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22 THE MARINE REVIEW March, 1914 rooms, as they were not touched. Some of the outfit of the private dining room was washed into the mess room; the steward's trunk was washed out of his room and stood on end in the galley. Stew- ard's wife had to remain all night in the engine room wrapped in a blanket. Water through the engine room skylight drenched the two engi- neers who were throttling the en- wines. <1. do mot « think it ever: happened before when these two men had to stand by these two positions constantly. From 2:30 P. M. until 5 the engines raced, requiring the greatest care and judgment. At times the ship was so heavily burdened with seas coming over her decks that her revolutions were decreased from 75 to 35 turns per minute: ~The engineers made their position more comfortable by rigging up a piece of canvas over the engines. We continued on our course, following our deep sea soundings, and at 9 o'clock had soundings of 18 fathoms. This carried us well off to the west shore. I called the engineer up at this time and told him that at 10 o'clock (the night of Nov. 9) I was going to "turn around head to the sea unless I could locate the land or Fort Gratiot light, and wanted to in- crease the speed of the ship up to that time so as to enable me to bring the boat around head to on account of the sea running be- hind us. At 10 o'clock we turned, heading north half east; the ves- sel rolled very heavily, but came around all right head to. I should judge that we were 10 minutes in turning. At that time we were about 10 miles north of Fort Gratiot by the soundings we got --l0 fathoms. I had everything lashed before we turned. No one thought of a life preserver. The way the ship was behaving we had every confidence in her. The heavy rolling tore adrift the bin- nacle on top of the pilot house. After that it was extremely dan- gerous to be in the house, as this heavy object was hurled back and forth across the deck as the ship labored and rolled in the heavy sea. During this time from Pointe Aux Barques to the foot of the lake our log line iced heavily, and the seas at times washed brace and dial inboard over the rail, ren- dering it useless. We were obliged to depend on the deep sea lead, which was in constant use for 17 hours, at half hour and 15 minute intervals. By the use of the deep sea lead we knew where the ship was at all times. Having the familiar soundings right along through it all was the only thing that kept us from being wrecked, as it gave us confidence as to our location. The men were familiar with the use of the lead as we had used the machine constantly, but it was a great punishment on them keeping it going at this time. Just after turning I sent the first mate aft to inspect the wheel chains and quadrant. He tele- phoned me that they were all right, but that he could not get forward again at that time, the seas covering the decks with a solid mass of blue water. The men of the second watch had re- mained on deck with us, and while we would not let one man go aft alone we did not hesitate to let two go together. The mate made quite a fight to -get forward, but was unable to make it then, and crawled back to the engine room half uncon- scious. I started back on a vice versa course, which would be north half east for 6% hours, following my soundings back from 10 to 22 fathoms. During this time one of the wheelsmen got aft, securing a few pieces of bread, and came forward again with the mate and boatswain. One watchman re- mained on watch in the galley. At 4:15 A. M., Nov. 10, I turned again, heading south one-quarter west. This time we experienced much difficulty in turning, the ship remaining longer in the trough of the sea on account of not get- ting so much way and running head into it, but she behaved well, handled well in every way and steered well. The rolling was very bad--I was lifted right off my feet. Only by the greatest effort were the second mate and myself able to hold onto the stanchions on the top house, our legs being parallel with the deck most of the time. Again and again she plunged forward, only to be baffled in her attempts 'to run before it, some- times fetching up standing and trembling from stem to stern. She was buffeted about by the tremen- dous seas, almost helpless, dipping her hatches in the water on either side, barrels of oil and paint get- ting adrift and smashing out the sides of the paint locker. The men were tossed around the wheel house at will. I feared her steer- ing gear had given way, but for- tunately on examination they proved to be all right. She would gain a half point, only to lose it, but finally after a mighty effort she swung around. I never have seen seas form as they did at this time; they were large and seemed to run in series, one mounting the other like a mighty barrier. Running back, we decreased our speed from "full" to 55 turns, as we got down closer to the river, following back on somewhat dif- ferent soundings than we got go- ing up. We came back in two hours, where it took us 6% to face the sea. At 6:30 A. M., Nov. 10, I called the engineer and told him I was not satisfied with the soundings we were getting, and to be pre- pared at any moment to give me full power to turn the ship again. We could see nothing on account of the heavy fall of snow. At 6:45 A. M. we turned for the third time, heading north by west. This time the sea had decreased, and the wind had gone to the northwest in the meantime so that there was practically no sea to bother us any. The 75-mile gale lasted from about 10 o'clock Sunday morning until about 2 o'clock Monday morning, 16 hours of it, with con- tinuous snow all the time. We kept our whistle blowing all the time, but at times we up forward could not hear it ourselves. At 8:30 A. M,. it. had cleared up so we could see quite a dis- tance, so we turned around again heading south one-half west, the wind and sea going down. In 15 minutes we could see the west shore and sighted what I suppose was the wreck of the Price, pass- ing this hull at about a distance of 1,000 ft. We noted what we thought were oil barrels and wreckage, floating not over a quarter of a mile to the leeward of her. Just before we arrived abreast of the wreck, we cast our deep sea lead to determine what water there was in that locality, and found 10 fathoms.