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PE SR CR er gt ee November, 1914 ©; McMillan as. vice . président. .<1) 1907 he was elected president, succeed- ing W. C. McMillan. In addition to being a director, member of the execu- tive committee and vice president of the American Ship Building Co., Mr. Farr will retain the office of president and treasurer of the Detroit Ship Build- ing Co. He is also president and treasurer of the Calcite Transportation Co., a director in the Scotten-Dillon Co., and a director in the First & Old Detroit Savings Bank. He is also in- terested in a number of business enter- prises in Detroit and is generally iden- tified with the educational, charitable and: philanthropic affairs of the town. He is a connoisseur in paintings and has been a consistent collector of valu- able works of art for several years past. He is a member of the Detroit Club, the Bloomfield Hills Country Club, Detroit Athletic Club, Bankers' Club, Detroit Boat Club and the Old Club. He is also a member of the Society of Colonial Wars, having served in the American Revolution. Savings Plan During the present year men aboard the vessels enrolled in the Lake Car- riers' Association have been enabled to save a great deal of money, more so pro rata than in any other year. Actual statistics as to the exact amount saved are not obtainable because some of the accounts are carried in the home banks; but the Cleveland Trust Co. has made an especial effort to care for the savings of sailors and has evolved a plan where- by they can conveniently deposit and withdraw their money without leaving the ship at all. There is a wide difference, however, in the amounts that are being saved on individual vessels, which can be ex- plained only by the fact that the li- censed officers of some vessels take a greater interest in furthering the sav- ings than do others. It is known that some masters make a practice of urging the men to. save when they are paid off at the conclusion of each trip. If a sailor has no dependents, there is no real reason why he might not save nearly all that he earns, as practically all of his living expenses are borne by the ship. Some really do save nearly all, as for instance, a fireman to whom $10.75 was due on one boat instructed the captain to deposit $10 of it and took only 75 cents in cash. Some of these accounts run up into the hundreds of dollars and in one instance, that of a licensed: officer has reached the very re- spectable sum of $2,000. On Oct. 1 the wage scale on all ves- sels enrolled in the association was ad- vanced for the unlicensed men. For in- stance, boatswains who up to Octo 4 THE MARINE REVIEW were receiving $60 will receive $70 from Oct. 1 on. Porters who have been re- ceiving $30 will receive $35. Oilers who have been receiving $55 and fire- men and watertenders who have been receiving $52.50, will be advanced to $65. Wheelsmen, lookoutsmen, who have been receiving $55 will receive $65. Wheels- men who have been receiving $50 will receive $65. Lookoutsmen will be ad- vanced from $50 to $65 and ordinary seamen from $31.50 to $40. It would be a very good idea for every master on the Lake Carriers ves- sels in paying off under this advanced scale. to urge the men to save the whole of the advance. This is certainly a sum that the men can spare out of their wages without any trouble whatever in addition to what they have been saving regularly and the combined sum ought to make a nice little nest egg for the winter months. Special Fog Signal Service at Fort Gratiot Quite a ripple was caused in vessel circles by the discontinuance of the special fog signal indicating the presence of fog in St. Clair river when it was clear outside. For the past three years the Fort Gratiot light steamer has per- formed this service for the river is fre- quently thick with fog when iit is per- fectly clear in Lake Huron. One ofthe results of this atmospheric condition was the sinking of the steamer Joliet on Sept.. 22, 1911, in collision with the steamer Henry Phipps, and at that time President William Livingstone of the Lake Carriers' Association worked out a solution of the difficulty. Telephone service was installed in the Fort Gratiot light station at the expense of the Lake Carriers' Association and the lighthouse keeper was informed by the river agents of the association whenever fog was prevalent in the river. The lighthouse keeper accordingly blew a special signal to vessels to indicate that fact. Early in September, however, Lighthouse In- spector. Woodruff on a tour of the dis- trict ordered this telephone taken out and the special signal service discon- tinued on the ground that it was never authorized. President Livingston of the Lake Carriers' Association was under the impression that the service had re- ceived the authority of the Lighthouse - Department and so represented the situ- It was the un- Woodruff that ation to Mr. Woodruff. derstanding with Mr. "the telephone would be restored at once and the special service resumed, but a few days later came a definite an- nouncement from the lighthouse estab- lishment in Washington that the service would be permanently -- discontinued. This announcement was so surprising to 433 the vessel interests that President Liv- ingstone .immediately took up the sub- ject with Washington direct with the re- sult that the department ordered the service resumed on Sept. 25. It really should not have been suspended at any time as it is a most important aid to navigation. As d matter of fact, over 30 vessels were at anchor at the foot of Lake Huron on Oct. 6 owing to' the presence of dense fog in the St. Clair river immediately below Port Huron. It was perfectly clear in the open lake at the time and undoubtedly many of the vessels would have been caught in this trap had they not been notified to keep out of it. The order to discontinue the service was certainly a most mystifying thing. Wreck of W. C. Richardson Removed The wreck of the steamer W. C. Richardson which foundered outside of Buffalo harbor in December, 1909, has been at last entirely removed. Every wrecking company that attempted to re- move the hull lost money. The Great Lakes Towing Co. made the first at- tempt but abandoned it when it became apparent that the wreck could not be raised without heavy loss to the com- pany. The Reid Wrecking Co. of Port Huron and Capt: 412 AV Barer et Detroit then undertook to work jointly on the "No Cure No Pay" plan but were forced to abandon the attempt even after they had tried to cofferdam the wreck. The Hinckley. Wrecking Co. of Cape Vincent then undertook the contract but were also forced to quit. Johnson & Virdin, Lewes, Del., then took the contract and finished the job, though at a financial loss. This com- pany dynamited the hull, then lifted the steel bit by bit and 'sold it for scrap, - The steamer William Henry. Mack, fornférly owned by the Jenkins Steam- ship Co., Cleveland, O., -and «now owned by Lake Commerce, Ltd.,. To- ronto, Ont. was recently . renamed Valcartier and transferred to' Cana- dian .register. The Valcartier: is a steel vessel, built at Cleveland in 1903, and is. 345 feet long, 48 feet broad and 28 feet deep, with a- gross tonnage of 3,781 and a registered tonnage of 2,923. She is equipped with triple ex- pansion engines-with cylinders 20, 33% and 55 inches in diameter by 40-inch stroke, supplied with steam from. two Scotch boilers, 12 feet 10% inches diameter by 13 feet long, with four furnaces, having 108 square feet grate area, 4,229 square feet heating surface and a working pressure of 175 pounds.