The Republican. [volume] (Oakland, Md.) 1877-current, 1916-12-14

can IOreSldII, OccdSlONdllY ueSIToy
boats. The severe storms of October
and November. which takes a regular
toll Of vessels and lives, are nearly al
ways forecast by government weather
bureaus, and storm warnings displayed
long enough in advance so thai any cap
tain who receives them may make a
port, or lay his course close to shore.
But the freight vessels on the Lakes
carry no wireless, as the passenger
boats do, and may miss the warning.
Many of the navigators, however, fear
fog and snow more than wind. 1t is
usually vessels of the older type, some
what weakened by long usage, that go
down in the storms. New steel vessels
generally weather them. But fog or
a snow stormspresents the same diff
culties to all. Not only is it impossible
to see vessel at any distance, but the
fogs have a peculiar effect upon sound,
so that two blasts from the same
whistle will seem to come from opposite
directions. Under these conditions it
takes luck as we'll as care to avoid col
lisions.
The Lake traffic is especially interest
ing as an index to the growth of the
West as one of the world great grain
aries. Forty years ago, there was
more grain raised per acre in the east
ern half of the United States than in
the western half. Then the homesteader
and the gang pillow began their trump
liant western march, forcing the sheep
and cattle back into the most arid and
mountainous parts, converting the
prairie into one great grain field AS
these farmlands widened, the wheat be-
gan to be shipped eastward, at first in
small sail boats, sea-schooners and
other sailing vessels, but the traffic
grew apace, and soon numerous steam
ers constructed especially for the pur-
pose, were carrying Americas grain
grain across the continent. 1t was de-
posted by the farmers in small eleva-
tors along the railroads, carried by them
to Duluth and other western Lake
points, and there loaded for Buffalo.
The growing capacity of the trans
continental roads soon began taking a
share of this rich trade away from the
Lake steamers, but the Lakes still had
all they could carry. Then about
twenty-five years ago, the eXpediency
of shipping from Galveston and other
fer southern ports began to be appreciat-
ed, and the yellow river of wheat found
still another outlet. More recently still,
Montreal has grown greatly in impor-
tance as grain port Nearly all of the
Canadian grain that goes oversee sship-
ped from there now, and more and more
grain from the United States is taking
the same route. All Of these ne v routes
have been made necessary by the lusty
growth of the western wheat crop. AL
thought the proportion of American
wheat that goes by way of Buffalo has
steadily diminished, the actual bulk
has steadily increased.
Buffalo's terminals, which look like
wilderness of confusion, with their
winding channels, their drawbridges
and freight sheds. and skyline jagged
with towering elevators, are really
marvel of system and efficiency. There
are few industrial processes in which
labor saving devices have been brought
to niger point than in the unloading
Of grain al modern elevator. A leg"
which is long instrument. carrying a
belt set with scoops, is dropped into the
hold of the vessel, and the gram swiftly
dipped out without being touched by
man or shovel. 1t is also automatical-
ly deposited on the scales and weighed.
In striking contrast to this process is
the loading of package freight, which
is done by immense gangs of polyglot
laborers, bossed by eloquent foremen.
The whole effect is one of tremendous.
rushing activity.