Vfimvwvm .7 vv W‘W v'v vv- Wy-"w—wmvw wvwvm'wv—v-m- ‘10 METROPOLITAN- Hothv '; SUPPLEMENT ' - o J unio de’ 1897 , dan un'a idea. regular de la diverse naturaleza del negocio por ‘ 10s fabricantes americanos: . Segadom y recessions ....................... Arados y cultivadores.......................... Pepuefios lnstrumentos ..... _ .................... 00.8% CarruaJw y vehiculos .......................... - 823.4% Instrumentos y operates para objetos cientifioos 80 889 incluyendo telégrafos y teléfonos. . '1?- ......... 1 9.513 Mi'iquinas de escriblr ................... - ....... . 1.648 Maquinaria (pequefia y no especlficada.) ....... . 1320.046 Herramlentas ............... .0. . . . . . ~. .......... 5&er Estufas . . . .‘ .......... x ............ . ...... . . . 10-819 Arneses .............................. 11"”22 Pinturas ........................... 2:3 4r 6 Relojes de pared. .,. i ...... 1-13. 988 Blcicletas ................ 124.869 Articulos de latch ....... , ...... ‘. ..... . ......... . 4'841 Barnices ....... 1 -- Mddera ........................................ 324“ 000 Puertas. mar-cos y perslanas ........... 885.81 Muebles para comf'. . . .' . . . . . ;- ....... --. 34. 0 Utensnllos de modern ................... _ 268.518 Manufactures dermadera. no especlficadas. , . . Segfin el censul General de los Estados Unidos en la. Cludal del Cabo, las-ximportaciones totales de muebles en el Africa del Sur, en 1897, fueron evalua'das en $2,140,199, do has cuales Ingla- terra contribuyo' con - $1,611,649, 105 Estados Unidos con $255,321. Alemania con $49,897, y Suecia con $50,037. El comercio americano aumenta de una manera rapida. y sus articulos surten general satisfaccién. Los informes consulates britanicos manifiéstan que el comercio de America con el Japan en 1897 vs en notable aumer’to. Las importaciones de los Estados Unidos en el Japén aumentaron 57 per ciento y las exportaclones 55, mientras que el 'comerclo con la. Gran Bretafia soloaumento 5 per ciento y con Alemania 8 per ciento del total. La siguiente comparacion esta hecha de los productos del hierro y acero de los afios 1890, , 1896y1897: , p _, Locomotoras ......... $43,513 $416,106.. $2.393.§85 Maquinarla é instrumentos. 394.111 781,510 '1,909,123 Cameras de»vapor.....;..:... 30,314 ' 64,869 = 211.790 912311;? If}??? x is . :1? .f‘: 619 43:1.853 1.558.794 Cloves (lbs) ..... '. ........... 1.298 232.353 . 939.379 LOCOMOTORAS AMERICANAS EN EL JAPON. En 1896 comenzaron a importarselocomotoras americanas en el 'Japon en perceptible numero. Hasta aquella fecha, de’175'maquinas inglesas «the liable. en la linea de- Tokaido, solo seis eran d‘é’ fabricacion americana. Pero desde entonces SE’énviaron de, América mas de setenta Maqui- has. La. predominancia Americana sobre las maQuinas lnglesas se debio a la baratura y a la. prontitud con que se despachaban los pedidos. Una maquina americana, construi‘da en Filadel- :fia, Nueva'York 6 Nueva Jersey. cuesta, inclu- yendo fletes y otros gastos, 19,000 yen, contra 24,000 yen que cuesta una inglesa. Ademas, debido en parte a la huelga de maquinistas, y mas tarde a la extraordinaria actividad de la arouitectura naval y mercante, los pedidos é. Inglaterra se atendian muy despacio, y cuarenta locoinotoras que se encargaron en 1896 no han llegado todavia Eso no sucede con America. La tendencia alli se inclina a la gradual supresibn de las maquinas inglesas reemplazandolas por americanas. A la hora presente e1 nfimero de aquellas predomina sobre las filfimas, .y como ~ arriba se dice. las de este pais son de reciente lntroduccién. Los funcionarios de ferrocarriles se ocupan desde hace un afio en ha‘cer experimentas con maquinas americanas é inglesas; la investiga- cién no esta completa todavia y no se ha emi- tido opinién sobre la superioridad de unas u otras. mayor cantidad de carbon que la inglesa, no cabo dudarlo. Respecto de la relativa baratura de‘la locomotora americana, debera observarse que los materiaies que se usan en unas y otras Que "la maquina Americana consume - no son iguales, astque, es imposibie emitir juicio sobre ese respecto' unicafnente. , Sin embargo, un punto notie’oe duda, y es que‘en ias fundiciones amerimnas .se utilise. la fuerza , mecanica 'en mayor grado que en las inglcsaa ‘ . Durante los ocho meses que terminaron en131 de Agosto, las exportaciones de harina de avena (oatmeal). demnestran un gran aumento, habi- endc sido 55,851,778 libras, valoradas en $1,163,— 572, contra 31,049,721 libras, valuadas en $663,- 523. durante el periodo correspOndiente en 1897. Este es un numento enxlospedidos del extran- jero_-que absorve 24,802,057 libras mas que .en .los mismos meses del afio anterior. A Nueva York se le acredjtan exportaciones de 23,990,156 libras; Boston, 18,202,000; Baltimore, 9,945,482; Filadelfia. 3.305.271 11m Nuestras exportaciones .de ‘velas. aunque no representan una» gran cantidad en. valor, unos $232. - d‘urante el afio fiScal que termino- en 30 de J unio de 1898, demuestran unzconsiderabie voltimen-‘-3‘.072,369 libras. 'Hubo 'un aumento, de mas de 400,000 libras en la cantidad de veins exportada este afio comnafaudola con gel de 1891'. . cannos ELECTRICOS AMERICANOS (TROL- ‘pero la instalacion de traccion electrics, hace ,posible e1 empleo de .carros mucho mayores y Al mismo' tienlpo so nots'. un aumen'to de' cast 5.000.000 ,d’e llbras enlos embarquesl,_de jabon due when hectic a pulses extranjeros.’ LEI) PARA LA ARGENTINA. Una sociedad de fabricantes americanos, ha terminado recientemente‘ un ntimero de carros Trolley para el Gobi‘erno de la Argentina. que se instalaran en Buenos Ayres y otras puntos para el transporte de 'carnes .de los mataderos del gobierno, situ'ados en los arrabales, a las carni- cerias y mercados de la ciudades. Antes 'est‘e transports lo hacian en carros de tiro animal, de mas rapido servicio. La matanza de ganado vacuno 'se hace en los' matadores del gobierno, y de' es’te 'modo es posible inspeccionar todas las carnes antes :de expenderlas al publico. Durante muchos aiios se ,estuvieron usando comes aderez‘adas,’ pen habiendm'e netado qua .estas se dafiaban’ por el color y elspolvo, se in-. trodujo lamejora del servicio de‘ Trolleys .donde _la came puede ir colocada, en , caias que se" manejhm~ por medic defgrande’s‘g‘ruas a‘l ~lleg'hr a su destino. Para este objeto no solo'se usan carros dc motorelectrico, sino que‘se lesagregan ot-ros sin e}. .formando u'n tren que se dirige 6-13 ciudad y a los,mercados. ' Buenos Aires-ha ordenado reciéntementc viento carros de motor y setenta. y cinco .deglos sen- cfllos, y por esto podra aprecia‘rse el modo come se usan. Las cajas para carne estan torradal de zinc, y estan provistas de ventiladores. Cad: caja puede‘ llsva‘r 6,000 ”bras da came, y"e1 sis- tema es- de lo mas eficieutcbajo todos los puntos de vista. _, La 'ligera maqulnarla agrfcola en Argelia. es toda do fabricacibn time a, y es only a proposito para las labores de la oolonia. Los arad‘os en uso por los coiouos franowes son en su » mayor parte americanos, pero no han side -mirados con apre'cio per ei lebrador arabe, que escarba la tierra- con los deuso mas primitivo, tal coal to hasten sus anteoosorea por los, sigma carros con tire animal para la conducciép de las do last 'siglos. enlarged and superior design. thing in the line of steamers plying in Southern waters. Steamship Company, leaving the South Central pier, Atlantic Dock, direct for San Juan, made new steamers will accomplish the voyage in fully twenty-four hours less time. Ponce, and every alternate trip at Arecibo, Aguadilla. and Arroyo. Many smaller ports have also been touched when there was sufficient freight to make it profitable. It is not unlikely that under the changed condition of international affairs the entire freight business of this description will undergo a growth and development beyond the fondest dreams of those interested in this trafl‘ic. It appears that the Wants of the Porto Rican natives are "few and small.” They are satisfied with the necessaries of life, and the statistics, such as they are, show that the principal imports consist of flour, beef, pork, lard, kerosene, supplies for sugar estates, andlumber. Cotton fabric and fish, in point of quantity. have occupied two of the most prominent places in the list of imports, and these have been obtained from sources almost entirely outside the United States. The annual business of the island in these two articles has amounted to several millions of dollars, and this should'be turned to the account of’ the United States. The New-York and Porto Rico company has carried all the sugar which has been shipped to the United States, the other exports consisting of coffee and a few tropical fruits. - Among its vessels now in commission are the Arkadia, 2,317 tons; the Evelyn, 1,963 tons, and a splendid new vessel built at Bath, Me., the the company are Miller, Bull & Knowlton, No. 130 Pearl-st, this city. The officers are as verick R. Roehl; vice-president. Archibald H. Bull; treasurer, Henry T. Knowlton. NEW-roan AND Ponro Rico LINE. The New-York and Porto Rico Steamship Company was incorporated in 1890, and has been the only line between the island which. is now Uncle Sam's and the United States prODer. Practically all the food supplies sent out from the United States for Porto Rico have been carried in the holds of this well-known company’s vessels. In the years gone by there has been little demand for passengervaccommodav tions, and the freight steamers, which made trips at stated limes asst-he trade required, were only equipped in a limited way for passengers. Now everything is different. The island belongs to this country, and trade has become so important and there are so many features-to attract the attention of tourists that in order to meet the demand the management of the company has signed the contracts for two fast steamers of. These will be completed in the fall of 1899 (possibly before that), and it is expected that they will equal any- Under previously existing conditions the vessels of the New-York arid Porto Rico the trip in from five and a half to six days. The From San Juan stops are always made at Mayaguez and Winifred, 2,456 tons. The general agents for follows: President, J. M. Cebauos; secretary, Fredp A FAMOUS CONCERN. rim SUCCESSFUL CAREER or THE NEAF'IE‘ a‘LEVY SHIP AND EN- GINE EBUILDING COMPANY. , s. ' ESTABLISHED, INT 1838. THIS wumamown nouss nAs mu AN VENVIABLE- NAME— is SHIPBUILDING CIRCLES—A such-r; SKETCH on THE FOUNDERS AND THE PENN WORKS AT PHILADELPHIA. The prowess of the United States Navy in the late war with Spain has brought prominently to public attention the shipbuilding resources of the country, and the policy of expansion, which ha54 been among the burning questions of the hour, has called out the deepest interest in the wel- fare of American shipping. Among the prominent builders of vessels of various descriptions none have made for themselves greater fame or rep- utation than the Neafie' & Levy Ship and‘Engi-ne Building Company, of the Penn'Works, Phila- delphia, Penn. Established in 1838, this com- pany now looks back over a successful career of half a century. The former president of this famous concern, Jacob G. Neafie, was born in 1815, and although he' has passed his eighty- third birthday he is still hale and hearty, and with an experience of a lifetime he posseSses a more thorough and exhaustive knowledge of the business than most of those who are his rivals in the field of ship and engine construction. _. While Noah’s Ark may be said to be the first ship known in the history of man, there is little doubt that prior to Noah’s time there were some crude craft,.for wherever man has liVed near the water there must have been boats of some sort. The oldest tombs and monuments of Egypt bear representations of vessels propelled by sails. as well as by cars. The line marking the greatest advancement dates from the time steam was applied as a motive power in vessels. Although it is Shown that many attempts had been made in both France and England in this direction. it was not until after the year 1730 that any practical results were obtained. In the beginning of the year 1787 John Fitch had com- "pleted a. steamboat propelled by a wheel at the stern driven by steam; in May of the same year he made an experimental trip with his first practical American steamboat upon the Dela- ware River. Her speed was estimated by those who witnessed the performance, from their measurements, to be eight miles an hour at ,dead water, and she afterward made eighty rmiles a day. The first American steamship to carry passengers was constructed by Mr. Fitch, and made regular trips between Philadelphia and Burlington in 1790, going over two thou-‘ sand miles in that season. It was for Robert Fulton, however, to prove to the world that steam could be applied to the propulsion of ves- sels with entire satisfaction. His first steam- boat. called “The Clermont,” with paddles on her sides, made a progress on the Hudson River of five miles an hour, and from that time steamboats were rapidly multiplied on the waters of the United States. Philadelphia, which was located by the Com- missioners of William Penn on his adviée that it was a harbor where the largest ships might ride, has always been an important centre of mari- time interest, and at the present time the city holds marked prominence in the shipbuilding industry, with yards turning out vessels that represent the most approved ideas of marine architecture and marine engines of the highest type. It is here that the famous Penn Works of the Neafie & Levy Ship and Engine Building Company were located. It is due to the older men of this concern and others of a. similar abil- ity and experience that Philadelphia has been able to maintain its position in the line of ship- building. " ‘ The Works of the company cover some ten acres of ground. and there is a water-front of seven hundred feet.‘ It has a‘marine railway capable of receiving and moving a ship of five hundred tons burden; shears and tackling that will raise one hundred tons; a; machine shop three and one-half stories high and 165 feet long by 60 feet wide; a boiler shop 180 feet by 60 ' feet; a blacksmith shop 130 feet by 40 feet; an erecting shop 80 feet by 70 feet, and a. foundry 150 feet by 60 feet; all of these departments be— ing fully equipped and provided with the best tools, and all the facilities necessary for con- structing marine engines of high and low pressure, heavy and light forging» and all sizes of iron and steel vessels. l The company has a. capacity for building fifty boilers. large and small, per annum, and has built over forty in one year, the heaviest pair weighing over two hundred thousand pounds and carrying 175 pounds steam pressure. They have, never failed to obtain the speed or horse-power promised. ‘ Jacob G. Neafie, the founder of this extensive and successful plant, was born on Christmas Day. 1815. in Monmouth County, N._ J.,- his parents being John G. and Margaret (Garra- brant) Neafie. While he was quite young his family removed from New-Jersey to New-York City, where his father died in 1834. .His educa- tion was obtained at a common school in New- York. In 1831, when sixteen years of age, he left school and commenced to learn the trade of blacksmith and machinist. At an early age he showed marked mechanical ideas, which, as he grew older, developed themselves in the making of models and patterns. This circumstance was the means of determining the special direction for his talents, and of inducing him to select Philadelphia as his future field of labor. In 1832 Mr. Neafie apprenticed himself to Thomas Holloway, marine engineer, of Phila— delphia. He mastered the trade rapidly, and in a. short time was foreman of the plant. He left his employer in 1836, and in 1838 started in on his own account, thus founding the present business, which has grown to such enormous proportions. In 1844 he took a lease of part of the premises on which the present plant of the company is located, thus layirig'the foundation ' for the great Penn Works. At that time‘ he formed a partnership with Thomas Reany and William smith, under the title of Reany, Neafie & (30.. which remained unchanged until 1860, Mr. Smith having died in the mean while."In 1859, when the senior partner, Mr. Reany, re- tired,‘ Captain John Patterson Levy, who had been admitted to 'the'firm in 1845, joined Mr. Ne'afie in a new firm, under the name of Neafie & Levy. Although Captain Levy died in 1867, his heirs took up his interest in the" business", and there was no further change until, in 1891, the present co‘mpanyi‘was incorporated with a capital of $800,000, the officers being as follows: President, Jacob G. Neafie; vice-president, Ed- mund L. Levy; secretary and treasurer. Charles Halybu-rton. ‘ ' ' At a meeting last spring a practical reorgani— sation of the company took place, and the fol- lowing afloat: and directors were elected: l..' Mathias Seddinger, ‘ president; Sommers N. Smith, vice—president and general manager; Ed- win L.,Fuller, treasurer, and J. G. Neafie Whit- aker, secretary. Directors: Mathias Seddinger, Sommers N. Smith, Eli K. Price, Esq.,rE. L Levy and John H. Watt. 0 Of these it may be said that Mathias Seddin— ger. the new president, had. previously served the company as vice-president; S. N. Smith, the new vice~president and general manager, served his time in the 'Neafie & Levy Works, and for nineteen years continued with them, until 1891,; when he" became general superintendent of the Newport News Shipyard and. Dryd0ck, at New-~ , port News-Va. Now he has returned to the old establishment with which he spent so many. years. It is- a conceded fact that he is one of the great master minds in the d'Bmain of ship and engine building, and his associates are all men well qualified for .the work they have to do. Previous to .1860 this company had constmcted the engines for the steam sloop-of—war Lancaster and the gunboat Pawnee, as well as many oth- ers too numerous to name in this sketch. During the War of the Rebellion the Works were taxed to their utmost capacity, over eight hundred men being constantly employed, and they con- _ structed the engines for about one hundred and twenty Government vessels, some of which were the largest in the service, and their facilities for producing these engines eithe' highest type are indisputable. . ‘ ,: . , A large number of the steamshipsbuilt by this company during late years have been constructed for Memoau.’ Cuban and South American waters, the last one. being the Purisima, Concepcion, built for the Messrs. Meneldezb& (’10.. the cele- brated and successf, ul shipping.merchants 0d Gienfuegos. Cuba. . , , _ Since the establishment of the company down to the present time there have been constructed at their yards over thirteen» hundred complete engines and about three hundred iron and steel " vessels, consisting- of steamships for paSsenger and freight service, yachts, terryboats, barges ' ' and tugboats. ' - A partial list of the freight and passenger steamships built by them is as follows: ’Henry L. Gaw, Pocahontas, Cuba. Neptune, I. E. Ty. gert, Conoho, Newhurgh, Coronas. Charlotte, ' City of Seattle, Hartford, Potomac, Cape Ann. Middletown, Josephus. Antiogeues Menendes. Purlslma Concepcion and Rained- fl m a".
Norwalk Chronicler