The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

30 there heading into the wind until the 'small boat came alongside. The small. boat went up under the lee of the schooner and took the men off one at a time, watching their chance to pull up close -and then get away again before they were caught. They had to be very careful not to damage their boat. When they got back to the 'Bessemer the balance of the crew were 'standing by, and after getting the res- cued men aboard the small boat was. hoisted aboard without confusion or any damage whatever. The men who manned the small boat were: i. J. Coffey, first mate. Peter Molitor, second mate. Roy Stafford, able seaman. -' Hugh McKechnie, able seaman. William Collins, able seaman. The rescued men were in a pitiful ' condition and could not have hung onto the wreck much longer. 'The crew of the Bessemer fitted the rescued men out with dry clothing and a purse was raised for them. When upbound light for Ashland on Oct. 3, 1911, the steamer Dinkel, Capt. W. J. Hunt, rescued 13 people under the following circumstances: After passing through considerable wreckage the steamer Hopkins was sighted about 22 miles east of Michi- gan Island, Lake Superior, with her stern submerged and only 3 or 4 ft. of her smokestack above water. We went over to her,. but there was no sign of anybody on her forward. She had distress signals up. Capt. Hunt then sighted the yawl boat running before the sea. It was. raining, with a 25- mile southeast wind, and about 35 deg. above. We picked up the yawl boat about 5 miles from the Hopkins. There were 12 men, one woman cook and a dog in the yawl boat, and while they had a new metallic lifeboat and were well fitted out with a can of storm oil, some matches in a bottle and a torch, all they could' do was to run before the sea. Capt. Hunt says he got to windward of them and let the dinkey drift down onto them, letting her get in the trough, backing and going ahead on a starboard wheel. They got a line to them and threw over storm oil in pails full until it teached them, and then pulled their iboat alongside. The oil killed the sea "although the swell was still there. The "'Dinkey then moved ahead slow on a 'starboard wheel and poured oil over forward until they were aboard, saving their lifeboat, which they: took ashore with them in 'Ashland. Capt. Hunt had one of the Dinkey's small boats manned and ready, should he need it. On the nieht of Oct. 1, 1910, at of water in "THE Marine REvVIEw 10:15 p. m., the steamer Mataafa, tow- ing the barge Alexander Holley, both bound down with iron ore, when about 27 miles S. E. by S. % S. of Thunder Bay Island, Lake Huron, wind N. W. strong and big sea, sighted what ap- peared to be a flare-up on a vessel 'ahead and off to eastward, which later proved to be the steamer New York. . Capt. H. J. Regan, of the Mataafa, said that on first sight he mistook the flare-up to be the opening and clos- ing of a fire door on a _ single-deck steamer, but when nearly abreast saw that the steamer was not under con- trol and had fallen off into the trough, Capt. Regan took his steamer and con- sort a little to the southward before heading for the New York, so as to avoid the trough, and shortly after he had turned around the New York sud- denly disappeared. The Mataafa and consort went on up to windward and lay to, using storm oil in the hope of picking up the crew of the New York. The oil drifting down made it possible for the small boats of the New York to get alongside in safety. The Mataafa got a line to one of the boats, and the barge Holley got the other. It took about an "hour to get 'the eight men out of the small boat onto the deck or the Wataiia. Phe "trrst- time the Mataafa turned around she rolled heay- ily, shifting the 'tops 'of. ore' piled in the hold, and they had to put 2 ft. No. 5 tank on the star- board side to take the list out of her. The next time she turned around in the oil she came around fine. Captain Regan says he -does not believe he could) have made the rescue success- fully without the use of oil. The steamer Ellwood, upbound, light, passed* Point aux -Barques, Lake Huron, a little after noon on Oct. 22, 1911. 'The wind was then blowing. a gale from the northwest and Captain Fred Hoffman hauled up into the *bay so as to fetch the west shore about Point Sable. About 5 o'clock the wa- ter began to smooth and the Ellwood shaped her course for Thunder Bay Island. Shortly after this they sight- ed a vessel showing a torch about 4 or 5 miles to the eastward of them. The Ellwood -watched it for a short time and then decided they were in need of assistance, so they went over _and found it was the schooner Naiad in a waterlogged condition. By this time the wind had shifted to the south- west and the vessel was hove to and heading nearly into the wind. Cap- tain Hoffman asked the captain of the schooner what he wanted them to do, and he said to take them off. There was a considerable sea running and i January, 1912 Captain Hoffman had some doubt as to whether or not he could get along- side, but by the third attempt he got the Ellwood alongside, and he does not believe they touched the schooner at any time. The Ellwood used the regulation storm oil through the scup- pers and poured it over the side, and had lines and ladders all ready, and did not have much difficulty in getting the crew aboard. It was not very cold, probably about 40 or 50 above. By the time the rescue was effected the wind had died out and was not blowing to exceed 25 or 30 miles. Capt. Hoffman wanted the schooner to give him a line so he could tow her into some harbor and get the ves- sel out of the way, but the schooner had no towline that would hold and their tow post was gone. They had lost their yawl boat and were pretty anxious to be taken off. The chief engineers of the fleet met with the officials on Jan. 4, 5 and 6. Most of the time was. devoted to the question of fuel. Average Ore Cargo for 1911 The average ore cargo carried on fie Great fakes in 1911 "was *7,176 fons. this is Zo tons 'eréater than the: average cargo carried in 1910, but is 599 tons less than the average cargo carried in 1909, and 1,147 tons less than the average cargo carried in 1908. It is clear 'that the record of averages made in 1908 is likely to stand for some time. It will be recalled that 1908 was a year of very little movement of ore and that the bulk of the ore was carried in the' larger vessels, few of the smaller class being put in commission. More- over, stages of water were ample dur- ing 1908. The. period of low water which set in in 1909 still continues so that the larger class of craft were unable to carry maximum loads. Following are the average cargoes for the past 17 years: Year. Gross tons. Re ore 1,800 BO ee 8 ok: 2,202 SO7 et lee oa ote 238.556 1898 nO 7 1899 43,803 ON ee ee 3,783 BO Sr a ey... 4,459 We. kbp agate. ole Worx 4,899 0G Serie ae? Gane 5,668 1904 45,422 ee 6,101 $9063 kb Dae. 6,973 Te eee. 7,516 1908 ba 8 325 1909 ear Pe 7.155 ey 7,178