Besides their great length these vessels differ from the ocean type in that they are flat-bot tomed, the purpose being to carry the greatest possible cargo on the shallow draught to which they are limited. On no other waters is so great a cargo carried on so small a Many of the larger vessels besides carrying their own cargo take one or more barges or sailing vessels in tow. Many of the vessels classed as sailing vessels are little mote than barges, their sails being spread only when the wind is especially favor able. Prior to 1883 the tonnage of the sailing vessels exceeded that of the steam vessels, but since that date the tonnage of sailing vessels has remained about constant while that of steam ves sels has almost trebled. In 1897 the gross ton nage of steam vessels was 975,000 tons, the sail vessels a little over one-third that amount, and the barges 55,000 tons. The total gross tonnage of the lakes increased from about 450,000 tons in 1870 to 690,000 tons in 1886 and 1,370,000 tons in 1897. The accessibility to resources of coal and iron has given the lake region unequaled advantage in the construction of ships. In 1897 the 120 vessels built on the Great Lakes had a greater tonnage than the 137 vessels built in other parts of the United States. Treaty pro visions prevent the United States from building war vessels on these waters. The increase in lake traffic has been much greater than the increase in tonnage. This is due to the greater rapidity both of sailing and of loading and unloading vessels. The efficiency in the latter respect is not equaled in any other part of the world. A round trip from the head of Lake Superior to the eastern Lake Erie ports is now made in ten days. Thus an average of twenty round trips in a season can easily be made. Freight rates have fluctuated greatly from year to year so that the comparison of years may be misleading, but the general downward tendency has been very rapid. At the end of the nineteenth century coal was carried from Buffalo to Duluth at the one-half mill per ton mile, which was only a small frac tional part of the exiDense by rail. Wheat was carried the same distance at a per mile rate that was cheaper than that current in ocean traffic. The fact that coal constitutes a large product for return shipment makes a much lower rate possible than could otherwise be secured. The movement of freight upon the lakes is character ized by the great predominance of the east-going traffic over the west-going trade (especially the east-going traffic from the Lake Superior region), and by the importance of the Lake Erie ports for the exchange of the east-going for the west going products, and by the fact that the bulk of the traffic centres upon a very few commodi ties.
Formerly the lower lake region was of greater relative importance, but in consequence of the enormous increase in iron mining in the Superior region, and also the increase in lumbering and grain raising in the tributary region during the last decade of the nineteenth century, the in crease in the tonnage of lake shipments during that period was mainly in the tonnage originating in the Lake Superior region. The concentration of the transfer of the east-going for the west going traffic on the Erie coast is due principally to the fact that it is through these ports the iron ore must pass to reach the coal and the smeltinn. region, while in turn, in consequence of the nearness of these ports to the coal mines, they are the most convenient points for the loading of the coal, which constitutes the bulk of the west-going freight. Lumber also finds the short
est route to the manufacturing centres through these ports, and grain here makes connection with the Erie Canal, whence there is an easy transit to the Atlantic coast. It is probable that the latter product would be carried on the Saint Lawrence route much more extensively than it is if the canal around the Niagara Falls were to be deepened so as to admit the passage of the large lake vessels. According to the Government re ports for 1900 the total net tonnage of freight upon the lakes was 36,033,200 tons, distributed as follows: Receipts of mining products, 23,541, 203 tons; receipts of_ agricultural products, 5,220,285 tons; receipts of forest products, 3,523, 188 tons; receipts of manufactured products, 277,393 tons; receipts of miscellaneous products, 3,471,131 tons. The commerce through the De troit River on the part of vessels registered at American ports increased from 21,684,000 tons in 1890 to 30,000,000 in 1899.
The registered tonnage passing through the Saint Mary's Falls Canal in 1860 was 403,657 tons; in 1890 8,454,435 tons, and in 1900 23,315, 834 tons. The net tonnage passing through the canals in 1900 was 25,643,073. Of this 20,532,493 tons was eastbound-19,102,494 tons going through the United States Canal. The number of vessels entering the main lake ports in the season ending November 30, 1900, was as follows: Chi cago, 7099; Buffalo, 3684; Cleveland, 3343; Mil waukee, 3057; Detroit, 2272; and Duluth, 1901. The bulk of the lake traffic is American, only 11 per cent. being Canadian.
There are numerous harbors along the coast line of the lakes. Many of these havens are shallow, and constant dredging is required to keep them accessible. The National Government has expended large sums on harbor improvements. In late years there has been a serious lowering in the level of the lakes' surface, to the great detriment of the harbors. Different plans have been projected for preventing further harm in this respect. Dams have been constructed across the exit channels of the lakes. One of the most serious disadvantages with which the lake com merce has to contend is the winter ice, which stops all traffic. The cessation of general lake traffic begins about the first of December and continues four or five months, about 222 days being the average annual time during which the canals are open. Much has recently been done to continue the period of traffic by the construc tion of boats with special provisions for ice crushing. A railroad ferryboat has also been constructed which is able to crush its way through three feet of ice.
The problem of the further improvement and increase of lake transportation is one of much significance to the country and has occasioned a great deal of interest and speculation. Schemes have been projected with the view to making the lake ports directly accessible to ocean-going ves sels. The interests of Canada as well as those of the United States are involved in the proposed improvements, thus occasioning a rivalry between the two nations. For instance, an all-United States route is proposed, known as the Oswego, Oneida, Mohawk Valley and Hudson Route. An All-Canadian route is also proposed which con nects the Georgian Bay with the Ottawa River. A proposed international route includes the Saint Lawrence River, Lake Champlain and Hudson River.
The Great Lakes are valuable for their fish eries. Nearly $4,500,000 of fish is taken from them annually, considerably over half by Ameri can fishermen.