Maritime History of the Great Lakes

Marine Record (Cleveland, OH), August 15, 1895, p. 5

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4 _ aid navigators. THE MARINE RECORD. , NOTICE TO MARINERS. LOW WATER AT THER’ ENCAMPMENT. Capt. Joseph Roleau, the well-known St. Mary’s River pilot, says that the water at the Encampment is four inches lower this year than last. Captains should look out for aspot at the Encampment just above the red buoy near Ross’ dock to the turning point opposite the crib. Many boats have struck it and it has caused much trouble during the past ten days. CORSICA AND NORTHWEST SHOALS, An examination of the Corsica and Northwest shoals at the foot of Lake Huron shows that they are danger- ous to all vessels at this stage of water, as there is but 15% to 16 feet of water over them. Gen. Poe gives the general direction for masters to avoid these shoals that they pass to the west of the lightship at all times, and between the two dredges, which stay in their positions over night when the sea is not too heavy. NEW. MARKS ON DETROIT RIVER. Upon instructions from Capt. George P. McKay, Capt. Hackett. has just placed two spar buoys, one red and one black, on either side of the channel at Ballard’s reef. A floating light has been placed on New York shoal, bearing a red lantern, and a float has also been placed on Boston shoal, with a red light under a white light. ‘These marks are placed there on account of the extremely low water. SEUL CHOIX POINTE LIGHT-STATION. By order of the Light-House Board, notice is given that, on or about August 15, 1895, the temporary fourth- order light, exhibited from a frame-work tower, will be discontinued, and there will be established a third-order fixed white light in the conical brick tower recently erected at this station, on the easterly extremity of the point. The focal plane of the third-order light will be 79 feet above the mean level of Lake Michigan, and the light may be seen 16% statute miles in clear weather, the observer’s eye 15 feet above the lake. The light will illuminate an arc of 324°, and will be visible to ves- sels from all points of approach. ; CHANNEL, At STRAWBERRY ISLAND. Maj. KE. H. Ruffner, at Buffalo, states that two acci- dents have recently occurred near Strawberry Island from vessels striking the ridges necessarily caused by the dredges in deepening the channel at that point. As three cuts have been: completed to full depth there is now a safe channel about 55 feet wide to the westward of the three black buoys, but vessels should be very careful to keep as close to the line of the buoys as pos- sible. If pilots fear that they cannot hold their vessels in a channel so narrow as 55 feet, in the current found there, they should then hold their craft at least 100 feet or more, to the west of the buoys, so as to safely clear the dredging buoys. These are light spar buoys placed by the contractors, and should be given a safe clearance. AT THE FOOT OF LAKE HURON. Capt. C. Z. Montague, of the Arthur Orr, says his steamer did not strike Corsica Shoal, at the foot of Lake Huron, as reported. He says she evidently strucka small, sharp-edged obstruction on the turning point, leaving the Fort Gratiot ranges, bound up, and about 1,000 feet S. by W. from the light-ship and about 3,000 feet S. on the Fort Gratiot ranges, ‘‘ Few of the mas- ters,’’ says Capt. Montague, ‘‘ have as yet received sail- ing directions for the deep channel, and consequently they run toofar on the Fort Gratiot ranges before di- recting their course out by thelight-ship. The Orr was drawing 16 feet 2 inches, and was under check to half speed when she struck, consequently the damage was slight. Capt. D. C. Sullivan, of the Pabst, informs me that his'steamer struck heavily afew days later on the same obstruction. I would caution masters when loaded deep in this vicinity.”’ NOTES FOR NAVIGATORS. The sand bar in the river opposite the F. & P. M. dock at Manistee keeps rising, and is giving vesselmen a good deal of trouble. Leo Bernard has placed his red light on Vital Shoals on a larger float, and erected it to a height of 12 feet. A box four feet square has been placed on the scow and painted red. In hazy weather the government red stake is difficult to locate and Mr. Bernard’s float will greatly It is one of the most important marks on the St. Mary’s River. « The shoals have all been removed from the Portage Lake ship canals and there is now 15 feet of water through them. -Dredges are at work witlening: and deepening the channelin Portage River. The Canadian steamer Bayfield, engaged in survey- ing Lake Ontario, reports the discovery of a seven-foot shoal straight out into the lake about five miles off Pea- cock Point, a short distance above Port Dover. Messrs. A. & D. Saug, of Duluth, have completed their contracts for rebuilding the piers at the entrance to Portage Lake ship canal. The piling on Lily Lake is practically finished and the dredging completed, so that all boats able to pass through the locks at the Soo can easily get into Portage Lake. EE ee PERSONAL. Captain W. . Mallory is out again after an illness of one week. ; Capt. George H. Daniels, of Oswego, has been ap- pointed master of the George W. Adams. ~ The master of the rafting tug Torrent is Capt. Alex. Cattaneck, with Capt. J. M. McGregor as mate. Secretary Ritchie, of the Cleveland Chamber of Com- merce, is enjoying a lake cruise on the steamer Globe. J. Peters, formerly first mate on the steamer Alaska, has been made master of the Gordon Campbell, vice Capt. Duerker, resigned. Capt. Thomas Wilson, of Cleveland, president of the Wilson Transit Co., will spend the remainder of the month hunting and fishing in the Lake Superior region. Supt. John Parker, of the unper yard of the Detroit Dry-Dock Co., and one of the best-known wooden ship- builders on the lakes, is very ill with a complication of diseases. Second-Lieut. J. B. Cavanaugh, Corps of Engineers, from Willett’s Point, New York, has been ordered by the Secretary of War to report for duty at Detroit, under Gen. O. M. Poe. Charles J. Sheffield, who was interested with Harvey H. Brown in vessel property, died in Cleveland last week. The steamer sunk by the North Star off Whitefish Point some years ago was named after him. Chief Engineer A. Williams, of the steamer C. Tower, Jr,, says he is not the engineer who was stabbed in a fight in an Erie disorderly house. He was not away from the steamer on the night in question. It is reported that Capt. L. R. Boynton, manager of the car ferries Ste. Marie and Ste. Ignace, at the Straits has received an offer proposing that he shall go to Siberia to superintend hull construction on the new ferry barges to be built on Lake Baikal. Charles T. Harvey, of New York, was at the Sault for a short time last Friday. He was superintendent of construction on the old state lock, and was the man to turn the first shovelful of earth on June 4, 1853. He was much interested in the great commerce which now passes through the canal, as well as in the construction of the new lock. ro 0 * INVESTIGATION BEGUN. General O. M. Poe, of Detroit, Major Ruffner, of Buffalo, and Major Marshall, of Chicago, who consti- tute the board of army engineers appointed by the Secretary of War to consider whether the Chicago drainage canal will seriously effect lake levels, has be- gun its investigation at Chicago. They will make a thorough inspection of the capacity of the canal and the amount of water it will carry from Lake Michigan. The nextinvestigation-will be the out- flow at Port Huron and Niagara. It will be several weeks before the findings of tne board are submitted to the war department. THE Dubuque Times says, with respect to the new revenue cutter Wm. Windom, built there for the Govern- ment, that ‘‘the two barges which were intended to be used in taking the Windom down the river have been fitted up at the Ragle Point ways and are now in readi- ness to go down on their mission, but from present indi- cations it is very doubtful whether the Windom will get out of her present quarters in the ice harbor for several months, and perhaps not until next spring. As the stage of water in the river is scarcely 3 feet above low water mark at present, it would be a very difficult task to undertake to-tow the Windom down between two barges as there would be more or less risk of running aground, which might cause considerable trouble and delay, and, besides, it would be a heavy expense.”’ AN ATLANTIC GREYHOUND, » The daily cost of running a large transatlantic steam- ship like the American liner St. Louis is something like $5,500. No singleindividual of the St. Louis gets a large salary. The captain heads the list, getting about $5,000 ayear. Captains on smaller passenger steamers’ only receive $3,000 a year. ‘The chief officer of a ship like the St. Louis gets $1,500. The second officer’s pay ranges from $900 to $1,200, according to the size of the ship, while the third and fourth. officers only get from $600 to $900: The crew of the St. Louis number 410 men. ‘Two hundred of these are in the engineer’s department, and all of them are directly under the authority of the chief. The steward’s department is the next largest, numbering 170 in all. The sailors, including the deck officers, number but 40. E The engineer’s department is the most expensive on the ship, owing tothe immense coal bills. The St. Louis burns more than 300 tons a day, or about 4,500 tons the round trip. This means an expenditure of $15,000 alone. The salaries of the men, the engineering supplies, in- cluding the thousand and one things needed for the vast machinery of a great ship, will require an expenditure of $5,000 every trip. The chief engineer draws $3,000 a year, and his im- mediate assistants receive $1,500, $1,200 and $1,000 respectfully. The stokers or firemen ayerage about $30 a month, and the furnaces of the St. Louisrequire 180 of them working in different shifts. The purser, who is a most important person on board, does not get much in the way of salary, as the company in fixing his pay figured on the large bonuses he re- ceives for changing money and performing the little services which the wealthy traveler does not hesitate to pay for liberally. His salary is only $1,000 a year, but he makes another $2,000 in fees and sometimes consider- ably more. The ship’s surgeon only receives $900 a year for the Same reason. He is broughtin contact with numerous real and fancied invalids of the wealthy class, and a big, popular ship like the St. Louis is worth to him. at least ‘$3,000 to $4,000:a year. The steward’s department is one of the eopcitent on the ship. The provisions for a round trip cost in the neighborhood of $12,000, and the salaries of the steward’s men amount to $3,000 more. ‘Phe stewards are the least paid of any on the ship, for the reason that in the fees of the passengers they collect a considerable sum annu- ally. All the pay they get is $20 a month, but they take in $40 a month in tips. The seasick man and woman are always willing to give their last cent for some little service. The chief steward ‘receives $1,500 a year and also comes in for his share of the tips, as it is within his power to place many delicacies in the way of the liberal tourist The chief cook is a great man on the ship, almost as greatas the captain, and in all makes $3,000 a year out of his job. The breakage and wear and tear on the ship and its furniture are very heavy, requiring an expenditure in incidentals of about $5,000 each round trip. There are countless things to be replaced and a comparatively little thing like ‘the washing of the ship’s linen means an expenditure big enough to support a man for a year in the lap of luxury. Here are some odd facts about the St. Louis: There are fully 1,000 tons of piping of various kinds in the ship. The condensers will pump up at least 50,000,000 gallons of cool wateraday. The furnaces will consume no less than 7,500,000 cubic feet ofairan hour. ‘The boiler tubes, if placed in a straight line, would stretch nearly ten miles and the condenser tubes more than twenty-five miles. ‘The total number of separate pieces of steel in the main structure of the ship is not less than 40,000, and the total number of cubic feet of timber used in the construction is more than 100,000. ‘The total number of rivets is not far from 1,250,000. The expense, for the round trip of the St. amount to between $60,000 and $80,000. -7— ee —e ANOTHER COAL-LOADING MACHINE: The new McMyler coal loading machine which has been erected at Fairport, will be ready for use in a few days. Itis a precise duplicate of the Ashtabula ma- chine, save that some of the parts are heavier. Louis

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