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434 were rescued, six of the seven men aboard the schooner. D. L. Fier were lost. Capt. John Mattison, after clinging for 12 hours to a mast, was rescued by the passenger steamer WESTERN States. FILER, in company with the schooner’ INTERLAKEN, was in tow to the steamer TEMPEST and was left at anchor off Bar Point, while the steamer and INTERLAKEN went to Toledo. FILER was a wood vessel, 399 tons gross, and was 40 years old. After being pounded severely ie the storm, the schooner finally sank at 9 o’clock Friday night. She had _ been dragging her anchors for some time and just before she sank, Capt. Mattison ordered the crew to take to the rigging. The six members of the crew climbed the forward mast, which broke off an One of the crew managed hour later. THE MARINE REVIEW at the time that that company’s parent concern, the United States Steel Cor- poration, was formed. In August, 1915, she was sold to the Standard Transit Co. She was 308 feet long and had a carrying capacity of 3,300 tons. She was the first steel vessel lost this year. The belief prevails in Great Lakes marine circles that one of the hatches of CotcaTe became loosened, allowing water to fill the hold. The whaleback steamers are regarded as unsinkable and a loosened hatch is the only satisfactory explanation broached for her founder- ing. Capt. Grashaw states that they ran into the storm late Friday afternoon and by 8 o'clock noticed that the ship had begun to settle forward. Capt. Grashaw, who had been promoted from first mate only two weeks ago before, MERIDA WAS LOST to swim to the aft mast, where Capt. Mattison helped him to climb to safety. After a night of hardship and anxiety, the men were sighted by WESTERN STATES. The sailor succumbed and dropped into the water, but the captain held on to the rigging until a boat from WESTERN STATES, manned by a volunteer crew, managed to, come near. The almost exhausted man summoned - sufficient strength to battle his way through the high seas to the boat. Whaleback is ‘ Lost A similar story: of a brave and suc- cessful fight against ‘apparently hopeless odds was revealed: ‘when the car ferry MARQUETTE & _BESSEMER No. 2 reached Conneaut, O., Sunday, Oct. 23, with Capt. Walter, Grashaw, of the whale-. back James B. Corcate. He was the sole survivor of the 22 men on board CoLtGATE when she ran, into the storm. He was rescued off Rondeau, Ont., after being buffeted about for 3414 hours on a life raft. CoLcATE was built in 1892, her gross tonnage being 1,713. She was taken over by the Pittsburgh Steamship Co. in 1901, WITH ALL HANDS realized that the ship was doomed and just as she started to go down, he jumped into the water. He came up near a life raft and clambered: aboard. The raft turned over as he tried to climb aboard, but his second attempt to get on the raft was successful. Two of the crew also were on the raft. The raft was 3 x 9 feet and for three hours the three men struggled to keep it aright. When it finally tipped over, one of the crew had disappeared. Capt. Grashaw clung to a life line and dragged the second man back on the raft. At day dawn, they were again swept off the. .fait« and: again « Capt: Grashaw | dragged the second man, who was" weak from exhaustion, to safety. A.. short time later this man was washed ae for the: third.and final time. After a’ day and. night of a during which time the captain, flat on the - raft,” kicked and wriggled ‘some semblance of warmth into his benumbed body, the car ferry sighted the raft and hauled the ‘exhausted man aboard. No survivor of MertmpA escaped to relate the story of her final hours. She was built of steel in 1893. Her gross December, 1916 tonnage was 3,329. Her crew numbered 23. The ship was last sighted by Capt. Wassey, of the steamer Briton a short distance from the point where ButTTERS sank. The number of fatalities due to the storm reached 51 when a sailor on the barge Isaac L. Bett was washed off the deck. Brztt was at anchor a short distance from Fier and_ successfully rode out the storm. The 11 vessels lost this season include nine steamers and two barges. In addi- tion to Burrers, CotcaTE and Menripa, the steamers S. R. Kirpy, Crry or Mip- LAND, PANTHER, TOPEKA, SARONIC and St. IenacE were lost.. The barges lost were Firer and Ros Roy. Twenty lives were lost when Kirspy sank. COLGATE and MeripA were steel vessels, KirBy a composite one, and the others were wood. Six of the vessels foundered, three were destroyed by fire and two were in collisions. How Safety is Promoted One safety measure that was instituted by the Lake Carriers’ Association, and which has done much to increase safety on the Great Lakes is the establishment of inside and outside: courses for ves- sels crossing Lake Huron. Northbound vessels take the inside course, which brings them into excellent position for making the mouth of St. Mary’s river. Southbound vessels take the~ outside course, captains establishing their posi- tion at the southern end of the lake through soundings. These courses ‘have been approved by most of the fleet man- agers and were quite generally observed this season. Special precautions are always taken in the fall to conserve lives and prop- erty. The navigation of all ships. is entirely in the hands of the masters. Extra caution is urged in the fall, as the following circular issued by the Great Lakes Protective Association through J. S. Ashley, chairman of the advisory committee, indicates: “Navigation during the remaining . months of the year is attended by the greatest dangers of the season and the ability of the navigator is taxed to the utmost to avoid accidents and to safe- guard the crew and the ship. Added to the ordinary dangers to which navi- gators must ever be alert, we have fogs and thick weather on practically every trip; sharp fluctuations in the water levels in shallow channels, especially in Lake St. Clair and at Bar point; severe gales and snow storms occurring gen- erally with very little warning; and with practically every vessel in commis- sion by reason of the extraordinary movement of ore, grain and coal, a greater congestion of vessels in the rivers and channels is experienced, all of which are dangerois to navigation,