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1901.] “ = Wicscesiocieesiasccoemaeees “ SKETCH OF THE LATE CAPT. RICHARD BARROW. Capt. Richard Barrow, a brief mention of whose death was made in the last issue of the Review, while he had not been associated with ves- sel interests during the past fifteen years, had had a long and varied career along the great lakes. He was born in London on New Year’s day, 1823, and came to this country with his parents in 1882, settling in Cleve- land about a year later. Cleveland at that time had scarcely reached the dignity of a village. Barrow’s parents lived in a log cabin, which occupied the site of the present So- ciety for Savings building. Erie street marked the limits of the vil- lage and all beyond was woods. In the spring of 18387 he, with his father, purchased the sloop Wave of seven tons for $110 and started for Thunder bay to trade with the Indians and ‘fishermen. For two years they traded up and down the east and west shores of Lake Hu- ron, bartering with the Indians. At that time Levi Johnson ‘of Cleve- land was building the light-house at the mouth of Saginaw river. It was at this time that young Bar- row had a most thrilling experi- ence. He had just loaded the ves- sel with fish, fur and cranbetries at Saginaw when his father was taken violently ill. Being twenty miles from any doctor Barrow hove up the anchor and started down the lake alone. He sailed the schooner unaided to Port Huron and put his father in the hospital there. In 1842 Barrow, the elder, opened up the route between Cleveland and+ Port Stanley with the schooner Friendship of 14 tons. This constituted the first regular service between the two towns. This packet was later sold and a larger one called the Emma placed on the route. In 1849 the schooner Mary was secured and placed on the route, but was sold in 1852. In the fall of 1852 the side-wheel steamer Telegraph of 181 tons was pur- chased by the father and young Barrow became the captain of it.. The Telegraph collided with the schooner Marquette in 1858 and was sunk in twenty minutes. No lives were lost. In the winter of 1859 young Bar- row built the schooner Union and sailed her until 1864. This ended the sailing to Port Stanley, which covered a period of twenty-two years, Mr. - Barrow having the distinction of having crossed the lake oftener than any other man. In the fall of 1866 he built the schooner Conrad Reid and sailed her for six years. Later he shipped as mate on the schooner Nar- ragansett and upon this vessel encountered the most exciting experience of his life. Ina terrific storm on Lake Huron the schooner lost nearly all her canvas and was unable to make any headway whatever against the storm. Barrow was struck by the main boom and knocked overboard. The vessel had listed badly and Barrow was enabled to grasp the railing, - which was nearly on a level with the water when he rose to the-surface— a thing which, of course, he would not have been able to do had the vessel been making any headway. The deck load of iron ore was washed overboard and the vessel was altogether a greatly disfigured object. The Narragansett was one of the first vessels to cross the ocean, seeking salt water whenever things were dull on the lakes. Mr. Barrow was also on the steam barges Sparta and Sumatra, but latterly had not been sailing. He leaves three sons—Richard, William H. and Arthur. J. ; SOME INTERESTING IRON ORE FIGURES. : Mr. H. L. Holden, dock agent of the Duluth & Iron Range Railroad at Two Harbors, Minn., who was in Cleveland a few days ago, had pre- pared in elaborate type-written form some very interesting tables dealing with all manner of details regarding the 4,007,294 gross tons of iron ore transferred from railway cars to vessels during the past season at’ Two Harbors. The total number of cargoes was 960 and the numbér of ves- sels 181. One table showed the number of cargoes taken by each of the 181 vessels, the tons loaded each trip, destination of the vessel and the total number of tons carried by each vessel during the season, as well as the average load, draught of the vessel each trip, and the average draughts. The steamer Wm. Edenborn, one of the Wolvin 500-footers, loaded the largest cargo of the season—7,446 gross or 8,340 net tons. The average cargo for all the vessels was 4,178 gross tons. The average time of load- ing for all the 960 cargoes was 7 hours. The average draught of ships was 16-ft. 11 in. and the maximum draught 18 ft. % in. One vessel, mak- ing a trip in midsummer, loaded to 18 ft. 2 in., but was Said to have met with difficulty at the Sault canal. 4 -ts9'The steel steamer Mataafa and barge ‘Madira of the Minnesota Steam- ship Co.’s fleet distinguished themselves in the Two Harbors trade last season. They each moved nineteen cargoes of ore. The steamer’s total of ore moved was 120,904 tons, and that of the barge 133,457 tons, so’ that together they moved 254,361 tons. BUYING UP THE WOODEN SHIPS OF THE LAKES. - During the present week Mr. J. C. Gilchrist of Cleveland has added seven more vessels to his fleet—six steamers and a schooner. Five steamers and the schooner represent the wooden fleet of the Wilson Transit Co., upon which Mr. Gilchrist has had an option for the past thirty days. The vessels are the Wallula, Olympia, Sitka, C. Tower and Yakima and the schooner Yukon. The purchase price was $300,000 cash. The Wallula, built in 1883, is the oldest and the Yukon, built in 1893, is the youngest, The purchase price is considered reasonable. The seventh -vessel pur- chased by Mr. Gilchrist is the steamer Charles A. Eddy, which was bought from Capt. Boutelle of Bay City for $70,000. The Eddy was built in 1889 With the eight steel steamers building, Mr. Gilchrist controls a fleet of forty-two vessels that are capable ef carrying in a season about 2,500,000 tons of freight. MARINE REVIEW. 17 DEATH OF COM. WILLIAM H. WOLF. _ Death has claimed another man who had been identified with the lake interests since the early fifties, in the person of Com. William H. Wolf, who died at Milwaukee last Monday as the result of a surgical operation. Mr. Wolf had been in ill health for a long time, and some time ago suf- fered a slight injury which developed -___— into blood poison and threatened the infection of the whole system. It be- came necessary to amputate one of ‘his legs, and the claim upon his vital- ity thereby was so great that he was |unable to meet it. He died at the jage of seventy-two years. Mr. Wolf -|was a native of Germany. He went to Milwaukee in 1849, but traveled \extensively throughout the country for a few years, so that he did not -|become a permanent resident of Mil- _jwaukee until 1853. During that year \he entered the ship yard of J. M. Jones as foreman. In 1858 he en- tered into partnership with Theodore Lawrence, under the firm name. of Wolf & Lawrence. In 1868 this firm _|was succeeded by Ellsworth & Dav- i During the years from 1863 to 1868 Mr. Wolf located at Fort _|Howard, where he built the side- |wheeler George L. Dunlap, which plied between Green Bay and Es- canaba before the construction of the Northwestern railroad. In 1868 the ship builder returned to Milwaukee, buying out (Mr. Ellsworth in his old firm, when the name changed to Wolf & Davidson. This firm for many years conducted an extensive ship building and dry dock business. It was the largest ship yard in that section of the country. Among the large lake craft which were built under Com. Wolf’s supervision were the side- wheel steamer Flora, the screw steamers James Sheriffs, Business, George H. Dyer (now the Hennepin), Minnesota, Progress, R. P. Flower, W. H. Wolf, Thomas Davidson, Fred Pabst and Ferdinand Schlesinger. The last named steamer came out in 1891 and the Pabst in 1890. At the time of his death Com. Wolf ownéd the steamers W. H. Wolf and Fred Pabst and the tow barge Armenia, the last named vessel having been bought a year ago from Capt. James Davidson, the West Bay City builder. The firm also built mary schooners, tugs and scows and did a general repair business. Wolf was for many years a prominent member of the Masonic — fraternity, and at the time of his death was a member of Independence lodge, No. 80; Excelsior chapter, No. 40; Wisconsin commandery, No. 1, Knights Templar,.and Wisconsin consistory. Com. Wolf is survived by his wife and.three daughters, Mrs. Charles J. Dyer, Mrs. Frank Becher and Mrs. ‘Marian Pingree, the latter residing at the Wolf home. At 11 o’clock ‘Monday morning, less than eight hours after Com. Wolf passed away, his brother, Peter R. Wolf, died at Milwaukee. He had been ill for a long time with cancer of the stomach. Peter R. Woli was sixty-four years of age. ENGINEERS’ CLASSIFICATION OF STEAMERS. The executive committee of the Lake Carriers’ Association will meet in the office of James Corrigan, Cleveland, on Friday afternoon. Several matters of interest, including the proposed benefit fund, will come before the meeting.. The executive committee has received from the Marine Engineers’ Beneficial Association a copy of a classification of steamers with schedule of wages as suggested by the engineers since their annual meeting. . What will be done by either vessel owners or engineers regard- ing the classification remains to be seen. The vessels are placed in three classes and-the wages for chief engineers range from $105 to $182 per month. Following is the classification: First class—All steel steamers of more than 1,800 tons; all passenger steamers of more than 750 tons, Second class—All steel steamers less than 1,800 tons and more than 500 tons, and all wooden steamers of more than 500 tons; all passenger steamers of more than 200 tons and less than 750 tons. Third class—All steamers not included in first class or second class, including tugs and canalboats. All reference to tonnage to be understood as meaning gross tons. Crew—All first class steamers having water tube boilers and more than two boilers to carry three engineers and two oilers, and water tenders where required. All second class steamers of more than 1,500 tons, having water bot- toms or.auxiliary machinery, such as electric lights, hoisting engines, etc., to carry two engineers and two oilers. All second class steamers of more than 1,200 tons, and not include in the above, to carry two engineers and one oiler. sf Following is the schedule of wages: : First class—Chief engineer, per month, $132; first assistant engineer, per month, $96; second assistant engineer, per month, $84. Second: class—Chief: engineer, per month, $114; assistant engineer, per month, $84. Third class—Chief engineer, per month, $105; assistant engineer, per month, $75. | Wages for fish tugs—Large tugs $105; small tugs $90. Robert A. C: Smith and David ‘C. Reid, ship owners of New York, associated with Sir William Van Horne and Charles R. Hosmer of Mon- treal and T. G. Fitzgibbon of Toronto, have given notice that they will apply at the coming’Session of the Canadian parliament for a charter of incorporation for a néw*company, the title to be the North American Mail &.Steamship ‘Co."’It is proposed to operate steamships between British and foreign ports and carry on the business of forwarding agents, ship brokers and warehotsemen. The capital stock is placed at $175,000, consisting of 1,750 shares at $100 each, and the headquarters of the com- pany will be in Montreal.