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| HISTORY OF LAKE NAVIGATION. _ trade to points on Lake Huron, _ peller Mineral Rock brought four hundred _ tonsof ice from Frying Pan Island. ‘This BY J. W. HALL. s,s CHAPTER LVII. Lake business commenced at Detroit in - 1859, March 10, the steamer Island Queen, Captain Orr, arriving at that port; at Port - Colborne April 1, and at Buffalo April 7, Mer Equinox the first to depart, ts of Mackinaw were clear April 4, | e propeller Prairie State the first cratt through, bound east. The first boat through the Sault canal was the steamer Lady Elgin, Captain Jack Wilson, May 3.. During the month of April, owing toa failure ot the ice crop at various lower ports, notably Cleveland and Detroit, quite a num- ber of steam and sail craft embarked in the The pro- traffic was kept up until the middle of May. There were owned at Detroit reventy- three side wheel steamers, aggregating 29,- 175 tons; thirty-two propellers, 6,090 tons; four barques, 1,337 tons; seven brigs, 1,877 tons; one hundred and thirty-one schoon- ers, 19,671 tons; one hundred and thirty-six scowe, 4,332 tone. The largest steamer on the lakes was the Western World, 2,002 tons. There were nine others beside, over 1,000 tons each, twenty-one measuring over 400 tons, fifty- eight measuring over 200 tons, seventy meas- uring over 100 tens, sixty-thiee measuring over 20 tons, and sixty-one measuring under 20 tons. ae There were at this period one thousand : and six “hundred vessels navigating the whole northwestern lakes with an aggregate of halfia mi! tons. The fe - table shows the rates of seamen’s wages at different periods during the season, vessels in the !uke shore trade usually paying the highest wages given: April 1 to August 15, $12 to $14 per month. August 15 to October 1, $16 per month. October 1 to November 1, $18 to $20 per month. November 1 to close of the season wages © were from $1.00 to $1.50 per day. The fall of 1859 was attended with more heayy gules than had been known for a number of years. Passages of vessels by Detroit, bound up, steamers 194, propellers 492, barges 273, brigs 295, schooners 1,811; total, bound up, 3,065. Downward passages, steamers 195, propellers 503, barques 284, brigs 314, schooners 1,825; total 3,121; grand total, both ways, 6,186. Greatest number passing up in one day 8d, down 73. During the season there were shipped to Europe by lake ves:els 692,057 West India staves, 142,662 standard pipe staves, and 474,693 feet of oak, walnut and pine lumber, This is exclusive of the cargoes shipped from Cleveland, Milan and Buttalo, those statements never having been exhibited. The business through the Sault canal in 1859 tar exceeded any former year. The number of vessels passing through during each month were as follows: May 123 ves- sels, aggregating 47,660 tons; June 184 ves- sels, 67,955 tons; July 220 vessels, 74,933 tons; August 193 vessels 64,752 tons; Sep- tember 121 vessels, 49,560 tons. The following steamers plied regularly in the trade: Steamer North Star, 1,106 tons, Captain B. G. Sweet. Steamer L[llinois, 926 tons, Captain John Frazer. | Sreamer Lady Elgin, 1,037 tons, Captain j J. Wilson. Propeller Montgomery, 879 tons, Captain J. Nicholson. Propeller Northern Light, 716 tons, Cap- tain J. Spalding. Propeller Iron City, 934 tone, Captain J. E. Turner, Propeller Mineral Rock, 560 tons, Captain R. 8. Ryder. : Propeller Manhattan, 320 tons, Captain C. Ripley. The latter steamer was unfortunately wrecked near the close of the season at Grand Marias, Lake Superior. The propeller General Taylor, Captain J. G. Parker, made one trip to Marquette. The steamer Forester, Captain J. P. Ward, made one voyage Jute in the fall with sup- plies, and the propeller, Governor Cushman, one or more trips. Quite a number of sail vesselg were employed in the iron ore trade, The following pioneer lake men, well and prominently known, died in 1859: Caplaiu C. H, Ludlow, suddenly, of heart disease, at Dunkirk, aged 59. Captain John Disbrow, at Huron, O., aged 60. Captain G. G. Hollywood, of dropsy, at St. Louis, Mo., aged 41. Captain Armistead Lum, at Black River, O., aged 44. Captain Paine Mann, at St. Joseph, Lake | Michigan, aged 69. Captain I. T. Pheatt, at Toledo, O., aged 66 years. rior, and was buried at Cleveland, aged 45, The various lake losses figure up as fol- lows: Steamers wrecked or sunk, four, valu- ation, $2,900; steamers sunk four, $16,800; one by fire, $12,000; twerity damaged, $20,- 685; one jettisoned cargo, $3,500; three by collision, $800. Propellers, seven wrecked or sunk, $225.050; sixteen stranded, $13,- 760; one by fire, $100; twenty-four dam- aged, $12,540; three jettisoned cargo, $2,150; seven by coliision, $41,250. Rarques stranded, five, $6,740; fifteen damaged, $24,100; three by collision, $2,575. Brigs wrecked or sunk, six, $85,100; ten stranded, $15,900; nine damaged, $5,630; one jettisoned cargo, $700; six by collision, $25,700. Schooners wrecked or sunk eighteen, $64,688; seventy-eizht stranded, $279,381; fire three, $3,550; dam- aged? one hundred and twenty-one, $101,732; jettisoned cargo fifteen, $11,064; collison thirty-four, $63,005. Scows wrecked or sunk five, $8,250; stranded eleven, $18.450; damuged seven, $1,650; collision two $850; total, steam and sail craft, $1,020,100; num- ber of disasters, 440. The following craft passed out in 1859: Steamer Asa R. Swift. exploded on St. Clair river. $3,000. y Steamer Minor, lost at Ontonagon, Lake Superior, $3,000, Propeller Ludy of the Lake, exploded and sunk in Lake Erie, with two lives, $40,000, Propeller Manhattan, wreeked at Grand Marias, Lake Superior, $20,000. Propeller Ohio, exploded and sunk off Erie and two lives lost, $90,000. Propeller Milwaukee, sunk by schooner J. H. Tiffany in the Straits, $50,000. Propeller Oriental, wrecked on Skilla- gulee, $90,000. Propeller Trey, foundered off Point au Barque and twenty-three lives lost, $30,000. Brig Portland, wrecked at Grand Haven, $4.000. i Brig Manchester, wrecked east of Cleve- land, $5,000. Brig Columbia, lost in Green Bay, $4,000. ; Brig Buffalo, wrecked at Grand Heven, 8,000. d Brig Greyhound, lost near Sheboygan and one life lost, $30,000. Brig Cumberland, wrecked at Milwaukee, $6,000. Brig N. M. Standart, sunk by schooner Autocrat, Luke Michigan, $23,000, Brig Missouri, wrecked at Kalamazoo, $4,000. Schooner Big Z, lost near Sheboygan, Lake Michigan, $3,000. Schooner Virginia Purdy, wrecked at Point au Pellee, $5,000. Schooner Euphemia foundered in Lake Michigan and six lives lost, $3,000. Schooner Bey Ciry, wrecked on East Sis- ter, $14,000. 4 Schooner Cleopatra, sunk by bark Adri- atic, Lake Erie, $10,000. Schooner General Houston, wrecked at Fairport, $3,000. : Schooner Forest, sunk by brig Acadia in Lake Erie and loss of one lite, $4,000, Schooner Dawn, sunk by propeller New York in Lake Erie, $12 000. ~ Schoener J. H. ‘Tiffany, sunk by propeller Milwaukee in the Straits and five lives lost, $40.000. : / Schooner Twilight, lost on Lake Ontario, $2,000. Schooner California, lost at Port Clinton, Lake Erie, $1,000. Schooner White Pigeon, lost on east shore of Luke Michigan, $2,000. Schooner Sodus, wrecked near same place, $2,000. Schooner Coaster, wrecked on Lake Supe- perior, $5,000. Schooner Island Queen, wrecked in the Straits, $20,000. Schooner C. L. Burton, wrecked at Ash- tabula, $3,000. Schooner A. Scott, wrecked at Vermil- lion, $5,000. Scow Antelope, lost at Point au Pellee, $2,000. Scow William, $5,000. Scow Stanley lost in Georgian Bay, $3,000. Schooner Constitution, lost at Port Bruce, Lake Erie, $4,000. Schooner Adda, lost at Lakeport, Lake Huron, $3,000. Scow Sea Witch, wrecked at Fort Erie, C. W., $2,000. Scow Geneva, lost at North Manitou, $1,500. Schooner E. Creamer, wrecked at Chi- eago, $3,000. Loss by steam vessel, $851,535; sui] vessels, $668,565; lives lost, 105; asters, 440. The backward state of lake business in 1859 limited the construction of vessels, and consequently but few were commissioned, The records present the following vessels, built that year: Steamship Milwaukee, 1,113 tons, built by Bidwell & Banta, Buffalo. Steamship Detroit, 1,113 tons, built by Bidwell & Banta, Buffalo. Steamer Cornet, 335 tons, ed by R. C. Cronwell, Newport.4% <Gowyw Sieamer Bonny Boat, 125 tons, built by J. W. Keating, Sandusky, Steamer Seabird, 570 tons, built by R. C. Cronwell, Newport. Propeller Akron, 367 tons, built by Quayle & Martin, Cleveland. Propeller James E. Eagle, 194 tons, built by C. Hinman, Algonac, Schooner Sunbury, 224 tons, built by F. N. Jones, Buffalo. Bark W. 3. Pierson, 386 tons, built by Fordham, Sandusky. wrecked at Fairport, loss by dis- Mhe Marine Record. Captain Wm. Wnts died on Lake Supe- Ree one mene . ne gg Propeller Michigan, 456 tons, built by R. Stead, Point Edward, for the Grand Trunk railway for ferry purposes. Schooner $8. A. Douglass, 360 tons, built by Ellenwood, Sackets Harbor. Schooner Defiance, 141 tons, built by R. | Munson, Port Hope, Ontario. Schooner Dream, 80 tons, built by Lafri- nier, Cleveland. Schooner George Foote, 316 tons, built by A. McKay, Detroit. Schooner Mediterranean, 297 tons, built by D. Rogers. Sodus, N. Y. Tug A. S. Bemis, 49 tons, built by Crosth- waite, Buffalo. ‘Tug Seymour Belle, 51 tons, built by Norton & Leland, Cleveland, ' Total tonnage, 5,225 tons; total valuation, $848,700. A DOCKAGE SYSTEM FOR CHICAGO. The time is fast appreacing, if it has not already arrived, when a definite plan for furnishing the city of Chicago with docks and slips must be matured. This is a subject of vast importance to a great commercial city like ours, having so extensive a water front. But it presents no difficulties which can net be overcome and the whole sys- tem divested of all complications and in- tricacies, placed, as it should be, on such a tangible and solid basis as to not only afford entire relief for the enormous tonnage touch. ing at this port, but also prove a source of Jarge revenue to the city. We have been drifting along for many years without any definite plang for the accommodation of our vast shipping interest, and are only nroused now by the urgent necessities of the case, Last year there were 10 744 arrivals at this port, representing a tonnage o1 3,653,936 tons, nnd 10,798 clearances, representing a tonnage of 8,652,286 tons, the tonnage in ‘both instances being somewhat smaller than for the previous vear, which is no doubt accounted for toa great extent by the inconvenience experienced, the loss of time entailed, and the great expense uttending the entratice and exit from our river. Indeed, it isa significant fact that, the number of vessels arriving at, and departing from, this port during the past four years hax been steadily declining. This is accounted for in part by the fact that the class of vessels employed in our lake navigation has materially changed within that time by the substitution of steam ves- sels of larger tonnage for the small sailing craft formerly employed; but this should not affect the aggregate of the tonnage car- ried, which has also shown a steady decline during the period named. ‘The statistics show as follows: ‘ ARRIVALS, CLEARANCKs, Year, es Vessels,| Tonnage. ||Vesse's,| Tonnage. 1882....| 13,351] 4,849.950|| 13 626] 4,904,999 1883....| 11.967] 3.812.464|] 12.015] 3.980,879 1884....| 11.354] 3.756.973|| 11 862! 3.751,723 1885....! 10 744] 3 653.930|| 10 798} 3,652,286 These figures are somewhat startling, and show the effects of the crowded condition of the river, with all the vexatious and ineon- veniences arising from the bridges, and tell too plainly that something must be done to relieve our overcrowded river. With such an obstacle in the way of the transition of the produce of the vast area lying west of us it is folly to charge all our freight troubles upon the railways on ac- count of discrimination against Chicago. The difficulty is a local one, and will con- tinue to increase unless a remedy is applied, and the greatest danger is that the business once diverted will continue to flow in other channels, and in that way give Chicago the permanent go-by; and for this reason no time should be lost in dealing with a ques- tion whieh at this critical juncture would, in its relations to the commercial prosperity of the city, appear to be of paramount im- portance. ‘here 1s no fear that Chicago will ever become away station; but there certainty are good grounds of fear that she will lose much of the prestige gained in for- mer days if her grain trade is to be ground out between the millstones of extortionate elevator charges and such totally inadequate facilities as are now offered her shipping. The docks and slips to be constructed must, of course, be Jocated north and south of Chicago River. ‘The owners of property on Michigan avenue who, for the most part, comprise business men who have a direct interest in the growth and welfare of our city, have come to regard the construction of wharves in front of their property as an absolute necessity, and have theretore be- come reconciled to the whole project, ac- cepting it asa foregone conclusion. The Question, of course, depends largely upon the result of the proceedings now pending between the State of Illinois and the Lllinois Central Railroad Company ; the city of Chi- cago, although made a defendant in the suit, hus unwisely abandoned all claim to the lake front and practically admitted all the allega- tions contained in the information filed by the attorney general. If these proceedings shall result in establishing the claims of the Illinois Central Railroad Company to the lake front under the act of 1869 they will doubtless proceed at once to construct docks from Randolph street to the pier now nearly completed at Thirteenth street. Such aresult, although it would enrich a private corpora- tion many millions of dollars and make the commerce of the city pay tribute to it forever, would be better than to permit the present state of things continue indefinitely. It would perliaps afford great relief to the shipping entering our port, and might be so restrained and regulated as to answer the same purpose as if the docks were built and owned by the city. The city would in any event have the same right as it now has un- der its charter, adopted April 28, 1875, to regulate and control the use of all public and private landing places, and to fix the rates of wharfuge and dockage. ad ? But shonld the proceedings referred to be decided adversely to the railroae company the title to the lake front would then revert to the state. If, then, assuming that the state would not care to undertake the work herself, an act could probably be obtained from the Legislature granting to the city of Chicago whatever right the state may hold in the submerged lands bordering on the lake within the limita of the city; the city could then either proceed to erect such necessary docks and slips as might be re- quired, or it could as is done in some of the older Eustern cities, lease the privilege un- der proper restrictions to individuals or cor- porations, and in this way the entire purpose could be accomplished withous adding to the debt of the city, while the own- ership of the submerged lands would, under the grant of the state, rest in the city. Up to 1871 the city of New York occupied about the same position in relation in its docks as the city of Chicago does to-day— that is, it had no established system looking to the control of its vast water front. A feeble attempt had been made the year before to control it by organizing, under act of legislature, a board for that purpose, but their powers were so limited that it did not ‘| meet the wants of the case, and on the 18th , of April, 1871, the legislature passed an act under which the duties and authority of the “Department of Docks’? was considerably enlarged. ‘This board has, subject to the ap- proval of the commissioners of the sinking fund, exclusive charge and control ot all the wharf property belonging to the city, and all the land under water lying adjacent thereto, acquired under the act of the Legise lature. They can lease to the highest bidder docks or water rights, or purchase or con- struct additional docks, ‘he act also gave them control of all wharves, bulkheads, etc., owned by private individuals by the © regulation of charges for their use. The board has also authority to acquire either by purchase or condemnation, tor the benefit of the city, any wharf property belonging to private individuals; all proceedings being conducted by the corporation counsel. The commissioners of the land office, in whom formerly rested the title to the lands under water, have conveyed from time to time all the title of the state to the city of New York. The comptroller, when requested by the commissioners of the sinking iund, pre- pares and issues bonds called “dock bonds of the city of New York,” for the purpose © of raising money necessary to carry out the — provisions of the act. Not more than $3,000,— 000 of bonds can be issued in any one y: nor can the bonds be sold for less than’ The proceeds of bonds are deposited in city treasury and are drawn out and paid by TESPOT TTI the comptroller under the requisition of the — dock board, countersigned by the com- missioners of the sinking fund, sothat the _ interest of the city is fully protected. It has not been found necessary, however, toissue — so large an amount.in any past. year. The entire expenditures tor new wharves, bulk- heads, and improvements, including also re pairs to old wharves, dredging, and many incidental items, during the organization of the board for the past fifteen years (i. e., from 1871 to 1885. both years inclusive,) have been $10,830,196.56, while the accrued revenue of the department for the same time has been $11,552,433,13. The amourt of money deposited last year alone to the credit of the commissioners for the sinking fund for rents of docks and slips was $1,187,- 280.62. Space will not permit entering into further detail at this time, but the subject is one upon which such stupendous results depend that, in view of a possible early: settlement of the legal cases now pending, it deserves the thoughtful attention of our people. Chicago needs the docks so badly that to hasten the result it might be wise, should the case in the lower court be de- cided in favor of the Ilinois Central, to wake a compromise with the great corpora- tion that has been for years winding its sinuous form about this valuable property. The question must be settled, and the sooner it is done the better. —Jnter- Ocean. The Algoma leaves St. Ignace at 8 p. m; or immediately on the arrival of the Mar- quette express and runs to Mackinaw City, there connecting with trains on-the Michi- gan Central and Grand Rapids & Indiana railroads. She lies there until morning, when she crosses with mail, freight and pas- sengers, connecting here with the train for Marquette, Hancock, Houghton, etc. She crosses usually in an hour, sometimes it takes her a quarter ot an hour longer. The run is about eight miles, and the ive varies in thickness from eight to fourteen inches. The great depth of snow is quite a hin- drance to her, but ice and snow together cannot make the gallant steamer fail of a crossing this winter. The reason is that the sharp, clear cold weather froze the surface of the straits from shore to shore, and there are no great windrows of field ice piled up or crushed down by wind and tide, torming ice walls twenty or thirty feet deep. The Algomah carn go through any ice we are likely to have this winter like a steer through a patch of green corn,—St. Ignace Republican. The Port Arthur Sentinel says. Captain Foote, the popular commander of the steamer Athabasca, for last year, has been reappointed to that position for the com- ingseason. His many friends here will be pleased to hear of this appointment and welcome him back again when the ship comes in. It is said that Captain Lonis Olsen will command the steambarge Markham the coming season,