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142 Wheeler Shallow-Water Naan _ Editor Marrye Review, Sir:--Hav- ing seen a sketch and report of the Wheeler shallow water alarm as used. on the steamer Quincy A. Shaw in your January issue I thought that pos- sibly more information in regard to the workings of this instrument would be appreciated by marine interests. The first instrument of this kind actually in use was installed on the steamer Champlain at the Lakes Engineering Works, April 20, 1911. We left Detroit, April 25, bound for Allouez light. On the way up to the Sault the instrument was_ tried out and adjusted. Sault on the way up the sounding line was lowered into the water through an exit pipe placed for that purpose. The upper end was held on a drum at the main deck. While the steamer was going at a speed of 13 miles per hour the indicator in the pilot house indicated an accurate depth of 53 ft. and after clearing all shallow spots above this depth showed a constant depth of this amount. The instru- ment was kept working all the way to Allouez. 2 How the Alarm Works When clearing Allouez on the re- turn trip, the weather being hazy, the sounding line was lowered into the water and at a speed of 11% miles per hour indicated 72 ft. This was continued all the way to the Sault. About 13 miles above Whitefish Point the alarm that <was set at /0 ft. sounded for a minute, then stopped, showing that the line had dropped . into deep water again. A little later the alarm again sounded when pass- ing the shallow water abreast of Crisp Point. The least depth shown on this occasion was 60 ft. -Passing Whitefish Point and running through several miles of ice the record was continually kept in the pilot house showing all shallow places until the line was pulled in at the locks. After passing the locks the line was again lowered into the water to such a length as to sound all depths in the Sault river. This continued through all improved and unimproved parts. While on the way down stream a heavy snow storm came on and continued for several hours. When through the West Neebish channel the snow came on so heavy that there was no chance of seeing the shore for some time. During this time the record of the depth of water was kept on the indicator in the pilot house and checked for the position of the steamer on the chart. In this Great | After passing the -- register 15 fathoms. THE MARINE REVIEW way passing several anchored boats we passed in the deep water of Lake Huron. : Setting the Alarm After entering Lake Huron the sounding line was lowered to such a length as to indicate about 52 ft. the course and speed I. estimated that the steamer would arrive at the Thunder Bay Island shoals at a cer- tain time and within five minutes of that time the alarm sounded and oun: examination it was found that the indicator was showing 42 ft. and for 25 minutes the indicator continued to give the varying depths as we passed over these shallow spots. After pass- ing these shallow spots the line was lowered so as to indicate 72 ft. and the-alarm was s¢€t.at.70 ft; The in- strument. ran at this depth all night. _ The next bottom was found when about an hour's run above the Corsica Shoals light ship. at Detroit, there was a continuous record given in the pilot house at the same: instant it was taken. When passing Detroit Mr. Wheeler placed a new line aboard for the purpose of securing greater depth. The weight of this line was about 1,000 pounds and at 11% miles per hour would This line was msed at? all times duritg "Hazy 2or foggy weather and never failed to record the passing of all shoals of 15 fathoms or less. One noteworthy in- stance in particular was late in No- vember, bound from Escanaba to Mid- land, Georgian bay, with a cargo of ore, we left Poe's reef, the wind being almost a gale from the southeast. accompanied with rain. .°Making an allowance for drift I figured that we should bring to the southard of Cove Island at about 10 a. m. Land loomed up about two miles ahead on the port how. Taking this for Cove Island we hauled to the northard, at the same time checking down. We could see an opening which in the mist ap- peared to' be Cove Island passage. At this instance the alarm that was eet tor 13 fathoms rang in the pilot house and knowing that there was. no shallow spots to the southard and west of cove of this depth we im- mediately 'changed our course to south and ran for three quarters of 'an hour, the alarm getting soundings which showed we were to the north- afd. We picked up the gas buoy off Cove Island and continued our trip to Midland. The fall of 1911 in particular being one noted for a great amount of snow storms this instrument was of By. From this time' until the time of taking in of the line > great" April, 1912 service and I cannot help but believe it to be one of the most essential de- vices for the safe navigation and pro- tection of life and property. Yours very truly F. A. DUPUIE, Master Str. Champlain. Marine City. Diversion of Lake Water Secretary of War Stimson on March 27 gave a hearing to a delegation rep- resenting Canadian shipping interests, which protested against granting a per- mit to the Sanitary District of Chicago, to. Increase the amount of water di- verted from Lake Michigan through the Drainage Canal. Those present and who made argu- "ments were Andrew Allan, representing the Canadian . Pacific and. Canadian Northern Railway shipping interests; F. I. Meredith, K. C. of the Shipping Federation of Canada and the Canadian Pacific Steamship Lines; Daniel Mullen, St, John, N- B.,. representing the Cana- dian government; F. S. Spence, acting chdifman" of the' Toronto Board %6f Trade; David Seith, secretary, Mon- treal, Harbor Committee; and Robert W. Reifert, of the Montreal Board: of Trade. oe Mr. Mullen, who was the principal speaker, declared that the treaty be- tween the United States and Great Eritain bearing on this subject contem- plated that the use of these waters for domestic and sanitary purposes should be subserviant to navigation. Inasmuch as only one city--Chicago--is affected so far as domestic and sanitary 'uses are concerned, the navigation of two countries were affected. Navigation in- terests should obviously prevail. He said that a larger diversion of water would be unwarranted, as the water never is returned to the body from which it flows. 'An _ increase would greatly injure navigation in Lake Michi- gan and the St. Lawrence river. He stated it was the duty of the Canadian government to waters in which it had navigable interests and that these shipping interests are already sub- jected to heavy losses which would be conserve the increased if a greater diversion of water is permitted. Mr. Allan, speaking for the shipping interests, said they were now subjected to heavy losses owing to low water. The Canadians are now engaged in constructing vessels of a deeper draught if there is a diversion of water these operated. and greater ships cannot be profitably Mr. Meredith supplemented the argu- ment of Mr. Allan.