the average value of the cargo ton of exports for the Atlantic coast was $35.98, and that the average value of the cargo ton of imports was $62.84. Assuming that these average values held approximately for New Orleans, the im- ports for 1916 are estimated at 2,560,000 tons and for 1906 at 1,250,000 tons, and the exports at 4,240,000 tons for 1916 and 2,670,000 tons for 1906. Of course some of this imported and exported merchandise enters through transshipment into the statistics for domestic water traffic. The total freight movement of New Orleans was therefore approximately 12,574,000 tons in 1916 and 9,620,000 tons in 1906. Lighterage. — The lighterage or harbor work on the Mississippi River, not classed as freight, aggregated 2,846,800 tons in 1916 and 2,781,700 tons in 1906. That assignable to the leading ports in 1916 was as foUows: PORT. Lighterage or harbor work, net tons. PORT. Licrhterace or harbor work, net tons. 5.5, .590 31.650 37,988 31,433 40,000 28, 7.55 83,167 St. Louis, Mo 1,351,387 42,869 29,067 33,600 2.5.5,403 41 805 Clinton, Iowa Cairo, El MoUne 111 Rock Island, 111 Orpen\-illp, Mis.; Oiiincv. Ill Alton, ni 414,089 In 1906 there was reported for St. Louis 969,002 tons of lighterage or harbor work; for Cairo, 14,600 tons; Memphis, 195,000 tons; Greenville, 89,000 tons; Baton Rouge, 42,400 tons; and for New Orleans, 107,500 tons. Passengers. — The number of passengers carried on the Mississippi River itself was 9,865,237 in 1916, as compared with 8,345,686 in 1906, an increase of 1,519,551, or 18.2 per cent. The great bulk of the passenger traffic was on the lower Mississippi south from St. Louis. On this section, classed as the lower Mississippi, was carried 76.7 per cent of the total number of passengers for the entire river in 1916, as compared with 83 per cent in 1906. Passenger traffic by ferryboats constituted 77.6 per cent in 1916 and MISSISSIPPI RIVER AND ITS TRIBUTARIES. 181 81.4 per cent iii 1906. Of the 2,214,253 passengers carried on boats other than ferries in 1916, 1,145,252 were regular and 1,069,001 excursion passengers. The corresponding figures for 1906 are 614,640 and 934,876, respectively. The regular passenger traffic on the Mississippi remained practically the same as it was 10 years ago. The through passenger business, once so famous, no longer exists, and while some packet lines are still engaged in the transportation of pas- sengers this traffic is limited in the main to local movements or to excursion business. Minnesota. — The Minnesota River is an affluent of the Mississippi between Minneapolis and St. Paul. It is navigable for small steamboats for about 50 miles from its mouth during high water. No freight tralfic was reported for the river in 1916 by boats of 5 tons net register. In 1906 the freight traffic for the river, shipments and receipts the same, was 420 tons. The passenger traffic on this river shows a falling off from 53,600 m 1906 to 6,800 in 1916, a decrease of 46,800, or 87.3 per cent. In 1906 all passengers carried were excursion, but in 1916, 6,000 were reported as regular and 800 as excursion passengers. Only one gasoline boat of 7 tons net register was engaged in the passenger traffic on this river. St. Croix. — The St. Croix joins the Mississippi on the left about 27 miles below St. Paul. Navigation is interrupted by the St. Croix Falls about 55 miles from its mouth. The freight shipments reported for the river in 1916 were 30 tons and the receipts 30 tons, compared with 50 tons of shipments and 550 tons of receipts in 1906. Tlie passenger traffic in 1916 was 8,052, composed of 5,876 regular, 1,896 ferry, and 280 excursion passen- gers. There were 11,968 passengers transported on the St. Croix River in 1906, all on freight and passenger boats. Roclc. — ^The Rock River of Illinois joins the Mis- sissippi about 3 miles below Rock Island. Navi- gation is partly obstructed by rapids, and only a small amount of freight was reported for the river in 1916; shipments, 29 tons, and no receipts. No freight was reported in 1906. Freight and passenger boats carried 3,200 passengers in 1916. None were reported for 1906. Des Moines. — The Des Moines River of Iowa joins the Mississippi 3 miles below Keokuk. It is navigable for steamers to Des Moines. No freight or passenger trafiic was reported for 1916 or 1906. Illinois. — The Illinois River, formed by the junction of the Des Plames and Kankakee Rivers, is 273 miles long and navigable for its entire length. It is con- nected with the South Branch of the Chicago River by the Illinois & Michigan Canal from La Salle, and by the Chicago Drainage Canal which joins the waters of the Des Plaines at Lockport. The freight shipments from the river ports and landings in 1916 were 125,852 tons, and the receipts 114,232 tons, both including 47,462 tons of grain. In 1906 the shipments were 105,826 tons and the receipts 105,002. The traffic is chiefly local. Peoria had a freight movement of 12,855 tons in 1916 and 29,277 tons m 1906, and Pekin 42,423 tons in 1916 and 10,050 tons in 1906. Lighterage or harbor work at Peoria to the amount of 130,625 tons was reported in 1916. The number of passengers carried on the Illinois River in 1916 was 240,175, as compared with 455,935 in 1906, a decrease of 215,760, or 47.3 per cent. Excursion business made up the great bulk of the passenger traffic both in 1916 and 1906. In the former year it represented 68.7 per cent and in the latter year 88.1 per cent. Several packet boats operate on the river, some to St. Louis, carrying both regular and excursion passengers. A ferry makes daily trips between La Salle and Ottawa, operating three small gasoline boats, which carried 36,000 regular and 5,500 excursion passengers during 1910. A number of yachts are used on the river both for fishing and pleasure. Missouri. — The ^lissouri River joins the Mississippi 3 miles below Alton, 111., and about 18 miles above St. Louis. It is formed by the confluence of the Jef- ferson, Gallatin, and Madison Rivers or forks in Mon- tana. It is navigable for steamboats to Fort Benton, Mont., at high water, 2,300 miles from its mouth, and to the mouth of the Yellowstone, at Buford, N. Dak., a t low water. The chief towTis, in descending order, are Great Falls and Fort Benton, Mont.; Bismarck, N. Dak. ; Pierre and Yankton, S. Dak. ; Sioux City and Council Bluffs, Iowa; Omaha and Nebraska City, Nebr. ; St. Joseph, Mo. ; Atchison, Leavenworth, and Kansas City, Kans.; and Kansas City and Jefferson City, Mo. The freight commerce of the ilissouri, inclusive of its tributaries, aggregated, in 1916, 200,729 tons in ship- ments and 207,287 tons in receipts, of which tonnage the Osage contributed 7,962 tons and the Gasconade 4,132 tons, the river commerce of these tributaries bemg local and the shipments and receipts equal in amounts. The chief commodities, aside from package or miscellaneous merchandise, were stone, sand, etc., and grain. In 1906 the shipments for the river and its tributa- ries were 1,046,020 tons and the receipts 1,050,504 tons, the figures showuig a decrease of a little over 80 per cent in freight traffic for 1916 as compared with 1906. The onlj' port on the river for which freight is sepa- rately given is Kansas City, Mo., which in 1916 had a freight movement of 19,562 tons and in 1906 a total of 645,954 tons, of which 250 tons were shipments and 645,704 tons receipts, stone, sand, etc., representing 645,064 tons. This port is credited ^vith 747,031 tons of lighterage or harbor work, sand and gravel, in 1916, and with but 5,000 tons in 1906. Apparently the sand and gravel appearing as lighterage or harbor work in 1916 was classed as freight in 1906. 182 TRANSPORTATION BY WATER. Tho lighterage or harbor work credited to the river and its tributaries in 1916 aggregated 1,047,619 tons, inclusive of that at Kansas City, and in 1906, 19,485 tons. The passenger traffic of the Missouri is insignificant. There is no through traffic from its source to the Mis- sissippi. AH passenger traffic is local. Tlie number of passengers carried on the river, including its tribu- taries, the Osage and Gasconade, aggregated 347,339 in 1916, as compared with 382,040 in 1906. Since 1906 there has been a large decline in the number of passengers carried on freight and passenger vessels. This class of boats carried 165,201 passengers in 1906 and only 70,034 in 1916, a decrease of 95,167, or 57.6 per cent, and most of this traffic in 1916 was excur- sion passenger traffic, one large vessel carrying 38,712 in and aroimd Kansas City Harbor. Ferryboat traf- fic formed 69.2 per cent of the passenger business in 1916 and 56.8 per cent in 1906. Nearly all of the ferry traffic was done by small-tonnage gasoUne boats, which operated, to a large extent, on the upper Mis- souri and Yellowstone Rivers. Unrigged craft, operating as ferries and handled by pulley and cable, carried 35,630 passengers across river at various points on the Missom-i and its tribu- taries. One boat of this character located at Cul- bertson, Mont., carried over 60 per cent of the total mmiber of passengers moved by this kind of craft. During 1 906 steamboat traffic on the Osage River was carried on principally by three small packets, which, in addition to freight, carried 1,500 passengers. In 1916 only one vessel, a tug and towing boat, was in opera- tion on this river and carried 1,100 passengers. Three packets carrying 597 passengers were in operation on the Gasconade River in 1906. In 1916 one packet company operated two small boats, one carrying passengers a distance of 40 miles and the other doing ferry service only. The aggregate num- ber of passengers carried by these two boats was 10,020. Hatchie. — Descending the Mississippi and passing the Ohio (for which see above) the next affluent for which water-borne traffic is reported is the Hatchie or Big Hatchie of Tennessee, for which in 1916 freight shipments were reported to the amount of 4,710 tons and receipts 95 tons. No freight shipments or re- ceipts were reported for the river in 1906, and no passenger traffic for either 1906 or 1916. St. Francis. — This river enters the Mississippi 8 miles above Helena, Ark., and is navigable for about 150 miles. River shipments and receipts each amounted to 6,110 tons in 1916. The L'Anguille, an affluent of the St. Francis, reported shipments and receipts each 384 tons, making for the St. Francis and its tributary a total of 6,494 tons for both ship- ments and receipts. In 1906 there were 58,902 tons of shipments, all outgoing lumber. Passenger traffic on the St. Francis River and the L'Anguille is done by small gasoUne boats owned mostly by farmers living along the banks of the rivers. The entire number of passengers carried in 1916 was only 2,627, of which 400 were carried on the L'Anguille near Marked Tree, Ark. WJiite and Black of Arkansas. — Tlie Wliite River is navigable for steamboats toBatesviUe, about 301 mdes from its mouth. The Black, which enters the White at Jacksonport, is navigable for small steamboats for 133 miles. The freight shipments reported for the White in 1916 amounted to 89,652 tons and the receipts to 88,621 tons, and for the Black, the shipments were 28,767 tons and receipts 24,218 tons. The correspond- ing figiu-es for 1906 are: White, shipments 43,933 tons, receipts 25,433 tons; and Black, shipments 20,059 tons, receipts 20,049 tons. In 1916 there were 27,030 passengers carried on these two rivers, mostly by small gasoUne boats and unrigged craft handled by pulley and cable. Arkansas. — Small steamboats can ascend the Ar- kansas as far as Wichita, Kans., a distance of 600 mUes, except during low water. The freight ship- ments in 1916 were but 26,751 tons, of which more than two-thirds were sand, stone, etc., and receipts 27,361 tons. In 1906 the shipments were 24,994 tons and receipts 35,871 tons. Little Rock had a freight movement of 3,495 tons in 1916 and 5,476 in 1906, and Pine Bluff a freight movement of 25,655 tons in 1916 and 11,393 tons in 1906. Passengers carried on the Arkansas and its tribu- taries in 1916 numbered 47,531, as compared with 75,370 in 1906, a decrease of 27,839, or 36.9 per cent. A very large proportion of the passenger traffic in 1906 was done by ferryboats, while in 1916 aU of the pas- sengers except 700 were carried on ferries and on unrigged craft handled by pulley and cable. Yazoo and Sunflower. — ^The Yazoo, the most impor- tant affluent in the state of Mississippi, enters the Mis- sissippi River at Vicksburg and is about 178 miles long and navigable by steamboats throughout its com^e. The Sunflower, with a length of about 216 mQes, is the chief affluent of the Yazoo. Collectively, the freight shipments in 1916 were 181,385 tons and the receipts 186,285 tons, lumber constituting ap- proximately one-fourth; the shipments and receipts on the Sunflower contributed 60,000 tons. In 1906 the shipments reported for the Yazoo aggre- gated 108,357 tons and the receipts 62,325 tons. Passenger traffic on the Yazoo and its tributary, the Sunflower River, in 1916 was carried by one steam vessel operating between Vicksburg and Greenwood, Miss., and several unrigged craft handled by pulley and cable. There were 5,280 passengers in 1916 and 2,284 in 1906. Ouachita and Black of Louisiana, Tensas, and Macon Bayou. — The Ouachita, or Washita, is known below the jimction of the Tensas as the Black, the latter being an affluent of the Red. It also connects with MISSISSIPPI RIVER AND ITS TRIBUTARIES. 183 the Mississippi through the Tensas series of bayous, Macon Bayou being one of the series. It is navigable to Camden, Ark., about 350 miles from the Red. The Tensas is about 240 miles long and Macon Bayou about 150 m^iles, and navigable for the greater part. The freight traffic on these rivers and bayous is local. In 1916 the shipments on the Ouachita and Black of Louisiana amounted to 42,659 tons and on the Tensas and Macon Bayou to 200 tons. In 1906 the shipments on the Ouachita and Black were 25,136 tons and on the Tensas and Macon Bayou 4,969 tons. Red. — ^The Red River is navigable for steamboats to Shreveport, 350 miles from its mouth, and at high water several hundred miles farther. The freight traffic in 1916 aggregated 6,560 tons, shipments and receipts the same, compared with shipments of 14,417 tons and deliveries of 8,481 tons in 1906. In 1906 a freight movement of 4,026 tons was reported for Shreveport, the principal port on the river. Atchafalaya. — ^The Atchafalaya is an outlet of the Red or Mississippi, with a discharge into the gulf at Atchafalaya Bay. Its length is about 170 mUes, of which the greater part is navigable for steamboats. Freight traffic thereon is local and but 1,000 tons was reported in 1916. Lafourche. — Bayou Lafourche is an outlet of the Mississippi, its heai being at DonaldsonviUe, La. It is 107 miles long and navigable for steamboats. The freight traffic thereon in 1916 was approximately 5,200 tons. No attempt is made to discuss passenger traffic on the above rivers, owing to the incomplete classifica- tion of the schedule. FREIGHT MOVEMENT— BY PORTS. The freight movement for the chief ports on the Mis- sissippi River and its tributaries, the same comprising shipments and receipts, is given in Table 25 for 1916 and 1906. The ports are ranked according to the total freight tonnage, shipments, and receipts com- bined. Table 25.— FREIGHT MOVEMENT (TONS OF 2,000 POUNDS), BY PORTS: 1916 AND 1906. BIVEE SYSTEM AND PORT. Total. River systems: Ohio Upper Missis.sippi. . Lower Mississippi.. Ports: Pittsburgh, Pa New Orleans, La.*. . Baton Rouge, La. . . Cincinnati, Ohio Vicksburg, Miss Paducah, Ky . . . Louisville, Ky . . Helena, Arlt Merapbis, Tenn. Evansville, Ind. St. Loui9, Mo Madison, Ind Davenport, Iowa. . . Natchez, Miss Charleston, W. Va. Cairo, 111 Greenville, Miss Parkersburp, W. Va. Moline.lU Nashville, Tenn Chattanooga, Tenn. . BurUngton, Iowa Pekin.Ill Bowling Green, Ky . Decatur, Ala Clinton, Iowa Muscatine, Iowa. . Marietta, Ohio Wheeling, W. Va. Pine Bluff, Ark... Bumside. Ky All other ports Ohio system Upper Mississippi system . Lower Mississippi system . •New Orleans: Mississippi River Railway car freight . other Ocean, coast, and guH . . Domestic Foreign imports and exports (estimated) . Total. TOTAL FKEIGHT MOVEMENT. 1906 SHIPMENTS. 6, "27, 2S9 '3,528,239 « 2, 086,786 1,411,149 < 778,148 «7.54,.5.')2 369,614 « 342, 213 287, 047 251,549 l'«,813 1.35,382 99,667 « 77, 657 74,581 61, 5M 60,848 58,363 56,251 .51, 760 .SO, 201 42,423 39.541 37,851 37,127 36,054 29,491 28,296 25,655 25,301 3,528,239 3,037,970 490, 269 2.245,316 5,773,555 6,800,000 12,573,555 6,S.54,575 1,036,613 15,508 2,363,215 375, 4.54 239, 808 1,203,727 60, 463 662,308 416,133 743,981 107,053 95,163 56,966 38,650 247,239 89, .519 56, ,547 56.336 99,193 91,061 35,777 10,050 50,367 81,078 37,503 21,934 33,480 161,550 11,393 32,175 1916 27,962,583 1906 "19,531,093 1916 15,572,149 754,451 11,63.5,983 238,396 '1,639,975 '1,024,820 1-58,410 ' 214, 769 '325,643 108, 927 '173,112 80,419 56,210 44,104 52,838 5,022 « 32, 282 39,423 12,910 11,233 36,224 301 16,981 21,348 7,500 300 4,846 8,595 1,325 3,119 16,013 9,354 2,975 12,653 23,602,526 14,466,2.58 736,88^1 8,399,384 3,773,448 2, 738, 835 1,036.613 1,924,4,S4 5,699.932 3,920.000 1,639,975 1,437,624 202, 351 995,621 2,635,596 4,240,000 9,619,932 6, 875, 596 15,228,805 1,758,101 2, .546.187 493, 702 58,483 4,896 231,368 232,061 48,977 86,772 2,052 395,494 57, 762 77,901 21,495 11,735 14,. 531 21,430 13,130 16,189 35,649 2,219 11,920 19,2,50 4,856 13.119 18,003 1,898 1,392 1.5, 8S3 42,360 5,902 4,70s 17, .565, 9.56 14,101,407 1,736,001 1,725,548 27,962,583 15,127,a59 745, 143 12,090,381 1,542,671 1,484,188 5S,4S3 741,621 2.2S4.292 2,670.000 4,954,292 6,488,893 '1,888,264 '1,061,966 1,252,739 '563,379 ' 428. 909 260,687 '169,101 206,628 195,339 110, 709 82, .514 94,645 • 45,375 35,158 53,976 50,331 24,624 58,062 39, 270 30,412 42, 701 42,123 34,695 29,256 35, 802 32,935 13.448 18.942 22,680 12, MS 14, .536,342 6,179,495 438, 875 7,917,972 1906 •19,531,093 1,888,264 1,600,346 287,918 1,249,695 3,137,959 2,560.000 14,036,946 1,7.53,501 3,740,646 6,360,873 978, 130 10,612 2,131,8)7 143,393 190,831 1,116,955 58,411 266,814 358,371 666,080 8.5,558 83,428 42,4.35 17,220 234,109 73,330 20,898 54,117 87,273 71.811 30,921 10,050 37,248 63,075 35,605 20,542 17,597 119,190 5,491 27, 467 6,111,111 3,330,732 1,518,838 1,261,841 2,232,777 1,2.54.617 9S7, 130 1,182,863 3,415,640 1,2,50,000 PEE CENT OK INCBEASE.' Shipments, o -57.1 -51.7 (>) (•) -31.5 (>) (») 25.3 (») -79.7 -2.7 -43.4 145. 8 -57.2 (') 84.0 -1.7 -30.6 1.6 —86. 4 42.5 10.9 54.4 -63.1 -52.3 -30.2 124.1 1.0 -77.9 -49.6 168.8 2.6 —57.6 386.3 6.3 -3.1 246.0 34.2 15.4 58.8 5,697,959 I 4,665,640 I 38.8 Receipts. O — 57.5 o 2.0 (') (») -41.2 (>) (") -76.7 (') -22.6 —45.5 -S3. 4 -3.5 13.4 (') 1(M.2 -76.9 -31.4 17.8 7.3 -55.0 3.8.1 319.1 -6.9 -53.6 6 60.3 -23.6 -84.1 313.0 -54.0 137.9 85.5 —71.1 527.5 -15.4 27.6 -708 5.7 —8.1 104.8 • .V minus sign ( — ) denotes decrease. * Does not include 6,905,597 tons carried in railway cars; treated as freight in 1916. • Not comparable. ' Includes railway car freight. 184 TRANSPORTATION BY WATER. The statistics for New Orleans, Baton Rouge, Vicks- burg, Paducah, Helena, and Natchez, as given in the table, are not comparable for the two years on account of the inclusion of car freight in the figures for 1916. The table shows the total freight movement for the port of New Orleans, comprising Mississippi River freight; that of the ocean and gulf division, including freight shipped to and received from ports of the Pacific via Panama Canal; and the estimated tonnage of imports and exports. Table 26 shows the freight and harbor work toimage separately and combined for the ports reporting a total of over 100,000 tons handled in 1916, ranked according to total toimage. Table 26.— FREIGHT AND HARBOR WORK FOR PORTS REPORTING IN 1916 AND 1906. 1916 A TOTAL OF OVER 100,000 TONS: POBT AND CENSUS YEAR. Pittshurgh, Pa.: 1916 1906 New Orleans, La.: 1916 1906 Baton Rouge, La.: 1916 1906 Cincinn.'iti, Ohio: 1916 1900 St. Louis, Mo.: 1916 190(1 Kansas City, Mo.: 1916 1906 Total (tons of 2.1KKJ pounds). 9,207,989 8,956,697 3,942,3.39 ■1,144,113 2, 128. 5=6 57, 908 1,737,949 2,435,215 1,506,213 11,712,983 766,562 650,954 Freight carried (tons of 2,000 pounds). 6, 727, 289 6,854,575 3, .528, 2)9 1,036,613 2,086,7.86 15, 508 1,411,149 2,363,215 1.54,813 743,981 19, .562 04.5,954 Harbor work. :, 480, 700 :, 102, 122 414,100 107, 500 41,800 42,400 326,800 72,000 ,351.400 969,002 747,000 5,000 POET AND CENSUS TEAR. Greenville, Miss.: 1910 1900 Memphis, Tenn.: 1916 1900 Charleston, W. Va. 1916 1906 Nashx-ijle, Term.: 1916 1906 Knox^Tlle, Tenn.: 1916 1906 Cairo, 111.: 1916 1906 Total (tons of 2.000 pounds). 316,904 178, 519 316,147 '857,308 199, 081 '111,050 198,751 127,318 145, ISO 82,328 109,786 ' 261, 389 Freight carried (tons of 2,000 pounds). 61,564 89,519 287,047 662,308 74,581 38,650 56,251 99,193 9,280 77,828 66,886 247, 239 Harbor work. 255,400 89,000 29,100 195,000 124,500 72,400 142,500 28,125 135,900 4,500 42,900 14,600 ' Does not include freight ferried in railway cars. Table 27 shows, by commodities, the shipments and receipts of freight for 1916 for ports %vith over 50,000 tons of freight movement. The ports are ranked according to total freight and the commodities ac- cording to total tonnage, the tonnage of shipments and the tonnage of receipts being the same for the Mississippi River and its tributaries as a whole. The table also shows for the jjort of New Orleans the data for all river, ocean, and gidf domestic freight by commodities. Table 27.— FREIGHT SHIPMENTS AND RECEIPTS, BY COIBIODITIES AND BY PORTS, AND TOTAL FREIGHT HANDLED, BY PORTS: 1916. Total freight movement (tons of 2.000 pounds). TOTAL. COAL. STONE, SAND, ETC. LtTMBEK. GRAIN. rnON ORE. rOKT. me^^. R-x^^'Pt-- Ship, meuts. Receipts. Ship- ments. Receipts. Ship- ments. Receipts. Ship, ments. Receipts. Ship- ments. Receipts. Total 27,962,583 27,962,583 13,916.013 13.916,013 1.710,857 1,710,857 744,873 744,873 617,946 617,946 470,409 470, 409 6,727.289 3,528.239 2, 0.%, 786 1,411,149 778, 148 754,552 369.614 342.213 287,047 251,549 154,813 135,382 99,667 77,657 74,581 66,886 61,. 564 60,848 58,363 56,251 51, 760 50,201 238, igs 1,639,975 1,024,820 158,410 214,769 325,643 108,927 173,112 80,419 56,210 44,104 52,838 5,022 32,282 39,423 12,910 11,233 36,224 301 16,981 21,348 7, r,oo 23,661,736 6, 488, 893 1,888,264 1,061.966 1,252,739 563,379 428,909 260.687 169, 101 206.628 196,339 110,709 82, .544 94,645 45,375 35,158 53,976 50,331 24,624 58,062 39,270 30,412 42, 701 14,778,871 5,878 164,145 6,465,479 165, 029 75,244 1,134,317 21,492 289,109 144,010 1 114,927 48,306 54,897 15,213 49, 172 62,065 165 11,207 1,732 268, 179 80 11,565 94 111,387 1,251 1, 500 315 142, 169 13,234 23. 1.56 64,053 176,571 460 7 23,377 70 1,409 100,000 6,335 1,047 910 4,120 3,086 264 30 5,327 4,616 42,785 14,515 757 955 2,462 72 225 2,445 11,417 300 402 13,037 6,3.50 6,320 14,310 3,082 2 2,108 8,050 1,782 2,334 137 4 10 Paducah. Ky 16 6,020 11 . 1,620 2 60 927 12,000 94,350 7,899 2,585 3,175 4,050 527 500 184 11,319 sio 15 927 1,506 470 184 10 9,710 15 100 370 544 17,534 550 941 34 4,662 2.285 2,221 103 3.500 2,410 7,806 Charleston W Va 50 1,000 500 Cftiro m 12,408 41,800 9,000 1,330 40 250 110 Parkersburg, W. Va 8 58,062 115 6, .539 8,252 123 359,727 60 337 20,335 14,346 22 413,593 110 1,063 42. 208 1,492,025 13, 455, 427, 5,313,352 i, 494, 758 701,382 565,284 328,099 456,665 »New Orleans— Total river, ocean, and gull (domestic). 5, 773, 555 2,635,596 3,137,959 108,626 249,399 62,245 7,950 192, 175 337,308 158,428 113,780 142,294 13,234 MISSISSIPPI RIVER AND ITS TRIBUTARIES. 185 Table 27.— FREIGHT SHIPMENTS AND RECEIPTS, BY COMMODITIES AND BY PORTS, AND TOTAL FREIGHT HANDLED, BY PORTS: 1916— Continued. no IRON AND STEEL KAILS. PETROLEUM AND OTHER OILS. COTTON. CEMENT. BRICK, AKD UME. TECTTS AND VEGE- TABLES. FLOUB. Ship- ments. Receipts. Ship- ments. Receipts. Sliip- ments. Receipts. Ship, mcnts. Receipts. Ship- meats, .'.eccipts. Ship- ments. Receipts. Total 255,615 255,615 245,930 245,930 180,563 180,563 175. 724 175. 724 119,297 119,297 99,513 99 513 132,226 130 359 652 140,383 39,605 4,247 783 3,093 1,129 91 1,111 1,409 584 502 3,677 30,225 20 3,576 20 160 3,305 316 3,754 140 4,495 67 New Orleans, I^a, *. 7,865 90,803 300 Cincinnati, Ohio. . 10, 150 1,615 81 5,000 6,100 1,336 27 17 1,399 ""'3,' 152 370 3,230 5,474 9,163 4,880 2,106 3,625 13,445 121 693 305 10,650 5,239 157 690 1 2,054 72 723 921 15,100 12 8,657 3,295 3,840 3,767 6,639 2,279 679 2,876 4,653 944 4,535 1 100 9 500 T,niii';\Hllp, K"y 10,000 1,065 1 Helena Ark 11 7 1,012 28,363 7 766 46 382 1,131 1,990 1,167 1,505 1,950 1,223 392 525 58 1,516 4.30 3 162 130 732 755 7,560 81 20 390 Natchez Miss 417 1,398 167 362 220 5,445 8,024 117 10,959 312 520 1,661 21 1,071 7,245 75 3,243 815 3 103 800 2,404 197 1,035 7,175 581 2,129 7,722 2 787 Charleston, W Va . 25 120 2,042 277 1,274 254 1,000 59 2,695 789 Cairo, 111 1,000 560 600 565 182 1,066 104 Moline 111 96 4 33 204 1,160 7,274 5,454 6 149,009 32 82,969 All othtr ports. . 105,813 239,906 49,677 204,423 163,063 36,541 123,836 91,053 37,590 85,433 *Ne-.v Orleans — Total river, ocean, and ■5,708 648 210,929 175,672 37,9S6 91,266 9,765 9,092 19,979 205,777 75,868 318 TOBACCO. CANNEI GOODS. PHOSPH. FERTL ITE AND UZER. NAVAL STORES. ICE. mSCELL.VNEOUS MERCHANDISE. Sllip- ments. Receipts. Ship- ments. Receipts. Ship- ments. Receipts. Ship- ments. Receipts. Ship, ments. Receipts. Ship- ments. Receipts. Total 75.393 75, 393 72, 820 72,820 68, 458 68,458 18.515 18,515 14.302 14.302 9.176.355 9.176.355 pUfchnreh Pa 25 21 16 164 356 11,966 106 949 45 2,540 30 15 50 49. 46 1 1,073,798 985,215 65,954 113,348 29,824 79,227 168,088 26.085 45 869 38,836 18,141 4,522 20,002 4,922 5,5,88 2,7S2 12,258 16.997 695 1,202,989 985,222 9,800 53 1,511 2,712 1 18 51 24 4,644 10,4.i0 300 9,336 11,902 9,470 2,847 2,785 2.600 1,694 6, 9.57 485 651 2,830 2,720 173 1,000 2,380 1 264 120 76 3,700 5,350 7,979 1,307 6,810 1,610 13 25 150 270 1,585 580 50 90 1,017 110 i65 55, 745 413 488,887 87.257 &12 75,480 168,084 2 515 38 3,740 400 210 405 80 311 25 603 2,000 6 49.941 131,945 47,175 St "Louis Mo 324 239 28, 6; 1 295 1 4,356 201 1,266 1,500 2,056 1,198 1,940 290 2,581 575 1,896 868 500 108 100 790 86 500 210 25 585 1,230 15 17.799 1,130 135 1,000 17,827 Cairo lU 11,208 1 18 500 8 4,821 8,515 10 25 3 5 4,488 Mohnfl 111 1,320 1 20 2,408 3,306 157 11,025 3,923 6,500 6,410,984 10,872 1,186 1,000 6,016 310 Ail other ports . 52, 157 26, 129 i9,686 57,384 38,883 62,501 18,028 is, 510 11,548 5,769,156 ♦New Orleans— Total river, ocean, and gulf 950 246 18,348 21,984 14,869 16,642 3,471 135 2,061 1,505,894 1,894,408 The bulk of the freight reported under '' stone, sand, etc.," was sand dredged in the neighborhood of the ports of receipt. Sand dredged within the confines of a port is classed as harbor work or lighterage and is not here included. Table 28 presents the statistics for harbor work or lighterageby river systems for 1916 and 1906, and for the principal rivers and ports for 1916. The tonnage is shown for coal, and for sand, gravel, stone, etc., separately and for all other merchandise combined. Sand, gravel, stone, etc. — cliiefly sand and gravel — constituted 88. 3 per cent of the total harbor-work tonnage in 1916, and 90.5 per cent in 1906, and coal 4.5 per cent in 1916 and 4.6 per cent in 1906. 186 TRANSPORTATION BY AVATER. Table 28. — Harbor Work, by River Systems, 1916 and 190G: KivERS AND Ports, 191S. (Tons of 2.000 pounds.] EHEB SYSTEM, RIVER, AXD PORT. Total. Coal. Sand, stone, gravel, etc. Miscel- laneoiis mer- chan- dise. Aggreeate: 1916 ... 12, 206, 800 5,190,300 546,600 238, 3(X) 10,775,800 4,698,200 884,400 1906 253,800 Ohiosvstem: 1916 .. 7,380,900 2,354,100 1,658,000 482, 100 3,167,900 2,354,100 94,800 6,474,700 2,354,100 1,6.52, .500 478,000 2,648,600 1,866,100 811,400 190<' Upper Mississippi system: 191ii 4,800 3,200 447,000 235,100 700 1906 900 Lower Mississippi system: 1916 72,300 1906 252,900 Rivers. 1916: Ohio 5,684,800 2,»»6,800 472,400 2,374,400 1,047,1.00 267,000 178,300 145, 700 138,000 124,. 500 1,774,100 2,480,700 1,351,400 747,000 527, .500 414,100 32li,XOO 255,4110 232, 500 210, 000 18.5,700 180,000 1.58, 2IX) 142, .500 135,900 133,000 131,200 130,700 124,600 123,100 4,216,600 79,800 447,6(10 6(K) 447, OCX) 4, 798, .500 2,330,500 471,l\00 1,8.58,900 1,047,100 267,000 171,200 145,000 133,800 121,500 1,758,200 2,4.56,500 1,3.51,400 746,500 527, .500 17,800 311,800 255,400 232, ,500 210,000 185,200 180,000 158,200 142, .500 135,900 806, .500 68,700 200 68,500 Mbsourl and Osaee . . 500 4,100 400 4,200 3,000 Wabash 300 10,500 24,200 5,400 Ports. iSlti: St Loiiis Mo 500 337.8(10 15,000 58, .500 Wheeling. W. Va 100 400 ICnoxville Tenn 1 133,000 131,200 130,700 124.500 123,100 3,355,100 Pporia 111 Steubenville, Ohio All other ports, and landings. . . 169,500 692,000 PASSEXGEE.S. Table 29 gives the passenger statistics for 1916, 1906, 18S9, and 1880, distributed by river systems. It shows the number carried by ferryboats and by all other vessels, and gives the per cent of increase for the several classes of passengers for the intervening periods. Of the 17,599,378 passengers reported in 1916, 79.4 per cent were carried by ferryboats. On the Lower Mississippi system only a little over 15 per cent of the passenger movement was on vessels other than ferryboats. The period of greatest increase in the number of passengers carried by ferryboats was between 1880 and 1889, when the increase was 63 per cent, as compared with 18.3 per cent between 1889 and 1906 and 23.6 per cent between 1906 and 1916. The largest passenger traffic was on the Lower Mississippi sj'stem, with 43.6 per cent of the total, as against 39.6 per cent on the Ohio system and 16.8 per cent on the Upper Mississippi system. Table 30 gives the passenger statistics in detail for 1916 by class of vessels, by river systems, and by character of passengers, regular or excursion. The passengers 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 plpng on more than one river, the river on which the home port is located has received credit for all pas- sengers, even though there were local passengers be- tween landings on another river. The total number of passengers in 1916, 17,599,378, is 3,477,137, or 24.6 per cent greater than in 1906, The table shows that 12,390,740, or 70.4 per cent of the total number of passengers, were carried by ferryboats, a distinctly local movement. Of the other classes of vessels engaged in passenger traffic, freight and passenger vessels carried 23.2 per cent, barges 5.7 per cent, and towing vessels seven-tenths of 1 per cent. Of the total number, 15,627,136, or 88.8 per cent, were regular and 1,972,242 were excur- sion passengers. The bulk of the passenger traffic on the Mississippi River and its tributaries was on the Mississippi and Ohio Rivers. The former river handled 56.1 per cent of all passenger traffic, the latter river 32.6 per cent, leaving only 11.3 per cent for all the other rivers of this cUvision. Table 29.— NUMBER OF PASSENGERS. BY RIVER SYSTEMS, WITH PER CENT OF INCREASE AND PER CENT OF TOTAL: 1916. 1906, 1889, AND 1880. 1916 1906 1889 1880 PER CENT or INCEE.VSE.l PER CENT or TOTAL. EI\'ER SVSTFM AXD CLASS. i9oe- 1916 1889- 1906 18,80- 1889 1916 1906 1889 1880 Total 17. .599, 378 14,122,241 10,858,894 6,728.067 24.6 30.1 61.4 100.0 100.0 100.0 100.0 12, .390, 740 5,208.638 10,022.612 4,099,629 8,474,646 2, 384. 248 5,199.984 1,. 528, 083 23.6 27.1 18.3 71.9 63.0 56.0 70.4 29.6 71.0 29.0 78.0 22.0 77.3 22.7 6,967,63.5 4,365,151 2,602,484 2, 9.59, .825 1,547.144 1,412,681 7,671,918 6, 478, 445 1,193,473 4,776,088 2,951,908 1,824,180 2,333,084 890.836 1,442,248 7.013,069 6,179,868 833,201 6,. 503. 143 4,9%,.M9 1,506,594 1,821,734 1,482.984 33S,750 2. .'■54. 01 7 1,995,113 53«,904 3,961,798 3, 000, 862 960,936 1,380,912 1,026.182 354, 730 1,, 38.5, 3.57 1,172. WO 212,417 4.5.9 47.9 42.7 26.9 73.7 -2.1 9.4 48 43.2 -26.6 -40.9 21.1 28.1 -39.9 325.8 176.8 209.3 51.6 64 1 66.5 56.8 31.9 44.5 -1.5 82.9 70.1 153.7 100.0 62.6 37.4 100.0 52.3 47.7 100.0 S4.4 15.6 100.0 61.8 38.2 100.0 3.8.2 61.8 100.0 88.1 n.9 100.0 76.8 23.2 100.0 81.4 1-.6 100.0 78.7 21.3 100.0 75.7 24.3 100.0 74.3 25.7 100.0 84.7 15.3 > A minus sign (— ) denotes decrease. MISSISSIPPI RI\rER AND ITS TRIBUTARIES. 187 Table 30.— NUMBER OF PASSENGERS, BY CLASS OF \'ESSELS AND BY RIVER SYSTEMS AND RI^^RS: 1916. Aggre- gate. rEEIGHT^XP^P^VSSENGEr. yEKBTUOATS. TUGS AXD OTHEE TOWISO VESSELS. BARGES. Total. Regular. sion. Total. Regular. Excur- sion. Total. Regular. Excur- sion. Total. Regular. Excur- sion. Aggregate 17,599,-378 '4,085,821 2,278,769 "1,807,052 12,-390,740 12,381,404 9,336 119,870 60,075 59,795 1,002,947 906,888 96,089 System: Lower Mississippi system 7,671,918 6,967,635 2,959,825 1,113,636 1, 733, 708 1, 238, 477 798,844 1,093,658 386,267 314,792 640,0-50 852,210 6,478,445 4, 365, 151 1,547.144 6,478,445 4,362,475 1,540,484 "2," 676" 6,660 21,460 68,516 29,894 19,710 35,671 4,694 1,750 32,845 25,200 58,377 800,260 144,310 55,887 792,341 58,660 2,490 7,919 Upper Mississippi system 85,650 Hiver: Mississippi 9,865,237 2,294,SS4 7,570,353 5,731,660 354,586 347,339 277,205 247,456 240, 175 135,313 63,149 58,000 66,000 4.8,090 47,531 27,030 20,930 18,000 15,000 14,219 8,052 6,800 5,280 3,S25 3,200 2,627 2,B74 1,097 202 1,375 2,a31,134 9o:S, 712 1,077,422 1,555,724 l,073,a58 307,8^5 765,163 967,701 958,076 645,817 312,2-59 588,023 7,650,984 1,204,.S49 6,446,135 4,070,912 7,650,984 1,2I>4,849 6, 446, 135 4,068,238 "2," 676" 48,208 27,668 20,540 S3, 165 22,403 3,118 19,290 20,400 25,800 24,-550 1,250 32,765 134,911 108,655 26,256 51,859 354,586 35,630 1.54,501 54,000 49,786 23,530 26,256 47,259 354,586 35,130 154,-501 54,000 85,125 85,125 Ohio ... 4,ti00 Missouri, Gasconade, and Osage 70,034 49,472 51,106 197, (j75 11,922 23,306 25,228 36, 307 27,637 38,0t» 7,410 22,181 44,806 13,165 23,469 1-59,607 4,512 1,125 240,449 5.8,729 141,810 41,500 51,700 239,289 58,729 141,810 36,000 51,700 1,160 '"5,'.5(J6' 1,226 14,503 540 1,000 576 14,503 540 1,000 650 500 Tennessee, French Broad, and Tllinoiq 71,691 39,660 71,691 39,660 183 103 80 58,000 58,000 1 66, 000 3,300 14,521 12,500 200 56,000 500 12,531 12,000 Wabash . ". 2,790 700 13,910 20,605 18,000 15,0 Includ Iudes 407,218 passengers carried m railway ferr; Iiitlos 14 railway transfers of 8,127 tons wliich w 'Inclu'ies 11 railway iransiers as freight and passenger vessels . >rry steamers, 'liicli were treated in 191C 3 Includes 350,282 passengers carried on railway ferry steamers. * Itic'iides 2 railway transfers of 1,223 tons which were treated in 1916 as freight and passenger vessels. MISSISSIPPI RIVER AND ITS TRIBUTARIES. 189 Municipal ferries.- — Five counties i:i Tennessee own eight gasoline motor-propelled ferries of 133 gross tonnage with a value of $11,900. They trans- ferred across the river at various points 97,310 passengers in 1916. They are operated by the coun- ties as free municipal or quasi-municipal ferries, no charge for the service being made. These ferries take the place of bridges, as it was found that it was much cheaper to own and operate free ferries than it was to build and maintain bridges. Table 34.— YAHHTS— NUMBER, GROSS TONNAGE, AND VALUE. BY CHARACTER OF POWER AND RIVER SYSTEMS: 1916 AND 1906. YACHTS. The yachts of the Mississippi River and its tribu- taries, of the tonnage included ia the census, are all power boats. Tables 34 and 35 give the number, ton- . nage, and value of the yachts in service during the years 1906 and 1916, the former table showing the distribution according to character of pov>'er and the latter the distribution according to means of propul- sion. Census year. TOTAL. STEAM. MOTOB. RIVER sy.STEM. Number of vessels. Gros=;. tonnage. Value of vessels. Number of vessels. Gross tonnage. Value of vessels. Number of vessels. Gross tonnage. Value of vessels. Total 1916 1906 1916 1906 1916 1906 1916 1906 325 222 6,429 3,255 $1,206,153 563,400 12 34 1.941 1,425 $.369,500 278,275 313 188 4,488 1.830 $836,653 285,125 Ohio 90 66 78 130 157 36 1,205 644 2,446 1,946 2,778 665 178,428 136,700 405,975 296,100 621,750 130,600 3 9 5 18 4 7 206 152 1,520 1,050 215 223 53,000 69,050 235,000 156,575 81,. 500 52,650 87 47- 73 112 153 29 999 492 926 896 2,563 442 125,428 67,650 170,975 139,525 540,250 77,950 PER CENT OF TOTAl Total . 1916 1906 1916 1906 1915 1906 1916 1906 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Ohio 27.7 25.2 24.0 58.6 48.3 16.2 18.7 19.8 38.1 59.8 43.2 20.4 14.8 21.3 33.7 52.6 51.5 23.2 25.0 26.5 41.7 52.9 33.3 20.6 10.6 10.7 7S.3 73.7 11.1 15.6 14.3 24.8 63.6 56.3 22.1 18.9 27.8 25.0 23.3 59.6 48.9 15.4 22.3 26.9 20.6 49.0 57.1 24.2 15 23.7 48.9 27.3 Table 35.— YACHTS— NmiBER, GROSS TONNAGE, AND VALUE, BY SYSTEMS: 1916 AND 1906. CHARACTER OF PROPULSION AND RR-ER Census year. TOTAL. STERN WHEEL. sroE WHEEL. SCREW. RIVER SYSTEM. Number ofvessels. Gross tonnage. Value of vessels. Number ofvessels. Gross tonnage. Value of vessels. Number ofvessels. Gross tonnage. Value of vessels. Number ofvessels. Gross tonnage. Value of vessels. Total. 1916 1906 1916 1906 1916 1906 1916 1906 325 222 6,429 3,2,55 $1,206,1.53 563,400 53 70 1,3.83 1,774 $138,858 210,400 6 6 62 96 $2,600 10,550 267 146 4,984 1,385 $1,064,695 312, 150 Ohio 90 66 78 130 157 36 1,205 644 2,446 1,946 2,778 665 178,428 136, 700 405,975 296,100 621.750 130,600 27 24 10 32 15 14 390 264 786 1,091 207 429 33,3.58 26,650 91,700 149,400 13,800 64,350 4 1 1 3 1 2 42 12 65 13 19 2,300 1,000 150 8,800 1.50 750 59 31 67 95 141 20 773 378 1,653 790 2,558 217 142, 770 109,050 314,125 137,900 607 SOO Lower Mississippi. . 65,500 Motor boats constituted 96.3 per cent of the total number of yachts propelled by machinery and 69.S per cent of the tonnage in 1916, as compared with 84.7 per cent and 56.2 per cent, respectively, in 1906. At both census periods the value of the motor boats was a little over one-half of the value of all pleasure craft. Screw-propelled boats formed 82.2 per cent of the nmnber of these motor boats, 77.5 per cent of the tonnage, and 88. 3 per cent of the value in 1916, as against 65.8 per cent, 42.5 per cent, and 55.5 per cent, respectively, m 1906. WORK BOATS. A large number of work boats other than freight carriers 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 shown for 1916 and 1906 in Tables 36 and 37. In some cases dredges, derrick barges, and like boats have been reported in connection with freight-carrving barges, and in such cases, when possible, the details for the 190 TRANSPORTATION BY WATER. work boats have been segregated bj' apportionment. Table 36 shows the statistics for derricks, elevator, diving, and pile-driving barges, and Table 37 shows the statistics for dredges and sand-pump boats. T^BLE 36.— WORK BOATS— DERRICKS, ELEVATOR. DIVING. AND PILE-DRIVING BOATS, BY RIVER SYSTEMS: 1916 AND 1906. KIVEB SVSTIIM. Total Per cent of Increase. Ohio Per cent of increase . . . Upper Mississippi Per cent of increase '.. Lower Mississippi Per cent of increase . . . Census year. 1916 1906 1916 1906 1916 1906 1916 1906 NumbiT. 153 43 255.8 95 15 533.3 13 11 18.2 45 17 164.7 Gross Tonnage. 17, 818 3,915 355.1 12,049 1,140 956.9 922 462 99.6 4,847 2,313 109.6 $816,672 164,650 396.0 382,705 50.400 659.3 44,100 22,0.i0 100.0 389. S67 92.200 322.8 Gross income. Number employed on vessels. $478,992 172.212 178.1 2.'i7, 403 40,820 530.6 2S.918 37.805 -23. 5 192,671 93.587 105.9 481 169 184.6 235 47 400.0 ,53 30 76.7 193 92 109.8 Wages. $324,269 75, 136 329.9 178,540 2.1,251 667.9 13,513 12, .5.53 7.6 132,216 39,032 233.6 A minus sign (— ) denotes decrease. Table 37.— WORK BOATS— DREDGES AND SAND-PUMP BOATS, BY RIVER SYSTEMS: 1916 AND 1906. KIVEE SYSTEM. Census year. Number. Gross tonnage. Value. Gross income. Number employed on vessels. Wages. Total Per cent of increase. 1916 1906 226 87 159.8 28,388 9,239 207.3 $2,173,412 752,918 188.7 $4,007,730 742,218 440.0 1,836 484 279.3 $1,222,135 295,511 313.9 Ohio Per cent of increase . Upper Mississippi Per cent of increase. Lower Mississippi Percent of increase. 1916 1916 1906 1916 1906 120 40 200.0 64 32 100.0 42 15 180.0 15, 953 4,.';27 252.4 5,353 2,6,S8 99.1 7,082 2.024 249.9 1,104,662 382,768 188.6 543, 422 226,850 139.6 525,328 143,300 266.6 2,349,249 322,413 628.6 9.53, 427 281,920 238.2 705, C-H 137, 885 411.3 1,067 168 535.1 466 222 109.9 303 94 222.3 710,745 123,890 473.7 285,710 122,171 133.9 225,680 49,450 356.4 EAILWAY SHIPPING. Freight and passenger cars were ferried at 16 points on the Mississippi River and its tributaries in 1916 and at 14 points in 1906. The transfer points in 1916 were as follows: On the Ohio River: Between Ashland, Ky., and Coal Grove, Ohio; Ashland, Ky., and Ironton, Ohio; Paducah, Ky., and Brockport, 111.; and Sleeth, Ky., and Metropolis, 111. On the Tennessee River: Between Gunters Landing and Hobbs Island, Ala., and the Chamberlain and Caney Creek Inclines of the Roane Iron Co., Tenn. On the Mississippi River: Near St. Louis, between West Ivory, Mo., and East Ivory, 111.; between Little Rock, Mo., and Kelloggs Landing, 111.; Cairo, 111., and Birds Point, Mo.; Helena, Ark., and Trotters Point, Miss.; Vicksburg, Miss., and Delta, La.; Natchez, Miss., and Vidalia, La.; Naples and Angola, La.; Baton Rouge and Anchorage, La.; New Orleans and Algiers and New Orleans and Gouldsboro. La. The general statistics for 1906 and 1916 are pre- sented in Table 38. Table 38.— CRAFT OPERATED IN CONNECTION WITH STEAM RAILROADS, BY CLASS: 1916 AND 1906. TOTAL. STEAM. UNRIGGED. PER CENT OF INCREASE.' 1916 » 1906 1916 1906 1916 1906 Total. Steam. Unrigged. 38 20, 145 $1,655,740 320 $241,761 7JU,!>43 38 21,206 $1,231,895 261 $192,201 '371,514 25 11,107 $1,387,795 299 $225, 758 766,448 ?4 io,4Kn $1,009,1.94 2.95 $188,601 371,514 13 9,038 $267,945 21 $16,fl<13 24,395 14 10,725 $222, 741 6 $3,600 4.2 6.0 37.5 17.3 19. 7 100.3 - 7.1 -5.0 34.4 22.6 2.5. S 112.9 -15.7 20.3 250.0 344.5 I A minus sign (— ) denotes decrease. ^ Exclusive of 4 ferryboats of 503 gross tons in public service carrying 1,040,312 passengers. ' Includes 21, 232 passengers carried on towboats. Passengers were reported as carried at the following car- transfer points: On the Mississippi, at New Orleans, between Baton Rouge and Anchorage, Naples and Angola, Natchez and Vidalia, Vicksburg and Delta, Helena and Trotters Point, Cairo and Birds Point, and Little Rock and Kelloggs Landing. On the Ohio between Metrop- olis and Sleeth, and on the Tennessee between Chamberlain and Caney Inclines and Gunters Landing and Hobbs Island. Table 39 presents, by river systems, for 1916 and 1906, the details of the vessel ecjuipment for this serv- ice and the freight handled in both years. This table shows that 63.2 per cent of the vessels, 71.2 per cent of the tonnage used in connection with steam railroads, and 83.8 per cent of the freight was moved on the Lower Mississippi River system. MISSISSIPPI RIVER AND ITS TRIBUTARIES. 191 Table 39. — Craft Operated im Connection with Railroads, by River Systems: 1'j16 and 19UG. Steam Number of vessels:' 1916 1906 Gross tonnage: 1916 1906 Total. Steam: Number — 1916 1906 Gross tonna^^e^ 1916 , 1906 Freight and passengir-^ Number— 1916 1906 Gross tonnaee — 1916 1906 Ferryboats- Number— 1916 , 1906 , Gross tonnage — 1916 1906 Towboats^ Number — 1916 1906 Gross tonnage — 1916 , 1906 Unrigged: Number— 1916 1906 Gross tonnage — 1916 1906 Freiirht in cars (tons): 1916 1906 20,14.5 21,206 25 21 11.107 10,480 6, .5,56 2 13 2,144 8,653 15 11 2,407 1,827 13 14 9,038 10,726 12.332,713 6,905,597 Ohio system. 5,79S 2.887 7 5 1,268 1,427 675 974 693 453 4,5.30 1,460 1,996,223 287, 777 Lower Missis- sippi system. 14,347 18,319 18 19 9,839 9,033 7 5,981 2 11 2,144 7,679 1,714 1,374 6 10 4, .508 9,266 10.3.36,490 6,617,820 1 Exclusive of 4 public ferries. GOVERNMENT VESSELS. State arid city — The general statistics for the vessels owned and operated by state and city governments in 1916 and 1906 are given in Table 40. Table 40. -Vessels Owned and Oper.\ted by St.<.te and City Governments: 1916 and 1906. Total. Steam. Unrigged. Number of vessels: 1916 12 8 1,729 873 $389, 108 $80,200 $08. 806 s;,ooo 134 13 $03,389 $11,300 7 4 1,022 375 $176,608 $59,700 $12,688 $1,000 52 15 $41,407 $11,300 5 1906 4 Gross tonnage: 1916 707 1906 498 Value of vessels: 1916 $212 500 1906 $20,500 $86,208 $6,000 82 Gross income: 1916 1906 Ntimbcr employed on vessels: 1916 1906 Wages: 1916 $51,982 isioa Number of pa.ssengers carried: 1916 1906 5,000 5,000 These vessels were employed as follows: Service ia Louisiana: One gasoline boat, used by the Depart- ment of Conservation for conservation patrol duty; three unrigged craft, a derrick boat, dredge boat, and harbor boat, used by the Board of Commissioners of the Port of New Orleans in harbor work; and two tugs used by the Board of Control of New Basin Canal and Shell Road in canal towing within the city of New Orleans. Service at St. Louis: One launch and one steamer used by the city of St. Louis for harbor inspection work and for levee watching and fighting harbor fires. Service in Illinois: One steamer used by the state as a naval training ship. Service in Kansas: One dredge used in Kansas \'alley Drainage District of Wyandotte County for drainage work. Federal — The United States Government has a large number of vessels in service on the Mississijjpi River and its tributaries, comprising steamboats, tenders, launches, towboats, snag boats, dredges of different tj'pes, derrick boats, repair boats, barges, scows, and flats. They are used chiefly in connection with the various improvements to the channels and harbors. They are under the direction of the Chief of Engineers of the War Department. No census was taken of these boats in 1916, and they are not included in this report. FISHING CRAFT. The statistics of vessels engaged in the commercial fisheries in 1916 are given in Table 41. Table 41. — Fishing Vessels: 1916. Number of vessels Gross toruiage Value of vessels Gross income Number employed on vessel: Wages .' Total. g 92 $14,400 $26,110 26 $16,227 IDLE VESSELS. Table 42 gives the statistics in regard to idle vessels for 1916 and 1906, which are not included in the fore- going tables. Table 42.— Idle Vessels: 1916 and 1906. Number of vessels Gross tonnage Net tonuaf:e Value of vessels Construction: Wood Metal Composite Character of propulsion: Stem wheel Side wheel Screw All others 1916 291 13. .510 32.409 $874,263 277 13 1 94 9 58 1806 171 15,0:J8 14,. 564 $310, 6S5 166 4 1 58 5 36 1 1916 161 9,741 8.669 5622,910 148 12 1 94 9 58 1906 100 4.4S2 4.009 $256,220 1916 130 23. 769 23,740 $251,353 129 1 1906 n 10,556 10. ,556 (64,465 ' Includes craft propelled by machinery. In 1916 idle steam vessels constituted 8.7 per cent of all steam vessels, active and idle, 7.5 per cent of the tonnage, and 4.5 per cent of the value; in the same year the idle unrigged craft, formed 2.3 per cent of the number of all unrigged craft, 1.6 per cent of the tonnage, and 2.5 per cent of the value. In 1906 the idle steam vessels, or steam vessels for which no traffic report was received, were 100 in num- ber; they had a tonnage of 4,482 and were valued at $256,220. The proportion these vessels formed of all steam vessels amounted to 6.9 per cent for number, 3 per cent for tonnage, and 1.9 per cent for value. Table 43 gives detailed statistics for water trans- portation on the J*Iississippi and its tributaries for 1916. 192 TRANSPORTATION BY WATER. Table 43.— ALL VESSELS, BY CLASS, CLASS, OCCUPATION, AND OWNERSHIP. Number of vessels. TONNAGE. RIGGED. • HORSEPOWER OF ENGINES. Gross. Net. Screw. Side wheel. Stem 1 All wheel, other. Steam. Gasoline. All other. 1 Total 7,24.7 1,621,537 1,533,186 611 79 1,017 1 189,326 30, 293 1 1,708 389 736 213 8 325 37 120,065 48,-602 49,865 11,263 92 6,429 3,804 105,183 44,456 42,333 4,906 3,469 611 128 159 44 6 267 7 79 39 10 22 6' 2 1,017 222 567 146 2 62 28 1 i" 189,326 61^507 106,^12 12,142 12 3,566 5,887 30,293 6,783 9,469 2,543 173 10,949 376 1 4 .1 A Fishing Yachts S Miscfllianfv^us .-■ <) 636 162 362 71 1 12 28 151 40 73 23 103,115 43,162 45,339 9,155 10 1,941 3,508 13,332 4,246 6,822 1,036 91,023 39,759 38,576 8,087 7 1,392 3,202 11,440 3,833 4,860 1,017 105 13 80 £ 1 6 28 7 14 2 61 33 5 11 479 116 277 64 1 i' 189,326 61,607 106,212 12,142 12 3,666 8,887 25,877 5,999 13,835 1,785 10 11 Tugsandot^er towing vessels .. .. n Ferryboats 18 Fishing.. 14 Yachts... i' 8 3 1 4 6 26 115 30 58 17 1i 1R 17 18 19 m ?1 Yachts. a 4 72 19 35 9 1 1 7 408 103 251 39 1,784 444 6,486 2,908 2,4S2 354 10 157 675 82,372 36,003 36,819 7,765 1,286 444 6,141 2,306 1,931 332 7 106 459 73,636 33,620 31,688 6,733 S __ 6 4 54 14 27 6 3,091 1,167 11,455 5,013 4,595 835 12 475 795 150,352 50,465 86,980 9,822 ?? ?1 Firm 13 2 7 2 1 1 5 3 1 1 74 ?i ?R 77 Fishing ?fl Yachts 79 7 309 72 192 31 1 i' in 61 4 56 1 37 27 3 6 ?i p 11 34 Yachts ^■i 15 5 1,780 925 1,590 806 3 1 1 14 1 3,085 1,642 Ifi All Other . 17 I IS 3 216 97 3 j 802 19 1 40 Fishing. 1 41 Yachts *', 47 Mis'^flllftnf.^ii.s 2 1,072 227 374 142 7 313 9 716 153 203 86 6 256 2 175 40 64 28 1 43 1 165 27 101 22 10 5 16 2 1 8 709 16,9*0 5,440 4,526 2,108 82 4,4S8 296 9.684 2,466 2,336 1,228 64 3,550 20 2,370 643 772 430 18 493 9 4,577 2,309 1,368 317 401 182 309 22 30 133 709 14,160 4,697 3,702 1,854 56 3,514 267 7,892 1,979 1,959 1,110 44 2,781 19 2,028 548 665 391 12 405 7 3,986 2,149 1,113 261 295 163 254 21 20 102 506 113 79 39 5 261 7 376 80 44 30 218 1 2S 6 5 11 e' 22 5 3 8 6' 1 1 840 4? 638 106 290 92 2 30,293 6,783 9,469 2,543 173 10,949 376 19,333 4,201 4,575 1,391 133 8,993 40 4,525 1,014 1,587 664 40 1,296 24 5,937 1,503 3,182 499 r,9l 212 448 63 125 89 :;;::r:: 4'i 4fl 47 41 Yachts . . 46 2 318 73 161 48 2 32 4A BO fil Freight and passenger f)7 51 Ferryboats ... . 54 .■if) M AriSCftlt:^neftiis . , ...... 2 106 25 53 19 ', . . 57 66 15 11 4 1 34 1 57 19 23 5 5 5 7 1 1 3 3' ■il Freij^hf: ftnri p-i-sierurer m m fli Fishing fi? Yachts 9 fii 64 3 1 2 105 7 76 17 5 65 Freight and pissenger. . 6ri «7 FeiTvboits fil Yachts fif) 70 .\11 other 9 1 71 7? 73 8 74 75 Yachts 4 1 6,539 39 85 1,. 501, 532 33 78 1,478,003 4 1 69 100 7« 77 Individual : "•; 78 991 371 4,158 19 159, 132 37,590 l,303,9i;6 814 158,573 37, 128 1,281,504 798 I 7<) 1 80 I 1 81 ' 1 1 ' "'1 1 1 1 ' Does not include 12,203,844 tons of freight lightered. MISSISSIPPI RIVER AND ITS TRIBUT.\RIES. OCCUPATION, AND OWNERSHIP: 1916. 193 CONSTRUCTION. Metal, 132 30 Wood. Com- l posite. 6,804 1,562 358 668 192 8 304 32 543 145 305 69 1 136 37 Value of vessels. $23,044,903 13,157,454 4,531,749 5,917,111 1,014,950 14,400 1,206,153 473,091 10, 870, 444 3,864,783 5,377,020 815, 650 1,500 369,500 441,991 1,562,137 383,800 701,330 111,600 Freight. $5,671,446 3, 488, 625 3, 459, 646 28,979 3, 128, 125 3,104,037 24,088 Passengers. $2,404,703 2,319,071 1,643,781 43,772 631,113 All other. $9,389,707 405 5,721,086 209,074 3, 938, 893 429,357 26,110 10,653 1,106,999 433, .398 431, OOH 2,390 2,025,548 1, 466, 502 33,995 525,051 223,602 121,411 5,625 96,566 4,987,983 166,448 3,402,344 328, 712 2,050 3,500 1,084,929 927,870 17,2J4 472, 402 55,899 Niunber employed on vessels. 14,732 12,535 4,091 7,361 672 26 173 312 Wages. $6,396,552 Number of passengers carried. 17,599,378 5, 107, 908 2, 123, 755 2,301,009 346, 116 16,227 98,399 222,402 10,967 3,565 6,646 394 1 74 287 1,284 558 511 77 4, 475, 922 1,916,493 2,042, l.'!7 272, 241 200 34,399 210,462 645,957 234,752 282,163 41,947 16, 596. 4:il 4,084,851 119,870 12,390,740 970 14,513,147 3, 279, 819 77,328 11,156,000 Freight carried (tons of 2,000 pounds;. 1,572,038 411,118 43,400 1,117,520 '27,962,583 7,992,998 7,982,683 10,315 7,752,419 7,746,169 6,250 287,880 800 24 25 26 27 28 29 30 31 32 33 34 35 30 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 337 90 205 29 299,500 85,907 752,757 332,700 230, 107 35,200 1,500 70,000 83,250 8,391,942 3, 168, 283 4,353,975 668,850 169,964 166,264 3,700 176,573 144,994 31,579 3,500 378,835 243,813 9,812 128, 189 32,941 2,050 2, 524, 763 2, 506, 765 17,998 1,625,373 1,200,097 28,370 396,906 70,821 3,803,612 139, 402 2, 789, 065 239, 872 64 74 583 275 225 33 1 10 39 9,054 2,732 5,892 284 31,899 55,196 289,905 122, 187 103,619 21,981 200 2,500 19, 418 3, 524, 626 1,559,554 1,640,465 208, 313 1,046,454 359,207 687,247 11,894,655 2,509,494 33,928 9,351,233 105,802 101,402 4,400 7,357,937 7,356,887 1,050 200,834 163,608 "9i,'668 635,273 12,688 "12,688' 146 46 "is 116,294 35,434 15,890 1,019 213 363 133 7 295 8 682 150 203 79 6 242 2 166 38 60 26 1 40 1 157 23 100 20 10 4 14 2 72,000 2, 287, 010 666,966 5)0,091 199,300 12,900 836,653 31,100 1,380,328 287, 670 243, 275 115,500 9,900 723,383 600 269,970 76,700 79, 4.50 43,400 3,000 65,920 1,500 587, 162 297,596 200,366 28,.tOO 41,700 19,000 49, 550 5,000 17,000 11,900 360,500 335,609 4,891 293,523 177, 279 9,777 106,062 184,029 183,367 662 53,931 51,223 2, 70S 121,, >I0 120,019 1,521 1,000 1,000 405 176,586 106, 219 9,148 60,974 245 47,685 29,819 629 17,237 733,103 42, 626 536,549 100,645 24,060 7,153 22,070 408,200 31,978 290,683 57,081 20,560 7,148 750 119,474 6,991 72,961 35, 222 3,500 65, 7.52 37,741 27,851 160 3,500 3,500 800 204,740 2,968 172,905 8,342 5 20,520 1,568 526 715 178 25 99 25 842 285 351 98 22 84 2 254 91 114 41 3 3 2 452 145 247 31 12 17 20 5 3 19,544 631,986 207,2152 258, 872 73,875 16,027 64,000 11,950 337,683 111,7S6 112, 110 39,247 14,947 59,537 50 81,639 27,065 36,962 15,051 1,080 1,171 310 196,685 65,29S 106,914 14,151 3,292 7,030 15,979 3,113 2,&S0 6,426 2,083,284 805,032 42,542 1,234,740 970 1,189,540 448,363 41,358 699,249 570 314,120 133,172 1,1.84 179,764 475,314 216, 497 258,417 400 104,310 7,000 97,310 240,579 236,514 4,065 127,327 126,923 62,310 59,614 2,696 50,442 49, 477 965 600 600 279 10 9 260 5,242 971 357 3,895 19 18 5,650 10,000 9,887,449 2,182,821 85,632 3,668,621 1,407,449 535,895 7, 725, 815 218,290 453,355 97, 795 1,631,671 42,341 4,386 25,270 13,635 485,570 383, 697 2,711,142 88,212 2,197 4,560 1,288,644 405 271 1,447 74 195, 6^3 143,766 907,905 41,340 '19,969,585 474,725 1,076,884 78 74,464 254,974 79 340,158 18,637,727 80 113,600 81 116515°- CANALS AND OTHER INLAND WATERS 195 CANALS AND OTHER INLAND WATERS. By John G. Hawes and Elmore W. Sanderson. SCOPE OF THE REPORT. The statistics in this section relate to transportation by all vessels, documented and undocnmen ted, of 5 tons net register or over, operating on all canals, exclusive of ship canals, except 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 Mississippi; on the Red River (of the North); and on all rivers, above tidewater, tributary to the Atlantic and Pacific Oceans and the Gulf of Mexico. GENERAL SUMMARY. When it is possible, comparable statistics are shown for 1906 and 1916, but only in a few tables can 1889 be given, statistics for that year having been reported generally on a different basis and tabulated in various geographic divisions. Statistics for fishing vessels are not included in any comparative tables, as such data were not collected for 1906. Table 1 shows comparable data for 1916 and 1906 for the L^nited States as a whole, for New York state separately, and for all other states combined. Table 1.— ALL \'ESSELS AND CRAFT, EXCLUSI\^ OF FISHING V'ESSELS: 1916 AND 1906. Number of vessels Gross tonnage Value ol vessels Gross income Number employed on Wages.. Number of passengers carried Freight and harbor work (tons of 2,Uoa pounds). Freight carried Harbor work Cen- sus year. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 AGGREGATE.! 2,CM9 2,140 196,426 259,491 S.'i, 744, 4S6 $4, 5S6, 791 $4,179,481 $3,957,729 3,168 3,731 $1,263,885 $1,361,030 2,005,036 1,877,889 3,059,479 3,944,655 2,.S42,626 3, 716, 765 516,8.53 227,890 Canals and other inland waters of New York state. 978 1,648 11.5,290 209,152 $2, S.i7, 2.39 $3,294,221 $2, 138, 537 S2, 781,601 1,490 2,472 $590,788 $920,260 457,351 835,052 1,417,744 2,712,481 1,120,762 2,502,891 296,982 209,590 All other inland waters. 1,071 492 81,136 50,339 S2, S.87, 247 $1,292,570 $2,040,924 $1,176,125 1,678 1,259 $873,097 $440, 770 1,547,685 1,042,837 1,641,735 1,232,174 1,421,864 1,213,874 219,871 18,300 Total. 574 337 27,S36 21,507 $3, 357, 686 $2,225,673 $1,5.53,498 $1,065,469 1,511 1,153 $588,590 $412, 134 1,994,236 1,871,769 199,319 261,315 197,069 259,815 2,250 1,500 Canals and other inland waters of New York state. 170 151 11,603 14,127 $1,291,796 $1,390,512 $500,634 $525,970 533 590 All other inland waters. 404 186 16,253 7,380 $2,06.5,890 $835,161 $1,052,8&4 $539,499 978 563 $195,163 I $393,427 $192,238 I $219,896 449,351 828,932 80,602 105, 498 78,352 103,998 2,250 1,500 1,544,885 1,042,837 118,717 155,817 118,717 155,817 SAIL. Total. 5 14 258 518 $8,650 $16,800 $1,150 $4,250 5 11 $1,280 $1,620 I Canals I and I other Inland All other waters of inland UXEIGGED. Total. New York state. 1,920 6,96S 1,920 6,968 4 13 150 495 $7,150 $16,000 $550 $4,250 3 11 $1,100 $1,620 waters. 770 6,968 770 6,968 1 »1 108 23 $1,500 $800 $600 $1S0 1,150 1,150 1,470 1,789 168,312 237,466 $2,378,150 $2,344,318 $2,624,833 $2,888,010 1,652 2,567 $674,015 $947,276 10,800 6,120 2,858,240 3,676,372 2,343,637 3,449,982 514,603 226,390 Canals and other inland waters of New York state. sot 1,484 103,537 194,530 $1,558,293 $1,887,709 $1,637,373 $2,251,384 951 1,871 $394, .525 $726,402 8,000 6,120 1,336,372 2,600,015 1,041,640 2,391,925 294,732 208,090 All other inland waters. 305 64,775 42,936 $819,857 $456,608 $987,460 $636,626 696 $279,490 $220,874 1,521,868 1,076,357 1,301,997 1,058,057 219,871 18,300 ■ Exclusive of 134 vessels vrith a gross tonnage of 9,829 reported as idle in 1916; and 68 vessels with a gross tonnage of 7,368 reported as idle in 1906. 2 Includes craft propelle-l by machinery. 3 A pleasure yacht. The figures given in Table 1 show a decrease for the decade in many of the items. There was a noticeable increase, however, in value of vessels, 2.5.2 per cent, notwithstanding a decrease in tonnage of 24.3 per cent. The increases are for the most part limited to inland waters in states other than New York. Tlie fact should not be lost sight of, however, that although the figures for New York show very decided decreases, the state reported about one-half of each of the items in the table in 1916, with the exception of number of passen- gers carried. Table 2 shows the number, gross tonnage, and value of vessels, by classes, for the years 1916, 1906, and 1889. The increase in number of steam vessels (252.1 per cent) from 1889 to 1916 and the decrease in each of the other classes represent the growing tendency of transportation on inland waterways. Tlie unrigged boats decreased 77 per cent in number during that period, although they stiU outnumbered the steam ves- sels. Tlie steam vessels showed a greater value than the unrigged boats in 1916, but the tonnage of the un- rigged craft far exceeded that of the steam craft. In 1916 a total of 1 12 steam vessels, with a gross tonnage of 5,741, was operated on canals. The great decrease in unrigged craft from 1889 to 1906 is explained by the abandonment during the 17- year period of a large number of boats as old and 197 198 TRANSPORTATION BY WATER. anseaworthy, while the addition of new boats was insignificant. Table 2. — NtruBER, Gross Tonnage, and Value of Vessels, BY Class: 1916, 1906, and 1889. 1916 Total: Number of vessels Gross tonnage Value Steam :t Number of vessels. Gross tonnage Value SaU: Number of vessels. Gross tonnage Value Unrigged: Number of vessels. Gross tonnage Value 2,(M9 196,426 $5,744,486 574 27,856 J3, 357, 686 5 2.58 $8,650 1,470 168,312 $2, 378, 150 1906 2,140 259. 491 $4,ScS6.791 337 21,507 82,225,673 14 518 $16,800 1,789 237,466 $2,344,318 1889 6,575 996,629 $6,138,914 163 19.223 $790,000 25 1,925 $36,800 6,387 975,481 $5,312,114 PER TENT or INCREASE.' 1906- 1916 -4.3 -24.3 25.2 70.3 29.5 50.9 50.2 -48.5 -29.1 1.4 I8S9- 1916 -08.8 -80.3 -6.4 252.1 44.9 325.0 -86.6 -76.5 -77.0 -82.7 -53.2 of the canal vessels in use. From reports received covering the Bituation, there i.s every reason to l)elieve that had the canal boats withdrawn for storage use been continued in the canal service, even ■with no new craft added, the tonnasje for 1916 would have shown a Considerable increase over the preceding year instead of an actual decrease. Tal)le 3 sliows the percentage that tlie several items in tlie table form of the total for each of the three classes of vessels for 1916 and 1906. Table 3.- -Per Cent that Steam. Sail, and Unrigged Vessels Form op Total: 1916 and 1906. Xumtier of vessels Gross tonnage Value of vessels Gross Income Numl«r employed on vessels Wages Number of passengers carried Freight carried, Including harbor work (tons of 2,000 pounds) STEAM.' 28. 14.2 58.4 37.2 47.7 411.6 99.5 6.3 1906 15.7 8.3 48.5 26.9 30.9 30.3 99.7 6.6 1916 0.2 0.1 0.2 (') 0.2 0.1 1906 0.7 0.2 0.4 0.1 0.3 0.1 1916 71.7 8.5.7 41.4 62.8 52.1 53.3 0.5 93.4 S3. 6 91.5 51.1 73.0 68.8 69.6 0.3 93.2 ' A minus sign (— ) denotes decrease. Percentages are omitted when base is less than 100. • Includes craft propelled by machinery. The decrease in number of unrigged boats from 1906 to 1916 is due largely to the decrease of canal boats operating on the canals of New York state. The Superintendent of Public Works of the state of New York in his report on canals for the year 1916 (p. 8) states that — The falling off in the total canal tonnage during 1916 was not un- expected. In my report submitted in Jaiuiary la.st I referred to several causes which would inevitably lead to lessened shipments. Among these were the decreasing number of seaworthy boats suit- able for canal traffic and the hesitancy on the part of boat-building concerns to construct craft of a type suitable to the new conditions until the improved channel was ready for use. Wliile the reasons then given apply with equal force to the tonnage figures of the season just past, a further explanation of the smaller tonnage figures is offered in the fact that approximately 200 boats heretofore used for the carrj-ing of canal freight were withdrawn from that service and made use of during the past season for storage purposes in New York Harbor. A serious congestion of freight existed there, and craft of every type suitable for such purpose were eagerly sought. At various times during the past summer the assistance of the department was sought in securing boats for the transportation of freight, and freight was offered for shipments beyond the capacity Table 4.— PER CENT THAT CANALS AND OTHER INLAND WATERS OF NEW YORK STATE AND OF ALL OTHER STATES FORM OF TOTAL, FOR ALL VESSELS AND FOR EACH CLASS: 1916 AND 1906. I Includes craft propelled by machinery. " Less than one-tenth of 1 per cent. In 1916, 71.7 per cent of the total number of vessels operating on all inland watera were unrigged craft, mostly canal boats. They represented 85.7 per cent of the gross tonnage of all vessels, but only 41.4 per cent of the value, as compared with percentages of 83.6, 91.5, and 51.1, respectively, in 1906. In 1916 nearly two-thirds of the gross income and slightly more than one-half of the number of employees and their wages were reported by the unrigged craft. The steam vessels reported practical^ all of the i)assengers car- ried, only five-tenths of 1 per cent being reported for the unrigged craft and none for sail vessels. On the other hand, almost all of the freight was tarried by the unrigged craft, the sailing vessels reporting only one- tenth of 1 per cent of the total and the steaih vessels but 6.0 per cent. Table 4 shows the proportions reported by New York state and by all other states of the total for the various items in Table 1, for steam, sail, and unrigged craft, for 1916 and 1906. CANALS AND OTHER INLANO WATERS. Aggregate. Steam." Sail. Unrigged New York. All other states. New York. All other states. New York. All other states. New York. All other states. 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 47.7 58.7 49.7 61.2 47.0 46.7 22.8 77.0 80.6 71.8 70.3 66.3 67.6 44.5 52.3 41.3 50.3 48.8 53.0 53.3 77.2 23.0 19.4 28.2 29.7 33.7 32.4 55.5 29.6 41.7 38.5 32.2 35.3 33.2 22.5 44.8 65.7 62.5 49.4 51.2 46.6 44.3 70.4 58.3 61.3 67.8 64.7 66.8 77.5 55.2 34.3 37.5 50.6 48.8 53.4 55.7 80.0 58.1 82.7 47.8 60.0 85.9 92.9 95.6 95.2 100.0 100.0 100.0 20.0 41.9 17.3 52.2 40.0 14.1 7.1 4.4 4.8 54.7 61.5 65.5 62.4 57.7 58.5 74.1 83.0 81.9 80.5 78.0 72.9 76.7 100.0 45.3 38.5 34.5 37.6 42.3 41.5 25.9 17.0 18.1 19.5 22.0 27.1 23.3 1 Includes craft propelled by machinery. CANALS AND OTHER INLAND WATERS. 199 Of the total number of vessels of all kinds reported, 77 per cent were operated on the canals and other inland waters of New York state in 1906, but only 47.7 per cent in 1916. Similar decreases are shown for all other items in the table. Great changes are shown for unrigged craft in all other states, the relative proportions of the several items showing decided increases in 1916 over those for 1906. In a lesser degree the same conditions apply to steam and to sail vessels for all other states. Idle vessels. — Table 5 shows the nunaber and gross tonnage of steam, sail, and unrigged vessels that were idle in 1916 and 1906. There was an increase in the nximber and tonnage of idle steam and imrigged vessels during the decade, steam craft showing both a greater actual and pro- portionate increase than the uiu-igged. Of the total number of idle vessels in 1916, about two-thirds were outside the state of New York. Table 5. — Idle Vessels, with Per Cent of Inxeease: 1916 AND 1906. KDHBEB OF VESSELS. GBOSS TONKAGE. CLASS. 1916 1906 1916 1 1906 Per cent ol increase. Total 134 68 9.829 7,388 33.4 Steam 1 78 IS 1 49 2,678 10 7,141 651 10 6,707 311.4 Sail. 1 55 6.5 I Includes craft propelled by macbinery. Table 6 shows statistics for steam and motor vessels operating on canals and other inland waters of New York state and of all other states in 1916. Table 6.— VESSELS PROPELLED BY MACHINERY OPERATING ON CANALS AND OTHER INLAND WATERS OF NEW YORK STATE AND OF ALL OTHER STATES: 1916. AGGEEGATE. NEW yOEK. ALL OrnEK STATES. Total. Steam. Motor. Total. Steam. Motor. Total. steam. Motor. Number of vessels 577 27,892 43,140 $3,361,286 $1,566,340 $295,436 $627,211 $643,693 1,.517 $593,600 197,069 340 23.907 35.160 $2,752,683 $1,353,272 $256,2*8 t533,23S $563,746 1,291 $518, 139 « 185, 844 1237 3,985 7,980 $608,603 $213,068 $39, 148 $93,973 $79,947 226 $75,461 11,225 170 J1.603 15, 191 $1,291,796 $500,634 $97,507 $144,709 $258,418 533 $195,163 78,352 119 10.103 13,687 $1,040,286 $449,414 $86,061 $134,827 $228,526 466 $174,173 76,518 51 1,500 2,504 $251,510 $51,220 $11,446 $9.SS2 $29,892 67 $20,990 1,834 407 16,289 27,949 $2,069,490 $1,065,706 $197,929 $482,502 $385,275 984 $398,437 118,717 221 13,804 22,473 $1,712,397 $903,858 $170,227 $398,411 $335,220 825 $343,966 109,326 186 5,476 Value of vessels $357,093 $161,848 Freight $27,702 Passengers All other sources Number employed on vessels Wage^ Freight carried {tons of 2,000 pounds) . 1 Includes 3 fishing boats. ' Exclusive of 2,250 tons of freight lightered. Diagram 1.— GROSS TONNAGE OF VESSELS PROPELLED BY MACHINERY, OPERATING ON CANALS AND OTHER INLAND WATERS: 191P. THOUSANDS OF TONS 6 9 '2 ALL OTHER STATES le GROSS TONNAGE 1816 200 TRANSPORTATION BY WATER. Diagram 2.— VALUE OF VESSELS PROPELLED BY MACHINERY, OPERATING ON CANALS AND OTHER INLAND WATERS: 1916. NEW YORK STATE ALL OTHER STATES HUNDREDS OF THOUSANDS OF DOLLARS 9 12 16 5^^^^^^0^^$^^:?^^^^^;^^5^J^^^^^ 18 ai y//////////////////////^^^^ ^ En MOTOR VALUE leie Diagram 3. — Gross Income of Vessels Propelled by Ma- chinery, Operating on Canals and Other Inland Waters: 1916. HUNDREDS OF T>40UftAMD8 OF DOLXARS Mew VOBK STATE ALL OTHER •TATEt y///////////////////M ^^:J^J5^^^^^^^^^^J^^^^5%%%%J^^^;J^^^^^^^ ^^.TCAM Table 7.- Steam craft led in all details presented in Table 6. Although about two-fifths of the total number of vessels were motor driven, their proportion in other details was much less. A comparison of some of the more important items for New York and for all other states shows that the proportions for aU other states were considerably greater, the proportions being as follows: For total number of vessels, 70.5 per cent; gross tonnage, 58.4 per cent; horsepower, 64. S per cent; value of vessels, 61.6 per cent; income, 68 per cent; and freight carried, 60.2 per cent. Table 7 shows statistics for the steam and motor vessels operated on the canals of New York state and of all other states in 1916. -VESSELS PROPELLED BY MACHINERY OPERATING ON CANALS OF NEW YORK STATE AND OF ALL OTHER STATES: 1916. AGGREGATE. NEW YORK. ALL OTHER STATES. Total. Steam. Motor. Total. Steam. Motor. Total. Steam. Motor. Number of vessels 112 5,741 7.745 $440, 422 $323, 9S4 $93, 2:i4 $4,720 $226,030 316 $160,301 95,235 94 5,372 7,053 $382, 272 $302,008 $91,034 $2,0.W $208,924 298 $152,014 92,935 IS 369 692 $58, 150 $21,976 $2, 200 $2,070 $17, 106 18 $8, 2S7 2,300 84 4,725 6, OSS $328, 250 $21I,s,So $63.:m3 $2. 7.V) $145,792 235 5107,303 63,988 73 4,476 5,546 $280,700 $198,376 $63. 143 $2,050 $133,183 225 5101.903 03,788 11 249 542 $47, ,550 $13,509 $200 $700 $12,609 10 $5,400 200 28 1,016 1,657 $112,172 $112,099 $29, .891 81,970 $80,238 81 $52,938 31,247 21 896 1,507 $101,572 $103, 632 527, 891 7 120 150 $10,600 $8,467 FreiKlit 52,000 $1,970 All other sources $75,741 73 $50,051 29,147 $4,497 8 Waee*' $2,887 2,100 In direct contrast with the showing in Table 6, when figures are presented for vessels propelled by machinery which operated on canals only, as in Table 7, the proportions for New York state greatly pre- CANALS AND OTHER INLAND WATERS. 201 dominate over those for all other states. New York reported 75 per cent of the total number of such vessels, 82.3 per cent of the tonnage, 74.5 per cent of their value, and 65.4 per cent of the gross income. The motor-driven craft on the canals were con.sid- erably less important than the steam vessels-, the only instance in which motor boats exceeded steam vessels being in the item "income from passengers," for which their proportion was 56.6 per cent. In 1916, of the 73 steam vessels operating on the canals of New York state, 42, with a gross tonnage of 1,362, valued at §145,500, were used for towing. Table 8 shows figures for all vessels and craft, classified by occupation, operating on canals and other inland waters of the United States for 1916 and 1906. Table 8.- -ALL VESSELS AND CRAFT, EXCLUSIVE OF FISHING VESSELS, BY OCCITPATION, WITH PER CENT OF INCREASE AND PER CENT OF TOTAL: 1916 AND 1906. Census year. VESSELS. TONNAGE. VALCE OF VESSELS. GROSS raCOME. EMPLOTt-ED ON VESSELS. WAGES. OCCUFATION. Number. Per cent of total. Gross tons. Per cent of total. Amount. Pot cent of total. Amount. Per cent of totaL Number. Per cent of totaL Amoimt. Per cent of total. Total 1916 1906 2,(M9 2,140 -4.3 100.0 100.0 196,426 269,491 -24.3 100.0 100.0 $5,744,486 4,586,791 25.2 100.0 100.0 $4,179,481 3,957,729 5.6 100.0 100.0 3,168 3,731 -1.5.1 100.0 100.0 $1,263,885 1,361.030 -7.1 100 100.0 1916 1906 1,903 2,039 -6.7 262 170 54.1 17 5 92.9 95.3 12.8 7.9 0.8 0.2 193,857 257,309 -24.7 19,084 16,803 13.6 503 307 63.8 5,958 2,733 118.0 168,312 237,466 -29.1 2,004 35.' 8 565 706 -20.0 98.7 99.2 9.7 6.5 0.3 0.1 3.0 1.1 85.7 91.5 1.0 0.6 0.3 0.3 5,347,217 4,076,269 31.2 2,222,627 1,283.987 n.i 64,750 86, .500 -25.2 681,690 361,4l>» 88.6 2,378,1.50 2,344,318 1.4 350,219 474. ST2 -26.2 47,050 35,650 32.0 93.1 88.9 38.7 28.0 1.1 1.9 11.9 7.9 41.4 51.1 6.1 10.4 0.8 0.8 4,155,8« 3,934,632 5.7 974,925 713,020 36.7 58,179 35,150 65.5 497,946 298,452 66.8 2,624,833 2,888,010 -9.1 1,010 640 57.8 22,588 22,457 0.6 99.5 99.4 23.3 18.0 1.4 0.9 3,052 3,599 -15.2 908 737 23.2 24 17 96.3 96.5 28.7 19.8 0.8 0.5 1,223,855 1,317,275 -7.1 308,529 237,830 k? 13,069 8,154 60.3 228,242 124,015 84.0 674,015 947,276 -28.8 28,126 31,881 -18.1 13,904 11,864 17.2 96 8 Per cent of increase * 96.8 Freight and passenger 1916 1906 24.4 Per cent of increase 17.5 1916 1906 Per cent of increase • 0.6 Tugs and other towing vessels.... 1916 1906 154 75 7.5 3.5 11.9 7.5 62.8 73.0 A. 0.5 0.6 468 278 68.3 1,652 2,567 -35.6 74 100 -26.0 42 32 14.8 7.5 52.1 68.8 2.3 2.7 1.3 0.9 18.1 9.1 1916 1906 1,470 1,789 -17.8 124 85 71.7 83.6 6.1 4.0 53.3 Per cent of increase * 69.6 Yachts 1916 1906 2 1 2.3 Miscellaneous Per cent of increase • 1916 1906 22 16 1.1 0.7 1.1 0.9 ' X minus sign ( — ) denotes decrease. Percentages are omitted -B-hen base is less than 100. ' Less than one-tenth of 1 per cent. Of vessels operating on canals and other inland waters of the United States, 92.9 per cent were used for commercial purposes in 1916 and 95.3 per cent in 1906, the unrigged craft representing 71.7 per cent of the total in 1916, compared with 83.6 per cent in 1906. The tonnage of the unrigged, which formed 91.5 per cent of the total in 1906, decreased to 85.7 per cent in 1916, and their value, notwithstanding a slight actual increase, decreased from 51.1 per cent of the total in 1906 to 41.4 per cent at the later census. Tugs and other towing vessels increased actually and relatively during the decade in all items shown in the table. The few vessels reported besides those classified as commercial were yachts used for pleasure and mis- cellaneous kinds of vessels, which class was made up of craft used for the inspection, repair, and care of rivers and canals, and other purposes. Table 9 shows, by occupation, the number, tonnage, and value of unrigged vessels for 1916 and 1906. Table 9.- -I'nrigged Vessels, by Occutation, with Pek Cent OF Total: 1916 and 1906. OCCUPATION AND CENSUS TEAK. Num- ber of ves- sels. Per cent of total. Gross tonnage. Per cent of total. Value of vessels. Per cent of total. Total: 1916 '1,470 1,789 100.0 100.0 168,312 2:57,466 100.0 100.0 $2,378,150 2,344,31.8 100.0 1906. 100.0 Canal boats: 1916 ■1,056 1,566 414 223 71.8 87.5 28.2 12.5 134,390 198,247 33 922 79.8 83.5 90.2 1,288,315 1,821,822 1,089,835 522,496 54.3 1906 77.7 All other unrigged: 1916 45.8 1906 39,219 16. 5 22.3 1 Exclusive of 445 canal boats located chiefly in New York Harbor. As regards the number, tonnage, and value of the unrigged craft, canal boats outranked the miscellane- ous craft in 1916 as in 1906, although at a reduced proportion, their value decreasing from 77.7 per cent of the total in 1906 to 54.2 per cent in 1916. The miscellaneous craft consisted largely of scows, hghters, barges, dredges, etc. 202 TRANSPORTATION BY WATER. NTJMBEK AND TONNAGE OF VESSELS. Table 10 shows vessels grouped according to gross tonnage, by division and class, with per cent of in- crease, for 1916 and 1906. In the group of largest tonnage — "1,000 to 2,499 tons" — there were but -i vessels in 1916 as in 1906, representing both steam and imrigged craft. In 1916, 3 of these vessels were operated in New York waters, and 1 of 1,195 tons was employed in other inland waters; in 1906 all were reported from New York. At both censuses the largest number and tonnage of ves- sels of all kinds combined were in the group of " 100 to 199 tons." In considering number of vessels only, the group "5 to 49 tons" was second. In 1916, 78.9 per cent of the number of steam craft, and in 1906, 66.5 per cent, were reported in the class of from "5 to 49 tons" ; at each census the largest proportion of un- rigged craft — 59.2 per cent in 1916 and 7.3.2 per cent in 1906 — was reported in the group " 100 to 199 tons. " Although there was a decrease in this group of one- third both in number and tonnage of vessels from 1906 to 1916, it led all other groups in both respects in 1916 as in 1906. Table 10. -VESSELS GROUPED ACCORDING TO GROSS TONNAGE, BY DIVISION AND CLASS, WITH PER CENT OF INCREASE: 1916 AND 1906. Cen- sus year. TOTAL. 5 TO 49 TONS. 50 TO 99 TONS. 100 TO 199 TONS. 200 TO 299 TONS. 30O 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 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- t)erof ves- sels. Gross ton- nage. Total 1916 1906 2,049 2,140 -4.3 196.426 259, 491 -24.3 685 271 152.8 14.337 5,184 176.6 260 255 2.0 18.824 20,505 -8.2 914 1,371 -33.3 109.809 164,817 -33.4 167 187 -10.7 38,924 43,435 -10.4 8 32 2,.5&3 11,002 -76.5 1 13 4.50 5,319 -91.5 10 6.434 4,634 38.8 4 4 5.06.5 Per cent of in- 4,595 10 2 1916 1906 1916 1906 Steam « 574 337 70.3 5 14 27,856 21,507 29.5 258 518 -50.2 168,312 237, 466 -29.1 453 224 102.2 3 10 229 37 8.633 4.041 113.6 45 126 -64.3 5,659 1.017 456.4 61 41 4,301 2,980 443 42 59 2 2 5, 562 7,681 -27.6 213 209 1.9 104.034 156. 927 -33.7 11 6 2,708 1,440 88.1 1 2 323 667 -51.6 3 2 2,334 1,634 42.8 3 2 Per cent of increase > . 1 469 2.595 53.9 Sail 2 183 Per cent of increase i . Unrigged . 1916 1S»6 1916 1906 1.470 1.7S9 -17.8 199 212 -6.1 14.523 17,342 -16.3 870 1.310 -33.6 1.56 181 -13.8 36.216 41,995 -13.8 7 30 2,260 10, 335 -78.1 1 12 4.50 4.850 -90.7 7 5 4.100 3,000 36.7 1 2 1.070 Per cent of increase ' . . 2.000 -48.5 New York state Per cent of in- 978 1,648 -40.7 11.5,290 209, 152 -44.9 159 105 51.4 3, 7.')5 1,990 88.7 112 193 -42.0 8,323 16,244 -48.8 573 1,153 -50.3 67.040 136,313 -50.8 123 174 -29.3 29,352 40,676 -27.8 6 1 1,900 300 533.3 1 11 450 4,400 -89.8 1 7 600 4,634 -87.1 3 4 3,870 4,595 -15.8 1916 1906 Steam =. 170 151 12.6 4 13 11.603 14,127 -17.9 150 495 -69.7 103,537 194,530 -46.8 81,136 50.339 61.2 116 80 3 9 40 16 526 166 216.9 2,410 1,523 58.2 45 103 -56.3 1,300 364 257.1 10. 582 3,194 231.3 18 17 1,334 1,145 16.5 28 45 1 2 3.613 5,924 -39.0 105 209 -49.8 63.322 130. 180 -51.4 42, 769 28, 504 50.0 6 4 1.446 1.006 43.7 2 2 2,800 2,595 1 300 2 1,634 Per cent of in- crease ' 7.9 SaU 1916 1906 2 183 Per cent of in- crease ' 1916 1906 804 1,484 -45.8 1,071 492 117.7 94 174 -46.0 148 62 6.989 14,916 -53.1 10,501 4,261 146.4 544 1,106 -50.8 341 218 56.4 117 170 -31.2 44 13 27, 906 39,670 -29.7 9,572 2,759 246.9 6 1.900 1 11 450 4,400 -89.8 1 5 9 600 3,000 -80.0 5,834 1 2 1 1,070 2,000 Per cent of in- crease * —46 5 All OTHER STATES 1916 1906 2 31 683 10,702 -93.6 1.195 2 919 Per cent of in- 1916 1906 StAani 2 404 186 117.2 1 1 666 305 118.4 16,253 7,380 120.2 108 23 64.775 42,936 50.9 337 144 134.0 6,223 2,518 147.1 43 24 2,967 1,835 61.7 14 14 1 1,949 1,757 10.9 108 5 2 1,262 434 190.8 1 1 323 367 -12.0 3 2,334 1 1 469 Per cent of in- crease' SaU 1916 1906 1916 1906 1 189 21 23 4,359 653 567.5 Unrigged 105 38 7.534 2,426 210.6 326 204 59.8 40.712 26, 747 52.2 39 11 8.310 2,325 257.4 1 30 360 10,335 -96.5 6 3,500 1 450 Per cent of in- crease' ' A minus sign (— ) denotes decrease. Percentages are omitted when base is less tlian 100. ' Includes craft propelled by machinery. OWNERSHIP OF VESSELS. Table 11 shows the niunber, gross tonnage, and value of vessels, by character of ownership, for 1916 and 1906. In 1906 vessels under individual ownership on the inland waters of the United States ranked first in number of vessels, gross tonnage, and value, but in 1916, although still first in number, they were second to vessels of corporate ownersliip in tonnage and in value. In 1916 corporations reported 46.6 per cent of the total tonnage and 59.8 per cent of the value, compared with 34 per cent and 45 per cent, respec- tively, in 1906. The value of vessels reported by corporations increased 66.3 per cent during the 10 years, while their number increased only 16.6 per cent and the tonnage 3.7 per cent. CANALS AND OTHER INLAND WATERS. 203 Table 11.— Number, Gross Tonnaoe, and Value op Vessels, Table 12 shows for the different classes of vessels, BY Character OF Ownership, with Per Cent of Total: 1916 ^i. i i .. i .• i AND 1906. the number and gross tonnage, by occupation and character of ownership for 1916 and 1906. At the census of 1916 the largest number of steam freight and passenger vessels and by far the greatest tonnage of such vessels was owned by corporations, thus not only reversing the conditions in 1906 in point of number, but increasing the precedence in point of tonnage. Corporation ownership of steam tugs and other towing vessels predominated, both in number and in tonnage, at both censuses, but leadership in ferryboats changed from corporate ownership in 190G to individual ownership in 1916. Yachts were princi- pally owned by individuals both in 1916 and 1906. At both censuses a greater proportion of the number and tonnage of the unrigged craft was owned by indi- viduals, although the proportions were greatly de- creased at the later census. Table 12.— NUMBER AND GROSS TONNAGE OF VESSELS, BY CHARACTER OF OWNERSHIP AND BY OCCUPATION: 1916 AND 1906. VESSELS. TONNAGE. VALUE OF VESSELS. OWNEKSHIP AND CENSUS YEAB. Num- ber. I'er cent of total. Gross tous. Per cent or total. Amount. Per cent of total. Total: 1916 2,049 2,140 100.0 100.0 196, 426 100. 259,491 inn $5,744,486 4,586,791 100.0 1906 100 Individual: 1916 920 1,328 217 83 812 696 100 33 44.9 62.1 10.6 3.9 39.6 32.5 4.9 1.5 87,994 160,359 11,714 7,993 91,569 88,331 5,149 2,808 44.8 61.8 6.0 3.1 46.6 34.0 2.6 1.1 1,740,792 2,320,100 343, 800 125,200 3,432,776 2,064,641 227,118 76,850 30 3 1906 50.6 Firm: 1916 60 1906 2.7 Incorporated company: 1916 59.8 1906 45.0 All other: 1916 4.0 1906 1.7 Census year. TOTAL. INDIVIDUAL. FIKH. INCORPORATED COMPANY. .4LL OTHEB. 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 1916 1906 1916 19U6 1S116 1906 1916 1906 1916 1906 1916 1906 1916 1908 1916 1906 1916 1906 1916 1906 1916 1906 2,049 2,140 196, 426 259,491 920 1,328 87,994 160,3,i9 217 83 Il,7f4 7,993 812 696 91,569 88,331 lOO 33 5,149 2,sns 574 337 27,856 21,507 276 191 7,915 8, .557 60 22 1,296 85S 214 114 17,880 11,698 24 10 765 394 260 166 1.54 75 17 5 121 75 22 16 5 14 18,946 16,477 5,958 2,733 503 307 1,884 1,284 565 706 258 518 102 85 50 28 10 4, 109 6,046 L.TOfi 1,035 235 24 12 16 5 2 1 9 2 9 2 694 618 328 59 27 5 75 15 172 161 134 66 73 38 3 4 4 2 14, 0.83 9,577 3. 539 1,519 \M 302 74 19 3 15 4 2 236 495 Ferryboats ... 120 57 108 69 6 9 S 14 1,7.15 1,226 1.80 250 258 518 2 7 1 24 213 Sail 4 2S1 14 2 4 3 10 1,470 1,789 138 326 120 192 168,312 237,466 2 4 3 10 6.39 1,123 138 326 120 192 79,821 151,284 157 61 10,418 7,135 598 582 «_ 73,689 76,633 76 23 4,3S4 2,414 ' Includes craft propelled by machinery. ' Exclusive of three fishing vessels, :is fishing vessels were not included in 1906. CONSTKUCTION. Table 13 shows the number, gross tonnage, and value of vessels, by character of construction, for the years 1916, 1906, and 1889. In 1916 there were only 44 boats constructed of metal operating on canals and other inland waters and of this number 37 were steam vessels and 7 un- rigged. The vessels of composite construction formed a very small proportion of the total, both in 1916 and 1906, only 13, with a tonnage of 947, being reported in 1916, and 6, with a tonnage of 188, in 1906. All of these in 1916 and all except 1 in 1906 were steam vessels. No vessels of composite construction were reported in 18S9. The number of steam vessels of aU kinds operating on canals and other inland waters increased by 237, or 70.3 per cent, from 1906 to 1916; the tonnage in- 204 TRANSPORTATION BY WATER. creased 6,349, or 29.5 per cent; and the value relative gains were greater during the period from 1889 1,132,013, or 50.9 per cent. Except in tonnage, the to 1906. Table 13.— NUMBER. GROSS TONNAGE, AND VALUE OF VESSELS. BY CHARACTER OF CONSTRUCTION: 1916, 1906, AND 1889. Census year. TOT.IL. METAL. WOOD. COMPOSITE. CLASS AND OCCCPATIOII. Nural'Cr ot ves- sels. Gross tonnage. Value of vessels. Number of ves- sels. Cross tonnage. Value of vessels. Numlier of ves- sels. Grass tonnage. Value ot vessels. Number of ves- sels. Gross tonnage. Value of veiwols. Total 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 1906 1889 1916 190 Includes craft propelled by machinery. The average tonnage per vessel for all classes com- bined has decreased at each census since 1889, while, on the other hand, the average value per vessel and per ton has increased. The average tonnage and the average value per vessel of metal construction increased during the earher period but decreased during the later, while the average value per ton increased continuously. The average tonnage of wooden vessels decreased from census to census, but the average value per vessel and average value per ton increased. The several averages for vessels of composite construction mcreased noticeably during the 10 years from 1906 to 1916. The details of averages for metal steam vessels agree, in the general trend, with all metal craft, but the average value per vessel of wooden steam craft shows a decrease from 1906 to 1916, although the contrary is true of the sho\ving for the total for wooden vessels of all kinds. All craft of composite construction operatmg on canals and all other inland waters in 1916 were steam vessels. In 1906 one unrigged craft of this construc- tion was reported, which has since ceased operating as an active craft. The average value per vessel of the composite steam craft shows a smaller increase during the 10 years than the showing for the composite vessels as a whole, and the average value per ton has actually decreased. The total averages for sailing craft, all of which were of wooden construction, show an increase in the tonnage and value per vessel during the period 1906 to 1916, following a decrease for the previous period. The average value per ton has contmuously increased. The continuing decrease of average tonnage per vessel is shown also in the totals for unrigged craft, with increases in the average value per vessel and per ton. These conditions are specially marked in 206 TR.\XSPORTATION BY WATER. unrigged craft of metal construction, the increase from 1906 to 1916 in average value per vessel of tliis con- struction being 64.8 per cent and in average value per ton 459.3 per cent. Average tonnage per vessel of the wooden unrigged craft decreased at each census, but the average value per vessel and per ton increased. The composite type of unrigged, for which averages were sho'mi for 1906, was not reported for 1916. Considering the craft by occupations, the averages for ferryboats of all classes of construction combined, a-s well as for those of wooden construction, show marked decreases from 1906 to 1916. Ferryboats of metal construction appeared in 1916 for the first time, with large averages per vessel. The average tonnage for the freight and passenger steam vessels decreased at each census, but the average values per vessel and per ton increased, due principally to the introduction of vessels of the composite type. The averages for steam yachts decreased at each census, except that the average value per ton showed an increase from 1889 to 1906. The average value per ton of steam yachts of metal construction in- creased from 1906 to 1916, as well as the average tonnage of yachts of wooden construction and the average value per vessel and per ton of yachts of composite construction. Steam tugs and other towing vessels of composite construction show a very great increase in average tonnage and value per vessel, far exceeding freight and passenger vessels in these averages for 1916. The average value per ton, however, decreased. INCOME. Table 16 shows the income from vessels operatmg on the canals and other inland waters of New York state and of all other stat^ for 1916 and 1906. The increase from 1906 to 1916 in total gross income of all craft was S221,752, or 5.6 per cent, due principally to an increase in receipts from miscellaneous som-ces, which included towing, lightering, and dredging. There was a considerable decrease in the income from freight, although the receipts from this latter source still form the largest item of income and, notwithstand- ing its relative importance, dropped from 70.4 per cent of the total in 1906 to 48 per cent in 1916. Canals and other inland waters of New York state reported 51.2 per cent of the total income in 1916; 57.2 per cent of the income from freight; 2.3.2 per cent of the income from passengers; and 54.7 per cent of the income from miscellaneous sources. This is a marked change from the showing for 1906, when the percentages were 70.3, 78.9, 61.6, and 43, respectively. The great bulk of the total income and of that from freight and miscellaneous sources was reported by tow- ing vessels and unrigged craft. The decrease in total receipts for this class of craft is due whoUy to the reduc- tion in transportation on the canals and other inland waters of New York state. The increase in total re- ceipts of craft operating on the inland waters of aU other states was $864,799, or 73.5 per cent. The increase hi total receipts of towing vessels and un- rigged craft reported from these waters was $491,936, or 61.7 per cent. In 1916 these receipts were divided between freight, 53.3 per cent, and miscellaneous sources, 46.7 per cent; the receipts from the passen- ger traffic of these craft were insignificant. Table 16. — Gross Income — All Vessels and Craft, Exclusive OF Fishing Vessels, by Divisions and Occupation, with Per Cent of Increase: 1916 and 1906. DIVISION, OCCUPATION, AND CENSUS TEAR. Total: 1916. 1906. Per cent of increase '. $4,179,481 3, 957, 729 5.6 Freight and passenger— 1916 1906 Per cent of increase ^ To\«ing vessels and unrigged craft- 1916 1906 Per cent of increase ' All other— 1916 1906 Per cent of increase • New York state: 1916 1906 Per cent of increase ' Freight and passenger — 1916 1900 Per cent of Increase > To\ving vessels and unrigged craft — 1916 1906 Per cent of increase' All other— 1916 1906 Per cent of increase' All other states: 1916 1906 Per cent of increase Freight and passenger— 1916 1906 Per cent of increase ' Towing vessels and unrigged craft- 1916 1906 Per cent of increase ' All other— 1916 1906 Per cent of increase ' Total. 974,925 713,020 36.7 3,122,779 3,186,462 -2.0 81,777 58,247 40.4 138,557 781,601 -23.1 280,888 387,489 -27.5 ,833,346 1,388,965 -23.3 24,323 5,150 372.3 i, 040, 924 ,176,125 73.6 12,004,189 2, 787, 696 -28.1 694,037 325,531 113.2 ,289,433 797,497 61.7 57,454 53,097 8.2 Freight. S62.S,092 429,393 46.3 259,833 293,686 -11.5 1,735,494 2,489,290 -30.3 8,862 4,720 87.8 1,146,162 2,198,920 -4" - 98,05: 108,648 1,048,105 2,090,272 -49.9 858,02: 588, 776 45. 161,776 185,038 -12.6 687,389 399,018 (2.3 8,862 4,720 87.8 Pas- senger. $1,547,200 740,640 108.9 606,825 388,370 56.2 881 7,013 -87.4 20,386 34,010 -40.1 145,509 264,39: -45.0 142,138 259,037 -45.1 800 1,350 -40.8 2,571 4,010 -35.9 482,583 164,996 192.5 464,68: 129,333 259.3 81 5,663 -98.6 17,815 30,000 —40.6 All Other. 108, 267 30,964 249.7 1,386,404 690, 159 100.9 52,529 19,517 169.1 846,886 318,287 166.1 40,693 19,804 105.5 784,441 297,343 163.8 21,752 1,140 1,808.1 700,314 422,353 65.8 67,574 11,160 505.5 601,963 392,816 S3. 2 30,777 18,377 67.5 ' A minus sign (— ) denotes decrease. Diagram -i. — Gross Income — Ail Vessels and Craft, Exclu- sn'E OF Fishing Vessels, by Division and Sottsce op Income: 1916 AND 1906. N(W VOBK 6TATE ■ eie tsoe isie leoe ^^^^^W...............^ Y////////////// i ^^"" HUNOaEOC OF r>40u6AN0S or DOLl^AFtS PASSENGER CANALS AND OTHER INLAND WATERS. 207 Diagram 5. — Gross Income — All Vessels and Ceaft, Exclu- sive OF Fishing Vessels, by Dh'ision and Occupation: 1916 and 1906. HEW Yonx <^Ti'i: ^^\^W//////A ■ ■ w >^Mff/mn/m ' ■ <^_„_ \\: " ■ r -^ 20 MurvoneOS Of THOUSANDS OF OOCi-APS «»€|QXT AMO A»ste»»GCR ^^^^TOWINO *«0 UNBiQOEO EMPLOYEES AND SALARIES AND WAGES. Table 17 shows the number of employees and sal- aries and wages for canals and other inland waters of New York state and of all other states, by divisions, for 1916 and 1906. Table 17. -Employees and Salaries and Wages, by Divisions: 1916 AND 1906. DmSIOS, EMPLOYEES, AND CENSUS TEAK. Number of em- ployees. Salaries and wages. Total: 1916 3,674 4,118 $1,474,378 1,543,486 1906 On vessels: 1916 3,168 3,731 506 387 198 126 308 261 1,263,885 1 361 030 1906.. . On land: 1916 210, 493 1906.. 182, 456 Officers, managers, clerks, etc.: 1916 130,266 81 497 1906 AU other: 1916 80,227 1906 100,959 New York state: 1916 1,656 2,710 1,490 2,472 166 238 74 92 92 146 2,01S 1,408 1,678 1,259 340 149 124 34 216 115 674.220 1906 1,020,715 On vessels— 1916 590,788 920,260 83,432 1906 On land— 1916 1906 100,455 50,015 Officers, managers, clerks, etc.: 1916 1906 51,695 AU other 1916 33,417 1906 45,760 800,158 522, 771 .411 other states: 1916 , 1906 On vessels— 1916. 673,097 440, 770 1906 On land— 1916 . 127, 061 1906 82,001 Officers, managers, clerks, etc.— 1916 80,251 1906 28,802 All other— 1916 46,810 1906 55,199 The total number of employees and the amount paid in salaries and wages decreased from 1906 to 1916. These decreases, however, were confined to the canals and other inland waters of New York state. The total nimiber of employees decreased 444, or 10.8 per cent; salaries and wages, which included board and lodging, $69,108, or 4.8 per cent. For canals and other inland waters of New York state the number of employees in 1916 decreased 1,054, or 38.9 per cent, and the salaries and wages $346,495, or 33.9 per cent. The number of employees on vessels in 1916 formed 86.2 per cent of the total employees, compared with 90.6 per cent in 1906, and their salaries and wages con- stituted 85.7 per cent of the total in 1916 and 88.2 per cent in 1906. In 1916 canals and other inland waters of New York state had a total of 1,656 employees — 17.9 per cent less than the number reported for all other inland waters — and their salaries and wages amounted to $674,220, or 15.7 per cent less than for the latter division, and represented 45.1 per cent of the total number of employees and 45.7 per cent of the total salaries and wages. In 1906 New York state had a total nimiber of 2,710 employees, with salaries and wages of .$1,020,715, these being, respectively, 65.8 and 66.1 per cent of all reported. In showing number and compensation of employees, 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 in 1916, 39.1 per cent were officers, managers, clerks, etc., compared with 32.6 per cent in 1906; and their salaries constituted 61.9 per cent of the total salaries and wages paid on land, compared with 44.7 per cent in 1906. CHARACTER OF PROPUT.SION AND HORSEPOWER. Table 18 shows, for vessels propelled by machinery on canals and all other inland waters, the occupation, character of propulsion, and horsepower of engines for 1916 and 1906. Table 18. — Character of Propulsion and Horsepower op Vessels Propelled by M.4.chinery, by Occupation: 1916 and 1906. CHARACTER OF PROPULSION. HOBSEPOWEB OF ENGINES. OCCUPATION AND CENSUS TEAK. Total. Screw (num- ber). Side wheel (num- ber). Stem wheel (num- ber). Total. Steam. Oaso. line. AU other. Total: 1916 1906 574 337 464 285 14 18 96 34 43,085 28,128 35,160 28,402 7,925 1,708 ■ "ia Freight and passen- ger: 1916 260 166 154 75 17 5 121 75 22 16 218 129 121 68 8 2 no 73 7 13 6 13 S 2 3 3 36 24 28 5 6 11 2 15 3 25,800 17,324 11,486 5,283 58« 822 4,618 4,111 595 586 22,10* 17,028 10,933 4)988 214 822 1,661 3,061 248 503 3,696 296 553 295 372 1906 Tugs and othertow- ing vessels: 1916 1906 Ferryboats: 1916 1906 Yachts: 1916 2,957 1,034 347 83 1906 18 Miscellaneous: 1^16 1906 Vessels fitted with screw propellers greatly pre- dominated, representing 80.8 per cent of the total in 1916, compared with 84.6 per cent in 1906. 208 TR.^NSPORTATION BY WATER. The steam horsepower formed 81.6 per cent of the total in 1916, the proportion having decreased from 93.9 per cent in 1906. The proportion which the hoi-se- power of gasoline engines formed of the total increased from 6.1 per cent in 1906 to 18.4 per cent in 1916. In 1906 gasoline engines were used most extensively by yachts, but in 1916 by freight and passenger vessels. FREIGHT. In considering the statistics of freight, it must be remembered that the figureswere obtainedfrom owners 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 carrying more freight or spending a greater part of the season on the navigable rivers or in the harbors of New York are included under subdivi- sions of waters other than canals and other inland waters of New York state; as, for instance, under the Atlantic coast and Gulf of Mexico section of this report. The statistics, therefore, do not show sepa- rately all the freight carried on the canals and inland waters of the state. Tables 1 and 30 are the only tables of this section showing the amount of freight lightered. Some of this lightering was done on the different canals of New York state and some in the harbors of New York and Buffalo. The total lighterage returned for the canals and other inland waters of New York state in 1916 was 296,982 tons, and that for all other inland waters, 219,871 tons. In 1906 this lighterage amounted to 209,590 tons for canals and all other inland waters of New York state and 18,300 tons for all other inland waters. Table 19 shows the quantities of the various kinds of commodities shipped for 1916 and 1906. Table 19. — Freight Shipped, by Commodities: 1916 and 1906. COMMODITT. QUANTITY (TONS OF 2,01)0 POUNDS). 1916 1906 2,542,626 3,716,765 ' 2,640 17,054 933,961 40 2,903 11,119 80,426 70,243 16, 871 > 166,405 2,315 » 1,072 3,281 25,673 903,640 304,983 1,110 79, 754 Coal 899,593 1,413 Flour 4,696 15, 867 499,340 Ice 71,029 36, 612 •369,576 7,729 •592 7,775 11,750 924, 351 785,578 1 Equals 112,199 M feet. 'Equals 226,752 M feet. ' Equal * Equal ! 5,418 barrels i 2,630 barrels The total quantity of freight shipped in 1916 was less than the amount shipped in 1906 by 1,174,139 tons, or 31.6 per cent, due principally to the decrease in the amount of grain, lumber, and miscellaneous merchandise shipped — 83.9 per cent for grain, 55 per cent for lumber, and 61.2 per cent for miscellaneous merchandise. Coal was the principal commodity shipped in 1916, constituting 36.7 per cent of all shipments reported, and stone, sand, etc., was second, with 35.5 per cent. In 1906, stone, sand, etc., was first, with 24.9 per cent of the total, and coal second, with 24.2 per cent. Freight on inland waterways of New York. — The statistics in Tables 20, 21 , and 22, for canals only, were taken from the Report of the Superintendent of Pub- Uc Works of the State of New York, 1916. They do not include freight carried on the other inland waters of the state, as the census statistics do. Table 20 shows the total number of tons of freight carried on the canals of New York state in 1916 and 1906. Table 20. — Canals of New York — Freight Carried, bt Canals: ' 1916 and 1906. CANAL. QUANTTTY (TONS OF 2,000 POUNDS). 1916 I»OC Total 1,625,050 3,540,907 Erie 917,689 506,528 135,948 44,421 20,464 2,385,491 740,983 172,228 164, 874 77,331 1 From Report on Canals of the Superintendent of Public Works of the State of New York, 1916, pp. 356 and 360. The decrease shown in the amount of freight carried on the canals in 1916 as compared with 1906 was 1,915,857 tons, or 54.1 per cent, the greater part of this loss — 1,467, 802 tons, or 76.6 per cent — being shown for the Erie Canal. In 1906 the traffic reported from this canal amomited to 67.4 per cent of the total, whereas in 1916 it amounted to only 56.5 per cent. The Champlain Canal, although showing an actual de- crease from 1906 to 1916, increased its proportion from a httle over one-fifth in 1906 to nearly one- third in 1916. The combined traffic for the three remaining canals represented 11.7 per cent of the total in 1906 and 12.4 per cent in 1916. Table 21 shows the way and through freight, east and west bound, on canals of New York state, by commodities, for 1916. Over three-fourths of the total traffic on the canals of New York was way freight, the leading commodities being stone, lime, and clay, lumber and timber, and coal. Lumber and timber and coal constituted the largest part of the through freight. Although not shown in this table, in 1906 total way freight amounted to 2,534,493 net tons, and the through freight amounted CANALS AND OTHER INLAND WATERS. 209 to 1,006,414 net tons. In 1916 the way freight was through freight 397,062 net tons, a decrease of 60.5 per 1,227,988 net tons, a decrease of 51.5 per cent, and the [ cent. Table 21.— CANALS OF NEW YORK— WAY AND THROUGH FREIGHT, CARRIED EAST AND WEST, BY COMMODITIES: 1916.' Aggregate (tons 012,000 pounds). W.lir FREIGHT. TUKOUGH FEEIGHT. COMMODITY. Total (tons of 2,000 pounds). East (tons of 2,000 pounds). West ftons of 2,000 pounds). Total 1 tons Of 2,000 pounds). East ftons of 2,000 pounds;. West 'tons of 2,000 pounds). Total 1,625,050 1,227,988 953,912 274,076 397,062 229,386 167,678 Barley malt 20,749 213,206 118,170 9S, 667 5,901 270, 821 22, 177 2,139 69, 922 32,011 642,911 3,836 124,510 1,680 126,704 87,442 98,667 320 77,828 86,242 98,&49 1,360 48,876 1,200 18 l'.i,069 86, .502 30,728 19,069 450 23,628 Coal 86,052 5,100 Grain Ice Iron ore .i,96i 142,414 22,057 5,901 141,467 22,057 Lumber and timber . 128, 407 120 2,139 69,922 32,041 588,515 3,836 8S.515 126,427 1,980 120 947 Pigiroa andsteelrails 2,139 69,922 32,041 414,224 Pulp wood Salt, domestic 174,291 3,836 42,395 M,396 102 5i,2»4 46,120 35.995 14,712 From Report on Canals of the Superintendent of Public Works of the State of New York, 1916, pp. 246 to 260. Atlantic coast and Gulf of Mexico division, from which the greater part of their activity was reported. Table 22 shows, by commodities, the quantity of canal freight shipped down the Hudson River to New York City for 1916 and 1906. Table 22. — Canals op New York — Freight to New York City, by Commodities: 1916 and 1906.' COHHODIT7. Total., Barley malt - Coal Grain Ice Iron ore Lumber and timber Pig iron Potatoes Salt, domestic Stone, lime, and clay Miscellaneous merchandise. . QDANTrrr (tons of 2,000 POUNDS.) 1916 385,149 19,462 M,692 82,425 5,902 153, on 21,423 1,614 27,972 26,375 21,213 9.53,202 230 290, 513 93, 072 29,643 231,165 12,942 (') (") 104, lis 191,519 > From Reports on Canals of the Superintendent of Public Works of the State of New York, 1916, pp. 294 to 296; and 1906, pp. 280 to 2»4. s Included in "Miscellanpous merchandise." There were 385,149 tons of freight moved from canals down the Hudson River to New York City in 1916, a decrease of 568,053 tons, or 59.6 per cent, from that reported for 1906. In 1906 grain was the most impor- tant commodity shipped, ranking just ahead of lumber, but in 1916 it ranked fifth among the commodities shown in the table, decreasing 91.2 per cent. Lumber ranked first in 1916, although the quantity shipped in 1916 was less by 33.8 per cent than the quantity shipped in 1906. Ta])le 23 shows, by commodities, the freight carried by boats on the canals and other inland watere of New York state, the census totals being given and com- pared with the total from the New York state report, for 1916 and 1906. Certain canal boats operated only a part of the year on canals and rivers above tidewater, their stay being longer, or the quantity of freight carried by them greater, in harbors or on rivers below tidewater. Statistics for these boats are, therefore, included in the 116515°— 20 14 Table 2.3. — Canals and Other Inland W.\ters of New York St.\te — Freight, by Commodities: 1916 and 1906. COMMODITY AND CENSUS TEAE. Total: 1916 1906 Canned goods: 1916 1906 Cement, brick, and lime: 1916 1906 Coal: 1916 1906 Flour: 1916 1906 Fruits and vegetables: 1916 1906 (irain: 1916 1906 Ice: 1916 1906 Iron ore: 1916 1906 Lumber: 1916 1906 Naval stores: 1916 1906 Petroleum and other oils: 1916 1906 Phosphate and fertiliier: 1916 1906 Pig iron and steel rails: 1916 1906 stone, sand, etc.: 1916 1906 .^Iiscellaneous merchandise: 1916 1906 CENSUS EEPORT. Total (tons 012,000 pounds). 1,307,984 2,584,722 ,890 ,000 28,888 89,739 242, 472, ,026 277 i,451 1,546 53, 472, 110. 90, 196, 318, ;.215 ,526 378 462 759 ',775 341. 342, 227. 714, 703 Canals and all other inland waters of New York state (tons of 2,000 pounds) 1,120,762 2,502,891 1,890 1,000 13,623 77,464 213.064 453,709 2,026 277 6,451 15,546 52,963 466,977 70.179 68,059 16,871 36.612 160,382 317,440 2.215 7,526 378 462 759 7,775 25.472 11,370 330.568 335.176 223.921 703,498 .\tlantic coast and Gulf of Mexico (tons of 2,000 pounds). New York state report (tons of 2,000 poiinds). 187,222 '81,831 1,625.050 3,540,907 15,265 12,275 28.949 18,948 720 5.976 40.207 22,059 51,328 1.255 35.837 1,409 1,044 11.268 7,527 3.648 11.338 («) (') (') (') 213.206 545,941 (») 300 («) (•) 118,170 554,291 98,667 116,906 5.901 31,446 270,821 672,023 (•) {«> (•) (") 13.903 22.177 15,517 642.911 910,497 233.197 1 In addition, there were 117,500 tons of cement cirricd on the Delaware and Hudson Canal, a walerwav not owTied bv the slate, the statistics for which were not included in the New York state report. ' Included in *' Miscellaneous merchandise.*' > Included in "Stone, sand, etc." 210 TRANSPORTATION BY WATER. .Uthough the total tonnage reported by the Census Bureau is smaller than the total taken from the New York state report, most of the separate commodities compare favorably. The inconsistencies are attril)- uted more to differences in statistical methods than to errors or omissions by either the Census Bureau or the New York state officials. Table 24 shows shipments and receipts, by commodi- ties, for New York City, other Hudson River ports, and all other ports for 1916 and 1906. Table 24. -HUDSON RIVER AND NEW YORK CITY — FREIGHT TO AND FROM NEW YORK CANALS, BY COM- MODITIES: 1916 AND 1906. COMMOUIiy. Census year. AgRTCgate traffic (tons of 2,000 pounds). TOTAL (TONS OP 2,000 POUNIJS). NEW YORK CTTY (TONS OF 2,000 POUNDS). ALL OTHER HTTDSON RIVER PORTS (TONS OF 2,000 POUNDS). ALL OTHER PORTS (TONS OF 2,000 POUNDS). Receipts. Shipments. Receipts. Shipments. Receipts. Shipments. Receipts. Shipments. Total 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 1916 1906 846,120 2,046,145 429, 474 1,070,881 416,646 975, 2M 286, .586 834,706 159,310 425,309 46,200 21,657 72,662 18, 534 96,688 214,518 184,774 531 421 19, 124 72,642 133,250 600,592 1,883 7,468 85,054 364,652 119,258 29,849 5,418 18,803 141,524 325,390 3,533 9,138 400 7,615 49,544 8,820 109,631 121,656 177,501 579, 520 9,562 54,816 30,031 190,719 1,046 7,284 42,527 362,681 59,629 26,999 2,709 17,778 124,832 205,956 1,318 1,612 200 2,283 25,105 0,791 48, .384 60,735 84,131 127.227 9,5f,2 17,826 103,219 303,873 837 184 42, 527 1,971 59,629 2,8.10 2,709 1,025 16,092 119,434 2,215 7, .120 200 5,332 24,439 2,029 61,247 60,921 93, 370 452,293 6,450 50,878 a36 39,514 1,(M6 7,2M 40,422 360, 739 58,129 26,199 1,194 840 115,727 200,309 458 9,791 69,299 120,198 900 440 7,690 7,876 2,029 3,790 33,920 9,241 2,212 3,498 21,505 149,329 7,075 Coal 4,245 Fruits aBd vegetables . 174,434 837 75 2, 105 1,191 109 2,105 602 40,422 1,440 1,.500 800 1,.515 200 9,105 3,225 297 780 lee 8,575 2,850 1,075 51,054 Iron ore 1,6.34 16, 732 1,025 580 8,757 2,215 7,497 200 5,178 691 492 15,421 2,362 1,021 1,612 200 2,129 110,186 29 PhnspiiffA nrifi fert,JH'*r 154 19, .V4 5,931 4,022 29,310 39,196 113,482 1.14 Pig iron and steel rails 5,541 24,4.39 975 1,054 39,246 50,619 4.5,207 215,049 800 39,782 29,155 29,863 8,339 Stone, sand, etc 4,. 580 2,270 1.1,072 5, 406 16,179 1,463 10,093 698 S,822 2,939 38,070 236,546 In 1916 the total freight traffic on the Hudson River to and from New York canals, which is also included in the statistics for canals and other inland waters of New York state, amounted to 846,120 tons, a decrease of 1,200,025 tons, or 58.6 per cent, from the tonnage in 1906. Lumber, coal, and ice were the leading commodities reported, most of the lumber and ice being received at New York City. Lumber was eastbound freight, and coal, naval stores, and stone, sand, etc., were eastern products shipped west. Table 25 shows the freight carried on the Hudson River, whether shipped or received. The figures represent not only the quantity shown in Table 24, but include that in the division of Atlantic coast and Gulf of Mexico as carried to and from the canals of New York and to and from Hudson River ports. In 1916 as in 1906 the traffic up and down the Hudson River was heaviest at river ports where the freight was either received or delivered at the ports of the Atlantic coast and Gulf of Mexico. The next heaviest traffic, both shipments and receipts for each census, was at canal ports of the state of New York. For both of these sources of freight there was a decrease as compared with 1906, the net decrease m the total being 2,189,802 tons, or 25.3 per cent. Tahle 25.— Hudson River Traffic: 1916 and 1906. SOURCE. TONS OF 2,000 POUNDS. 1916 1906 Total . 6,465,078 8,654,880 To andfrom New York canals (included in Canals and other inland waters of New York state) 840,120 187,222 5,431,736 2,046,145 To and from New York canals (included in Atlantic coast and Gulf of Mexico) 81,831 Toandfrom river ports(included in Atlantic coast and Gulf 6,520,904 Table 26 shows the receipts and shipments of freight by commodities, for the Hudson River,for 1916 and 1906. CANALS AND OTHER INLAND WATERS. 211 Table 26.— HUDSON RIVER RECEIPTS AND SHIPMENTS OF FREIGHT, BY COMMODITIES: 1916 AND 1906. COMMODITY AND CENSUS YEAR. Total (tons of 2.n<)0 poimds). Received from river, canal, and outside ports (tons of 2,000 pounds). Shipped to all canals and outside ports (tons of 2,000 pounds). COMMODITY AND CENSUS YEAR. Total (tons of 2,000 poands). Received from river, canal, and outside ports (tons of 2.000 pounds). Shipped toaU canals and outside ports (tons o£ 2,000 pounds). Total. 1916 0,465,078 8,654,X80 1,291,689 1,751,255 5,173,3S9 6,903,625 Iron ore: 1916 111,017 21,134 198,666 571,437 5,043 9,138 138,381 519 1,759 8,907 56,958 28,429 2,025,381 1,836,481 031,261 1,335,678 2,712 17,778 132,099 211,876 2,818 1,612 138,200 424 1,437 3,575 25,110 14,950 251,510 107,488 297,135 451,441 108,305 3,3S& 1906 1906 Canned goods: 10,395 16,322 1,433,748 2,039,452 817,110 1,079,712 1,914 7,057 34,221 31,029 86,602 370,861 912,622 1,298,124 9,405 8,755 38, .179 103,606 272,725 417,732 1,126 6,926 13,514 14,212 42,840 362,081 62,419 28,199 930 7,567 1,395,169 1,935,846 544,385 601,980 788 731 20,707 16,817 43,762 8,180 850,203 1,209,925 Lumber: 1916 66,567 359,561 1910 1906 1906 Naval stores: 1910 Cement , brick, and lime: 2,225 7,526 1916 1906 Petroleum and other oils: 1916 . .. Coal: 181 95 1916 1900 1906 Phosphate and tertiliier: 1916 Flour: 1910 5,332 31,848 13,479 1900 Fruits and vegetables: Pig iron and steel rails: 1916 1916 1906 1906 Stone, sand, etc.: 1916 Grain : 1 773 871 1916 1906.. l|728|99a 1906 Miscellaneous merchandise: 1910 Ice: 334,126 884,237 1916 1906 1906 ; Traffic with Cajiada. — A considerable amount of freight came into New York from Canada and left the state for Canada, via Lake Champlain, Richelieu River, and the Sorel Canal. This traffic was carried on wholly in unrigged boats and there was little diversity in the character of cargoes carried. The incoming tonnage of 178,453 exceeded the exports by 35,573 net tons. The imports consisted of 115,228 tons of lumber, 666 tons of pig iron, 209 tons of fruit, and 62,050 tons of miscellaneous freight. The principal exports were 97,717 tons of coal, 14,162 tons of iron ore, 14,944 tons of stone, 707 tons of naval stores, and 15,350 tons of miscellaneous freight. Three hundred tons, or 150 M feet, of lumber shipped into the United States from Canada over the same water- courses was delivered in Vermont. Freight on inland waterways of states oth^r than New Yorli. — Table 27 shows, by states and geographic di- visions, the freight traf&c on the canals and other in- land waters of states, exclusive of Xew York, for 1916. Table 27. -FREIGHT CARRIED ON CANALS AND OTHER INLAND WATERS OF STATES, EXCLUSI\^ OF NEW YORK. BY COMMODITIES AND BY DIVISIONS AND STATES: 1916. Total freight (tons). ' Ce- ment, Coal (tons). Cot- ton (tons). Flour Uons). Fruit? and vege- tables (tons). Grain (tons). Ice (tons). Lumber. Petroleum andotheroils. Phos- phate and ferti- liser (tons). Pig iron and steel rails (tons). Stone, sand, etc. (tons). To- l>acco (tons). Mis- cella- tooSf bric^. »™=)- lime (tons). Tons. .\£.(eet. stores (tons). Tons. Bbls. chan- dise (tons). United states... 1,421.864 7.50 3,431 720. S97 40 S77 4,668 27,-! 63 04 6,023 3,242 100 694 3,321 2,522 201 573,072 5 81,037 North Atlantic divi- sion 638, 606 18, 282 S02 17,800 1.52,880 448,842 190,239 181,759 1.380 7,100 490,608 35,165 261,574 170,225 16,0.i6 7,588 1,487 640 847 100,924 21,077 73, .560 335 3,8;t9 1,191 1% 196 31 31 447,340 531 127 127 75 75 531 531 5 5 1,801 524 939 202 100 100 59 2 295 10 HO 100 75 75 154,006 50 5 5 34,109 15,930 802 Maine. New Hampshire . . Vermont 1,420 120,110 325,285 177.002 177,002 1,239 657 1.100 32, 770 120,086 5,3.80 380 14, oa New Jersey 57 285 40 2,3.82 702 9S0 70O 3,336 4,342 2,942 South Atlantic divi- 400 8 8 725 725 ■ Virfrinia 400 13 5,000 350, .569 21,165 2-59,882 69,047 475 1,400 22,023 14,000 North Central division Ohio 67 2,507 96,470 98 3,268 13,881 1,459 740 193 1,058 Illinois 67 20 2,490 51 50 S8,4S0 440 7,500 60 '■■'is' 70 50 1..500 1,237 II. 144 120 4.50 889 00 224 456 13 5,2.56 2,7,1 Minnesota 1.59 34 908 1.50 Missouri South Central division 10 io" 477 ""sis' 10 10 423 240 152 40 2 40 .55 .55 133 133 07 07 5 1 132 Arkansas 00 19 40 2 042 60 489 1,325 174 68.5 40 1 2. 2.86 11,123 907 ::;:::::::■ 695 Western division Montana 4 2 2,6.30 1,415 662 1,496 725 375 442 2 354 1,968 10 1,569 113 63,112 19.451 8,063 6,659 7 113 63,112 Washington 115 4 12 19 12 73 20 388 12 CO 83 113 2 260 26 267 165 14 217 52 20 14 235 90 04 2,842 977 Oalirornia 922 575 > AH tons of 2,000 pounds. 212 TRANSPORTATION BY WATER. The North Atlantic division exceeded all others in total quantity of freight carried on canals and other inland waters, having 638,606 tons,«or 44.9 per cent of the total, and the North Central division was second, with a tonnage of 490,608, or 34.5 per cent. The leading state in total freight traffic was Pennsyl- vania, with 448,842 tons, or 31.6 per cent of the total, Elinois rankmg second, with 261,574 tons, or 18.4 per cent. The information following is shown by states, ar. ranged according to the order in which they are presented in Table 27. Maine. — The freight reported as carried on inland waterways of this state was of a heterogeneous char- acter. It was carried between ports on five lakes of the state, of which Moosehead was most important. Freight on Lakes op Maine: 191G. Quantity (tons of 2,000 pounds). Total Moosehead North Twin and South Twin Eangely Sebago New Hampshire. — All freight reported for this state was carried on Lakes Sunapee and Winnepesaukee, and was of a miscellaneous class. For Lake Winne- pesaukee, 517 tons were reported and for Lake Sunapee 285 tons. Vermord. — Lake Champlain is the only body of water in this state for which freight was reported. The Bureau of the Census has classified the shipments in such a manner as to give fidl credit for transactions originating on the Vennont side of the lake to the state of Vermont, and those originating on the New York side to the state of New York. Figures for New York state traffic may be found in that part of the report which deals specifically with the inland watera of New York state. Commodities amounting to 17,800 tons were shipped, of wliich coal constituted 1,420 tons, lumber 1,239 tons, and stone 1,100 tons. The remainder was of a miscellaneous character. In addition, 1,100 tons of freight were lightered on the Vermont side of Lake Champlain. New Jersey. — The freight reported by this state was carried on canals exclusively. Of the total, 120,110 tons were coal and 32,770 tons sand and stone. The relative importance of the two canals may be judged from the accompanying statement. Freight on Canals of New Jersey: 1916. C.4N.VL. Quanlitv (tons of 2,000 pounds). Total 152.880 Delaware and Raritan 151,180 Morris . . 1,700 Pennsylvania. — The census returns for inland water transportations of this state included freight carried on the Lehigh Coal and Navigation Co.'s canals, and on the Susquehanna, Lehigh, and Schuylkill Rivers. A very large quantity of freight reported for the Dela- ware River, whose principal port is Philadelphia, and for the Allegheny, Monongahela, and Oliio Rivers, whose chief port is Pittsburgh, is credited to the Atlan- tic coast and the Mississippi River divisions and not to that of Canals and other inland waters. Freight on Waterways op Pennsylvania: 1916. WATERWAY. Total. Lehich Coal and Navigation Co. canals Susquehanna Uiver I.ehigh River Schuylkill River Quantity (tons of 2,000 pounds). 448,842 171.276 125,057 121,205 31,304 Coal was the chief commodity transported over these waterways, aggregating 325,285 tons. The smallest quantity, 16,461 tons, was carried on the Susquehanna River. Lightering was extensive on in- land waterways of this state, the tonnage amounting to 120,659. Maryland. — Canal traffic in 1916 was limited largely to the shipment of coal over the Chesapeake and Ohio Canal, wliich has terminals at Washington, D. C, and Cumberland, Md. A small quantity of miscellaneous freight was carried from Washington to various points en route. Virginia. — Inland water traffic was incident to the operation of the Chesapeake and Ohio Canal, a consid- erable quantity of phosphate being shipped from Alexandria, Va., to farmers along the canal in Mary- land. Shipments from Alexandria, Va., over the Potomac River are credited to the Atlantic coast traffic. Georgia. — Returns from this state were confined to the two rivers Oostanaula and Coosa, on which 7,100 tons were carried. The greater portion, 5,000 tons, was stone and sand, but 700 tons were phosphates. Ohio. — The principal shipments reported for Ohio were carried over the Miami and Erie Canal and the Sanduskj' River. Sand and stone, amounting to 21,165 tons, were the most important commodities. Thirty-two thousand tons of sand were lightered on theMaimiee River. Illinois. — The freight reported for this state was carried on three canals — Illinois and Mississippi, Chi- cago Drainage and Ship, and the Illinois and Michigan. Freight on Canals op Illinois: 1916. Total. Chicago Drainage and Ship., Illinois and Michigan Illinois and Mississippi Quantity (tons of 2,000 pounds). 261,574 258,657 217 2,700 CANALS AND OTHER INLAND WATERS. 213 Stone and sand were the principal commodities, aggregating 258,657 tons, all carried on the Chicago Drainage and Ship Canal. Grain was the chief com- modity carried on the Illinois and Mississippi Canal, amounting to 1,500 tons. Wisconsin. — The largest quantity of freight carried on the inland waters of this state was 166,195 tons, reported for Winnebago Lake, of which coal and stone were the principal commodities, 88,480 tons of the former and 69,047 tons of the latter being reported. Freight was also reported for Buffalo Lake and for Paj-gan Lake, and for the Fox and Wolf Rivers. Ship- ments were heavier on the lakes than on the rivers. Freight on Waterways of Wisconsin : 1916. LAKE AXD RIVER. Quantity (tons of 2.000 pounds). 170,225 53 712 3,225 166, 195 40 Woir River Minnesota. — Reports were received for trafTic on seven of the lakes of Minnesota and on Rainy River. The three lakes reporting the hea-viest shipments were Big Stone Lake, with 8,404 tons of freight, mostly grain; Lake Traverse, with 4,065 tons of grain, lumber, and stone; and Vermillion Lake, with 825 tons of, miscellaneous freight. Various kinds of freight were shipped over Rainy River. Freight ox Waterways op Minnesota: 1916. LAKE AND RHER. Quantifv (tons of 2,000 pounds). Total 10.056 Big Stone Lake 8 4(H ■200 Minnprnnlrn Lakfl 400 Rainy Lake 615 Red Lake Traverse Lake 4 065 Missouri. — The only inland waterwaj^ in Missouri on which traffic was reported separately from the traffic on the Mississippi and its tributaries was the Little River. The total freight reported for that river was 7,588 tons, which was mostly coal. Louisiana. — A small quantity of freight, 640 tons, was reported from tliis state. It was mostly miscel- laneous supplies shipped to the various oil mines located on the shores of Lake Caddo. A7-jLansas. — Tlie freight reported from this state was carried on the Little River, a tributary of the Red River, and on two small lakes. Coal, cotton, and grain were the principal commodities reported, but there were also 695 tons of miscellaneous merchandise carried. Montana. — Grain was the chief commodity carried on the inland waterways of this state, 11,074 tons being reported from Flathead Lake. Lumber was the next most important commodity. Some lighter- age was also reported. Freight on Lakes in Montana: 1916. LAKE. Quant it V (tonsol 2,000 pounds). Total - 21 , 077 Flathead 20,254 156 McDonald 667 Idaho. — The freight reported as carried on the inland waterways of Idaho is shown for boats operat- ing on two lakes and two rivers. There was 64,771 tons, all stone and sand, reported for Pend Oreille Lake. Freight on Waterways op Idaho: 1916. LAKE AND RIVER. Quantity (tons of 2,000 pounds). TotaL.: 73 560 7,SW 454 Pend Oreille Lake 64 771 '531 Arizona. — ^The Colorado River was the only water- course reporting freight for this state, with a tonnage of 335, aU miscellaneous merchandise. Washington. — Reports were received for traffic car- ried on Lakes Chelan and Whatcom and Clark Fork River, and a small quantity on Columbia River, the total traffic amounting to 3,839 tons, mostly of a miscellaneous nature. Oregon. — Klamath Lake, the most important body of water from which freight was reported, showed 1,062 tons, mostly miscellaneous merchandise. A small quantitj' was carried on Goose Lake, and also on the Columbia River, where the shipments were from bank to bank in Washington and Oregon. California. — Lumber was the principal commodity reported for Lake Tahoe. A miscellaneous class of freight was carried to the Nevada side. PASSEXGEKS. Table 28 shows, for Xew York state and aU other states, the num])er of regular and excureion passen- gers carried on steam vessels for 1916 and 1906. 214 TRANSPORTATION BY WATER. Table 28. — Canals and Other Inland Waters of New York State and All Other States — Passengers on Steam Vessels, BY States: 1916 and 1906. STATE AND CENSUS TEAS. Total. Regular. Excursion. Total: 1916 1,994,236 1,871,769 1,415, .549 1,359,648 578 687 1906 512,121 New York: i 1916 622,815 828,932 1,371,421 1,042,837 565,895 580,246 849,654 779,402 56,920 248,686 .521 767 1906 All other states: 1916 1906 263] 435 California— 1916 ... . 8,,8.i2 1,200 111,842 500 21,000 8.852 1,200 110,616 500 18,000 1906 Idaho— 1916 1,226 1906 Iowa- mis .. . . 3,000 1906 1 Maine— 1916 1906 JL 97,840 S3, WO 14,800 Massachusetts — 1916 46,4.50 35,000 98, 1.50 96,601 288,6.54 784,648 35,008 3,287 70,261 28.4.50 35,000 10,800 16,301 273,232 631, '236 32,858 2,419 59,361 18,000 1906 Michican— 1916 87,350 1906 80,300 Minnesota— 1916 15 4.32 1906 153,412 2 1.50 Montana — 1916 1906 868 New Hampshire— 1916 10,900 1906 Ohio— 1918. . . 31,760 5,760 26,000 1906 Oregon— 1916 74,204 8,119 232,974 73,714 6,119 20,876 490 1906 2,000 212,098 Pennsylvania — I9l6 1906 Vermont—" 1916 10,136 10,136 1906 Washington— 1916 24,019 30,067 220,271 70,7.80 22,607 28,440 91,362 48,352 1,412 1906 . . . . .. 1,627 Wisconsin — 1916 . . . ... 128,909 1906 22,428 riinois— 1916 1906 800 SOO North Dakota— 1916 1906 1,835 1,835 West Virginia— 1916 . J906 10,000 8,000 2,000 > Includes 172,818 regular passengers and 646 excursion passengers from 'Vermont side of I>ake Chamnlain. 2 Passengers carried on Lake Champlain not included. There were 1,994,236 regular and excursion pas- sengers reported as carried by steam vessels on the canals and other inland water^vays of the United States in 1916, an increase of 122,467, or 6.5 per cent, over the number reported for 1906. In 1916 New York pas- sengers represented 31.2 per cent of the total, as com- pared with 44.3 per cent in 1906. The greatest gain for the decade was in the number of excursion pas- sengers, 66,566, or 13 per cent. These passengers in 1906 represented 27.4 per cent of the total and 29 per cent in 1916. While only 13 states reported passengers on inland waterways in 1906, 16 states reported them in 1916. Three of the states, Illinois, North Dakota, and West Virginia, included in the 1908 census, made no report of passengers carried in 1916, but 6 new states were added, Iowa, Maine, New Hampshire, Ohio, Pennsylvania, and Vermont, with a combined traffic of 463,971 passengers. Very marked increases are shown for Wisconsin and Idaho, mostly in regular passengere. Three states, New York, Minnesota, and Wasliington, show a de- crease in total number carried, involving a decrease in both regular and excursion. Massachusetts and Michigan show a decrease in regular passengere .only, and Oregon a decrease in excursion passengers. The decrease was most marked in Minnesota, 495,994, or 63.2 per cent, in the total number, and 137,980, or 89.9 per cent, in excursion passengers. New York was second in absolute decrease in the total number, 206,117, or 24.9 per cent, with a decrease of 191,766, or 77.1 per cent, in e.xcursion passengei-s. Notwithstanding New York showed such a heavy decrease, the state led in 1916 in the total nuni- ber and in the niimber of regular passengers, in which latter particular it displaced Minnesota. It yielded leadership to Pennsylvania, however, in number of inland waterway excursionists, also being exceeded by Wisconsin and Michigan in this particidar. In 1916 the regular passengere exceeded in number the excursion passengers in 11 of the states that re- ported both classes of passengers. Michigan, Ohio, Pennsylvania, and Wisconsin showed greater numbers in the excursion class. Of these 4 states Pennsylva- nia reported an unusually heavy traffic in excursion- ists. More than one-third of these were carried from Bristol, Pa., to Burhngton, N. .J., and the remaining two-tliirds were cUstributed among Lakes Conneaut and Harvey and the Schuylkill River. Wisconsin, which is next in importance to Penn- sylvania in excursion traffic, differs from it in that there are more tourists and excursionists from distant points. One-half of the volume of this short seasonal business was on Lake Meudota, Lake Winnebago, and Fox River. Table 29 gives a detailed statement of passenger traffic for New York state for 1916. Table 29. — Canals and Other Inland Waters op New York State — Regular and E.xcursion P.^^ssengers on Steam Ve.s- sels, by Canals and Lakes: 1916. CANAL -IND LAKE. Total.. On canals Champlain Canal. Erie Canal On lakes Lake Canandaigua. Lake Cayuga Lake Champlain. . . Lake Chautauqua. - Lake George Lake Raquette All other lakes Total. 8,600 8,500 100 614,215 17,900 6,350 1239,966 194,056 112,477 12,258 31,208 Regular. Excursion, 565,895 8,100 8,000 100 557,795 17,900 900 239,320 146,344 112,277 12,258 28,796 56,920 500 500 56,420 5,450 616 47,712 200 2,412 ' Includes 172, 818 regular and 646 excursion passengers credited to Vermont. The number of passengers carried on the canals of New York was insignificant, representing only 1 .4 per cent of the total. Lake Champlain led m regular passengers, and Lake Chautauqua, which was the greatest center of the state for inland excursionists, was second. CANALS AND OTHER INLAND WATERS. 215 CONGRESSIONAL APPKOPRIATIONS. Appropriations by Congress made for improve- ments on Lake Champlain, by localities, are shown in the following statement: Congressional Appropriations for the Survey, Improvement, AND Maintenance of the Harbors and Tributary Streams OF Lake Champlain. by Periods and Localities. Date of earliest appro- pria- tion. APPROPRIATIONS. LOCAUTT. Total. Up to and including 1890. 1S91 to 1906. in- clusive. 1907 to 1916 in- clusive. Total 1838 1836 1890 1836 18,84 1881 1836 1836 1836 1886 1836 1872 1873 $1,537,765 $1,133,660 $211,750 $192. ^W 399,180 18,000 233, 180 98,500 16,500 33,000 1,138,585 832,335 34,750 ' 138,500 62,500 70,500 328,680 10,000 185,680 83,500 16,500 33,000 804,980 582, 230 34,750 76,000 41, .WO 70,500 28,000 8,000 5,000 15,000 42,500 42,500 Rouse Point Breakwater Wlutehall Harbor Vermont 183,750 117,750 149,855 132,355 Burlington Harbor Gordons Landing Harbor. . . Lake Champlain Narrows.. . 45,000 21,000 17,500 Swanton Harbor » Includes $31,000 appropriated for deepening the channel near St. Albans, called the "Gut." During the 10 years ending with the close of 1916 the amounts appropriated for sui-vey, maintenance, and improvement of Lake Champlain and its tribu- taries was devoted, for the most part, to the needs of the harbors at Burlington, Vt., and Plattsburg, N. Y. Most of the appropriations since 18.36 have been ex- pended for work on the Vermont side of the lake. Various appropriations from period to period for the Red River (of the North), which separates Minne- sota from South Dakota, and also for Warroad Harbor and River in Minnesota are given in the following statement: Congressional Appropriations for the Survey. Improvement, and Maintenance OF Red River (OF the North) and Warko ad Harbor and Riveb. Date of earliest appro- pria- tion. APPBOPRLITION3. Total. 1 Up to and in- cluding 1690. 1891 to 1906, in- clusive. 1907 to 1916, in- clusive. Total 1876 1876 1899 $498,523 $218,000 $188,623 1 $91,900 Red River(ofthe North) Warroad Harbor and River. . . . 378,623 119,900 218, WO '105,623 83,000 55,000 36,900 ' Includes appropriations for survey of Ottertail Lake and River, and Red Lake and Red Lake River. The bulk of the appropriation has alwaj's been devoted to the improvement of the Red River (of the North) . The appropriations for this river since 1 876, including those made during the last 10 years, amounted to over three-fourths of the total shown in the statement. Table 30 shows in detail, for aU vessels, the prin- cipal statistics of transportation on the canals and other inland waters of the United States, by class, occupation, and ownership, for 1916. 216 TRANSPORTATION BY WATER. Table 30.— ALL VESSELS, BY CLASS, CLASS, OCCUPATION, AND OWNERSmP. Num- ber of vessels. TONNAGE. RIGGED. HORSEPOWER OF ENGINES. CONSTRUCTION. Cross Net. Screw. Side wheel. stem wheel. Steam. Gaso- line. Metal. Wood. Com- posite. 1 Aggregate 2,052 196,462 176,210 467 14 96 35,160 7,980 44 1,995 13 3 340 23,907 15,500 206 12 62 35,160 30 299 11 Freight and passenger 3 4 5 6 7 8 9 10 U 12 13 14 15 16 17 18 19 20 2t 22 23 24 25 26 27 28 29 30 31 32 163 138 6 19 14 116 50 41 2 17 6 28 6 14 17,068 5,762 278 451 345 5,697 3,547 1,464 74 432 180 865 415 308 10,978 3,760 226 316 214 4,241 2,709 1,004 57 301 110 CI 6 301 234 139 106 2 17 2 83 41 26 1 15 6 5 1 18 27 3 2 12 33 9 15 1 2 6 13 2 5 22, 104 10,933 214 1,661 248 8,404 2,797 3,805 60 1,619 123 952 300 475 15 13 1 1 138 124 5 18 14 107 49 34 2 16 6 28 6 14 10 1 Yachts 9 1 7 Freight and passenger Yachts 1 Firm 15 4 9 Freight and passenger Ferryboat* Yachts 2 6 178 107 US 3 22' 120 16,785 13, 106 3,495 184 15 66 10,253 7,968 2,131 154 2 42 75 24,952 18,947 5,881 124 2 6 147 83 02 2 11 10 1 Miscellaneous 6 16 7 7 2 Tncnrpnraterl cnrnpany 1.51 94 56 1 11 6 5 20 14 5 1 FcrrvlMjats Yachts MiprellaTipnns , All other 18 560 390 17 1 852 1 17 Tugs and other towing vessels 15 1 495 20 337 15 15 772 30 1 14 1 Ferrvlwats 1 Miijcplliinpniis, 2 237 45 3,985 38 2,989 2 201 50 2 228 2 2 34 7,9S0 7 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 97 16 n 102 11 163 52 9 8 91 3 32 18 2 2 7 3 36 27 5 1,878 196 225 1, 430 256 2,254 622 132 161 1,303 36 431 279 20 27 53 52 1,095 977 44 1,422 157 IS2 1,035 193 1,709 615 99 122 944 29 310 192 16 23 39 40 809 715 42 79 15 6 93 8 H3 41 8 5 86 3 23 14 2 1 5 1 31 24 5 i' 18 1 3 9 3 18 11 1 1 5 3,696 653 372 2,957 402 4,672 1,242 369 305 2,701 55 1,097 796 60 45 141 55 1,897 1,658 124 5 i 1 i' 1 i 5 5 92 16 11 99 10 100 52 9 8 88 3 31 IS 2 2 7 2 31 22 5 2' 2 2 Ferrvlx)ats Misc^llATleniis IndiWdual . . Tugs and other towing vessels Yachts MiscellftneouR. . . Firm 9 4 1 2 2 5 3 YiK-lits 51 52 53 Freight and passenger Ferryboats 54 55 Yachts 4 74 52 2 2 115 4 ' All other 6 205 161 4 2 314 6 57 58 59 60 61 62 1 37 37 1 22 1 Yachts All other 5 5 168 253 124 241 4 1 292 5 5 Sail 63 61 65 66 2 3 138 120 126 115 2 3 Yachts .. . Individual 5 2 3 25S 138 120 241 126 115 5 2 3 ::::::;:i 68 69 70 TJWRIGGED 1,470 108,312 157,480 7 i,4(a 71 1,056 414 639 582 57 157 76 81 593 398 200 76 134,390 33,922 79, 821 77,380 2,441 10,418 5,985 4,433 73,689 51,025 22, 664 4,384 125, 170 32,310 75, 189 72, .SI 18 2,321 10,095 5.796 4,299 58,204 46, 506 21, 698 3,992 [ l,0.')li 407 036 5S2 54 157 76 81 594 398 196 76 72 7? 7 3 3 76 7S 4 SO 81 4 so All other SI S4 All other unrigged 7ti 4,384 3,992 1 1 76 1 CANALS AND OTHER INLAND WATERS. OCCUPATION, AND OWNERSHIP: 1916. 217 Value of vessels. INCOME. Number employed on vessels. Wages. NUWDEB OP PASSENGERS CARRIED. FREIGHT CARRIED (TONS OF 2,000 POUNDS). Total. Freight. Passengers. .Ml other. Regular. Excursion. Exclusive of lighterage. Lighterage or harbor work. t5, 748, 086 $4, 192, 323 $2,004,189 1628,092 SI,. 560, 042 3,174 $1,268,895 1,426,349 578, 687 2, .542, 626 516,853 1 2, 752, 683 1,353,272 2.56, 28S 533, 238 563,746 1,291 618,139 1,211,743 43.5,046 185,844 2,250 2 1971, 70S 646,025 34,850 85,100 15,000 410, 4.50 160,5.50 152, 500 6,500 82,100 8,800 57,6.50 24,01)0 26, 900 837,292 477, 102 21,767 220, .560 27, .S91 7,837 522,367 94,365 449,211 3,059 782 448 10 25 26 285 140 99 3 25 18 68 27 34 271,013 219, 965 6,857 10,885 9,419 112,882 49, .505 43, 369 1,757 10, .885 7,366 27,680 9,729 16,648 1,184,897 3.53,802 156,651 29,147 46 2,250 3 4 10,871 26,846 81,244 ,") 6 17,111 218,584 92,211 110,061 3,316 17,111 138,301 13,364 110,061 1,8S0 7 56,899 56,713 23,384 22,134 33,534 27, .564 111,745 111,609 58,400 58,354 8 9 10 186 1,250 5,970 136 46 11 12,996 60,500 22, 0,S7 35,213 12,996 39,194 781 35,213 13 14 16,491 16, 491 4,815 4,815 12,119 12,119 5,273 6,273 23,710 23,710 15 16 3,000 3,750 2,214,525 1,787,1.58 400,017 27,350 IS 3,200 1,029,004 722. 994 287,5.59 18,451 3,200 341,067 80,220 259,668 1,179 7 879 615 258 6 1,303 349,195 211,779 132,916 4,600 19 182,898 147, 3.56 27, 891 7,651 505,039 495, 418 1,166,090 1,145,214 316,828 236,920 103,734 74,587 29,147 2,250 2,250 20 21 22 ?1 9,621 20,876 79,908 71 70,058 45,184 45,184 59 28,382 1,200 07 66,608 1,000 44,269 44,269 57 1 27,032 600 ?ft 1,200 00 2,450 608,603 915 213,068 915 79,947 1 326 750 75,461 31 39,148 93,973 203,806 143,641 11,225 1? 249,219 35,665 29,900 258, 169 35,650 358,234 68,850 18,365 22,900 244,519 3,600 56,700 36,900 4,500 3,500 8,000 3,800 161,919 143. 469 12,800 136,483 20,844 36,412 1,010 18,319 101,691 48,427 9,422 30,415 585 12,842 39.713 28,213 3,700 5,475 425 1,900 67,565 59,843 7,722 38, 123 84,458 13,902 20,844 25,992 890 18,319 50,096 3,475 9,422 23,892 465 12,842 13,038 4,913 3,700 2,100 425 1,900 13,236 5,514 7,722 123 20 14 47 22 113 60 9 11 37 6 35 25 4 1 37, 236 8,277 6,212 14,241 9,495 37,152 13, 0.53 3,850 4,268 10.371 5,010 11,065 8,651 1,2.50 144 141,683 143,429 10,880 1? ?4 1,000 25 9,420 95 62,078 45 335 10 IS 212 16 37 7,830 6,805 43,765 38, 147 109,050 53,127 95,567 95,355 4,368 4,023 ?R 19 40 1,0^0 25 5,523 95 65,878 45 335 10 41 212 4? 41 3,010 3,010 23,665 20,290 27.806 25,606 22,862 22,862 926 926 44 4*) 46 3,375 2,200 47 48 5 65 48 7 1,020 21,979 14,9.32 3,177 49 28,308 28,308 26,021 26,021 62,950 62,950 25,212 25,212 5,931 6,931 V) 51 5H .53 5,650 10 3,870 .54 ■)5 31,750 4,099 522 3,577 13 5,265 4,000 56 .57 ,58 3,500 522 522 2 1,800 4,000 M 60 28,250 8, 6.50 3,577 1,150 3,577 U 5 3,466 1,280 61 1,150 1,920 fi? 1,700 6,950 1,150 1,150 3 2 2.80 1,000 1,920 6.1 64 65 8,6.50 1,700 6,960 1,1.50 1,150 1,150 1,150 5 3 2 1,2,80 2,S0 1,000 1,920 1,920 66 67 68 ;:::::::::::;:;;;:::;:;::::;; 69 2, .378, 150 2,624,833 1,707,603 881 916,349 1,652 674,015 10,800 2,343,637 514,603 70 1,288,315 1,089,835 967,0.58 907,270 59,7SS 229,4.50 30,2.50 199,200 1,056,332 350, 795 705,537 125,310 1,5.85.281 1,039,552 962.013 917.1.S5 44,828 162.998 37. 324 125,674 1,386,2.57 630, 772 755,485 11.3,565 1,513,803 193,800 869,840 855,920 13,920 95,366 36,244 59,122 741,897 621,639 120, 258 500 71,478 844, 871 91,292 61,263 30,027 67, 632 l,n.so 66,552 644,360 9,133 635,227 113,065 1,0.57 595 527 1 484 43 95 38 57 915 535 380 115 332, 050 341,905 187,269 17.5,318 11,951 33,204 13,023 20,181 389,388 143,709 245,679 64,154 1,827, .531 516,106 94,8,347 931, .S14 16,533 317,889 161,839 156,050 1,077,184 73:1,878 343,306 217 282,180 232,423 290,742 20^072 82,670 35,517 71 881 881 10,800 10,800 7? 71 74 881 10,800 7.5 7« 35,617 188,344 74,108 114,236 78 1 79 80 81 1 8? S3 125,310 113,563 , 500 113,065 113 64.154 217 84 ' 218 TRANSPORTATION BY WATER. THE DEVELOPMENT OF INLAND WATERWAYS. QENERAI^ REVIEW. The development of inland waterways during the past decade has not continued to the extent that might be desired, but sufficiently, however, to encourage renewed efforts for greater success. Further devel- opment is necessary to meet the demands of existing commerce, to relieve in a large degree the recurrence of congestion at the several ports, and to promote and enlarge water-borne traffic between the several states. Of inland waterway improvements fostered by states dm'ing the last decade the cknal-barge system, developed b}' New York state at a cost of over $190,000,000, is the greatest. The most important of private enterprises was the building of a canal across Cape Cod, while the Federal Government has appro- priated millions for many important river and harbor improvements all over the country, and a number of examinations and surveys of proposed inland water- ways have been authorized by Congress. Of projects advocated, the most important is a con- tinuous inland waterway from Maine to Florida (known as the Atlantic Intracoastal Waterway), across Florida from the Atlantic coast to the Gulf coast, along the Gulf coast to the Mississippi Valley, up the Mississippi Valley to the Great Lakes, and then utilizing the Hudson River and New York State Barge Canal Sys- tem to join the traffic of the Great Lakes and the St. Lawrence Valley to the entire coastal region. It is proposed to canalize rivers and streams along the route selected, to improve bays and sounds, to enlarge existing canals, and to build new canals. Some of the Unks in this waterway are completed, others under way, some approved, and others to be approved. When these links are welded together the country will have an inland waterway, navigable for canal barges of a standard size, in touch with the seaports, industrial centers, and areas of natural production. Among the more important hnks in the Atlantic Intracoastal Waterways are the following:' Cape Cod Canal, already completed and in operation. Long Island Sound. New York Bay — Raritan Bay. Raritan Bay to Delaware River (South Amboy to Bordentown, N. J.). A sliip canal is to bo built acrosa the state of New Jersey connecting these terminals. Delaware River, Bordentown to Delaware City. Chesapeake and Delaware Canal — to be purchased and made intoa sea-level waterway connecting Delaware River and Chesapeake Bay. Chesapeake Bay, from head of bay to Norfolk, Va. Norfolk, Va., to Beaufort, N. C. — an inland waterway crossing Albemarle and Pamlico Sounds. Approved by Congress in 1912. Work under way, probably one-half completed. The project in- cludes the Albemarle and Chesapeake Canal, which was purchased by the Federal Government in 1913. Beaufort, N. C, to St. Johns River, Fla. The following links between these points have been examined by the Army engineers ' Proceedings of Atlantic Deeper Waterway Convention, 1914, page 324. and construction of inland waterways recommended: Beaufort, N. C, to Cape Fear, N. C; Cape Fear to Little River, S. C; Little River to Winyah Bay, S. C; and Winyah Bay to Charleston Har- bor, S. C. The links under construction are Charleston Harbor to Savannah River, Ga. ; Savannah River to Fernandina, Fla.; and Femandina to St. Johns River, Fla. This intracoastal waterway along the Atlantic sea- board when completed will include about 1,800 miles of continuous inland navigation, obtained by con- necting existing waterways, improving same, and the excavation of about 131 miles. The cost to the Fed- eral Government is estimated at $47,800,000. In addition, several of the states, cities, and towns have contributed to the project. Into this intracoastal waterway empty the waters of 148 rivers. Many of these rivers are important factors in commercial devel- opment, but many more are nearly, if not entirely, useless. It is purposed to improve the latter in ac- cordance with their importance. The combined length of the 148 rivers is 5,365 miles, and they are of inestimable value to the proposed trunk hne. The next link in the greater waterway is across Florida, from the Atlantic Ocean to the Gulf of Mexico, thence along the Gulf coast from western Florida to the Mississippi River. If a more feasible route is not recommended by the Army engineers, the route across Florida will be from JacksonvUle via St. Johns and Oklawaha Rivers and canals to Harris Lake (Lees- burg), thence by canal and the Withlachoochee River to the Gulf. Part of th'e route is under construction and some existing canals have been acquired. An inland waterway from the Mississippi River to Mobile, Ala., is in operation via Lake Borgne Canal, Lake Borgne, Mississippi Sound, and Mobile Bay. E.xaminations and surveys from Mobile Bay, Ala., to Pensacola Bay, Fla., have been ordered by Congress. Santa Rosa Sound from the east end of Pensacola Bay has been improved, especially the narrows which connects the sound with Choctawatchee Bay. A waterway is in contemplation from Choctawatchee Bay to St. Andrews Bay to connect with a waterway already in operation from St. Andrews Bay to Apa- lacbicola River. Examinations and surveys have been ordered of St. Georges Sound from Apalachi- cola River to the Gulf of Mexico and for an inland waterway on the Gulf coast of Florida connecting St. Georges Sound with Tampa Bay. From the Gulf to the Great Lakes, along the Missis- sippi Valley, is the next link in this great inland water- way. It is proposed to improve the Mississippi River to St. Louis, canalize the Illinois River to Joliet and there connect with the Chicago Dramage and Sliip Canal, making a trunk Ime from New Orleans to Chicago. Another proposed route is via the Missis- sippi River to Cairo, the Ohio River to Cincinnati, and the Miami and Erie Canal to Toledo, or the Ohio River to Portsmouth, and the Ohio and Erie Canal CANALS AND OTHER INLAND WATERS. 219 to Clevelaud. These routes will connect directly Lake Michigan and Lake Erie with the Gulf of Mexico. The New York State Barge System forms the last link in this chain of inland waterways. It extends from the Great Lakes to the St. Lawrence Valley and New England, the starting point of this gigantic waterway. As vast as the project is, there is to be added to it the possibilities of all its tributaries, for the proper development of inland waterways will make possible complete connections between the internal water systems of tliis coxmtry and through them with other portions of the outer world. An important tributary, practically a trunk line itself, is the proposed inland waterway from New Orleans to the Rio Grande. The first link in this waterway extends from New Orleans to Morgan City. The most direct route is by way of the Barataria and Lafourche Canal, generally kno\\-n as Company's Canal. This canal is 97 miles long, 70 to 150 feet wide, and 6 feet deep and is navigable its entire length. The canal is privately owned, but it is purposed to have the Federal Government pin-chase it and make it a part of the proposed waterway to the E.io Grande. A route via Donalds ville, 140 miles long, has its advo- cates, while the Plaquemine route, 190 miles, is already available, having been improved by the Federal Gov- ernment. The latter follows the MLssissijjpi Eiver to Plaquemine, thence southerly to Morgan City by the Plaquemine waterway, which consists of the Bayou Plaquemine, Grand River, and a number of small bays and rivers that have been improved and united. At Morgan City connection is made through the lower Atchafalaya Eiver with the Bayou Teche, which has been canalized. From the Bayou Teche, at or near Franklm, La., to the Mermentau River, and from the Mermentau River to the Sabine River, La., are two links under construction. The Imk from the Sabine River to Galveston, Tex., awaits the report of the Army engineers, while the following links are under construction: From Galveston to Corpus Chris ti via West Galveston and Oyster Bays, West Galveston Bay and Brazos River Canal, channel between Brazos River and Matagorda Bay, channel from Pass Cavallo to Aransas Pass via Espiritu Santo, San Antonio, Mesquite, and Aransas Bays, and chamiel from Aransas Pass via Turtle Cove and Corpus Chris ti Baj- to Corpus Christi, Tex.; from Corpus Christi Bay through Laguna De La Madre to Pouit Isabel, thence to the mouth of the Rio Grande. Important projects for the development of inland waterways are noted by geo- graphic divisions and states as follows: NORTH ATLANTIC DIVISION. Massachusetts. — The conception of a ship canal across Cape Cod dates back over 200 years. Up to 1900 there was a succession of survey's and failures. but during the last decade the canal has been built at a cost of S13,.500,000 and was opened for trafRc July 29, 1914. It is the most important link yet com- pleted in the proposed gigantic inland waterway sys- tem which ■will connect the great business centers of the country and put them in touch •with the commerce of the world. The canal proper is 7.68 miles long, but including approach channels, it is 13 miles long. The sm^ace w-idth is 200 feet, bottom width 100 feet, and depth at mean low water 25 feet. It materially short- ens the distance between New York and Boston, and vessels passing through the cut avoid the dangers of the outside route •which have ca'used great loss of life, ships, and cargoes. There are no canalized rivers in the New England states. A preliminary examination and survey of the Connecticut River from Hartford, Comi., to Holyoke, Mass., has been authorized by Congress, to determine whether this part of the river should be canalized. A number of other rivers have been ex- amined with a view of securing increased depth of channels. The construction of a canal or waterway through the southern boimdaries of Rhode Island is one of the projects being urged upon Congress. New Yarl: — The barge-canal improvement made in the state of New York is one of the greatest works of its kind ever undertaken by a single state. It covers a length of 553.8 miles of canal construction suitable for boats of barge-canal dimensions. Five canals were en- larged and united by utilizing nat'ural streams and lakes wherever available: The Erie, stretching across the state from east to west and joining the Hudson River and Lake Erie; the Champlain, extending northerly to Lake Champlain from the eastern terminus of the Erie; the Oswego, leaving the Erie where the waters of the Oneida and Seneca Rivers imite and following the Oswego River to Lake Ontario; the Cavuga and Seneca, startmg south from the Erie a little to the west of the Oswego Junction and running first to Cayuga and then to Seneca Lake; and the Black River Canal, extending from Rome to Lyons Falls. The terminals, locks, reservoirs, and dams are on a stupendous scale and embody the latest and best ideas of engineering skill. Of the whole waterway sj-stem, about 70 per cent of the total length is in lake or river channel. Towpaths and mule teams have disappeared, steam tugs are used for toNving, and many of the barges have their own power. The Hudson River, located entirely in New York s tate, has its source in the Adirondack Mountains, about 250 miles in a direct line from the Battery, New York City, and flows in a generally southern direction into New York Bay. The section from Waterford to Hudson, a distance of 38 miles (about 117 miles north of the Bat- tery), is being extensively improved by the Federal Government. A vast amoimt of channel excavation I has been done and much more is required. Ne^w 220 TRANSPORTATION BY WATER. dikes have been built and old ones reconstructed. The old state lock and dam at Troy have been replaced by a new dam and a great lock 520 by 45 feet. The cost to the United States for new work to June 30, 1916, was nearly $4,000,000. The state of New York and the cities of Albany and Troy have also contributed liberally to the project by constructuig and maintain- ing great terminals, public docks and warehouses, and by cooperating in the building of dikes and by dredging work. The Hudson River, from a line join- ing the Battery and Ellis Island to the northern limits of New York City, a distance of 16 miles, has also been improved. The largest trans-Atlantic steamers can now reach their pier at Iloboken, N. J. Examination and surveys of the river have been ordered by Con- gress, with a view to securing a depth of 30 feet from its mouth to Hudson and a depth of 27 feet from Hudson to Troy. At Buffalo the state government has built a mag- nificent terminal for the barge-canal system and made other improvements. The city has built a ship canal and dredged it at a great cost, while the Federal Gov- ernment has deepened Black Rock Harbor, also called Black Rock Canal, and built a lock 650 feet lon^, 70 feet wide, and 20 feet deep, at a cost of $1,001,578. There are several canals connecting with the outer harbor owned by corporations. The proposed waterway (from Lake Ontario up the bed of the Genesee River, over the divide at Cuba, and down the iUlegheny River to Pittsbiu-gh, where it will connect with the Ohio and then the Mississippi River) to the Gulf of Mexico still remains a project to be accomplished. Parts of the Allegheny and Ohio Rivers have been canalized and the mouth of the Genesee River improved, but little has been done be- yond this, though a tlu-ough inland waterway from Lake Ontario to the Gidf will be of inestimable value to conomerce. New Jersey. — ^The greatest project for the devel- opment of inland waterways in New Jersey is the construction of a ship canal from Raritan Bay (Mor- gan) to Delaware River (Bordentown). It is a link in the proposed Atlantic lutracoastal Waterway, a waterway destined to become an important inland carrier for the Atlantic trade of the American and Eiu-opean nations. The pending proposition is for New Jersey to provide the right of way and the Ignited States to build the canal. The state has had a survey made. The center line and monu- mentmg has been completed from Bordentown to Morgan, and the Federal Government has been re- quested to accept the line as monumented. The piu*- chase and utilization of the Delaware and Raritan Canal, which connects Bordentown and New Bruns- ■Rick on the Raritan River, has some advocates, but a direct cut across the state, 33 miles in length, 25 feet deep, and 125 feet wide (bottom), is the project that is being urged upon Congress and the New Jersey Leg- islature. This sea-level ship canal will connect in- land commerce with New York City and tlirough Long Island Sound with New England; also it will connect this commerce with the Hudson River, the St. LawTence River on the north and the Great Lakas, by way of the New York State Barge Canal, on the west. At the southern end the canal will con- nect with Norfolk, Va., and other points south via Delaware River, Chesapeake and Delaware Canal, and Chesapeake Bay. The rivers of New Jersey are not canalized. The channels of the Passaic, Raritan, and Hackensack Rivers have been made A^ader and deeper. The .fVjtlmr KUl, or Staten Island Sound, which con- nects upper New York Bay with Raritan Bay, one of the terminals of the proposed ship canal, has also been improved. There are two corporate-owned canals of considerable size. One of these, the Morris Canal, con- necting Hudson River (Jersey Cit}-) and Delaware River (Easton, Pa.), is 106.7 miles long, 25 feet wide (bottom), and 5 feet deep. It has 32 locks, 11 by 95 feet, and an inclined plane at Newark. The canal is but little iised, the traffic in 1916 amounting to only 11,449 tons. The Delaware and Raritan Canal is 44 miles long, 40 feet wide (bottom), and 8 feet deep, and it has 13 locks, 23§ by 210 feet. The traffic in 1916 amounted to 331,006 tons. There is a feeder to this canal, from Raven Rock to Trenton, 22 miles long. An examination and survey has been ordered for an inland waterway on the Atlantic coast between Cape May and New York Baj'. Pennsijlvania. — To connect Pittsburgh and Lake Erie by ship canal is a project that western Penn- sylvania has advocated for many years. The dis- tance is a Uttle over 100 miles, and to obtain this inland waterway it is proposed to utilize the Ohio River from Pittsburgh to Beaver, Pa., and construct a canal from Beaver to Ashtabula, Ohio, of which a large part ^\^ll be formed by canalizing rivers and streams. This all-water route wdl make possible the direct shipment by lake vessels of iron ore from the Lake Superior mines to furnaces along the route of the canal*, and the shipment of coal from western Pennsylvania mines to the upper lake ports. Tlie Oliio River is formed by the junction of the Allegheny and Monongahela Rivers at Pittsburgh, Pa. It flows in a generally southwestern direction and empties into the Mississippi River at Cairo, 111. The total length of the river is 968.5 miles. For the actual construction of the new locks and dams and the operation and care of the completed structures the river is divided mto four sections. The Pittsburgh section extends from the head of the river at Pitts- burgh, Pa., to Steubenville, Ohio, a distance of 05.7 miles; the Wheehng section extends from Steuben- ville to a point 2 miles below Huntington, W. Va., a distance of 245.2 miles; the Cincinnati section ex- tends from a point 2 miles below Himtington to a point 2 miles above Madison, Ind., a distance of 242.7 miles; the Louisville section extends horn a CANALS AND OTHER INLAND WATERS. 221 point 2 miles above Madison, Ind. (50 miles above LoTiisville, Ky.), to Mound City, 111., a distance of 40S miles. In its original condition the Ohio Kiver was much obstructed throughout its entire length by snags, rocks, aud gravel and sand bars, rendering navigation difficult and hazardous. The canahza- tion of the river began in 1S75 with the construction of a lock and movable dam at Davis Island, 4.7 miles below the head of the river. Canalization was renewed in 1906, and on July 1, 1916, there were m operation in the Pittsburgh section 10 locks and dams, which cost to construct about §11,500,000. The Wheeling, W. Va., section had 5 locks and dams in operation and 4 practically completed. In addition, there were 6 \mder construction and 3 to be built. The Cincinnati section had but 1 lock completed, 1 nearly so, 4 others imder way, and 6 proposed. In the Louisville section there was 1 old lock in operation, a new one under construction to replace it, 2 others imder way, and 10 to be built. The Ohio River is thus canalized its whole length. The total nimiber of locks in operation July 1, 1916, was 17; number under construction, 18 (including No. 4l, which is to replace old lock No. 41); number to be constructed, 19, making a total of 53. In con- nection with new lock No. 41, the Louis-^-ille and Portland Canal is being widened to 200 feet. This canal is 2 miles long and pro^'ides a passage around the falls of the Ohio River at Louisville. The lock is at the lower end of the canal and the dam at the upper end. The amount expended in all projects to June 30, 1916, was $39,603,695. Amoimt (esti- mated) required to be appropriated for completion of existing projects, 839,066,604, which amount includes balance available for fiscal year endmg June 30, 1917. The report of the Chief of Engmeers, United States Army, for 1916, page 1212, states that "the work of canalization of the Ohio River is not sufficiently advanced to have any appreciable effect on freight rates. * * * Xhe great future benefit of the improvement will be felt only when the slack-water system has been extended far enough down stream to permit of continuous navigation at all times (except when interfered with by floods or ice) over a longer section of the river. It should be noted, however, that the large manufacturing concerns state that the certainty of coal delivery by water is a much greater advantage than the actual saving m cost." The Allegheny and Mononga- hela Rivers are both canalized, and water transporta- tion has thus been rendered easier and safer. The Allegheny has 3 locks and dams between Pittsburgh and Natrona, a distance of 24 miles. Locks and dams Nos. 4 to S, inclusive, intended to extend slack water from Natrona to RLmerton, 37 miles, remain to be built. The Monongahela River is canalized its entire length, 12S miles. It has 15 locks and dams in operation. The improvement has made water transportation thoroughly depend- able and thus has enabled a heavy traffic in freight to develop with a marked effect on rates. The Delaware River has its source in southeastern New York, flows in a generally southern direction, forms the boundary line between the states of New York and New Jersey on the east and Pennsylvania and Delaware on the west, and empties into Delaware Bay. The total length is about 315 miles. Sections of this river are being extensively improved. The part from Trenton, N. J., to Delaware City forms an important link in the proposed Atlantic Intracoastal Waterway. The Delaware River is already an ample waterway for the purposes of the proposed continuous inland route, but it is desired to have the channel deep enough for vessels of increased draft. There are 3 canals owned by corporations: The Schuylkill Navigation Co. Canal, the Lehigh Coal and Na\ngation Co. Canal, and the Delaware Division Canal. The fii-st named extends from tidewater at Philadelphia to Port Clinton, Pa., a distance of 90 miles, and has 55 locks, 18 by 110 feet; the Lehigh extends from Easton to Mauch Chunk, is 47 miles long, and has 49 locks; and the Delaware Division Canal, owned by the Lehigh Co., has 25 locks, ex- tends from Easton to Bristol, and is 59 miles in length. SOUTH ATLANTIC DIVISION. Delaware. — The state of Delaware, having the Dela- ware River as one of its boundary lines, is naturally much interested in the river's improvement, which was referred to in connection with the inland waterways of Pennsylvania. This river is directly beneficial to the commerce of four states, New York, New Jersey, Pennsylvania, and Delaware. The Chesapeake and Delaware Canal connects the Delaware River with Chesapeake Bay. It is 13| miles in length, 60 feet wide (surface), and 10 feet deep and has 3 locks, 220 by 24 feet. It is owned by a corporation and was opened for navigation in 1829. The amount of freight carried annually, as well as the location of the canal, makes it a very important one. Its purchase by the United States is proposed as a necessary link in the great Atlantic Intracoastal Waterway. An inland waterway or tidal canal 12 miles in length, between Rehoboth Bay and Delaware Bay, is imder construction. It will be 6 feet average depth at mean low water and 40 to 50 feet in width. The mini- mum usable depth in 1916 was 2\ to 5 feet. The state and interested parties have provided the right of way free of cost to the United States. Maryland. — The Susquehanna and the Patapsco Rivers have been improved, the latter very exten- sively. The Patapsco River is of considerable impor- tance to the citv of Baltimore. Above the citv it is a 222 TRANSPORTATION BY WATER. flowing stream seldom more than 200 feet wide, while below it is an arm or inlet of Chesapeake Bay from 1 to 4 miles broad. There has been spent on this river over SS,000,000 by the Federal Government and $750,000 by the state and city. In addition, the city of Balti- more has spent nearly $12,000,000 on the inner harbor. The Potomac River begins 21 miles below Cmnber- land, Md. It is about 2S6 miles long and empties into Chesapeake Bay. The channel at Washington, D. C, and in other places has been deepened and widened so that larger and deeper-draft vessels are now engaged in trade. One of the most important private canals of the country is the Chesapeake and Ohio, which extends from Washington, D. C, to Cumberland, Md., a dis- tance of 185 miles. It varies in width from 50 to 100 feet (sm-face) and has a minimum depth of 6 feet. It has 75 locks, 1 5 by 100 feet. The traffic tonnage of the Chesapeake and Ohio Canal is mainly coal. Virginia. — The development of the Potomac River is of much interest to Virginia. Improvements have been made at Alexandria which enable deep-draft steamers and vessels to enter the port. Trade has increased, and general results are beneficial to this city. The Rappahannock River, which rises in the Blue Ridge Mountains and flows southeasterly for about 212 miles to Chesapeake Bay, has been widened and deepened so that coastwise trade has been afforded access to the upper river. The James and Appomattox Rivers have been improved so that navigation is safer and easier, and larger and deeper-draft vessels can be used. West Virginia. — There are several canafized rivers within the borders of West Virginia. The Kanawha, formed by the junction of the New and Gauley Rivers a short distance above Kanawha Falls, flows about 97 miles in a generally northwestern direction and emp- ties into the Ohio River at Point Pleasant, W. Va. It is canalized practically its entire length, having 10 locks and dams located at various points along the river from Montgomery to Point Pleasant. The improve- ment has rendered transportation by water easier and safer. The commerce consisted principally of coal and timber products. The Little Kanawha, another canafized river of West Virginia, though longer than the Kanawha, is not as deep nor as important. It is 158 miles long, but is canalized only from its mouth to Creston, a distance of 48 miles. There are 5 small locks and dams, and the amoimt of freight transported, principally timber products, is less than 100,000 tons annually. The Ohio River, one of the bovmdary lines of West Virginia, and the Monongahela River, which has its source in this state, are described under the rivers of Pennsylvania. North Carolina. — The route of the inland waterway paraUeling the Atlantic coast between Norfolk, Va., and Beaufort Inlet, N. C, a distance of 186 miles, is an important part of the Atlantic Intracoastal Water- waj'. It fies in natm-al waterways, with the exception of foiu" land cuts which connect existing watercourses. It includes the Albemarle and Chesapeake Canal, pur- chased by the United States in 1913 for 8500,000. Beginning in 1873, improvements were made in sec- tions, but in 1912 provision was made for constructing the entire waterway at an estimated cost of §5,400,000. The work is progressing steadily and was one-fourth completed on June 30, 1916. There is a waterway ex- tending from Beaufort to Swansboro, through the waters of Bogue Soimd, a shallow sheet of water about 25 miles long and from 1 to 3 miles wide, which has a channel 100 feet wide and 3 feet deep at ordinary low water. At Swansboro it connects with a tidal water- way that extends to New River, a distance of 22 miles. It is proposed to further improve these two waterways as part of the fink in the Atlantic Intracoastal Water- way, from Beaufort to Cape Fear. Another important inland waterway extends south from Norfolk via Elizabeth River, Deep Creek, Dismal Swamp Canal (known also as Lake Dnmimond), Turners Cut, and Pasquotank River to Albemarle Sound, N. C, a distance of 68.7 miles, thence to Pam- fico Sotmd via Croaton Sound. Considerable freight passes over this route, the value of which in 1916 was $10,987,651. Cape Fear River from its mouth to Fayetteville is xmdergoing improvement. Below Wilmington a channel of uniform depth of 26 feet at mean low water has been dredged, with a width of 280 to 400 feet on the ocean bar and 150 to 300 feet in the river channels. Above Wilmington it is proposed to secure by canalization, dredging, and snagging a navigable depth of 8 feet at low water to the head of navigation at FayetteviUe, 115 miles. Navigation has been secm-ed as far as Browns Landing, 71 miles above Wilmington, and boats drawing 7 feet of water go this distance, where formerly they could go only to Kings Bluff, 39 miles above Wilmington. A lock and dam has been built at Kings Bluff, and another one is nearly completed at Browns Landing. The river is tidal to Kings Bluff, where canalization begins. The Roanoke, Neuse, Trent, New, and other rivers of North Carolina have been considerably improved, to the advantage of navigation and freight rates. Soidh Carolina. — This state has practically no canalized rivers nor any large canals. The Congaree River from Columbia to Granby, a distance of 2 miles, not being navigable because of swift currents and numerous ledges and bowlders, was canalized in 1904 by the building of a lock and dam at a point 2 miles below Gervais Street Bridge, Columbia, and 49 CANALS AND OTHER INLAND WATERS. 223 miles above the mouth of the river. The entire river was dredged and snagged to the extent that a 6-foot channel was secured for navigation at all but ex- treme low-water stages. Among other rivers of the state that have been improved are the Santee, Wateree, Great and Little Pedee, Waccamaw, and Ashley. The Estherville and Minim Creek Canal, connecting Santee River and Winyah Bay, was opened for traffic in 1906. It is 5 miles long and 6 feet deep, with a minimum width of 20 feet. The South Carolina coast contributes three links to the Atlantic Intracoastal Waterway. One extends from Little River to Winyah Bay, covering a distance of over 200 miles, construction of which has been recommended. Another link is a proposed, channel 7 feet deep from Winyah Baj' to Charleston via the existing Estherville-Minim Creek Canal, and thence through a marsh, utilizing natural waterways where possible, including the inland waterway between Charleston Harbor and Alligator Creek (opposite McClellensville) , which, though recently completed, has a depth of oidy 3 to 4 feet. The third link ex- tends from Charleston Harbor to Savannah, Ga. Part of this route is covered by an inland waterway which connects Savannah, Ga., and Beaufort, S. C, via Fields Cut, Mud River, and Ramshorn Creek. It has a length of 53 miles, a minimum width between banks of 200 feet, and a minimum low-water depth of 7 feet. Georgia. — Along the coast of Georgia and a portion of Florida is an inland waterway, 147 miles long, which is an important connecting link in the intra- coastal waterway. The waterway is tidal throughout and connects Savannah, Ga., and Fernandina, Fla., via Skidaway Narrows, Creighton Narrows, Little Mud River, Frederica Creek, Jekyl Creek, and Cumber- land River. Before any improvement was undertaken the controlling depth was about 3 feet at mean low water. Ait«r improvement, the controlling depth was 7 feet over the entire route. As a result of tliis improvement, coastwise commerce in vessels of moderate size has been greatly extended. The Savannah River is formed by the jimction of the Tugaloo and Seneca Rivers on the north- western boundary line. It flows southeast on the boundary line and empties into the Atlantic Ocean. The river has been improved below and above Augusta and at Augusta (217 miles from the mouth). At Savannah (17 miles from the sea) the river and harbor have been provided with a 21 and 26 foot channel. In consequence of these improvements commerce has greatly increased, freight rates have been reduced, and the establishment of permanent terminals on the Augusta water front made possible. The Coosa River belongs to both Georgia and Alabama. The original project for its improvement contemplated the opening of a continuous water route of transportation from the Mississippi River to the Atlantic Ocean by way of the Ohio, Tennessee, Coosa, Etawah, Ocmulgee, and Altamaha Rivers, with canals from the Tennessee to the Coosa and from the Etawah to the Ocmulgee. It was desig- nated as the "southern route" and the estimated cost was over 87,000,000. The Coosa River, how- ever, was canalized only from Rome, Ga., to 7 miles below Riverside (58 miles from Gadsden), a distance of 165.5 miles. There are 5 locks and 6 dams in operation at various points along the route. A lock was also constructed at Wctumpka, 11 miles from the mouth of the river, but it has never been put in commission. Florida. — The last link in the Atlantic Intracoastal Waterway extends from Cumberland Sound, oppo- site Fernandina, Fla., to St. Johns River, about 6 miles from its mouth. It is 29 miles long, 100 feet or more wide, and 7 feet deep at mean low water. The channel was secured by dredging Sisters Creek and other natural inside waterways. What were formerly tortuous channels through salt marsh and shallow unnavigable stream were changed to a tidal waterway that has opened up a valuable trade route and forms an important and much-used link in the inside route down the coast. The waterway was completed and opened for navigation in 1915. The second great link in the proposed grand trunk line of inland waterways will begin at Jacksonville and cross the central part of Florida to the mouth of the Withla- coochee River near Cedar Keys. Connection will also be made at Jacksonville with an inland waterway to Miami and Key West. This waterway consists in part of the following rivers. North, Halifax, Indian, Hillsboro, and New River, and part of a continuous canal from St. Johns River to Miami (Biscoyne Bay), constructed by the Florida Coast Line Canal and Transportation Co. This company having relinquished in 1894 to the United States certain rights and privi- leges granted to the company by the state of Florida, the improvement of the canal was undertaken by the Federal Government in conjunction with the Indian River. The result of the improvement is a continuous inland waterway, 356 miles long, 85 feet wide, and 5 feet deep, partly natural and partly artificial, extending along the east coast of Florida from St. Johns River to Biscoyne Bay. The improve- ment enables small craft to ply up and down the coast without inciirring the dangers of outside pas- sage. It is used by commercial boats carrying freight and passengers to and from the towns along the river and by yachts and pleasure craft. Improved navi- gation is also proposed between Miami and Key West, a distance of 160 miles. At Key West there is a good harbor and ship channel. The northwest passage from Key West to the Gulf ports has been made safer. Improvements are under way on the west coast of Florida and a sirrvey has been ordered for an inland waterway from Tampa Bay to St. George Soimd. 224 TRANSPORTATION BY WATER. St. Johns (the most important river in Florida), the ApaJachicola, Oklawaha, Kissimmee, Caloosa- hatchee, Manatee, Withlacoochee, Suwanee, and other rivers and creeks have been deepened and improved generally. There are numerous drainage canals in Florida, some of wliich are navigable to small craft. The most important ones drain the Everglades and are owTied by the state. The water hyacinth, a fresh-water plant that spreads rapidly and blocks the streams and lakes with floating masses that seriously impede navigation, is as prev- alent in Florida as in Louisiana and some other states. Various devices have been tried for removing this dan- gerous plant or curtaihng its power to do damage, some of which, like the gi-apple, are very successful. NORTH CENTRAL DIVISION. Ohio. — Prior to 1913 this state had a canal system of considerable importance. Tlae disastrous floods of that year, however, put out of commission the two principal canals — the Miami and Erie, connecting To- ledo and Cincinnati, and the Oliio and Erie, connecting Cleveland and Dresden. The necessity for increased transportation facilities witliin the state and between the Great Lakes and the Gulf of Mexico may cause the restoration of these abandoned canals and their con- version into modern waterways of barge dimensions. This restoration may also be influenced by the fact that there is in existence, according to the annual report of the Ohio Canal Commission for 1903, a very old agreement, made by the Federal Government and the state of Ohio, whereby "the Government, by the terms of the grant of lands to aid the state in the construction of the canals, requires the state to con- struct, keep open, and forever maintain a canal as a public highway between Lake Erie and the Ohio River, upon which the United States may at all times transport troops and munitions of war free from tolls." Another great project wliich will materially benefit the lake region has been given a start by an act of Congress passed July 25, 1912, which requires an examination and survey for an artificial waterway from Lake Erie, at or near Toledo, to the southerly end of Lake Michigan by waj^ of Maumee River and the city of Fort Wayne, Ind., or other practical route. Tlie duty of making this examination and survey was assigned to a special board of engineer officers in 1916. There are only two canalized rivers in the state, the Muskingum and the Ohio, the last named being the boundary fine between Oliio and Permsylvania, West Virginia, and Kentucky, and is discussed under the rivers of Pennsylvania, the state in wliich the river has its source. The Ohio River has 17 locks and dams in operation. One of these is situated near Steubenville and another near Fernbank, Ohio, There are, however, 4 more under construction and 3 to be built near other Ohio towns. The Muskingum River is canahzed from its mouth (Marietta) to Dresden, a distance of 91 miles. The original canali- zation was done ])y the state from 1837-1841, at a cost of about $1,500,000. Tlie United States in 1887 took over these improvements, consisting of 12 locks, 11 dams, and 5 short lateral canals, most of which were badly out of repair. The work of restoration was completed about 1891. There are now 11 good locks (1 a double or tandem) and dams, transporta- tion is more reliable, and the improvement has per- mitted the development of water power wliich is leased by the United States Government for com- mercial purposes and is the source of considerable income. The construction of lock and dam No. 11 at EUis, Oliio, was contingent on the state or some other agency expencUng not less than $200,000 on that part of the Ohio Canal system which connects the Mus- kingum River at Dresden with Lake Erie. This amount was expended on the canal; but, as has been stated, the flood of March, 1913, damaged the canal to such an extent that it has been abandoned. Tlie river, however, is in good condition, and the com- merce in 1915 amounted to 114,632 tons, valued at over $1,000,000. Indiana. — Tlie Wabash River rises in western Oliio and empties into the Ohio River at a point 121 miles from the mouth of the Oliio. It is about 517 miles long. General navigation above Terre Haute is im- practicable, even at high stages of water, on account of the obstruction of the river by bridges, and below Terre Haute because of bars and snags. Efforts were made to improve the river by snagging and dredging and at designated localities to deepen the bed of the river through rock obstructions. A new lock was built at Grand Rapids, near Mount Car- mel. 111., replacing the old one built in 1842 by a private corporation and purchased by the United States in 1875. The old dam was also extensively repaired. This was in 1893, and the improvement has afforded slack-water navigation for a distance of about 12 miles above the lock at Grand Rapids. Practically nothing remains of the improvements on this river except the lock and dam and a number of cuts through rock bars. Even the slack-water navi- gation for 12 miles above the lock is of little value, as tlirough navigation up the river is impracticable. Elinois. — ^The lUinois and Mississippi Canal was first opened to navigation in 1895. It was then about 5 miles in length. In 1907 it was enlarged, so that it now extends from the Illinois River, near La Salle, across the state via Bureau Creek Valley and over the summit to Rock River; thence by slack water in Rock River about 8^ miles, and by canal around its lower rapids to the Mississippi River at the mouth of Rock River. The main canal is 75 miles long, 80 feet wide at the water surface, and 7 CANALS AND OTHER INLAND WATERS. 225 feet deep, with 33 locks, 150 by 35 feet, in the chamber. The main object of this canal is to furnish through navigation from Chicago to the Mississippi River. The Cliicago Drainage and Ship Canal was built by the Sanitary District of Chicago under a state law for sanitary purposes and never has had the sanction of Congress. It extends from Chicago to Johet, a dis- tance of about 32 miles. The surface width of the canal varies from 160 to 290 feet, and the depth is generally from 22 to 26 feet. Its cost was $55,208,899. Tlae Illinois and Michigan Canal, 95 miles long, 60 feet wide at surface, and 6.4 feet deep, with 11 locks, is owned by the state of Illinois and extends from Chicago to La Salle. It has been in existence since 1848, and though it has cost over $9,000,000 is now in need of a thorough rehabilitation to be of practical use. The lUinois River is canalized from La SaUe to Grafton, a distance of 223 miles. The Federal Gov- ernment built and controls two locks and dams below Copperas Creek, one at KampsviUe, the other at La Grange. The state built the lock and dam at Henry and completed the one at Copperas Creek after the United States had spent $62,359 on the foundation for the lock. Tlie Wabash River, which flows between Illinois and Indiana, is described in connection with the water- ways of Indiana. Among other rivers in Illinois that have been improved are the Chicago and the Calumet. Michigan. — To keep pace with the tremendous in- crease in trade to and from the lake region, the United States constructed a great ship channel, 21 feet deep and 300 or more feet wide, in the shallows of the con- necting waters of the Great Lakes between Duluth, Chicago, and Buffalo, at a cost of over $3,000,000. The channel was practically finished in 1909, but additional dredging has been going on ever since. The waters cliiefly affected were the St. Marys River, Lake Huron, St. Clair River, Lake St. Clair, and the Detroit River. A greater project, however, in the development of water-borne traffic to the Great Lakes is the vast improvement inider way at St. Marys Falls. The first canal at the falls was completed in 1855 by the state of Michigan and tm-ned over to the Unitetl States in 1881. Since 1857 work by the United States has been in progress in this locahty, which has consisted in widening and deepening of chamiels; the construc- tion at the Falls of the Weitzel Lock, 515 by 80 feet; the construction on the site of the old state locks of the PoeLock, 800 by 100 feet; the completion of a new canal and third lock, 1,350 by 80 feet; the enlarge- ment of the old state canal so that it has at present a width varying from 108 to 500 feet; the construction of a movable dam for closing this canal in an emergency ; and the beginning and prosecution of the work on the foiu-th lock. This lock is to be the same size as the third lock, which is the largest in the coimtry and fre- quently accommodates 5 vessels of average size in one lockage. The new canal is called North Canal and runs parallel to the first one, known as South Canal. The Weitzel and Poe Locks are in the South Canal and the third and fourth locks are in the North Canal. Including the dredging of Hay Lake and Neebish Channels which extend from the canal at Saiilt Ste. Marie to Lake Huron, a distance of about 50 miles, the improvement thus far has cost over $20,000,000. The St. Clair Flats Canal, consisting of two dredged cuts, is located in Lake St. Clair at the mouth of the St. Clair River. It is an important link in the water- way connecting Lakes Erie and Huron, as all com- merce passing between the lower and upper lakes goes through this canal. The total tonnage for 1916 was 95,370,752 tons, valued at $1,010,929,971. The canal is about 3 miles long, 300 feet wide, and 20 feet deep. The Keweenaw Waterway or Canal, formerly known as the Portage Lake Canal, is a navigable channel, 25 nules long, 120 feet minunum width (bottom), and 20 feet deep, partly natinal and partly artificial. Extend- ing across Keweenaw Point, Mich., it connects Ke- weenaw Bay and Lake Superior and affords this copper- mining district increased commercial facilities. Some of the important rivers of Michigan are the De- troit, Grand, Saginaw, Black, and Clinton, all of which have been improved. The Detroit River, part of the Great Lakes route, is 3 1 miles long and flows from Lake St. Clair into Lake Erie. The work done on this river has been dredging, rock excavation, and the removal of bowlders, costing over $10,000,000. The controlling depth of the Amhcrstburg Channel is 23.1 feet, and of Livingston and Fighting Island Channels, 24.1 feet. Vessels carrying bulk freight, which forms about 95 per cent of the total tonnage, used all the available draft, the freight amoimting to 82,514,457 tons. Wisconsin. — Fox River rises in Columbia Comity and flows in a northerly direction into Green Bay. It is canaUzed its full length of 176 miles. Prior to 1872, when the United States began unprovement, the state had built 22 locks and 11 dams. Control of these having been relinquished by the state, they were rebuilt by the United States and 5 new ones added, making a total of 27 locks of an average size of 35 by 170. Wolf River, 220 miles long, a tributary of the Fox River, was dredged and snagged as far as New London, a distance of 47 miles. These improvements created valuable water power and provided better transportation and reduced freight rates. The Wisconsin River, which is only 2 miles from the Fox River at Portage, has not been improved suice 1887. On the west shore of Lake Michigan is a ship canal about IJ nules long, which comiects Lake Michigan and Sturgeon Bay. Its width is 160 feet audits depth 21 feet. The principal effect of the canal is to shorten the distance from ports on the west shore of Lake Michigan to Menominee Harbor 116515°— 20 -15 226 TRANSPORTATION BY WATER. by about 50 miles and to Green Bay Harbor by about 70 miles. Minnesota. — Tlie Mississippi River has its soiirce in mmierous lakes in the northern part of Minnesota, its origin being traced to Lake Itasca. It flows in a southerly direction for about 2,460 miles and empties into the GuK of Mexico. It is the greatest river of the country and has cost a large amount of money to maintain and improve. The part of the river from the Head of Passes to the mouth of the Ohio River has been in charge of the "Mississippi River Commission" since 1879. The improvement imder tliis commission consisted of open channel work, dredging, and building bank revetments and levees. The improvement provides a safe and easy channel for navigation and a preventive to the destructive effects of floods in all except the most extreme high waters. Other sections of the river have also been im- proved and at some places the river has been canal- ized. A lock and dam was built and opened for traffic in 1907 between St. Paul and Minneapolis. The lock is out of commission, but a new one 350 by 80 feet has been imder construction for some time and is now prac- tically completed. A lock 80 by 325 feet has also been constructed at Moline, HI. It forms a link in the im- provement of the Rock Island Rapids and overcomes a rocky cham, the swiftest on the rapids. The Missis- sippi River is also canaUzed at Keokuk, Iowa, at the Des Moines Rapids. A closed lateral canal 8 miles long was built and opened to navigation in 1877. This, with a channel cut through the rock bed of the river over the remaining 4 miles of rapids, was in- tended to be a permanent aid to navigation. The improvements were made obsolete by the construc- tion of the power dam at Keokuk, the backwater of which submerged them. The Mississippi River Power Co. has, in lieu of improvements destroyed, provided a single lock at Keolaik, 380 feet long and 110 feet wide, at a cost of over S1,000,000, which, with dry dock, all appurtenances, groimds, and buildings, was transferred to the United States. A niimber of res- ervoirs have been built at the headwaters of the river, which has resulted in a greater channel depth and more \uiiform flow in the Mississippi River above Lake Pepin during the navigation season and has made possible continuous navigation during the sea- son on some stretches where formerly it was subject to interruption on account of low water. The Red River (of the North) has its source at the confluence of the Bois de Sioux and Otter Tail Rivers at Breckenridge, Minn. It forms the boimdary line between Minnesota and North Dakota and flows in a northerly direction to Lake Winnipeg in Canada, the latter discharging through the Nelson River into Hud- son Bay. Its length from source to the international boundary is about 400 miles, all of which has been improved. The average depth is 3 feet at mean lo-.v water, and the greatest depth 4 feet. The river, how- ever, is little used for commerce on account of the proximity of railroads. The Red Lake River, which empties into the Red River, has been improved for a distance of 71 miles of its full length of 190 miles. Logging operations hav- ing ceased, there is no commerce on the river at the present time. Tlie Miimesota River is about 400 miles long; it has its source in South Dakota, flows easterly, and empties into the Mississippi River at St. Paul, Minn. No freight has moved on this river during the past few years, it being used only by excursion steamers and small pleasure craft. Warroad River, a short stream connecting Warroad Harbor and Lake of the Woods, which is part of the boundary between Minnesota and Canada, was dredged to the extent that a chamicl 200 feet ^vide and 8 feet deep at mean low water was completed. The improvement permits the transfer of freight between rail and water at the only American port on the lake, and has also made naviga- tion easier and safer. Missouri. — The Missouri River, the longest river in the United States, begins in southwestern Montana, and enters the Mississippi River about 18 miles above St. Louis, 2,551 miles from Three Forks, Mont., its source. Tlie river is being improved by the Federal Government in tluee sections : First, from Kansas City to its mouth, 392 miles; second, from Kansas City to Sioux City, Iowa, 415 miles; third, from Sioux City to Fort Benton, Mont., 1,478 miles. L'p to June 30, 1916, over $11,000,000 had been spent on section 1. The improvement consists of the protection of banks by revetments, the contraction of channels by dikes, the removal of snags and miscellaneous obstructions, and the felling of trees on caving banks. Navigation has thus been made easier and freight rates have been reduced. The amount of freight carried during 1916 was 211,371 tons, valued at §6,335,313. Similar im- provement has been made on section 2 at a cost of $2,564,871, and on section 3 at a cost of $2,894,913. The commercial tonnage reported for section 2 in 1916 was 105,287 tons, mostly sand dredged from the river bed and hauled short distances. The tonnage for section 3 was 22,151 tons, principally grain, manu- factured articles, building materials, and coal. The Osage River, though 500 mQes long, is canalized only from its mouth to 7 miles above. There is but one lock and dam, located near Osage City, Mo. The lock is 220 feet long, with a clear width of 42 feet. The commercial tonnage reported for the river in 1916 was 13,999 tons, and through the lock, 1,120 tons. The Gasconade River, 200 miles long, and located entirely in Missouri, is a nontidal stream that has been changed from a condition of alternate pools and shoals of sand and gravel, obstructed by snags, to a river navigable the greater part of its distance, afl'ord- ing shippers a regular means of transportation by boat. CANALS AND OTHER INLAND WATERS. 227 SOUTH CENTRAL DIVISION". Kentucky and Tennessee. — The Tennessee River, a nontidal stream, has its source ui eastern Tennessee and is formed by the junction of the French Broad and Ilolston Rivers near Knoxville, Tenn. It crosses northern Alabama, touches Mississippi, crosses Ten- nessee and Kentucky, and empties into the Ohio River at Paducah, 652 miles from its source. Like other rivers of the Mississippi Valley, it consists of a series of pools separated by shoals. These shoals, together with bars, snags, excessive slopes, small depths found at the shoals, and other obstructions, make naviga- tion difficult. The river, however, with its principal tributaries, forms a system of internal waterways of considerable importance, and the Federal Govern- ment has made extensive improvements. The river up to Jime 30, 1916, has been improved in sec- tions. Section 1 extended from Chattanooga 188 miles north; section 2, from Chattanooga to Riverton, 238 miles; and section 3, from Riverton 226 miles below. The minimum available depth m section 1 is one-half foot at extreme low water, but the river is usually navigable for 1 foot draft throughout the year. There are two canals in section 2; one is at the Muscle and Elk River Shoals and the other at the Colbert Shoals. The Muscle Shoals extend from Bro'\\"ns Island to Florence, Ala., a distance of 36 miles. The canal was buUt in two sections — one on the right bank with nine locks, and one aqueduct at Big Muscle Shoals, and the other on the left bank with two locks, at Elk River Shoals. The available depth at low water is 5 feet, but this depth was not obtained between the two divisions of the canal, a minimum extreme low-water depth of 1 foot being formed above lock A. The Colbert Shoals Canal is 8.06 miles long, 112 feet wide (bottom), and 7 feet deep, with a lift lock at the lower end of the canal SO by 340 feet. Tlie canal and lock were completed and placed in operation m 1911. They were built to sur- mount the obstructions known as Colbert and Bee Tree Shoals, situated between Colbert Shoals and Riverton. The Big Bend, Bear Creek, and IncUan Creek Shoals in the part of the river below Riverton have been made navigable. The Cumberland River is formed by the junction of Poor and Glover Forks in eastern Kentucky about 687 mUes above its mouth and flows west to Bumside, Ky., from whence it makes a loop into Tennessee, passes Nashville, and returns to Kentucky, emptying into the Ohio River near Smithland, Ky. Between Bumside, Ky., and NashvLllo, Tenn., a distance of 326 miles, and below Nashville to the distance of 192 miles the river has been canalized. Over $5,000,000 have been spent to date. Above NashviUe there are 8 locks and dams in operation, while below Nashville there is 1 in operation, with 3 more under construction. The depth of the river varies from 1 to 6 feet. The Big Sandy River, formed by the jimction of the Levisa and Tug Forks Rivers at Louisa, Ky., flows north 27 miles and empties into the Ohio River at Catlettsburg, Ky. Tlie river and a portion of each fork are canalized. Transportation has been rendered safer and easier, but the improvement has but httle effect on the nature of commerce and freight rates. The Kentucky River begins near Beattyville, Ky., flows in a northwesterly diiection for about 255 mUes, and empties into the Ohio River at CarroUton, Ky. Part of the river has been canalized since 1844, the year the state completed and put into operation 5 locks and dams. These state locks were taken over by the Federal Government in 1879. They were re- constructed and slack water extended to the three forks at Beattyville, at a cost of over $1,000,000. Nine new locks and dams have been added and navigation has been correspondingly improved. The Green and Barren Rivers both he entirely witliin Kentucky. The Barren is 108 mUes long and empties into the Green River. It is canalized from its mouth to Bowling Green, a distance of 29.5 mUcs. The Green River is 345 miles long and empties into the Ohio, about 8 miles above Evansville, Ind. This river is canalized from mouth to Mammoth Cave, a distance of 196 miles. Locks, dams, and other im- provements have cost nearly $3,000,000. The improve- ment has afforded unmterrupted navigation over about 217 mQos of river and opened to commerce a large section of country otherwise practically inacces- sible. The LouisvUle and Portland Canal is 2 miles long and extends around the f aUs of the Ohio River at Louisville. It is an old canal, buQt by a private corporation under a charter granted by the state of Kentucky in 1825. The first boat passed through the canal December 22, 1830. The United States purchased some of the stock of the company in 1826. Traffic having steadily increased, it became necessary to widen the canal, enlarge the locks and dams, and make numerous improvements, of which the United States assumed charge in 1868, but the operation of the canal and collection of toUs remained under control of the cor- porate management imtil 1874, when the entire con- trol of the canal was assumed by the United States. ToUs were entirely abohshed in 1880. Alabama. — ^The Black Warrior, Warrior, and part of the Tombigbee Rivers form practically a single stream, with its source in northoni Alabama, which flows in a southwesterly direction and unites with the Alabama River to form the Mobile River, 45 miles above Mobile Bay. The total length of the stream from the junc- tion of the MidbciTy and Locust Forks to the mouth is 362 J miles. When dredging and snagging were begim back in the seventies, some parts of these rivers were not navigable, and some parts only certain months of the year. It is possible now, after improvement, to 228 TRANSPORTATION BY WATER. cany tows 50 feet wide and loaded to a 6-foot draft from Mobile to Sanders Ferry on the Mulberry Fork, and to Nichols Shoals on the Locust Fork, a distance of 443 J and 423 i miles, respectively. The cost of the im- provement, including 17 dams and 18 locks, was over $9,000,000. It is practically completed and is being used by coal and packet companies for through ship- ments in addition to the local traffic. The Tombigbee River is canalized from McGrcws Shoals to 15 miles above Demopolis, a distance of about 135 miles. From this point to its source, ai)OUt 300 miles, it has been improved, but not canalized. Below McGrews Shoals (lock 1) to its mouth, 66 miles, the river is tidal and navigable. Another project of great importance to the state was the improvement of the Alabama and Coosa Rivers. The channels were deepened and widened, dams and locks were built for the latter stream, and both rivers are now navigable for several hundred miles to boats of much greater tonnage than formerly. An examination and survey has been authorized by Congress for an inland waterway from Mobile, Ala., to Pensacola, Fla., along the Gulf coast. This is a link in the greater watenvay from Florida coast to the Mississippi River. Mississippi. — The Yazoo, Pearl, Pascagoula, Leaf, Chickasawhay and other rivers of less importance, the Mississippi Sound, and many harbors and passes of the state have been improved to a large extent during the last decade. No canals have been built nor rivers canalized, but a lock and dam are being con- structed at Callao Landing on Big Sunflower River. Arkansas. — The Arkansas River, 1,460 miles long, has its source in central Colorado, flows southeasterly through Kansas, Oklahoma, and Arkansas, and empties into the Mississippi River. Fort Gibson, Okla. , on the Neosho River, 2 miles above its mouth and 463 miles above the mouth of the Arkansas River, is regarded as the head of steamboat navigation. Over $3,000,000 have been spent, principally for snagging, but some for dredgmg, contraction works, and bank revetment. Improvement in navigation is, however, slow because there are numerous cavings of banks, which cause shifting channels. White River rises in northwestern Arkansas, flows north into Missouri and thence southeasterly through Arkansas, emptying into the Mississippi River about 87 miles below Helena, through a mouth common to both the White and Arkansas Rivers. The length is 690 miles, 301 of which, from mouth to Batesville, are imder improvement. The improvement is beneficial, as snagging has cleared the channels and rendered the fuU natural depth of the stream available. Upper White River is canalized from 1 mile below BatesvOlo to Guion. Three locks (175 by 36) have been con- structed and are in operation. The Ouachita River has been canalized from Franklin Shoals to Monroe, La., a distance of 119 miles. Three locks have been completed, located at Franklin Shoals and Felsenthal, Ark., and Monroe, La. Three others are being built. Other Arkansas rivers, the Cache, Black, Currcint, St. Francis, Saline, etc., have been improved, and some preliminary examinations and surveys author- ized by Congress. Louisiana. — ^Tho great Mississippi* River, emptying into the Gulf of Mexico in the southeastern part of Louisiana, makes the system of internal waterways of the state of considerable importance. There are several mouths of the river. Two of these, the South Pass and Southv/ost Pass, have received considerable attention from the Federal Government, and to date about $20,000,000 have been spent in improvements. These improvements have made Now Orleans a valuable port of entry. Larger and deeper-draft vessels enter the harbor and the cargoes for coastwise and foreign commerce are greater, with transportation rates much less than rail rates. An intracoastal watenvay along the coast from the Mississippi to the Sabine River is under construction and several hnks are completed. The Atchafalaya River from Morgan City to the Gulf of Mexico has been improved, together with other rivers and bayous. There are several canals, the most important being the Barataria and Lafourche or the Company's Canal, New and Old Basin, Harvey's, and Lake Borgne, aU privately owned except the New Basin, wliich is owned by the state of Louisiana. Texas. — Important improvements are under way in this state. There is the Coast Inland Waterway, already referred to, which is a link in the great trunk hne contemplated from thsv Mississippi River to the Rio Grande. The Trinity and Brazos Rivers are being canahzed in part. Tlie Guadalupe from its mouth to Victoria has been dredged and snagged, and Congress has authorized a preliminary examination and survey to determine whether the addition of locks and dams will bring about better results. The Sabine River to Orange and the Neches River to Beamnont, including the Sabine-Neches Canal, have been improved, at a cost of over $1,000,000, to the extent that deep-draft ocean-going vessels can go from the Gulf to Beamnont and Orange. The harbor at Sabine Pass and the Port Arthur CanaJ have been made deep enough for ocean-going vessels to enter. The improvement of the West Galveston Bay and Brazos River Canal wliich was purchased by the Government in 1902 and extends from Brazos River to Oyster Bay, a distance of 10 miles, was combined, by the river and harbor act of 1907, with the West Galveston Bay Channel, under one appropriation, as a part of the inland waterway on the coast of Texas. CANALS AND OTHER INL.\ND WATERS. 229 The section is about 36 miles long, and practically parallel to the coast Une of the Gulf of Mexico. The project was completed in 1909. Among other improvements is the Houston Ship Channel, which includes the ^Morgan Canal and Cut pm-chased by the United States in 1892 at a cost of S92,316. It connects Galveston Harbor with the city of Houston, a distance of 50 miles. The cost of the improvement was nearly §5,000,000 and has made Houston practically a seaport. WESTERN DIVISION. California. — The state of California has no canalized rivers. There are several diverting canals. One of these recently completed is located near Stockton. It is about 5 miles long and diverts the waters of Mormon Channel into the Calaveras River. Tlie state of Cahfomia and city of Stockton furnished the right of way and the Federal Government built the canal, including a dam, at a cost of about S250,000. A diversion dam and channel are imder construction for the protection of Los Angeles and Long Beach harbors. The principal river in the state is the Sacramento, navigable from Red Bluff to its moutli at Suisun Bay (CoUinsville), a distance of 253 miles. Another im- portant river is the San Joaquin. This river rises in the vicinity of Yosemite Valley, flows in a generally western direction for 325 miles, and empties into Suisun Bay. These rivers, together with Feather River and Stockton and Mormon Channels, have been greatly improved not only by the Federal Government but by the state of California and by the cities of Sacramento, Marysville, and Stockton. Oregon and Washington. — The Columbia River rises in the southeastern part of British Coliunbia, and emp- ties into the Pacific Ocean between the states of Wash- ington and Oregon. It has a total length of 1,200 miles. The section of the river from Celilo Falls to the mouth of Snake River is under improvement. Bowl- ders, ledges, and reefs have been removed and gravel shoals and bars scraped for a distance of 124 miles. The channel is improved to the extent that navigation is possible at all stages of the river. Between the foot of The Dalles Rapids and the head of Celilo Falls a canal has been built, 8^ miles long, 65 feet wide at the bottom, and 8 feet deep. There are 5 locks, 300 by 45 feet, which cost nearly §5,000,000. Prior to the canal being built this portion of the stream was not navigable at all. The canal was opened for traffic May 5, 1915. Extensive improvement has also been made at the Cascades, 141 miles from the mouth of the river, where it passes through the Cascade Mountains. The channel at tliis point was unsafe and freight had to be trans- ferred around the obstructions by teams and later by a steam railroad until the completion of the canal in 1896. It is 3,000 feet long, 90 feet wide, 8 feet deep, and has two locks, 514 by 90 and 521 by 90 feet. The cost of the improvement was 83,913,198. The Willamette River, 294 miles long, rises in the Cascade Range in southwestern Oregon, flows north- erly, and empties into the Columbia River. On the west side of Willamette Falls near Oregon City, 25 miles above the mouth of the river, a canal with locks and dam was constructed in 1873 by private interests. The locks andcanalconsistof a flightof 4locks,each210 by 40 feet; a canal basin above the flight of locks 1,250 feet in length; a guard lock at the upper end of the basin 210 by 40 feet; and the upper entrance, 1,000 feet in length, making the total length, including the locks and entrance, about 3,500 feet. The plant was pur- chased by the United States April26, 1915, for §375,000. The Yamhill River from the source of the south fork is 52 miles long. It rises in the Coast Range, flows easterly, and empties into the Willamette River about 42 miles above Portland. This river has a lock and dam located near La Fayette, 8 miles above its mouth. The Columbia and lower Willamette Rivers below Portland and Columbia River at its mouth are imder- going extensive improvements. In Washington the Cowlitz and Lewis Rivers, tribu- taries of the Columbia River, are being dredged, snagged, and otherwise improved. Grays River harbor and bar entrance and Willapa River and harbor have also been greatly improved. A waterway or canal connecting Puget Sound with Lakes L^nion and Washington has been recently com- pleted. It lies entirely within the city of Seattle and is approximately 8 miles long, 100 feet wide on the bottom, and 30 to 36 feet deep. Right of way and flowage rights were secured for the United States by King County. There are two locks and dams. One lock is 825 feet long and 80 feet wide, the largest in the west. It has two chambers, 450 feet and 375 feet long, respectively. The depth of water on the upper miter sill is 36 feet at low water in the upper pool, and on the intermediate and lower miter sills 25 feet at extreme low tide in Puget Sound, which will afford 36 feet at low water in the upper pool and mid- tide stages in Puget Sound. The other lock, 150 by 30 feet, is located south and alongside of the large lock. The project was 99 per cent completed in 1916, at a cost of $2,663,211 to June 30, 1916. Of this amoimt the state hiis contributed nearly a quarter of a million and King County over half a million. The effect of the complete work will be to make accessible to deep-sea vessels both for coastwise and over-sea trade a large fresh-water basin of constant level with a shore line of about 100 miles. Alaslca. — St. Michael Canal is a salt-water channel, 18 miles long, running from St. Michael Harbor to a point on Norton Soimd, 38 miles northwest of the 230 TRANSPORTATION BY WATER. Apoon Mouth of the Yukon River, Alaska. It is 250 to 750 feet in width and for the greater part of its length the depth is 10 to 18 feet. Some parts, however, are only 2 to 4 feet deep. A channel was dug 100 feet wide and 6 feet deep from deep water in St. Michael Bay through the canal for a distance of 6J miles. It is the only sheltered channel for Yukon River hoats which take and transship cargoes at St. Michael Harbor, but the channel is very crooked and is not used now by vessels, due to difficulty of handling. The Yukon River rises in British Columbia, flows in a generally western direction across Alaska, and empties into Norton Sound, an arm of Bering Sea. It is about 2,000 miles long and is navigable for light- draft river boats to the international boimdary, about 1,500 miles. ADDITIONAL COPIES OF THIS PUBLICATION MAY BE PROCUKED FROM THE SUPERINTENDENT OF DOCUMENTS GOVERNMENT PRINTING OFFICE WASHINGTON, D. C. AT 75 CENTS PER COPY V Date Due PRINTED IN U.S. A- CAT . NO. 24 161 (^ D 000 6/^