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MARINE REVIEW. © 9 A Final Limit of About |7 Feet. If the new Poe lock and all improvements in the Sault river were entirely completed at this time, including the clearing up of even the small lumps that are found by the sweeping process, there would be no possibility of vessels passing through the American canal with a greater draft than 17 feet. The limit of 17 feet is due to the sill of the mov- able dam, or guard gate, above the locks, which was constructed for the protection of the Weitzel lock, and which must be rebuilt in order to allow vessels navigating the canal to take full advantage of the draft afforded by the new Poe lock. Vessel owners are accordingly asking why provision was not made for a new movable dam, or guard gate, to be in readiness with the completion of other improvements. They are not entering complaint very earnestly, however, as only vessels of the largest type would derive immediate advantage from a draft of 17 feet or more at any time this season, and the deep water has already had an effect on freights that is startling enough to most owners. Col. Lydecker is quoted as saying that the dam above the locks must remain asit is for the present season, at least. It follows, there- fore, that no matter what the available depth of water may be at the Neebish and Encampment, where most difficulty has been encountered in the past, there is considerable doubt of full 17 feet draft being afforded through the United States canal at any time this season. The 17-foot mark, or even an addition of several inches on that figure, may possibly be attained later on, if there is an improvement I in water con- ditions, by vessels using the Canadian canal. The movable dam, which is now an obstruction in the United States canal, was built at a cost of $95,000, and was placed in position simultaneously with the completion of the Weitzel lock. It is de- signed to serve as a safeguard in case of an accident of any kind that might carry away the lock gates. By means of this gate the rapid flow of water that would follow such an accident could be shut off, but there has been no occasion to use it at any time since it was built. It is ~ said that plans fora new safeguard of this kind have been prepared, and that it will consist of a set of gates similar to those in use at the -- new canal, which will be kept closed when the locks are in operation. Defending the Canal Officials. The Review of May 6 contained a letter from Capt. Buie of the Wilsoniline steamer Yuma, in which it was stated that his vessel, while bound down from Lake Superior, April 30, with a cargo of grain, ~ struck on the sill of the movable dam above the locks in the Sault canal, and fetched up again in the center of the channel at the foot of the new lock. Capt. Buie said the accident to his vessel on the sill of the movable dam was due to the filling of the lock, and his letter other- wise contained a severe criticism of the condition of. the new canal works at the Sault. In view of these facts there is submitted herewith a correspondence which Col. G. J. Lydecker sends to the Review in answer to Capt. Buie's letter. The complaint was submitted by Col. Lydecker to Mr. E. S. Wheeler, general superintendent of the canal, and his answer is as follows: "T have the honor to acknowledge the iscaint of your letter of May 3, inclosing copy of letter from Capt. Thomas Wilson concerning shoal at lower end of Poe lock and the sill of movable dam; also ex- tract from letter of Capt. Buie. I have examined the matter and_ find that the Yuma did rub heavily on the sill of the movable dam. The _low water at this time was not caused wholly by the filling of the lock, since this was done before the Yuma reached the movable dam and long enough so that the oscillations must have nearly ceased. There were, however, on this day fluctuations in the water level in the canal caused by eae influences and amounting to as muchas 2 feet. Capt. Buie tried to cross the sill when the water waslow. On the first trip of the Yuma Capt. Buie had been fully instructed by Supt. Mac- Kenzie not to go on the sill when he saw the water was low. Fore- man McDonald heard and remembers the conversation. Capt. Buie disregarded his instructions and went on the sill when he could plainly See that the water was low. The Yuma also grounded on the shoal at the foot of the lock. When she was starting out of the lock, Asst. _ Supt. Rains, who was on duty, told Capt. Buie to keep close to one or the other of the piers, so as to avoid the shoal in the middle. Supt. MacKenzie stood by and heard theorder. Capt. Buie paid no attention to it, kept exactly in the middle and struck the shoal. It is very prob- able that Capt. Buie had been notified of this shoal several times be- fore. I observe that Capt. Buie does not say in his letter that he was not notified concerning this shoal, but he evidently wishes to have the inference drawn that he was not notified. There are probably others of the lock force besides Capt. MacKenzie who heard Mr. Rains warn the captain of the shoal, not five minutes before he ran onto it. I NSO herewith the reports of Supt. MacKenzie oo Asst. Supt. Rains.' Supt, MacKenzie's report, which is referred to in the last sentence of Mr. Wheeler's letter, is as follows: "In regard to the steamer Yuma striking on the sill of the movable dam on her way down, April 30, I have the honor to state that the steamer reported at the west end of canal at 11:45 a. m. and left the lock at 12:20 p. m. On that date the wind was from the east, and an east wind causes low water in the canal, varying according to the strength of the wind. Below the lock the variation is from 3 to 6 inches and above the lock from 1 to 2 feet. The water rises and falls suddenly, which was the case that day. I was on the lock at the time it occured. The lowering of the water was not caused by the filling of the lock, as the lock was filled before the steamer reached the movable dam. The captains have all been noti- fied of the change in the water caused by the filling of the lock, ever since it was discovered, and also of the shoal in the middle of the canal below the lock, and told to keep close to either north or south pier until the shoal would be dredged out, according to your instruc- tions to me.- It was explained to the captain of the Yuma by me both last fall and this spring. At all times when there are vessels in the vicinity of the bridge the lock has been filled with only two valves to prevent a sudden fall of water. 1 was standing close by and heard Asst. Supt. Rains direct the captain of the Yuma to keep close to the pier when going out, as there was a shoal 1 in the center of the channel just below."' Mr. Wheeler also submits the report of Asst. Supt. H. D. Rains, which is as follows: "I have the honor to make the following aia in regard to the striking of the steamer Yuma above and below the lock, on April 30. On that date the wind was in the east and the water was extremely low, which was the cause of her striking the sill of the movable dam, above the lock, and not by the filling of the lock. As to her striking below the lock, I notified the captain to keep close to one of the piers, as there was a shoal in about the center of the channel," Against High Speed in Lake St. Clair Cut. Editor of the Marine Review :---Considerable complaint has been made regarding the movements of vessels through the improved 20- foot channel in Lake St. Clair, especially as respects speed. This dredged cut has a uniform width of but £00 feet, with soft bottom and sides, and the practice of running through it at high speed threatens the durability of the improvement, as well as the safety of navigation. The question of promulgating restrictive regulations has recently been under serious consideration, but the secretary of war has now advised me that he hopes a cautionary notice to vessel owners and masters against high speed in this cut may be all that is necessary to secure their co-operation in this matter, and thereby protect the interests of a navigation in which they are so deeply concerned G. J. Lydecker, Detroit, Mich., May 14, 1897. Lt. Col. of Eng'nrs. U. S. A. 'The Marine Review has prepared in neat oak frames cards contain- ing the schedule of time required to be run between certain points in the 'St. Mary's river under the speed limit of seven miles an hour. When hung in a pilot house, distance and time may be readily noted _ from these cards, as the type is large. They will be sent by express _ to any address at $1 each,or may be had upon application at 409 Perry- _ Payne building, Cleveland, for 65 cents each. Polynesia is the name selected for the steel tow barge which the Globe lron Works Co. of Cleveland is building for James Corrigan of - Cleveland. <A vessel of the same name owned by Mr. Corrigan was lost on Lake Michigan in 1887. She foundered while bound down Lake Michigan with a cargo of coal in tow of the steamer Raleigh. The crew was saved by men from the Raleigh. Located on the south shore of Lake Erie, contiguous to the Nickel Plate road, are many country homes that will accommodate summer boarders. Send to B.F. Horner, general passenger agent of the Nickel Plate road at Cleveland, O., and he will forward you a list on receipt 56 Jul 15 of a two cent stamp.