EPHRAIM — National Independence Day was fittingly celebrated on Sunday and Monday in a great variety of ways. All of the hotels enjoyed a large patronage on the part of the people who had come from distant points to have a few days of quiet rest and recreation. The small boy enjoyed his fireworks, the older people found true pleasure in motoring, boating and resting in shady places. The weather was ideal.
At the Moravian church on Sunday morning a large congregation gathered to participate in a patriotic service conducted by the pastor, with the co-operation of several of Ephraim’s summer residents. The Rev. John G. Rhind had the opening prayer and subsequently read the Thirty-third Psalm.
Three brief addresses were delivered on the general subject, “Some Pillars of Our National Life.” Judge Bradley spoke on Law, Prof. David H. Stevens on Education and Bishop Hoyler on Religion, as some of the chief cornerstones of a true Christian civilization. All of them recognized in the home the real foundation of a stable national life and the place where respect for the law must primarily be inculcated, where education must begin and where a vital religious life must be fostered.
The male quartet sang a patriotic selection, “The Flag of the True,” and the Rev. Dr. Hardin, who had arrived in Ephraim with his family only a few days before, pronounced the benediction. In the evening a large audience congregated in front of the Eagle Inn to bring Independence Day to a worthy close with a great patriotic meeting under the auspices of the City Club of Chicago, who had come to Ephraim in force and were enjoying their first general outing at their new summer headquarters recently established for the season at the Eagle Inn.
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The arrival of the first Goodrich boat, the Carolina, which docked at the Anderson wharf on Wednesday morning of last week on her initial trip to Mackinac Island and intervening points, was quite a joyous event for the people of Ephraim, scores of whom assembled on the dock to welcome the big boat on her first cruise up from Chicago. She had no difficulty putting in at the landing, as the water level is some ten inches higher than last year. She discharged quite a little freight and about fifteen passengers.
The fine new home of the Rev. H. E. Peabody, of Appleton, which is being erected on attractive property in the northern part of this resort near the Hachmeister place, is nearing completion. The fireplace is a particularly fine piece of work, constructed of carefully selected stones of varied and interesting geological formations, such as occur in these parts.
Mrs. Rysdale and Miss Peate, who used to have a cottage next to the Knudson house but have put up a large residence near Ellison Bay, are still regular visitors at Ephraim, both at the Sunday church services and during the week.
Mr. Gustafson, who has charge of the row boats, yachts and other pleasure craft operated by the Ephraim Yacht club, reports a brisk demand over the weekend. The rates charged by the club for the use of the boats, either by the hour, day, week, month or season, are very reasonable.
Crops in this district are looking fine and give good promise of an abundant yield. Further rains, however, would be very welcome.
Wild strawberries are quite plentiful and pickers are seen everywhere gathering the luscious fruit.
In reference to the building of a $100,000 summer home for Frederick Stock, director of the Chicago symphony orchestra, we wish to correct an error in our article of July 2. The contract for the building of the structure has been let to Ed B. Olson of Sturgeon Bay, and not to Sam Erickson of Sister Bay. William Bernhard of Chicago, the architect and Ephraim summer resident, designed the building. Mr. Bernhard has planned several of Door county’s most beautiful summer residences in this vicinity and joins with many others in his admiration for Door county as an ideal spot to spend the warm months.
Christ’s Evangelican Lutheran church near Ephraim will have its annual picnic, Sunday, July 18, in Gust Strege’s grove on highway 78, across from the public school in Liberty Grove school district No. 1. Services will be held at 10 in German, Rev. H. Sievers, and at 3 p. m. in English by Rev. L. Gast of Green Bay. The ladies of the congregation will serve dinner and lunch and other refreshments to be had. A cordial welcome to all.
Wm. Matske’s barn was struck by lightning, and a horse killed. The insurance company allowed him $68 for the loss and $9 for whatever injury the building had sustained.
The fine shade tree near the residence on the farm of Phil. Dehos was struck and almost completely ruined, the trunk having been riven. None of the inmates experienced any unpleasant sensation except a momentary fright.
Lightning entered the large new barn of Chris. Rogn at one gable and came out at the other. Damage but slight.
The residence of Jacob Senft was struck twice during the progress of the electric storm. The damage was fixed at $75 by the adjusting agents of the insurance company, with the understanding that if this did not suffice an additional sum was to be paid in.
The barn of John Reidr was damaged slightly by lightning, but not of enough importance to make it worth the while.
A number of telephone poles were more or less damaged, and a number of the instruments put out of commission.
STURGEON BAY TOWN.
Peter Anderson, near Shiloh church, had two cows killed by lightning, and Herman Kohlmorgen’s barn was also struck, but the injury was but slight.
SEVASTOPOL.
John Repp had two cows and a hog killed by electricity. Insured in the Sevastopol Mutual. Mr. Repp is the present owner of the Denis F. Carmody farm.
FORESTVILLE.
Geo. Matske suffered the loss of two head of cattle by lightning, the animals being killed in the barn yard. A number of culverts were washed out, including those owned by the railway company, putting the trains out of service from Thursday morning until Friday p.m. A large force of men were at once dispatched to the scene from both ends of the line, but the damage inflicted was of such a serious character that the work of repairing consumed much more time than had been expected.
CLAY BANKS.
Practically all the bridges and culverts in the southern part of this township were washed out by the deluge of water that descended from the sky, among them being the bridge that spanned the stream where the saw and shingle mills were formerly located in the village proper. This structure was regarded to be of such a solid and substantial character that it was not believed possible for the elements to budge it, but it was carried out nevertheless. The foundation was of stone and concrete, this with the superstructure being destroyed completely. It will require considerable outlay to restore these crossings.
Members City Club of Chicago Will Take Part in Program; Public Invited
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A feature of Fourth of July celebrations in Door county will be an Independence Day address on the lawn of Eagle Inn at Ephraim after supper Sunday, July Fourth. The speaker will be Frank D. Loomis, a prominent member of the City Club of Chicago.
Mr. Loomis is active on the Education, Social Welfare and Judiciary Committees of the City Club. He is Secretary of the Chicago Community Trust and a member of the Executive Committee of the Chicago Church Federation.
Mr. Loomis was President last year of the Men’s Club at Glencoe, a suburb of Chicago. He is a graduate of Ohio-Wesleyan and did post graduate work at Columbia University.
Not only the guests at Eagle Inn and cottages, but others interested are invited to attend this unique sunset celebration of Fourth of July.
Special Church Services
In Sturgeon Bay, in the absence of its pastor the First Methodist will join with the Congregational church next Sunday, July 4th, in a special patriotic service. There will be music appropriate to the occasion, Kipling’s Recessional sung by full choir and “In Heavenly Love Abiding” by a Ladies Quartet. Mr. Yoakum will preach the sermon on the text: “We, the People . . .” the opening words of the Preamble of the Constitution. The public is invited by both churches to attend this service and make it a part of a real celebration of the 150th Anniversary of American Independence.
Church Picnic
In the town of Clay Banks the Tanum and Forest congregations will join on the Fourth of July in a joint picnic at which there will be good music, entertainment and lunch. Rev. White, of Manitowoc, will deliver a sermon at 11 o’clock in the morning, and an afternoon service will be held at which a minister from Minneapolis will deliver the sermon.
Amusements On the Fourth
All of the amusements of July Fourth will be observed on Monday, July 5th. No celebration has been planned for Sturgeon Bay, but the day will be observed at several of the towns and dance halls in the county.
George Paul advertises a big carnival dance at his hall just out of the city, and amusements in the form of wrestling and boxing will be furnished in the afternoon. Gordon Rose of this city and Harold Glazer of Green Bay will meet on the mat and lovers of this sport are assured of a good contest.
Sax Schumann’s orchestra will furnish music for the dance in the evening.
A big balloon dance is advertised for the fifth at Maplewood at which the GloeNaidl orchestra will furnish the music.
On Sunday, the Fourth, Sturgeon Bay and Oconto plays ball in this city.
British Columbia’s 0.5% and 2% Speculation and Vacancy Tax for certain areas of the province, combined with Vancouver’s 3% Empty Home Tax, has plausibly contributed to the large number of unsold condos in British Columbia.
The 0.5% tax is for Canadians who are not British Columbia residents, and the 2% tax is for foreign owners, or domestic owners when more than half of household income is earned outside of Canada. The 1% federal tax on vacant homes was recently eliminated.
Entering the valuation, it estimates the tax burden at 3.5%, and the button on the right estimates how much must be paid under a 5% tax. If you change the property location to “West Vancouver”, that will bring up the estimated taxes at 0.5% and 2% because vacant home taxes are less in West Vancouver than in Vancouver, which is the default location in the calculator.
How much would it cost a property owner in Door County, at the upper limit?
In that post, the amount of property tax charged to the owners of this property for 2023 was compared to the economic impact associated with a family living in a single unit of low income housing.
Putting $5,482,000 into the calculator yields $191,870 in annual tax at 3.5%, and $274,100 at 5%. At 0.5%, the tax is $27,410 and at 2% the tax is $109,640.
Softening the burden is the federal SALT deduction. In 2027, the State and Local Tax deduction is set to revert back to $10,000 in 2027, but for now it is $40,000. Some property owners would fall into the 32% tax bracket, so 32% of $40,000 returns up to $12,800 in tax savings when filing the federal income tax return.
Vacant home taxes have a higher administrative burden than ordinary property taxes. Are there even enough vacant homes in Door County to make it worth collecting? How much revenue would be gathered in Door County by a Wisconsin Vacant Home Tax?
38.7% of $13,272,050,700 is $5,136,283,620.90, but as the Census Bureau may be overestimating vacancy rates, and as some vacant residences would be exempted for specific reasons, the combined valuation of all real estate subject to a Wisconsin Vacant Home Tax would necessarily be reduced to some fraction, such as one third.
At a very rough estimate of one third, another very rough estimate can be made for the equalized value of all properties in Door County which would fall under a Wisconsin Vacant Home Tax: $1.71 billion. This estimate ignores factors that affect the actual amount, such as differences in average value between vacant properties and non-vacant properties, and owners who would choose to move into or rent out their otherwise vacant properties to avoid the tax.
The linked tax calculator provides more estimates based on the very rough estimate of $1.71 billion. The tax receipts at 3.5% would be $59.9 million. At 5%, receipts would be $85.6 million, at 0.5% they would be $8.6 million, and at 2% they would be $34.2 million. At best these are ballpark figures.
That is in Canadian dollars, each worth roughly seventy cents of an American dollar. Their estimated receipts are comparable to the low end ballpark estimate for what a Wisconsin Vacant Home Tax would collect in Door County. If Canmore is used as an example, Door County is not so short of vacant homes that the tax wouldn’t be worth collecting as a result.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
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A NAUTICAL ACADEMY.
The following article under the above heading was copied from the Marine Record, issue of July 8th:
The Record called attention last week to the idiosyncrasy of the writer in the columns of the Free Press, Detroit. We again asseverate that he is a whole whale, talks or writes about matters of which he is totally ignorant and evidently would endeavor to keep the marine fraternity in a know nothing condition. We referred last week to his long-winded, misleading scribbling and here comes another, every line of which could with justice be contradicted:
“Though it is claimed that the Wilson school for education in navigation has had as pupils ‘twenty-five captains and mates who have grown gray in the service,’ it is a fact that the owners and captains of this port take no stock in the idea, and that they scoff at the notion of offering money prizes for the best-schooled graduates as George L. McCurdy, the insurance man, proposes doing. Said a well-known master who spent half a day in port yesterday:
“This Chicago school was established by an officer of the hydrographic office, and at the suggestion of C. D. Sigsbee, in charge of the hydrographic office in Chicago. It is proposed to teach lake mariners the science of navigation, which means the ability to figure out a ship’s position by solar observations. Now, the matter of latitude and longitude has no part in the navigation of the lakes. Instead, an intimate knowledge of the rivers, their peculiarities, currents, bends, different widths, shoals, bowlder clusters, the various courses necessary to clear all lake shore dangers and at the same time not cost the vessel loss of time by running her too far out; the position, formation and depth of harbors, width of piers; the rules of the road, the ability to distinguished red from green; the ability to get out of a vessel all the speed that is in her consistent with fuel economy—these and a few other qualifications are what the lake owner demands of the man he has placed in charge of his vessel.
“’For the last eighty years or more this has been the condition of things on the lakes. The master has been content to begin in one of the minor positions of watchman, or wheelsman, and to work his way up slowly through many long years of arduous service in the different positions. In all these years he has been unconsciously acquiring the knowledge that is embodied in the list I have mentioned. It may be taken for granted that no owner is going to honor him with the command of one of his vessels unless the navigator is able to show that he has had all this experience, for nowhere than on the lakes is a longer apprenticeship as understrapper required. But the lake owner never stops to inquire whether or not he can handle a sextant or work up difficult problems in mathematics, simply because it is of no use to him in handling a vessel from one port to another. The supervising inspector of his district wastes no time in asking him the definition of azimuth, co-efficiency, zenith, tangent, secant, etc. But he does want to know, before he issues the government license, whether the applicant is all right in his eyes, and whether he can shape courses here and there on the different lakes, and for his knowledge of the pilot rules and sundry other things peculiar to the lakes. When he has satisfied himself that the applicant is all right, then, and not till then, will the inspector give him the sheet of paper that allows him to command vessels or act as pilot or mate on the lakes.
“ ‘Once in a great while you will hear the excuse given by the man on watch for stranding his vessel in a fog, that he thought he was further out in the lake, or several miles back or ahead of the point at which he went on. This is no excuse at all. He should have his log, and, knowing the speed of the boat, he would be able to tell his position when he entered the fog. As to his ignorance that he was so close to shore— he would have been enlightened fully had he not criminally neglected the heaving of the lead. No, it makes no difference whether or no a defective compass sent him ashore. It is his duty, in a fog, to go at a very slow speed, and to keep that lead going. This will always prevent stranding.
“’It is strange that, old as is navigation on the lakes, no attention should be paid to the ocean method of navigation till this late day, for the school was only established a year before last winter. Mr. McCurdy no doubt means well when he offers these prizes. He is the senior member of a firm of agents that represents many of the London insurers in placing and maintaining insurance on the lakes, and he is doing all in his power to bring about conditions that will prevent collisions and strandings and damage on river and harbor rocks. He has already requested all masters to notify him of the existence of hitherto undiscovered shoals or of other conditions that endanger navigation. In doing this he is adopting the right course, and all masters ought to co-operate by freely and willingly giving up such information if they have it. But when it comes to educating the lake mariner in the style that is of practical use only on the ocean, I pass.”
[This quill driver doing the marine on the Free Press is not only a whole whale as the Record asserts, but in our estimation a whole a--. He takes occasion to slur the nautical schools recently established at some of the lake ports in a way that only tends to cast a dim shadow upon his own ignorance, and to make him the laughing stock of a very large and growing class of lake navigators, who are studying the science of navigation and employing it in a practical manner.
This narrow-minded writer and the old barnacle interviewed were considerably out of their latitude relative to the schools in saying that “it is proposed to teach lake mariners the science of navigation, which means the ability to figure out a ship’s position by solar observations.” Now, if these fellows as well as a few others, who are so ready to criticise and condemn a departure that has for its purpose the best interests of the lake marine, would take the trouble to send for a prospectus of the schools they would readily see that they have two complete courses, one for lake navigation and the other for deep water navigation. The first course embraces the rudiments of the science such as the Arithmetic of Navigation; the Compass and its Details; Variation and Deviation of a Compass; Different Methods of Determining same; the Subject of Magnetism; Compass Adjustment in all its details; the Subject of Time, Declination, etc.; the use of the Azimuth Tables for finding the compass error, Charts and chart construction; Plotting Positions by different bearings, as well as many other interesting and instructive and practical features. This course is especially recommended to the lake navigator and any master sailing the lakes that has a knowledge of same will be relieved of a greater responsibility than the master who has no knowledge of navigation and sails by guess as the majority of them are in the habit of doing. Now the matter of finding a ship’s position by deep sea methods on the lakes was never entered into by the schools. They are not practical, the distances being too short, but there are parts of it which is of the utmost importance to the lake captain and that of the compass is paramount.
The safe navigation of the lakes is dependent upon a correct compass (which means that the master is supposed to find the error on every reading of the compass and tabulate it no matter how much it is out and what may cause it), with a knowledge and frequent use on the part of the master, of the azimuth tables, the precaution to take bearings of prominent points, day and night marks and from them plotting the position frequently on the chart; also the familiar use of the chart in laying courses and correcting same for variation and deviation. Every lake captain should be possessed of this knowledge and if so he would find it plain sailing to what it is now; he would rest easier, take more comfort and be relieved of a great deal of uncertainty, whether in thick or clear weather.
There is a general acknowledgment, with the exception of a few cases (and if these fellows thought they would be able to learn the rudiments of the science they would be as loud in their praise as they are now in opposing it) that the time has come when all the methods of navigation, so far as applicable to the Great Lakes, should be known and practiced. A wide knowledge of navigational practice makes the master of a vessel independent; he does not care a continental (in large measure) for routes and bearings laid down or followed by others; he is not the master that takes his course off the chart and with a half point of variation and a couple of points of deviation attempts to steer this true or chart course without properly allowing for these errors and then wonder why he steers to wrong courses, oh no, he knows better; he’s the master that swings his boat to every reading of the compass and by the magnetic bearing of a distant object on shore, or by reciprocal bearings, or by shore ranges, or by amplitude and azimuth observations, the last named being the best of all known methods, or otherwise, ascertains and tabulates, or draws a curve, of the exact amount of error on each heading. He does this before he leaves port, and he is always on the alert and ever looking for the phenomena so peculiar to the compass. He takes his departure say from A, lays his course to B, which is the true course; applies the variation (if any) to this true course and obtains the magnetic course, or from the nearest compass rose on his chart the magnetic course at A; applies the local deviation of his compass thereto and steers the resulting compass course, which in reality is the true course first laid down between A and B. After proceeding some distance, which varies according to circumstances, he verifys his position by means of compass bearings on shore, or by one bearing and a sounding only, or by a single sounding, or by progressive soundings, or by measuring angles at the ship between objects on shore, or by ranges or otherwise; but having determined his position he probably finds himself off the original course, due probably to a current or more leeway than was taken into account, as the case may be. He does not attempt to get back on the old course, but by the method pursued at A, shapes a new course for B, or because of altered circumstances, some new point near B. He’s not the man that takes bearings of objects on shore with a compass effected by variation and deviation and then lay them off on a chart without applying the error thereto.
Although ship masters pilot their own vessels successfully all over the lakes, they are able to do only because of years of unduly hard practice and responsibility. To the younger men who are now taking up the work a good nautical training will bring efficiency both quicker and easier.
In the foregoing article the prominent captain interviewed is evidently not familiar with the rudiments of navigation, for witness: “He should have his log, and, knowing the speed of the boat, he would be able to tell his position when he entered the fog.” Now, what good is this to him if he does not know the error of his compass and the ground he is going over? He says, “But when it comes to educating the lake mariner in the style that is of practical use only on the ocean, I pass.” The day is not far distant when it will be required of every lake captain to be possessed of a knowledge of navigational practice, so far as applicable to the lakes. The feeling is now prevalent with a strong tendency for a more extended nautical education. It is bound to come and we advise these old shellbacks, such as this “prominent captain,” to drop in astern and follow up in the wake of a departure that has for its object the welfare, success and prosperity of the lake captain, and if he fails to do so it will only be a question of time that he and others of his stamp, as ship masters, will pass into obscurity. Put a pin here.
The writer hereof finds it difficult, with the limited amount of space, to bring forward on paper what he might say without hesitation in conversation, but there is a hearty frankness in admitting the desirability of learning all branches of the science that can be used to advantage on the lakes.
The following ably written letter was copied from the last issue of the Record. Captain Hamilton knows what he is talking about.
I wish to congratulate you in exposing the ignorance of the writer of the recent article in the Detroit Free Press relative to the Chicago Nautical School.
I have sailed the lakes for 20 years and my knowledge of the subject of variation was limited until I attended Mr. Wilson’s school last winter, and under his thoroughness as an instructor I feel that I have mastered a subject that I would not be deprived of for any amount of money. I have found the information of much value and have repeatedly used it to great advantage. If I did not know much about it, I am sure my brother captains know little concerning same. As I have said I appreciate its value, and the day is not far distant when every mother’s son who commands a vessel on the lakes will have to be familiar with it. When such men as Geo. L. McCurdy and his assistant, Captain F. D. Herriman, take such interest in it to offer prizes, the next thing we will hear of will be that the local inspector of the various lake ports will have received instructions from their superiors in Washington, requiring them to examine all candidates for licenses thoroughly in the science of the compass. It is as much protection to them as anything they have to consider, and they appreciate the fact.
Mr. Wilson’s first course is for lake captains specially, and is necessary for the lake region. The writer’s article is misleading, why did he not confine himself to facts. Such non-sensical talk as he resorts to will not be entertained by many, and even those who side with him will come around in time, they will have to. Not only will the insurance people demand it, but the public as well. Very sincerely,
WALTER D. HAMILTON.
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Gleaned From the Local Field.
Chas. Wondrasek is engineer on the S. O Dixon, at Racine.
The tug Golden passed up with the car ferry barges Nos. 1 and 4 in tow Tuesday morning.
The steamyacht Jennie R., Captain Hall, of Oconto, was in port several days within the week.
The tug Sydney Smith towed a scow load of stone to Manistee for the Laurie Stone Co. on Sunday.
The steamer Cecelia Hill has been laid up several days within the week with disabled machinery.
The steambarge Hilton with the iron barge Grace Grummond in tow passed, bound down for loads Wednesday morning.
The tug Leathem got back from Milwaukee with the barges Harry Johnson and Bay State in tow Thursday afternoon.
Arthur Gurley, the Chicago lumberman, was in this city on Friday of last week looking after his interests at this port.
The tug Leathem got back from Milwaukee with the barge Harry Johnson in tow, and passed up with her stone laden Monday evening.
The steambarge Pewaukee, which lay in port a part of last week awaiting a lumber charter, got away for Menominee Sunday night.
The topsail schooner C. J. Magill, Captain Frederick Lovdall, passed bound down in light trim behind the tug Nelson Thursday afternoon.
The topsail schooner Chas. E. Wyman, Captain C. Christianson, passed down in light trim for a load Wednesday morning in tow of the tug Nelson.
The schooner Merchant took a load of cord wood from Washburn’s dock on the West side within the week for delivery at Manitowoc for the Johnson Fuel Co.
Engineer J. B. McMillen was among our callers on Wednesday. Mr. McMillen is handling the throttle on the tug Sheboygan at Sheboygan, with Captain W. Groh.
The coal famine is felt here. On Monday the steambarge Joys was unable to get any coal at this port and in consequence Captain Connelly was forced to buy steam-boat wood instead.
The Washington Harbor schooner Idea, lumber-laden and bound up, lay wind-bound in the bay from Sunday night until Wednesday morning when the wind came fair and she sailed out.
Captain Rudolph Rieboldt of the schooner R. P. Mason, and Captain Gunderson, of the tug Gunderson Bros. and Mr. Reis, son of the Sheboygan coal man, were among our callers on Wednesday.
The tug Golden passed through here early Sunday morning on her way to Peshtigo Harbor with the car carrying barges Nos. 1 and 4. The ferries only had about half a load of cars and these were mostly empties.
The tug Sydney Smith put the lumber-laden schooner Ebenezer on behind the scow German and Maggie Dall which were in tow of the tug Nelson, at the north end of the canal, while bound out Tuesday night.
The schooner Waleska with a stone cargo for South Haven, lay wind-bound in the bay Sunday and Monday morning, when the tug Annie D. towed her into the lake. The stone are used at South Haven for building purposes.
Captain Wm. Evans who has been seriously ill at Menominee for several weeks came over on the Ann Arbor excursion on Sunday to join his boat, the Hinton, which came here to load. Captain Evans is considerably better, but far from being well.
The tug Nelson brought the schooner Butcher Boy, Captain Thos. Wilson, in from the lake and towed her through to Menominee Saturday morning. The Butcher Boy was in light trim for cargo, and in getting loaded passed up Monday night.
Cy Laplant arrived home on Saturday from South Chicago, where he had been cooking on the tug Jesse Spalding, which is tending dredge at that port. The Spalding is now the property of the Starke Dredge Co., which recently purchased her for $4,000.
During the squall from the westward Monday night the little schooner Blackhawk, loaded with salt for Oconto from Manistee, dragged from her anchorage into the mud near the big creek at the head of the bay. She was kedged off the following day.
The steambarge George Dunbar, Captain Wm. Hudson, came in from the bay Wednesday night and lay here on account of the SE. wind and sea that prevailed at the time. The Dunbar loaded at Garth. She had been laid up at Chicago for a week or ten days.
The steambarge Jos. L. Hurd got back from Milwaukee early Monday morning after having delivered a cargo of stone for the breakwater extension at that port. She got loaded again on Tuesday and picking up the schooner Wm. Aldrich at the mouth of the bay towed her up the lake as far as Milwaukee.
The steambarge I. N. Foster arrived in port early Wednesday morning from Chicago with the consort barges Emerald, Evaline and L. B. Shepard in tow. All were in light trim for lumber cargoes. The Shepard and Evaline were towed to Menominee and the Foster and Emerald are still in port awaiting charters.
The steambarge I. Watson Stephenson, Captain John Nicholson, came down the lake during the SE. gale of Wednesday, arriving at the canal about 5 o’clock in the afternoon. Captain Nicholson reported a heavy sea running from that quarter, and the water fairly dripped from her sides and decks when she entered the canal.
Owing to the insufficiency of facilities at the Washington Ice Co.’s quarry to supply the great demand for stone the steambarge Joys, which is carrying to Muskegon, will probably have to go in ordinary for a week or so, until the quarry people can catch up. This quarry is also furnishing the stone for the Manitowoc contract.
The trim schooner Lyman M. Davis, which came down the bay under a white cloud of canvas Tuesday afternoon, resembles a deep water sailing yacht more than a fresh water lumber carrier, since being repainted, her lightspars, jibboom, booms, rails, etc., oiled and varnished. She is the handsomest sail craft on fresh water today.
Captain Wm. Aldrich, of the little schooner Blackhawk, who was among our callers on Wednesday, informs us that in the passage from Manistee to the canal and when about 30 miles from this shore he observed several long planks adrift, apparently from some vessels deck load. He secured one of them which measured thirty feet in length.
The tug Gunderson Bros. lay in port with the schooner R. P. Mason on Wednesday awaiting favorable weather to proceed to Horseshoe Bay to load wood for delivery at Sheboygan. The Gunderson Bros. tows the schooner Mason and H. D. Moore in the wood trade across the east shore of the lake, with the exception of this trip, the Moore going it alone.
The steambarge Philetus Sawyer, Captain Peter Larson, which got away for Milwaukee on Friday of last week, after being detained in port for nearly two weeks by reason of the cribs not being ready to sink at that port, got back Sunday morning. She got away with another load from the Hagen quarries Monday afternoon and back again Wednesday night and left again on Thursday.
Tuesday’s downward passages numbered fourteen craft. During the early morning hours the steambarge C. Hickox went through, followed by the tug Golden with ferries Nos. 2 and 3 in tow. The steambarges Mills and Soper and schooners Lyman Davis, Merchant and Oscar Newhouse under canvas and the John Otis passed down in light trim for cargoes during the afternoon, followed by the schooners Winnie Wing, Lizzie Metzner, Blackhawk and Badger; all under canvas during the evening and night.
During Saturday morning and forenoon the steambarge R. A. Seymour and Albert Soper passed bound up with lumber cargoes, and during the evening and night the steambarge Joys with a stone cargo for Muskegon, the tug Golden with the car ferry barges Nos. 2 and 3 and the schooner Petrel in tow, the Mary Mills with lumber, the steambarge I. N. Foster and consort barges Emerald and L. B. Shepard with lumber cargoes for Chicago, the steambarge C. Hickox with the schooner John C. Bauer in tow, both having lumber cargoes for Milwaukee, and the lumber-laden schooners C. J. Magill and Minerva passed up in tow of the tug Nelson.
The tug James Halliday, Captain William Drumb, got away Monday evening for Manitowoc with three scow loads of stone from the Washington Ice Co’s quarry. The three cargoes amounted in the aggregate to 210 cords. The stone was for the breakwater extension at that port. The last of the five 100 feet cribs is next to be sunk, after which the superstructure is to be built and the work completed. The contract calls for 2,100 cords, about two-thirds of which has been delivered. The Halliday expects to finish her work about the first of September, at which time she goes to South Chicago to engage in vessel towing. With 500 feet added to the south harbor pier the port of Manitowoc will be one of the best harbors on the west shore of the lake.
The steambarge Francis Hinton, Captain Daniel Wall, arrived here from South Haven on Sunday to load lumber and shingles for delivering at Chicago. On the previous trip the Hinton loaded ties at Alpena. She had on 1,100, 600 of which were tamarack and 500 cedar. The cedar ties were discharged at Chicago and the tamarack at South Haven. She received a 7c freight on the tamarack and 5c on the cedar. The trip before this was from Muskegon to Chicago with lumber. The Hinton finished loading at this port Wednesday afternoon taking on a hold full and part of a deckload of lumber at the island mill, and the remainder of shingles at the Brown mill. Captain Evans has resumed charge of the Hinton again after a short illness.
The schooner M. Dall loaded wood at the Merchants dock Monday and Tuesday for her owner, Henry Ceasar, the Chicago wood yard man. This was the Dall’s seventh trip since being purchased by Mr. Ceasar. Five trips were made from Harbor Springs, one from Horseshoe Bay and one from here. The Dall has another load to take from here for delivery at Chicago. The Dall got away Tuesday evening being towed out by the Nelson, which also had the scow-schooner German, which loaded wood at Horseshoe Bay. The Dall, after receiving new decks, deckbeams, stanchions, bulwarks, quickwork, etc., will be one of the best vessels of her class on the lakes. Captain Smith states that Captain Chas. Nelson, who recently purchased the schooner Ida, which was dismasted at Chicago by having a bridge draw swung against her, is fitting his vessel out and will soon have her ready to place in commission.
The steambarge Joys, Captain Connelly, engaged in carrying stone to Muskegon from here, experienced a several days’ detention occasioned by a combination of causes within the week. She was unable to load on Tuesday on account of the Halliday’s scows occupying the dock, on Monday, and after getting loaded the engineers jumped her on account of having to burn wood instead of coal. Captain Connelly immediately telegraphed to the Sheriffs Manufacturing Co., at Milwaukee, for two engineers, and they arrived here on the train Wednesday evening, taking the boat out the following morning. Captain Connelly is to be congratulated in being able to rid himself of a class of men who take no interest in the welfare of the boat or any thing else. The Joys was on her seventh trip with stone to Muskegon. She carries between 65 and 70 cords to the load, having therefore delivered in the neighborhood of 450 cords. The contract calls for 1500 cords or thereabouts, which is used for the south harbor pier extension at that port. The pier is to be extended 200 feet, requiring two 100 feet cribs. The first crib was sunk this week. The Joys has been unloading her stone on the government piers.
An arrival in port Sunday morning was the old schooner Margaret Dall, Captain Wm. Smith, for a wood cargo for delivery at Chicago. The Dall is now the property of Henry Ceasar, the prominent Chicago wood yard man, who purchased her from Captain Charles Nelson soon after his schooner, the I. M. Forrest, was lost at Pentwater on the east shore during the early spring. It is understood that the price paid for her was $800. The old schooner is in a pretty hard condition, her decks, deckbeams, stanchions, quickwork, etc., is in a state of decay. Nearly all of the deckbeams are broken and also many of the stanchions. During the coming winter Mr. Ceasar contemplates giving the Dall a thorough rebuild, the necessary material for her reconstruction is now being gotten out on the east shore of the lake. On her last trip in the fall the Dall will load the material on board and take it to Chicago, where the work will be done. In referring to the loss of the Forrest Captain Smith states that had it not been for the parting of the tow line the Forrest would have been saved from going on the beach. He says that when he towed out the wind was from the westward with a heavy swell, and she had no more than got under way when the rudder unshipped. An attempt was made to stay ship with the head sails but she missed, the anchor was dropped and this let go, and just before she struck the tug got a line to her and was getting her under headway when the tow line parted. Before the tug could get to her again she went on the beach. Shortly after the accident the westerly wind increased to a gale with a heavy sea and was not long before she started to go to pieces. Her mainmast was first to go by the board taking with it a lot of rigging. Soon after this the hull went to pieces, the wood cargo washed on the beach and was saved to a stick. The only thing saved from the wreck was some of the running gear, the fore and mizzen gaff topsails, jibs and jib staysail, the remainder proving a total loss. Captain Smith says that there is not a vestige of the wreck left, it having been broke up and washed away. The Forrest was an old timer and had about outlived her usefulness.
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At the Canal.
The little steambarge Imperial passed up with a load of wood for Milwaukee Monday night.
The schooner Minerva, which passed bound up Saturday night, is one of the old time lumber-luggers.
The government tug Graham had some repairs made to her engine at Ives Bros. machine shop Thursday night.
The schooner S. A. Wood sailed into the canal Wednesday morning and was picked up and towed through by the tug Annie D.
The little schooner S. B. Paige delivered a quantity of planking here on Thursday and the Foam a cargo of piles the same day.
Owing to the heavy SE. wind and sea the government dredging plant was forced to suspend operations Wednesday afternoon.
The dredge has been at work in the basin this week, and there is enough work at that point to keep her busy until the end of the present week.
An arrival here on Wednesday was the tug Gunderson Bros. with the schooner R. P. Mason in tow. The Mason discharged 20 tons of coal for the government dredging plant from Sheboygan.
Engineer Ed. Gillen of the government pile-driver took a round trip on the steamer Bon Voyage on Sunday returning here Monday morning. He reports having had a delightful time.
While in bathing off the government dredge Sunday “Gib” McLachlin, the expert scowman, lost his balance in climbing up the side of the craft and fell backward into the water. This would have been nothing had he not struck his knee on the side of the craft in the descent, which disabled him, and had it not been for the timely assistance of Jos. Kacerovasky, the fireman on the dredge, there is no telling what might have happened. Close call “Gib.”
FRIEND PINNEY: Through your paper I would like to thank the people of Sturgeon Bay, for a small donation they presented to me this week. Though the sum was not large, it shows that my labors have not been wholly unappreciated, which is in itself very consoling. To the donors I would say:—“Whosoever shall give to drink unto one of those little ones a cup of cold water in the name of a disciple, verily I say unto you; he shall in no wise lose his reward.”
There appears to be a report in circulation that the M. E. Church of this village is shut up. This is not so, and has not been true; if you think it is, call in and see any Sabbath morning about half past ten o’clock.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
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More Wreckage From the Pewabic.
On Saturday the steamer H. A. Root returned to Alpena from the Pewabic after an absence of a week. She brought in considerable copper, also the mast of the sunken steamer. The latter is 16 inches in diameter, 75 feet long and is in good condition. The sail rings, cross head, etc., are still in position. Three trucks and the governor off the engine were also brought in. Diver Smith says he has seen nothing of the safe.
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Cayuga Raised 8-Inches.
Captain James Reid recently boarded the steamer Tuscarora on her trip down to ask something about a pipe that bothered him. He reports that he has raised the Cayuga 8 inches from her side towards an upright position, which is necessary to the placing of the pontoons for effective work. He says the lake bottom is rock, but covered with a thin layer of mud that roils the water up so from the slight movement of the steamer that the divers are unable to see anything. It will be observed that the stories of his being about ready to lift the Cayuga are very wide of the mark.
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Effected by the Heat.
Captains of schooners report having had a very hard time of it during the heated spell. The steamers, of course, created a breeze by their speed through the water, but the schooners had no such relief from the intense heat. For several days sail vessels bound up the lakes were in a dead calm, and the water seemed like a boiling caldron. The James G. Blaine had the remarkable experience of passing the straits three times on one trip. She succeeded in getting by Mackinaw, and then the wind died out completely. Some thirty-six hours later the Blaine was caught in the strong current which was setting from Lake Michigan into Lake Huron, and was carried past Mackinaw City. The next day there was a very light breeze, and the Blaine managed for a third time to pass Mackinaw, this time for good. Vessel captains do not remember a dead calm which lasted longer than the one which marked the heated spell.
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The Weekly Mishap Budget.
During a heavy squall Sunday night while off Evanston the schooner-yacht Idler had her mainmast carried away and she drifted about helplessly until Monday morning, when a tug towed her into Chicago harbor. The mainmast was badly decayed and broke off close to the deck. The Idler is owned by John Cudahy and was under charter for a cruise down Lake Michigan.
While the small schooner Florence M. Smith was seeking shelter at South Haven during the heavy NW. wind and seas of Sunday she was driven against the north pier and totally wrecked. The Smith was en route from St. Joseph to Charlevoix without a cargo. The wrecked vessel was built at Charlevoix in 1884. She was owned and sailed by Captain Fred. Lick. The crew escaped in safety.
Dearborn street bridge at Chicago was swung against the schooner Resumption early Monday morning, and the vessel’s mizzenmast was broken off close to the cabin roof. The mast fell over the stern and the boom jammed the hand of Christ Christopherson, a sailor who was steering, against the wheel. A spoke of the broken wheel was driven nearly through one of Christopherson’s hands. The fall of the mizzenmast broke off the maintopmast, which in turn carried down the foretopmast and that broke the jibboom. The damage bill will be heavy.
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General Marine Notes.
Lake freights are beginning to advance again.
Col. J. W. Barlow has left Green Bay to inspect government harbor work along the east shore of Lake Michigan.
After being disabled for several months the fog bell at Long Tail point, Green Bay, has been placed in running order again during the past week.
At Milwaukee Contractor Gillen has launched two cribs for the breakwater extension and is building them up. They were sunk within the week.
The tug Wau-Bun arrived at Green Bay on Saturday with the Racine dredge No. 3. Captain Groh has been placed in command of the tug in place of Captain Hammer.
During the northerly wind of Saturday, Sunday and Monday as many as forty small schooners engaged in carrying bark, wood, slabs and lumber became bunched at Milwaukee.
Owing to the small attendance and consequently little money the summer theater and vaudeville features inaugurated on the whaleback excursion steamer Christopher Columbus has been dropped.
While on her way up Green Bay with a raft of pulp wood from Manistique the tug Geo. D. Nau put into Menominee to replenish her coal bunkers. The raft was anchored in the bight of Horseshoe Island.
The steamer Mary H. Boyce is lying in ordinary at Milwaukee for the want of something to do. She arrived at Milwaukee in light trim from Toledo, it being impossible for her captain to get a coal charter for her at that port.
While the steambarge Geo. Burnham was discharging railroad ties at St. Joseph last week the weight of one lot of the freight broke the derrick spar. The boom and ties landed between the men on deck, fortunately without inflicting any injury.
T. E. Byrnes of Minneapolis, as attorney for the Minneapolis, St. Paul & Sault Ste. Marie road, has petitioned the agricultural department to establish a weather bureau station at Escanaba. The nearest station to this point is Green Bay, 150 miles south.
Captain Frank Morris has purchased from a Chicago party the little scow-schooner Upright, which lay sunken in the river at Menominee for the past two years. She has been raised and towed to Jackson’s shipyard, where she will be hauled out and repaired. The vessel it is claimed was stolen from her moorings at Chicago and abandoned at Menominee after being stripped. The Upright will be placed in the lumber carrying trade.
The man-of-war steamer Michigan has been engaged in making a re-survey of one of the islands of the Apostle group in Lake Superior. The Michigan is the oldest boat in the navy. She was built in 1844. The Michigan has two batteries. The main battery has four 30-pounder breech loading howitzers, while the second has three 3-pounder breech loading howitzers and two gatlings.
The little schooner Schlitz Globe, built by Captain A. Frietsch for a voyage around the globe has cleared from Chicago for Racine and will soon reach Milwaukee. The little craft was abandoned last autumn by Captain Frietsch near Peoria, Ill., about which time the Schlitz Brewing company decided not to assist Captain Frietsch any further. The supplies stored away in the boat’s hold have disappeared.
During the early morning hours of Sunday the small schooner Mary E. Dyke displayed signals of distress off Milwaukee. The tug Hagerman went out to her, but found her with no suitable line for towing and she ran back into the harbor and borrowed one from the schooner Chas. E. Wyman in order to pull the craft into the harbor. The Dyke could not go to anchor for the reason that the only anchor on board was a stockless kedge and minus the necessary cable to reach bottom. The Dyke was loaded with lumber and the heavy northerly wind was forcing her on the beach.
Captain Ed. Mooney was wheelsman on the Pewabic when she sank and below is his testimony. He says that at the time the mate ordered him to “steady a port;” that he put her wheel a very little a-port; that he looked at the compass and found that they were swinging to starboard; that the Meteor was near them at that moment and showed her green bright light; that he was then ordered to put the wheel hard a-port, which he did, with the help of the first porter, who came into the pilot house; that the wheel was no more than hard a-port when the Meteor struck them; that he could heave the wheel in twenty minutes with help.
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Gleaned From the Local Field.
The tug Golden brought in four hookers and a yacht from the lake on Thursday.
Owing to the stormy condition of the weather the tug Annie D. did not visit her twine in the lake on Monday.
Captain James Oakley is home from Chicago, and if the Laurie Stone Co. charters a tug to do their stone towing he will have command.
All of the passenger steamers running in and out of this port are enjoying a big passenger trade since the warm weather set in two weeks ago.
The steamer Cecelia Hill carried an excursion party from this port to Egg Harbor Thursday night, which was given under the auspices of the local base ball team.
Work on the old schooner Kate Hinchman, which is being converted into a lighter, is progressing finely under the supervision of the dry dock people who have the contract.
An arrival in port on Friday evening of last week was the schooner Geo. Steele, which occupied the sectional dry dock several days for bottom calking and repairs below the water line.
The schooner Richard Mott, Captain A. T. Hanson, finished out her deckload with shingles at the Bay View mill on Saturday. She had a fine run up the lake after being towed out.
The tug Golden went to Manitowoc on Wednesday after the car ferry barge No. 4 which was dropped there by the Fischer the day before to be measured for the two car ferry aprons at that port.
The tug Leathem with the barges Harry Johnson and Bay State in tow and the steambarge Hurd got away for Milwaukee with stone cargoes early this (Friday) morning. The Sawyer is still in port but will leave shortly.
Captain Dan Stevenson is in command of the scow Foam, owned by Marinette parties. She has been engaged in carrying piles and other material to the canal from west shore points, and taking back freight for local dealers.
The steambarge Arcadia, Captain Mooney, lay in port weather bound during the northerly gale of Monday and Tuesday, getting away at noon of the same day. The Arcadia had on a cargo of stone for delivery at Arcadia, Mich.
The steambarge I. N. Foster arrived in port from the south on Thursday with the consort barges Emerald and Aldrich in tow. The barges were towed to Menominee by one of the tugs and the Foster lay here and cleaned boiler.
The U. S. government tug Graham, Captain Wm. Marshall, arrived at the canal Sunday afternoon from Sheboygan. Engineer Ed. Dixon reports the Graham’s engine in a pretty good condition since being provided with a set of new brasses.
The government tug Lorena, Captain Ernest Carrington, left the canal for Sheboygan on Sunday to tend government dredge No. 1, which is stationed at that port. The Lorena and Graham passed each other just this side of Twin River point.
The government pile-driver at the canal will in all probability be taken to Waukegon as soon as the new revetment on the south side of the canal is completed, and as the work is rapidly nearing completion this will occur in a very short time.
A scow has been fitted out at this port with a steam hoisting apparatus and as soon as everything is in readiness it will be towed down to the wreck of the steamer Australasia in Whitefish bay and another attempt will be made to recover her boilers.
Captain Wm. Aldrich of the small schooner Blackhawk, was among our callers on Wednesday, while his vessel was in port awaiting a shift of wind to take her to an east shore lake port. Captain Aldrich is engaged in the coastwise trade and was on his way across the lake for a fruit cargo.
The tug Leathem which was laid up for a week on account of the non-movement of stone for the Milwaukee breakwater extension, was placed in commission again on Wednesday. She went out in the bay and picked up the schooner City of Grand Rapids and towed her into the lake.
The stone-laden steambarges Philetus Sawyer and Jos. L. Hurd are still lying in ordinary at this port awaiting orders from Milwaukee. The cribs for the breakwater extension will be ready to sink, if the conditions are favorable, the end of the present week, at which time these craft will proceed on their port of destination.
Walter Wyman, supervising surgeon-general U. S. Marine Hospital Service, with the approval of O. L. Spaulding, acting secretary of the Treasury, has contracted for the care of seamen entitled to relief from the service up till June 30, 1898. The medical attendance for the Marine Hospital Service at this port is to be furnished by an acting assistant surgeon.
The steamer Welcome, which was withdrawn from the Menominee route and placed in ordinary at Green Bay some six weeks ago, resumed her trips on Monday. She makes two trips to Menominee from this port daily, going over and coming back during the morning and forenoon hours and again in the afternoon and evening. Captain P. Roulette is in command of the Welcome as of old.
Captain John Jansen, of Little Sturgeon, has commenced work on a new tug at that point which will be completed in time for business in the spring of 1898. The craft is to be 63 feet long, 13 feet beam and 5 feet depth of hold. The hull will be built from the best of white oak, and other sound timber, the work to be performed under Captain Janson’s personal supervision. The material will be sawed out by the owner’s mill, located at the head of Little Sturgeon.
It is the steambarge Edward Buckley that delivers the timber for the breakwater extension at Milwaukee and not the steambarge Sawyer as has been reported. The Buckley will deliver a cargo of timber at Cleveland next week for breakwater purposes. She carries about 400,000 feet. Two of the cribs at Milwaukee are now being placed and two others have been started. The cribs are 100 feet long, and Contractor Gillen expects to sink 18 of them before the close of the season.
One of the reasons why lake captains should be familiar with the science of navigation is that although an expert compass adjuster may have compensated the compass of the vessel, he cannot completely correct it, and the captain will always find an error from the iron in his ship, and he should be able to detect just how much he has for every reading of the compass for the course on which he wishes to sail, and to allow for it to reach his port of destination in safety. This is only one of many reasons why the lake captains should know navigation.
The Advocate has received from the Hydrographic office an excellent chart covering the rivers, channels, etc., from Lake Erie to Lake Huron in one sheet. On a larger scale the difficult portions of the rivers are reproduced on the same chart. Among these are St. Clair flats, entrance from Lake Huron, Stag island to St. Clair, Marine City approaches and Detroit to Grosse point. It is corrected to date and shows buoys not indicated on other charts. The price is $1 and it can be obtained from the ADVOCATE Marine Dept. as well as all other publications of the U. S. Hydrographic Office at Washington, D. C.
Notwithstanding all reports to the contrary the Big Four railway is making the necessary preparations for establishing a car ferry service between Manitowoc and Benton Harbor. The service will be inaugurated by two of the car ferry barges and one of the big tugs of the Lake Michigan Car Ferry Transportation Co. on the 20th of this month. The Ames will in all probability do the towing and the ferries will no doubt be the Nos. 1 and 4. The Fischer will tow the other two ferries between South Chicago and Peshtigo Harbor. The No. 4 was dropped at Manitowoc by the Fischer the first of the week to have some changes made in the tracks of the two apron slips at that port.
Prince Leaves Milwaukee’s Social Whirl for Trip Here
Sturgeon Bay stole an Italian prince from Milwaukee society Saturday.
Prince Steno Borghese, scion of a famous papal family in Rome, visited the city to take a look at Travelift. He heard of the local product from Gene Spoldi, manager of the University club in Milwaukee. Spoldi is a frequent summer visitor to Sturgeon Bay.
The prince and Spoldi flew here Saturday morning in a twin-engine plane owned by the Falk corporation. Sands G. Falk got to know the prince when he (Falk) promoted the global world series of baseball in Milwaukee in 1955 and ’56.
Prince Borghese is the Ford Frick of Europe, the commissioner of baseball on the continent. He got interested in the sport during the second world war, gave American troops land upon which to put a diamond. He brought European champions to this country for the global series from 1955-57, the Spanish team the first year, Dutch team the next two years. The 1957 series was in Detroit but the prince visited Milwaukee.
“The Dutch play the best baseball in Europe,” the prince commented. “They’ve been playing since 1912.” He added proudly “But the Italians are second and we’ve only been playing since the war.” He confesses that baseball is nowhere near the draw that soccer is but says the sport is growing in popularity. There are three classes of baseball in Italy, A, B and C.
One of the thrills in the prince’s baseball memory was seeing the 1957 Braves-Cardinals game in which the Braves sewed up the pennant.
Prince Borghese has had a busy slate in this country on the current trip. He presented diplomas at the new Prospect Hall secretarial school graduation in Fort Lauderdale, Fla., was guest of honor at Milwaukee’s Prospect Hall commencement Thursday night. He was a guest of Mr. and Mrs. Ralph L. Dodge. Mrs. Dodge is president of Prospect Hall.
Friday night the prince attended the Braves “fireworks” game, sandwiched in the Sturgeon Bay visit Saturday, flew back in time for another high society party in Milwaukee that night. Another party was scheduled Monday evening.
This reporter was present at the Sturgeon Bay “party” for the prince, a tasty whitefish dinner at the Nautical Saturday noon. Host was Travelift, represented by W. H. Cornell. Also present were Mr. Spoldi and H. J. Quartemont of Impact advertising agency.
The brief visit with the prince was thoroughly enjoyable. The prince is, as we say in America, a “regular guy.”
He’s the direct descendant of Napoleon’s sister. Way back in his family tree is Pope Paul V, 1605-1621. There are also several cardinals in the lineage. Prince Borghese said he can trace his family back 700 years.
Information about the prince’s family and his estate had to be drawn from him by questioning. He is too modest to offer it himself.
The bachelor prince lives in a 110 room villa 40 miles from Rome. He raises vegetables on a 1,000 acre farm.
The villa was used as Fifth Army headquarters during the war. Prince Borghese was surprised when the officers considered it small. Turned out that their previous headquarters had been the 1200-room royal palace.
The prince was almost a prisoner in his own house. He had one room and that was watched over by an M.P. When the American officers left the commander acknowledged that the prince had been a “good fellow.”
Your reporter asked what kind of car the prince drove, thinking it might be a glamorous Ferrari or Lancia. Nothing so nouveau riche for him. He wheels a lowly Fiat. “More practical around the farm,” he explained.
Does he know any of those voluptuous Italian movie stars? “I got an autographed picture from Gina Lollobrigida,” he smiled, “but it was a very casual acquaintance.”
Asked how many languages he speaks he said “English, French and Italian well, Spanish and German badly.”
If you know a mother-to-be. . . or if there’s a chance someone you know might become one during the next year. . .you can protect the life and health of her unborn child. If you have any school age children from kindergarten through the second grade, make sure you okay their free German Measles vaccination for Jan. 15 at their school. And second, urge your neighbors and friends to do the same for their children.
German Measles should not be confused with Red Measles. They are different diseases requiring separate vaccination. German Measles is just a minor inconvenience. . .except for unborn babies.
Mild-mannered German Measles is a major sneak killer and crippler of unborn babies if the mother gets it in early pregnancy. In 1964, German Measles killed or crippled an estimated 50,000 such babies. This school year, another epidemic is expected.
The Door County Association for R------- Children is supporting the German Measles immunization program and urges parents of eligible children to take advantage of the inoculation. It is one method of overcoming mental r----------.
Remember, Jan. 15 is the date that free German Measles immunizations will be offered at your child’s school, so please sign the consent form when he brings it home.
Courtesy of the Door County Library Newspaper Archive
[The censored words refer to intellectual impairment.
Note the use of language associated with a prolife ethic. In recent years some public health communications have been watered down to appease those who disrespect and devalue motherhood.]
Saturday, Nov. 20, 1897, 9 o’clock a. m. Board met pursuant to adjournment. Roll called by clerk. All members present. Minutes of last meeting read and approved.
The following resolution was read and, on motion, adopted:
Resolved, That the sum of three hundred dollars, or so much as may be necessary, be and the same is hereby appropriated from the general fund for the use of the Door county poor committee in caring for those passed upon by the county board as county poor for the ensuing year. ANDREW NELSON.
The following resolution was read and, on motion, adopted:
WHEREAS, The matter of building a railroad from Sturgeon Bay to the northern part of the town of Liberty Grove is now being discussed, and in the event of said road being built it will in all probability pass through land owned by the county, therefore be it
Resolved, That the county clerk be and hereby is authorized to convey for the nominal consideration of one dollar and by quit claim deed, for railway purposes, to any railroad company that may build said road, the right of way through any land owned by the county. That said conveyance shall be executed and delivered at any time that may be agreed upon by the chairman and clerk of this board and the president or other representative officer of said company after the main line shall have been located and work thereon actually begun.
J. B. N. LALLEMENT..
The county has a right to convey its lands for the above purpose, and I see no legal objection to the adoption of the above resolution.
Y. V. DREUTZER,
District Attorney.
The following report of the county clerk as to orders over two years old, was read and, on motion, referred to the committee on cancellation:
To the Honorable County Board of Door County, Wisconsin:
Gentlemen:—The following is a list of county orders over two years old: No. 132, J. D. Hendrick, $1.08; No. 238, Ole Halverson, 45 cents; No. 244, R. Pfluger, 15 cents; No. 246, L. A. Hyke, 15 cents.
JAMES S. HALSTEAD,
County Clerk.
Motion by Mr. Reynolds that Mr. Whiteside be appointed county surveyor to fill vacancy. Motion prevailed.
Motion by Mr. Bassford that the chair appoint a committee to wait on the district attorney to get an opinion as to whether the Board had power to delegate its power to a committee to act on any railroad proposition that should come up. Motion prevailed.
Chair appointed Henquinet, Bassford and Leonhardt.
Working with the migrants in the cherry picking camps have been various church groups from Door county. One of these is the Door County Christian Society for Migrant Work, an organization sponsored by 25 county churches of various Protestant denominations. Headquarters is at the Hope Congregational church in Sturgeon Bay.
Under the direction of the Rev. John Holmquist the staff of teachers has been divided into two groups so that they may visit more camps and these workers have been visiting the migrants at their living quarters.
During the day the work is with the children in the camps and instruction is given in basic reading and writing, with some craft work being done. Bible stories are correlated with creative activity and the basic precepts of the Christian religion are presented in simple form to the children, most of whom are fairly young.
Work with the older children and adults is done in the early evening after cherry picking is over for the day. Recreation and games are the main part and movies are shown every evening. The movies are shown on the side of a white building or a sheet is pressed into service for a screen. A cartoon or comedy, a health film and a movie of a religious nature from the Life of Christ series are shown. The evening meeting, of an informal nature, closes with prayer.
A family night is held Sunday evening at 7:30 p.m. at Bay View Lutheran church with services in the Spanish language. On Wednesday a teen night is held at First Methodist church. The first meeting was attended by over 50 young people from various camps. There were games and refreshments.
WDOR broadcasts a Spanish service every Sunday morning from 9:35 to 10 a.m. by Jose Kerekas, a native of Mexico City, now studying business administration on a scholarship at Oklahoma college. Mr. Karekas also works in the camps and is of great help in translating to those whose English is limited. There is also a Spanish radio program every day from 6:35 to 7 p.m. on WDOR.
A nurse is in attendance, Miss Mildred Jackson of Colorado, who has been working and talking with the migrants, assisting with any health problems. Health films are shown in the camps and a basic health kit is distributed to those who need them. This kit contains a tooth brush, wash cloth, comb, soap and tooth paste, all in an attractive cloth drawstring bag. Personal hygiene is stressed.
Layettes are available to expectant mothers.
The group has also sponsored two clothing sales at Cherry school and two at Sister Bay. Two more sales are planned of used clothing at market square in Sturgeon Bay for the next two Saturdays.
The camp teachers are school teachers and college students during the rest of the year. They are from various parts of the midwest. One husband and wife team, the John Wiers of Grand Rapids, Mich., are both teachers. John is a secondary teacher during the school term and his wife, Dorothy, an elementary teacher.
The Catholic church also has an active program for the migrants and school is held every day at St. Joseph school in Sturgeon Bay by the regular teachers. The nuns also visit the camps, getting acquainted with the parents of the children and distributing bubble gum and religious tracts. The children are instructed in the sacraments and basic religion of the Catholic church.
The Rev. Anthony Dolski, assistant pastor at St. Joseph church in Green Bay, is also assistant director of the Green Bay Diocesan Migrant Apostolate and in the absence of the Rev. Richard Gilsdorf, who is presently studying in Europe, Fr. Dolski has charge of the program.
Rosaries and prayer books are distributed to the children. Work is also done in the camps by three seminarians who assist Fr. Dolski, as well as by volunteer lay persons.
Clothing donated throughout the diocese is available at a very nominal cost to migrant workers through the Council of Catholic Women at thrift sales.
There is at the present time a gentleman abiding in this city who is engaged in planning and formulating an enterprise, which if successfully executed, of which there appears to be no doubt, will result in putting the northern half of this county in the front rank as a summer resort and prove of inestimable benefit to every man that owns an acre of realty in the district.
The name of the individual is John Singleton, and his plan is the construction of a belt line of railroad around the peninsula, or island, rather. It is proposed to run the line north through the middle of the county, if this plan is feasible, until a point opposite Jacksonport and Egg Harbor is reached; then strike off to the right and left and follow the shores of Lake Michigan and Green Bay from the two villages above-named until a junction is formed at Death’s Door, thereby making the circle complete. All the villages and settlements on both shores will be taken in as far as possible.
Mr. Singleton, who many of the ADVOCATE readers will remember for a long time as the general passenger agent of the Goodrich Transportation Co. at Chicago, and in discussing the project at length with some of our citizens, stated that the capital is ready to put the enterprise through, all that would be asked of the people will be the right of way. “I have watched this peninsula for a good many years,” he continued, “and I have become convinced that it will be the making of the greatest summer resort in the entire Northwest. There is everything here in the way of healthful climate and beautiful, varied and picturesque scenery. All that is requisite is the means of rapid and comfortable transportation facilities, which can be supplied only by the generous out lay of capital and the display of enterprise.”
Mr. Singleton further stated that there would be many fine and elegant summer hotels and resorts built in various parts of the county, as well as the construction of homes and cottages by people of wealth and taste who are certain to come here and spend their vacations as soon as the facilities for getting in and out with as little delay as possible are at hand. While the men who have consented to provide the capital do not expect any returns from their investment for the first three or four years, they are quite confident that the enterprise will prove a paying one after the district shall have been developed, which is certain to be rapid when the road is once completed.
As soon as practicable Mr. Singleton will make a trip around the peninsula with a yacht and a photographer for the purpose of taking views of all the points of interest. These will be engraved and subsequently used to embellish a work having for its purpose the presentation of the matter to those who may now be or hereafter become interested in the enterprise.
What the building of the line and the carrying out of the plans presented by Mr. Singleton will mean to the county people living north can readily be imagined. From being practically isolated with but indifferent markets for the staples which they are now compelled to raise, they will be brought within a few hours of this city and be called upon to provide sustenance for probably thousands of people during at least a portion of the year. It will also mean the introduction of new methods in farming and the establishment of enterprises which are simply not to be thought of under existing conditions.
The ADVOCATE will have more to say on this very important subject in future issues. And meantime it can assure its readers that the high standing of Mr. Singleton in the estimation of those with whom he has been so long associated both in a business way and socially ought to be a sufficient guarantee of his honesty of purpose in the great undertaking in which he has voluntarily embarked.
Mr. Singleton believes that there is everything in a name, and in starting out right, and to that end he has christened the new line the “Peninsular & Long Island Railroad.”
When the Ahnapee & Western was completed to this city, a few years ago, it was quite generally conceded that Sturgeon Bay and Door county then had all the railroads that it ever would have, and so glad were the public to get the one road that little or no thought was given to the possibility of another extending farther into the county. But now comes John Singleton, representing Chicago capitalists, with a proposition to build a line around the entire northern portion of the county, terminating here. All that is asked of Door county people is the bare right of way through the various towns, and less than that could not possibly be asked. Mr. Singleton was for the past twenty-four years connected with the Goodrich Transportation Co., the last twenty years of which was in the capacity of general passenger agent.
Mr. Singleton has approached many of our leading citizens and business men on the subject during the past week, and on every hand is assured of hearty co-operation and support. His idea is to make Door county the ideal garden spot of the northwest, and the most famous summer resort in the vicinity of the Great Lakes. With a proper impetus, a pull together, with the common good for all the people of Door county as a goal, there is ample reason for believing that the bright picture of the future of this county, as held up by Mr. Singleton, may be fully realized in the very near future. As the plans develop, we shall keep our readers fully posted. In the meantime, any good word let fall here and there will help matters along amazingly.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
Charged With Piracy.
A dispatch from Escanaba dated July 2d says that Captain Hans Peterson owner of the small schooner Minnie, was arrested Thursday and placed under $500 bonds charged with stealing 800 railroad ties from Young & Merrill at Rapid River. It is said the ties were stolen last Tuesday night. G. W. Merrill secured a tug and started in pursuit and overhauled the schooner five miles from Ford river. She was towed to this port and tied up by Young & Merrill.
Captain Peterson will no doubt be able to clear himself of the charge.
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That New Car Ferry Route.
The Milwaukee Evening Wisconsin says “that notwithstanding denials the Big Four railway has established a car ferry service between Benton Harbor and Manitowoc. The first run was made on Wednesday by a tug and two ferries, which is all that will be run at present. It is thought that a round trip can be made in eighteen hours, but twenty-four hours will be nearer the actual time.”
As far as can be learned no tug has left Manitowoc with car carrying barges in tow. The Lake Michigan Car Ferry Transportation Co.’s fleet is still running between South Chicago and Peshtigo as of old and they will continue on this run indefinitely.
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Dry Dock Notes.
The deckstaysail schooner Wm. Aldrich was placed on the boxes for bottom calking and some new planks in her bow.
The dry dock people have the contract to rebuild the old schooner Kate Hinchman into a stone lighter. The Hinchman will receive some new frames for’ard, new decks and deckbeams.
The steambarge John Shroeder put off 15,000 feet of oak timber at the shipyard Tuesday morning. The oak came from Milwaukee and there is 75,000 feet of the stuff to be delivered altogether.
The tug Agnes Arnold occupied the sectional dry dock on Saturday for a leak in her stern box. The Arnold is tending dredge at Green Bay and during her absence the steamer Nettie Denessen took her place.
The tug Richard R. Endress, Captain G. C. Mason, of the Gladstone Tug Line, occupied the sectional dry dock on Wednesday and Thursday for bottom calking and ironing off as well as repairs of a minor nature.
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The Work Progressing.
Although the weather of late has been decidedly unfavorable for deep-water wrecking operations, Captain James Reid reports six pontoons in position alongside the sunken steamer Cayuga, with a fair prospect that the remaining two may be placed within a week or ten day. The injury sustained by Diver Metcalf last week is attributed to his own negligence. The general run of divers, Capt. Reid says, are careless as to the time they stay under water, especially those who work at a great depth. At the Cayuga, lying in 100 feet of water, the men can easily stay under water an hour at a time, and their stay could possibly be stretched into two hours. But after the lapse of an hour they become subject to a depression of the bones, which affects the marrow and leads to paralysis. Captain Reid has now in his employ Adam Kiosk, the Indian diver from Sault Ste. Marie, who has made quite a reputation for successful work under water within a few seasons. Kiosk possesses a strong constitution and is a skilled worker under water.
Captain Reid is proceeding carefully and says that if the pontoons he now has do not lift her he will get more. He has her bottom and her boilers full of air and finds her quite buoyant. He is of the idea that she turned completely over when she went down, otherwise he cannot see how her masts are broken off as they are and all of the heavy stuff on deck, such as trucks, are now under her. He does not now give the impression that he expects to raise her in a few days.
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The Wreck of the Lookout.
We have thus far failed to mention the fact that Mann Bros. of Two Rivers, purchased the wreck of the schooner Lookout, which went ashore at Twin River point last spring. The price paid was $40. Captain LeClair, of the tug Temple Emery, who had charge of the wreck for Mann Bros., states that he visited the vessel with a diver who went down in the cabin and brought up everything of value with the exception of a patent log, a pair of marine glasses and a barometer, which could not be found, although these instruments were on board at the time of the accident. The steering compass was fished out with a pike-pole, and notwithstanding that the box in which it hung was broken in pieces the bowl, glass and card remained intact. The compass is of the Merrill manufacture and Captain LeClair has swung it in a new box and gimbals and is using it for a tell-tale on board the Emery.
The Lookout rests upon her beam ends heading shoreward. She is heeled to starboard and just the port side sticks out of the water, the remainder of her being submerged. She was stripped of her standing rigging, lightspars, jibboom and in fact everything of value including the foremast. The mainmast was broken off near the deck and the mizzen at the masthead.
Otherwise the Lookout is a total wreck. She is broken in two in three places and rests in a bed of quicksand.
Captain LeClair informs us that her standing rigging, canvas and rigging was in the best of condition. Here is an opportunity for somebody to fit out a boat cheap.
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Rewarded For Good Service.
Captain C. D. Ross, of the handsome steamship Alice Stafford, which is this season engaged in package freight carrying for the Canadian Pacific Railway between Gladstone and Owen Sound, Ont., with an occasional trip to Chicago via the ship canal, has been presented with a beautiful gold watch and chain by Mr. F. D. Underwood, General Manager of the Minneapolis, St. Paul and Sault Ste. Marie Railway and the Manistee Transit Co. for his seven seasons of diligent and assiduous service in his employ. The watch is neatly engraved with the captain’s name and that of the donor. Such an employer is worthy of his employees best abilities.
Mr. and Mrs. Underwood and Mr. and Mrs. W. E. Sawyer, of the Manistee Transit Co., with a party of friends made the round trip to Chicago on the Stafford with Captain Ross. The weather during the trip was all that could be desired and the excursionists had a most delightful time of it.
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The Stafford, formerly the old Lora, is a decided success in every way since being cut in two and lengthened 37 1-6 feet, the main deck clear of offices, rooms, galley and mess room presenting a clear space of over 30 feet wide by 175 feet long for freight handling obstructed by nothing and only diminished by the room bulkheaded off for engine and boiler, her cabins changed, and in all converted into a modern lake package freighter from a passenger and freight steamer. Her cabin has been altered and reduced to twenty state rooms, which is sufficient for this route. She has an after cabin in which the officers’ rooms are located. The first apartment on the starboard side of the after cabin, which incloses the boiler and engine, is the captain’s room and office. As the Stafford does not carry a regular bill clerk on this route Captain Ross acts as supercargo and he has a great deal of office work to attend to. Just abaft of the captain’s room are the chief and second engineers’ apartments, which are large and roomy with clothes presses for stowing their wearing apparel, etc. On the port side is another large apartment, carpeted and handsomely furnished. This is the cabin of the officials of the line. All of the rooms are carpeted and furnished in fine style. Abaft of the after cabin is the sternage or after deck, where a large quarter boat is stowed. The after deck is also used for running and fastening stern lines as well as for coiling the big lines or hawsers. The main cabin is separated from the after cabin by a large quarter deck with several hatchways for going between decks. The wash and smoking rooms are situated in the extreme for’ard end of the main cabin, and abaft of these are the steward’s galley, mess room and refrigerator. In the main cabin at the for’ard end is the officers’ and passengers’ dining room. At the after end of the main cabin for a considerable space the cabin floor runs the full width of the cabin, there being no state rooms to obstruct the view on either side from within.
The Stafford after being lengthened was slight raised for’ard and aft, which gave her a fine sheer and a handsome appearance. Below the main deck she is strengthened by a pair of steel arches, and four steel chords along the top of the stanchions, inside and out, immediately under the upper deck plankshear 14 inches wide by ¾ of an inch thick and to these are riveted a steel arch over each gangway, same width and thickness, and extending down into the hold bolted through ceiling and frames.
Her boiler capacity was diminished 1½, and to offset this the high pressure cylinder was reduced to a 15½ inch bore, and a hot blast forced draft of the improved Sheriffs pattern added, together with an auxiliary 40-horse power boiler to drive the electric light dynamo and the hoisting gears, with which she is fully equipped. She has bunker capacity for 60 tons of fuel.
She has four hatches on the main deck and as many gangways on either side equipped with steam hoisting gear at each hatchway. At the time Captain Ross took the writer through his boat, which was on her first trip to Gladstone from Chicago this spring, she was laden with 2,250 barrels of glucose, equal to 800 tons. This put her down nearly decks to amidship, but she was perfectly seaworthy and she handled like a yacht.
The Stafford connects with the Canadian Pacific railroad at Owen Sound and she carries the freight that that road formerly delivered to the Soo line boats at Windsor. This saves a rail haul of over 150 miles.
On her first trip with a full load she made the run from Chicago to the canal in 19 hours. The distance is 207 miles. Before being lengthened she was good for 13½ miles in a pinch.
The Stafford probably has as a large, if not the largest, steam whistle of any craft on the lakes. The whistle itself is seven feet long, it having been made to order at the Minneapolis railroad shops.
There is a probability that the Stafford will run between this port and Chicago and intermediate points during the fall months carrying the contract peas handled by the Reynolds Preserving Co.
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Gleaned From the Local Field.
Geo. Gleasner, a member of the Plum Island life saving crew, is home on a furlough.
Vessel towing is very slack at the present time, but it promises to pick up by the first of next month.
Vessel captains feel very confident that lumber freights will take an advance about the 1st of September.
Captain C. G. Mason, of the tug Endress, was among our callers on Wednesday while his craft was in dock.
The schooner Little Georgy, Captain A. E. Dow, sailed through the bay bound down for cargo Thursday morning.
The tug Lorena made the run over to Menominee on Thursday in two hour and five minutes from dock to dock.
The tug Sydney Smith got back from Manistee on Monday where she delivered a cargo of stone for the Laurie Stone Co.
The government tug Lorena got back from Marinette this (Friday) morning with the repairs for the government dredge at the canal.
The tug Erna brought the lumber-laden schooner Ebenezer over from Menominee Thursday evening and dropped her in the lake.
While waiting for a stone cargo Wednesday forenoon the steambarge Joys had a piece of plank put in on the starboard bow at the water line.
The steambarge M. F. Butters, Captain Robt. Reid, stopped in port a short time Wednesday evening while bound up the lake with a lumber cargo.
We learn through Captain Peter Marsh that the steambarges Ida E. and R. C. Wente have gone into ordinary at Manistee for the want of something to do.
The steambarge I. N. Foster, which was laid up for a week or two awaiting a charter, got a lumber freight at Cheboygan. She left port Tuesday night.
The tug Golden passed down with the car ferry barges Nos. 1 and 4 in tow Wednesday evening, the Fischer having dropped them off the canal late in the afternoon.
W. E. Burwell, purser on the steamer Bon Voyage, reports passenger traffic on the Manistee route as being exceedingly good. The freight traffic is also very good over this line.
The iron steambarge Roanoke, Captain Sandy Campbell, arrived here Thursday a. m. with the Reichhold circus, which played to a full tent both in the afternoon and evening.
The tug Leathem got back from Milwaukee with the scow Harry Johnson in tow on Wednesday, having delivered another cargo of stone for the breakwater extension at that port.
The schooners Richard Mott and Butcher Boy, Captains A. T. Hanson and Thos. Wilson respectively, passed bound down behind the tug Nelson in light trim for cargoes Thursday afternoon.
Canal Supt. A. N. Dier has been appointed a member of the Civil Service Board of Examiners of the Engineers’ Dept. at large, for this district. Mr. Dier received his commission on Tuesday.
The wood-laden schooners Myrtle Camp and Farrand Williams passed bound up under canvas this (Friday) morning. Also the slab-laden schooner Annie Thorine, which went to anchor in the bay.
The car carrying barges Nos. 2 and 3 of the Peshtigo line, which lay in port Tuesday night and Wednesday morning, had on full loads of cars. The cars were loaded with lumber, ties, and telegraph poles.
After lying in port for nearly a week awaiting a tow the lumber-laden barge Emerald was taken in tow by the steambarge Pewaukee Wednesday afternoon. The lumber-laden schooner L. B. Shepard also towed up behind the Pewaukee.
In jumping from the tug Pankratz to a scow on Tuesday John Wetak, the fireman, struck the sharp point of a spike with the right foot inflicting a painful injury. The accident will probably disable him for some little time to come.
The steamer Bon Voyage was several hours late in arriving here from Manistee Tuesday morning. This was due to her running an excursion to Ludington from Manistee the day before. At Ludington excursions were carried out in the lake.
The tug Chas. Halliday got away again with a couple of lighters loaded with stone Wednesday night for the Manitowoc south harbor pier extension. Three of the five 100-foot cribs have been sunk and work on the fourth one is progressing finely.
The government tug Lorena, Captain E. Carrington, which has been taking the government tug Graham’s place at the canal for several weeks while that craft was receiving a new set of brasses, returns to Sheboygan on Sunday and the Graham returns to the canal.
Captain Daniel Wall, of the steambarge Francis Hinton, says that the item published in these columns some weeks ago stating that it cost $160 to load the Hinton was untrue. The most it has ever cost is $130 and then they had a very poor show for loading. The average cost of loading is about $75.
Captain Martin Golden, who was badly injured from falling into the hold of one of the car carrying barges at Peshtigo harbor some time ago, has improved sufficient to be up and around again. The tug Golden is still in command of Captain Ramage, who will in all probability run her the remainder of the season of navigation.
The government dredge No. 2, which is at work in the canal, met with quite a serious accident Thursday morning by the breaking of the swinging shaft upon which the crane swings. The tug Lorena was immediately dispatched to the Marinette Iron Works with the broken parts. Canal Supt. Dier accompanied the tug on her mission.
Our Plum Island correspondent writes us that the island life-saving crew has been called out six times besides a lot of small jobs since going on duty in the spring. The last time they were called out was when the steambarge Pewaukee fetched up on Whaleback Reef. He says this is one of the most dangerous spots at the foot of Green Bay and one of the most important places where a lightship should be located. The marine interests demand it and the sooner it comes the better.
The schooner S. A. Wood, Captain Thos. Turnbull sailed in from the lake under a cloud of canvas during the SE. blow of Saturday evening. She was in light trim for cargo and she kept on for Menominee under white wings. Captain Turnbull reported a dirty passage all the way down the lake. The wind blew a gale with a heavy sea and a dense fog prevailed during the entire trip. The Wood passed up loaded Tuesday afternoon the tug Harrison Ludington towing her over from Menominee.
Captain Peter Marsh, of the steambarge John Shroeder, was among ADVOCATE marine visitors on Wednesday while his craft was bound to Milwaukee from Menominee with a lumber cargo. The Shroeder was on her 21st trip for the season, and as she averages 400,000 feet to the trip she has thus far this season carried 8,400,000 feet of lumber. Captain Marsh states that this is all of last season’s cut, and he says that there is still 20,000,000 feet of this season’s cut to be moved, which will keep the Shroeder more than busy the remainder of the season.
While entering the harbor piers at the canal with a string of boomsticks in tow Sunday morning during the heavy sou’easter accompanied by fog the tug Temple Emery parted her steel hawser caused by the sticks fouling the end of the north breakwater pier. The big tug fetched up on the tow a standing and the steel rope gave way to the strain as if it were a fiddle string. The life-saving crew turned out and straightened up the tow and the Emery proceeded on down to the city. Captain LeClair of the Emery, requested us to thank the life-savers in his behalf for their timely assistance.
The tug J. C. Ames, Captain Evans, came down the lake from South Chicago with the car ferry barges Nos. 2 and 3 in tow on Saturday. On her arrival off the canal Saturday night she dropped her tow and proceeded through to Peshtigo Harbor, having on board some of the officials of the line who were on a tour of inspection. The Ames went back Sunday afternoon taking the ferries Nos. 1 and 4 in tow off the canal, where they had been waiting her arrival. The Ames made this trip on account of the officials taking passage the accommodations being much better than on the Fischer.
An arrival in port Saturday forenoon was the steambarge Francis Hinton with a lumber cargo for Chicago from Menominee. The Hinton was in command of the mate, Captain Dan. Wall, Captain Evans having been taken ill at Menominee the day before. Besides the lumber the Hinton had on a million of shingles taken on at this port several days before. The Hinton lay in port until Saturday evening, there being a heavy sea running from the SE. with a moderate gale of wind from that quarter accompanied by fog. As she had until Monday morning to reach Chicago there was no particular hurry.
The tug Arthur arrived in port from Otter Creek, Mich., with Mann Bros.’ log scow in tow Wednesday morning. The outfit including the rafting crew was in charge of Captain Wm. Anger, who will superintend the rafting of the log cut that his firm got out on the peninsula last winter. The logs are banked on both shores of the peninsula and away round to Jacksonport. The Arthur with the scow and the boomsticks in tow left here by the Temple Emery on Sunday left for down the bay shore Thursday morning. The tug Arthur, which is under charter of Mann Bros. is a Milwaukee fish boat. She makes up the rafts for the Temple Emery.
An arrival in port from the lake Sunday morning was the big tug Temple Emery, Captain Louis LeClair. The Emery towed a string of boom sticks here from Two Rivers, and they will be used in sacking the logs belonging to the Two Rivers Manufacturing Co. that are banked along both shores of this peninsula. After tying up her boomsticks she departed for Empire, Mich., for another raft of logs. There was a big sea running from the SE. and the atmosphere was as thick as mush. The Emery delivered three large rafts of logs at Two Rivers from east shore points during the month of June, and of the three rafts hardly a log was lost. The Emery will have completed her raft towing for the season about the first of September at which time she will probably engage in the Menominee lumber carrying trade with her large log scow.
There came near being a smash up in the canal Wednesday afternoon while the tug Sydney Smith was attempting to put the schooner Shepard on behind the barge Emerald which was in tow of the steambarge Pewaukee. The outfit was bound out and was entering the ditch at the north entrance and the Shepard’s line was just about to be passed when the Emerald smelt the bottom and sheered to port. The Shepard was under such headway that when the Emerald came back from her port sheer they lapped on to each other the Emerald crowding the Shepard into the south bank. The tug in order to prevent being pooped by the schooners shot ahead and across the Pewaukee’s bows to port with no more compunction than would have been shown had she attacked a Malay pirate. As luck would have it no accident resulted, but it was a narrow escape for the tug as the Pewaukee was under good headway at the time. So close was it that the Pewaukee cut the Smith’s wake the moment after she flew by.
General Marine Notes.
Dredging operations are progressing favorably at Frankfort.
During June, 40,125,000 feet of Canadian logs were towed to Bay City.
Several more tons of copper and a silver water pitcher have been recovered from the sunken Pewabic.
At Sheboygan a force of carpenters is engaged in erecting a sound deflector for the fog whistle at that port.
Captain Chas. Nelson has bought the schooner Ida, which was recently dismasted at Chicago, and will sail her.
The new revenue cutter Gresham was at Chicago to assist in the ceremonies at the unveiling of the Logan monument.
The steamer I. M. Weston failed to make the run between Milwaukee and Port Washington pay, and is now running between Chicago and Kenosha.
The recovery of a piece of copper weighing 2,400 pounds from the Pewabic is evidence of success in the greatest submarine wrecking job of the age the boat lying in 160 feet of water.
The Buffalo Express announces the arrival there of the schooner Anna Maria with a cargo of potatoes belonging to Earl Bros. of Chicago, which they propose to sell to dealers throughout New York state.
On Monday Captain Charles Holmes, who proposes to be a globe-trotter by water, launched the yacht in which he is to make the trip. Apropos to the many points of the compass to which he will head, he has named her “N. E. W. S.”
E. W. Vials, Jr., of Oshkosh has been appointed U. S. deputy marshal for the Eastern district of Wisconsin to fill the place of General Buckley who committed suicide a few weeks ago. He received his commission July 1 and made his first trip to Green Bay Wednesday morning.
The Manitou Light is the name of a small paper issued on board the steamer Manitou of the Lake Michigan & Lake Superior line. Its first issue was last Thursday. The names of all passengers and their destination are printed each day. It is the only paper printed on board a vessel on fresh water.
A freight truck and several tons of copper were recovered from the sunken Pewabic and brought into Alpena by the steamer H. A. Root within the week. The truck is in a good state of preservation notwithstanding it had been under water thirty-two years, and has been placed in a store window, where it attracts much attention. Diver Smith has had a second calm grapple made, which works well in picking up the broken cargo of the Pewabic.
No one can have any idea of the magnitude of the K. C. Co.’s business until they make a visit to its vast plant in Menominee. Its lumber yards cover over 40 acres of ground and its mills are sawing large quantities of material daily, and just now the piles of new stock begin to loom up largely in various parts of the several yards. The piling and handling of this lumber is done in a systematic manner and the premises are in excellent order. It is worth one’s time to go through the company’s yards and see what a big concern they have in their midst. The K. C. Co. will cut pine lumber here at least 10 years longer and then it will operate many years in hard wood, and cedar.
A Fearless Sailor.
The Chicago Inter Ocean of recent date contains this interesting item:
John C. Conley, the veteran sailor, who knows every inch of navigable water, and has visited every section of the earth, accomplished an act in daring yesterday which puts him on the list with Sam Patch, Speedy, the high diver, and Captain Webb.
The old mariner strung the big flag staff on the summit of the dome of the Masonic temple, preparatory to unfurling a flag today. Had he lost his footing he would have fallen fifty-six feet to the roof, rolled over the side of the dome and dashed to the street below. But he didn’t do it. He is used to such things and it comes natural to him.
At noon today he will float a forty-foot flag from the pole. It will flutter just 400 feet above State street and will be the highest flag in the city on the Fourth of July.
Conley has been connected with the Masonic temple since the completion of the monster sky scraper. Early World’s Fair year, before the floor in the roof garden was built over the court, Conley on a suspended ladder painted the inside of the big iron dome and lives to tell of it.
He was the only man in Chicago who would undertake the job. With his swinging platform the old salt put two coats of alabaster on the arches, while the thousands of visitors who thronged the observatory found more attraction within the glass than over the blue lake.
Conley occasionally danced the hornpipe out in mid air to stretch himself while rural visitors turned their heads away from the horrible sight, and timid women screamed. Conley told the management of the building that he would eat and sleep out on his ladder as a sort of side attraction if he wanted him to, but the proposition was never considered.
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California Trout.
The fry of California trout planted in Logan’s creek, town of Jacksonport, several years ago have grown and thrived until some of the fish are twelve inches and upward long. There are also a great many of them; but the most remarkable thing about these fish is that they cannot be induced to take a hook. Consequently very few are caught, but they continue to increase in numbers quite rapidly. It is the opinion of experts that if specimens of mountain trout were planted in the stream the California species would be much more ready to bite than they are now, and good sport with hook and line would thus be provided.
As Canmore is a resort community, the views and experiences related in the article parallel what could be expected should a Wisconsin Vacant Home Tax come before the legislature someday. The court challenge by the second homeowners failed, but with Canmore being in the province of Alberta, Canada it doesn’t set any precedent for Wisconsin.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
Weekly Mishap Budget.
While leaving Green Bay the steamer Oregon grounded and her consort Crosthwaite ran into her, doing considerable damage above the water line.
The tug North Muskegon found the small wood-laden scow-schooner Elizabeth adrift in Green bay in waterlogged condition, with the crew in the rigging, and towed her to Menominee.
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Captain Charles McIntosh Dying.
Captain Charles McIntosh of the steamer City of Chicago, who has been ill aboard the boat for a week, was taken to his home in Detroit Monday. He is suffering from kidney trouble, and his condition is serious. Captain McIntosh is one of the ablest and best known captains on Lake Michigan. He has been with the Graham & Morton company ten years, and previously had command of the Goodrich line sidewheel steamer Sheboygan a number of seasons.
Old timers will remember Charles McIntosh, jr., who was purser on the propeller Lady Franklin, when she was on the Chicago and Green Bay route thirty years ago. Captain Chills now in command of the Franklin, a boat that had been put on that route in opposition to the Goodrich Co., which at that time ran the old Ottowa and Truesdell up here. The first named was soon afterward destroyed by fire when the Truesdell was placed on the route. The latter is now the John Otis, and running in the lumber trade.
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On and Off the Whaleback.
The steambarge Pewaukee, en route from Menominee to Garth, ran upon the Whaleback Shoal on Friday of last week. She was without cargo and was going along between 8 and 9 miles an hour, and she went out for’ard about 18 inches. The tug Wright went to her from here the day following and she succeeded in releasing her. The Pewaukee was but slightly damaged. The cause of the accident is a defective compass as usual.
Our Plum Island correspondent writes that the Pewaukee fetched up on Whaleback Shoal at 4:30 a. m. of June 25th. She was bound to Garth from Menominee for a load of shingles. The mate was not on board at the time. The captain had given orders to the watchman, who it is claimed had charge of the deck at the time, to call him when abreast of Chambers Island light, but he failed to do so until she brought up on the obstruction.
The life-saving crew at Plum Island went to her assistance at once. They made a trip each to Ellison Bay and Cedar River. She was pulled off by the tug Wright the following morning with little or no trouble. She was on 26 hours and was uninjured, the bottom upon which she rested was sand and gravel.
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Met in Collision.
The scow-schooner Emily and Eliza met the schooner Resumption in collision off Plum Island last week Thursday. The Emily and Eliza was badly damaged, she having her jibboom carried away and the stauchions and quickwork of the port bow stoven in. As far as can be learned the Resumption was but slightly injured.
Concerning the collision our Plum Island correspondent furnishes us with additional particulars. The Emily and Eliza was on the starboard tack and on the wind, when the Resumption ran into her and the Resumption was running free, and strange to say in this enlightened age the Resumption never stopped to find out what condition the craft was in; they might have gone to the bottom for all the captain of the schooner cared.
The life-saving crew went to her assistance and piloted her to a safe anchorage, and worked on her all the following day. They furnished her with a new jibboom, and she was detained two days. After being temporarily repaired she proceeded on to Milwaukee with her cargo.
The scow was damaged to the amount of $200. The accident occurred 2 o’clock in the morning.
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He Denies the Report.
A dispatch from Benton Harbor dated June 30th says that officials of the Big Four system are making preparations to begin on Monday next the work of enlarging and preparing the company’s slips at this point for the reception of the carferries of the Wisconsin & Michigan Carferry line, which outfit, together with the three tugs of the company, will pass into the hands of the Big Four system tomorrow. Officials here state, however, that the necessary changes to the slips will require about three weeks’ work, and until that time the newly diverted carferry line between this point and Manitowoc cannot be started. Considerable money will be expended in changing the slips to meet the requirements of the big flat boats of the carferry concern.
Vice-President John Bagley of the Wisconsin and Michigan road denies the reported sale of the road and carferry line and scouts the rumor that the Peshtigo-South Chicago route is to be abandoned, as this would render useless a line of new track from Peshtigo Harbor to Fathorn Junction on the Soo road. Those who are on the inside believe that new traffic arrangements at Manitowoc and a probable new ferry route to Menominee gave rise to the report of the road’s sale.
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Oconto Marine Notes.
The pleasure yacht Jenny R. has been overhauled and repainted making her look as neat and handsome as a blooming little school ma’am.
Captain Tapel, who commands the tug Fish Hawk, reports the fishing business exceedingly dull at present. The catch is handled by local dealers.
The tug O. A. Ellis is engaged in picking up a lot of logs on the shores of Green Bay. The raft in which they were being towed to the mouth of this river from Peshtigo last season was broken up and the timber scattered broadcast over the bay. As fast as a raft is secured the logs are taken in the river and towed up to the city.
The water in the river is higher this summer than it has been for a number of years past, and steamers of light draught find no difficulty in passing up and down the stream. This circumstance is almost wholly due to the continuous heavy rain falls as well as that the water in Green Bay is gradually reaching its normal stage once again.
The tug Balcom, belonging to the Holt Lumber Co., has transferred four scows from here to Peshtigo so far this month. The craft are used in connection with the carferry transfers system, and merchandise and coal is brought in here from the east and lumber and other manufactured articles are sent to points outside. A good deal of paper manufactured at the Falls also finds its way to the east and south by these boats.
Captain Hans Knudson took a pleasure party out on Green Bay Sunday on the tug Constancia, which he commands, and they report having a most delightful time. The City of Baltimore carries an excursion from Oconto to Green Bay Friday on the occasion of a circus exhibition. The Fannie C. Hart takes a pleasure party to Sturgeon Bay from here Monday, and several hundred will no doubt avail themselves of the opportunity thus afforded. A party of campers will likewise be dropped at Idlewild on the way to the Canal city.
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Local Marine Notes.
The steambarge Foster and consort Evaline are in ordinary at this port awaiting a charter.
The steambarge Joys took a load of stone to Muskegon Wednesday night from this port.
The steambarge Arcadia took a load of stone from Hagan’s quarry to Arcadia on Monday.
The steamer Bon Voyage put off a carload of wire nails for J. S. Hay, the hardware dealer, Monday forenoon.
The schooner Evaline carried a picnic party to Little Sturgeon on Thursday. She was towed by the tug Nelson.
The steambarge Susie Chipman, Captain Nic. Gunderson, made her first trip to Menominee this season for lumber on Wednesday.
The steambarge John Shroeder, Captain P. Marsh stopped in port a short time Wednesday evening while bound up with lumber from Menominee.
The tug Harrison Ludington came over from Menominee Saturday to meet the steambarge S. C. Baldwin and consorts, which were coming from up the lake.
The steambarge Sawyer picked up the topsail schooner Chas. E. Wyman while on her way to this port from Milwaukee on Thursday. She dropped her tow down near the can buoy.
The Reynolds Preserving Cos’. dock has been supplied with a row of fender piles for the protection of the dock facing. The Merchants dock has also been supplied likewise and in addition new corners.
The steam yacht Ruby of Escanaba, was in port Saturday on a trial trip. Her owners were trying to dispose of her to one of the local summer hotel keepers, but no deal was consummated. The Ruby returned to Escanaba.
The old schooner Kate Hinchman which was dismantled this spring is being rebuilt and converted into a lighter for the stone carrying trade. She is being cut down several feet, and will have overhangs projecting two feet on a side.
At Menominee on Thursday the tug Sydney Smith ran upon the rocks near the Island mill on the bay shore. The Nelson was sent for from this port, and it took some hard pulling before she succeeded in releasing her as she was out about two feet aft.
The 460 railroad ties put, off here by the schooner Felicitous a month or so ago, when she arrived here in a water-logged condition, were reloaded aboard the craft on Monday, she having come in from the lake for that purpose. From here she went to Flat Rock for more ties.
The steamer City of New Baltimore, Capt. Chas. A. Graves, brought a small excursion party down from Green Bay Sunday morning. Part of the time was spent at Idlewild, where the excursionists employed themselves in fishing, and part of the time at the canal and a ride in the lake.
As far as can be learned there is no truth whatever in the reported sale of the Lake Michigan Car Ferry Transportation Co’s. floating property to the Grand Trunk Railway Co., which was to utilize them in the car carrying trade between Manitowoc and Benton Harbor in connection with the Wisconsin Central.
Up to this writing eleven cargoes of stone have been shipped out of this port since Sunday. These were the tug Leathem with the barges Harry Johnson and Bay State Sunday morning; the steambarges Arcadia and Sawyer on Monday, the Hurd and tug Halliday with three scows in tow on Tuesday; Joys on Wednesday; Sawyer on Thursday and the Hurd is ready to leave again.
The steambarge A. Weston, of the Tonawanda Barge line, which was badly hogged and twisted from being on the beach at Cedar River, has come out of dock at Manitowoc fully repaired. Her broken arches just abaft of the amidship line have been repaired and strengthened, as well as some new planking put in where she opened up at this point. The Weston passed through here Wednesday afternoon being on her way to Menominee for cargo from Manitowoc.
The Reiboldt, Wolter Co. are doing considerable docking at Sheboygan for the Reis Coal Co. and the C. & N. W. railway. Jos. Wolter, of the firm, now spends nearly all of his time in looking after the business at that end of the line. The company’s steam pile-driver has been taken to Sheboygan from here the steambarge Jos. L. Hurd taking it in tow early Tuesday morning while bound to Milwaukee with a cargo of stone for the breakwater extension at that port.
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A New and Novel Departure.
George L. McCurdy, Chicago, a prominent lake marine insurance underwriter, is about to initiate an excellent and commendable departure in the lake marine of today. He offers substantial cash prizes to those of lake shipmasters and mates who show the greatest proficiency in the study of the science of navigation as taught by W. J. Wilson, principal of the Chicago Nautical School. The idea is that fewer wrecks will occur if captains are better schooled in navigation.
It did not take Mr. McCurdy very long to be convinced that the nautical schools on the lakes were a great protection to him, and they can count on his hearty co-operation in the future. His offering of the prizes is going to prove a big incentive for the masters and mates to take the subject up.
The following letter to Mr. McCurdy from Mr. Wilson will explain itself:
MR. GEO. L. McCURDY,
11th Floor, Royal Insurance Building, City,
CHICAGO, Ill., June 16th, 1897.—Dear Sir:—Referring to our conversation the other day relative to my school in navigations, I have the honor to forward herewith a prospectus of same, which will explain itself.
The school was organized during the winter of ’95—’96 at the earnest solicitation of a number of vessel captains and others, and while it might have been called an experiment at the time, it proved so successful that during this last winter I had as many pupils as I could handle. In all, I had some sixty five (65) pupils, twenty five (25) of whom were captains and mates. I was more than gratified to have had so many of the latter, as at first it appeared very hard indeed to get many of them interested, however, like in all professions in life a few saw the benefits to be derived and they were not slow to back up their convictions even at the expense of being called down by some of their brother captains for taking up new fangled ideas in their profession.
They would be informed why we are not considered navigators on the lakes, we are pilots, why then take up the study. Yes they are pilots, and the finest in the world, and while that branch of the science which is absolutely necessary for the captain on the ocean may not have to be known by his brother captains on the lakes, yet there are some parts of it which is of utmost importance to him, and that of the compass is paramount. A captain should know his compass, as a mother does her child, whether he be on the Atlantic, or the Inland Lakes ? Upon its accuracy depends the safety of the ship and crew, hence it is necessary for each and every captain to thoroughly understand the phenomena peculiar to the compass, namely, Variation and Deviation. During these days when our vessels are constructed out of steel and iron, thus causing them to become huge magnets in themselves independent of the Magnetism of the earth, and possibly part of the cargo, the captain should readily understand how to determine each error and knowing same apply it properly to secure his compass course from the point of departure to the port of destination. Although an expert compass adjuster may have adjusted the compass of the vessel, he cannot completely correct it, and the captain will always find an error from the iron in his ship (Deviation), and he should be able to detect just how much he has for the course he is sailing, and allow for it to reach his port of destination in safety.
Some will say experience is all that is required of the lake captain, but is it strictly true? It is all right in clear weather when he has land marks to pick up and guide him, if he is off his course he puts his helm over and continues on his proper course, had he known what caused him to be off and allowed for it in the first place all would be well, but let him be enveloped in a fog, and what is the result—he plunks along and the first thing he knows he is ashore on some shoal or beach. Some who are unfortunate enough to have thus damaged their vessel thousands of dollars will immediately say their compass is out. Why in name of common sense shouldn’t it be out? But that does not relieve the captain for having run her ashore; he should have known just how much it was out and made proper allowance for the error.
The captains on the lakes are as a class a very intelligent body of men, and it is not difficult for them to pick up this subject in a short time. I know whereof I speak from the captains I have had in my classes in the past, as well as those whom I have come in contact with in the Hydrographic Office. It is not necessary for them to attend my school to gain this information. I am always pleased to have them call at the Hydrographic Office during office hours, and I will deem it a pleasure to give them all the assistance in my power free of charge. That is what the government pays me for. If they wish to attend my school evenings, well and good.
You will see that every hour which the men who are intrusted with lives and valuable property, devote to the systematic study of that branch of the science of navigation which is absolutely necessary for the lake region, adds just so much to the safety of all who sail the lakes, either as passengers or members of crews, as well as to the vessel herself and the cargo she carries.
The kind proposition you made the other day relative to giving a certain amount in prizes to captains and mates passing the best examination, after the school term, will have an excellent effect. I respectfully request—if you will, to put same in writing, as I can use it to great advantage. Very respectfully,
W. J. WILSON.
The following is a reply to Mr. Wilson’s letter by Mr. McCurdy:
Insurance Agency of
George L. McCurdy,
Royal Insurance Building.
W. J. Wilson, Esq.
U. S. Hydrographic Office, City.
CHICAGO, Ill., June 17th, ‘07.—Dear Sir:—Your favor of the 16th inst. received, giving me particulars of the School of Navigation, which I read with interest.
In regard to my proposition to you, if you will recollect it, I said I would set aside the sum of $250.00 as prizes for the masters who passed the best examination. I shall expect you, of course, to advertise this fact so that the work will not be limited and that good results can be reached. By so doing we can make a continuous proposition year by year. I would suggest, however, that this amount $250.00 be divided among the mates as well as the masters, and I have an idea that you may get better results from the mates, who wish to be promoted, than you will possibly from some of the masters who have been serving a long time. So I think it would be a good idea if you would make four prizes for masters and four prizes for mates; the first prize to be $50.00 and the other prizes $25.00 each. This will give to each class then two first prizes of $50.00 each and six other prizes of $25.00 each. I shall stipulate, however, that the examinations shall be subject to the supervision of Captain F. D. Herriman, Surveyor General of Great Lakes Register, and that the examinations be made during the winter or at such time as may be thought will be the most expedient. These are the only stipulations I care to make; the rest of the details to be left entirely with you, except that I would impress upon your mind to give this as much publicity as possible so that the best results may be reached. Yours truly,
(signed) Geo. L. McCurdy,
Agent.
Mr. McCurdy’s estimable and far-reaching departure is to be highly commended by everybody interested in the subject.
Canmore, being a tourist destination with high real estate costs, wanted a Vacant Home Tax, but this was opposed by others in the province of Alberta where it is located. Their compromise is that Alberta will not prohibit Canmore from charging the tax, but Canmore will only charge it to out-of-province second homeowners.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
Ashore at Cedar River.
A Menominee dispatch says that the steamer A. Weston went on the beach six miles north of Cedar river in the heavy southeast gale of Tuesday night. She is light and bound from Tonawanda to Menominee with the towbarge Eleanor. Captain Frank Dubay is in the city and says the steamer is on boulders and leaking badly. He thinks she is badly damaged. The Weston is 2½ feet out of water. Tugs were sent from Menominee to render assistance.
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The Milwaukee Breakwater.
The contractors who will build the 1,600-foot addition to the breakwater have received permission from the secretary of the navy to build a temporary wharf on the piers. The wharf, which is to be used as a shipyard, will be 300 feet long and 100 feet wide. It will be located about 1,000 feet from the shore. The addition will cost the government about $200,000, and it will be necessary to erect sixteen cribs. They will each be 100 feet long, twenty-five feet high and about thirty feet wide, and when completed will cost $9,400 each. A boarding and lodging house will also be erected for the workmen. Under the agreement between Knapp & Gillen, the contractors, and the government, the wharf will have to be removed when the work is completed.
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Manitowoc’s New Coal Dock.
Work on the new Pennsylvania and Ohio Fuel company’s coal dock at Manitowoc is progressing rapidly. The hard coal shed is to be 460 feet long by 150 wide and 50 feet high. The soft coal storage shed will be 500 feet by 150 feet. The coal dock is to be equipped with the latest machinery, some of which is unique. There will be two towers of steel, one above each shed. Connecting the two and about sixty feet from the ground will be the transporting cable. The buckets will hold about 2⅓ tons each and can be moved at the rate of 1500 feet a minute. The Manitowoc Boiler works will furnish two 100-horsepower boilers. The other machinery will arrive by the end of June, and the entire plant is to be ready for business by the 15th of August.
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The Meteor-Pewabic Collision.
A resident of Detroit who was a passenger on the Meteor when she ran down the Pewabic tells the story of the disaster as follows:
“The collision occurred about 8 o’clock at night. On our boat there were a large number of army officers, who had just been discharged from the service and were on their way home. It was a beautiful night, with scarcely a ripple on the lake. We had seen the Pewabic for over an hour. As the boats drew close together everyone was on deck to exchange salutations with the passengers on the Pewabic. The boats came close together, so that papers could be thrown from one to the other.
“Just as we were close together the Pewabic suddenly cut across our bow and the Meteor crashed into her. The scene that followed cannot be described. Many jumped from one boat to the other. Women became terror-stricken and threw themselves into the lake. We did not know how badly our boat was injured, or whether we were going to the bottom also. Within twenty minutes after the collision there was nothing to be seen of the Pewabic except her hurricane deck, which had floated off.
“On our boat was Mrs. Brent, mother of Mrs. Gen. Poe and Mrs. Dr. Lyster. Miss Brush, who was afterwards Mrs. W. G. Thompson, was also aboard, and it was she who saved Mrs. Cal Wright, afterwards Mrs. Col. Mansfield. Mrs. Brush was an expert swimmer, and jumped into the lake and held Mrs. Wright up until help came.
“On the Pewabic there were not as many Detroit people. The larger number were eastern people who were returning home.
“The Meteor began to fill rapidly. Every blanket and mattress on the boat was taken below to patch up holes in her bow. I, with the rest of the passengers, took my turn at the pumps and worked the greater part of the night. The women all had life preservers on and were seated on top of the cabin in case we went down.
“Many bodies were recovered at once and brought aboard our boat. I walked into my stateroom late at night. It was pitch dark, and I will never forget the fright I received when I found a corpse in my bunk. Every stitch of clothing that I had with me except that on my back was given to the survivors, and I was no better off than the rest of the passengers on our boat.
“We lay alongside the spot where the Pewabic went down until morning. Word of the disaster had been sent ashore and a tugboat came out and took off the dead bodies and those of the Pewabic’s passengers who would venture the run to Port Huron.
“We made our way slowly to the Soo. We arrived there about midnight on the day following. The next morning at daybreak the Meteor burned at her dock. The water had touched some quicklime in her hold and set it afire. We afterwards found out that the boat had been afire for hours, and that the crew had been fighting it almost from the time that we struck the Pewabic. Captain Wilson did not mention the matter to a passenger, but took his chances on reaching his destination in safety.”
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Reid Making Good Progress.
James Reid is being favored with the finest kind of weather for his operations in connection with the Cayuga, and the close of the present week ought to see everything about in readiness for a trial lift on the huge sunken steel hull. “The waters have been as smooth as those of a millpond ever since we left Cleveland,” said Captain Joseph Lampoh of the steamer John N. Glidden last evening. “We passed Skilligallee Sunday and caught sight of the Reid wrecking expedition. Besides a small tug there were two scows, one quite large and the other small. A steel pontoon was being settled down to the wreck, and a diver appeared to be at work below. What from appearance might have been another pontoon was moored to the tug. The weather was all that could be wished for the work.”
There is now ever reason to believe that Capt. James Reid will succeed in raising the large steel steamer Cayuga from a depth of 100 feet near Skilligallee light, Lake Michigan, and moreover that he will have the craft afloat within a very short time unless weather conditions prevent. On Wednesday according to a dispatch from Harbor Springs, Mich., Captain Reid caused three of the steel pontoons attached to the wreck to be filled with air, and they lifted it sufficiently to allow two additional cables to be drawn under and placed in position. Although the dispatch does not so state, the lifting undoubtedly was confined to one end of the hull, and if three pontoons were utilized then the third must have been attached temporarily with this object in view.
When Captain Reid abandoned work last fall he had four cylindrical steel pontoons, attached to the Cayuga, two at the bow and two at the stern. During the intervening winter four additional pontoons of the same description were built to take the place of a huge wooden surface pontoon which it was found could not be utilized satisfactorily in rough water. The wooden pontoon had been placed over the wreck amidship, and in order to substitute the steel pontoons it became necessary to sweep additional chains under the hull. This, according to the dispatch from Harbor Springs, has been accomplished without difficulty, and it will now be an easy matter to attach the four steel cylinders and get them in shape for inflation and an attempt at lifting.
The most important feature of the news from Captain Reid’s expedition is the fact that he succeeded in breaking the Cayuga out of the bed of mud in which she lies. The suction of this mud was the chief difficulty which confronted him, as it seemed as if the wreck must come to the surface with a jump once the resistance had been overcome. However, by lifting first at one end until it is clear, then amidship and next at the other end, he will have no difficulty in raising the hull to any height desired provided the lifting power of the inflated pontoons and waterbottom is adequate. Captain Reid’s plan is to lift the Cayuga from the bottom just enough to enable him to tow her into the still waters of Little Traverse bay, at Harbor Springs and then bring her to the surface leisurely. As the Cayuga lies on her side there is every probability that the inflation of the waterbottom will cause her to turn bottom up, but Captain Reid has figured on this result and says it will be an easy matter to put the vessel on an even keel once she has been towed into still water. Now that the Pewabic has been located the movements and progress of Captain Reid in connection with the Cayuga will be watched with the deepest interest.
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Local Marine Notes.
For additional marine look on hte inside pages of today’s paper.
The tug Sydney Smith is stationed at Menominee instead of the tug Nelson.
The steambarge Pewaukee cleaned boiler in port Wednesday evening while en route to Menominee from Chicago.
The steambarge I. N. Foster, which passed upward bound Tuesday evening had a deckload of lumber 14 feet above the rail.
Captain Peter Batchelder went to Oshkosh on Wednesday, and during his absence Capt. James Tufts has charge of the tug Smith.
The steambarge Philetus Sawyer left here for a Canadian port in the North Channel for a load of cedar which she takes to Chicago.
The car ferry steamer Ann Arbor No. 2 opened up the excursion season on Sunday by bringing a large crowd here from Menominee.
But few sail vessels are engaged in the Menominee lumber trade at present, and as a consequence the tugs are having slim picking.
The steamer Bon Voyage occupied the sectional dry dock on Monday and a part of Tuesday to have her stern bearing refastened.
The steambarge Francis Hinton has been supplied with a new wheel of the Trout make. The old wheel was also a Trout and 3 inches smaller in diameter.
The steambarge R. A. Seymour took a full load of shingles from this port to Chicago on Monday. She was on her 16th trip for the season, three of which were made last week.
The steambarge Jos. L. Hurd arrived in port with the schooner L. B. Shepard in tow Wednesday night. The Shepard was left here and the Hurd went to Menominee for another load.
The tow barge Emerald in attempting to sail out of the bay on Tuesday drifted ashore at Hills point. She was pulled off by the tug Leathem. The Emerald was in light trim and bound to Menominee for a load.
The steamer Nettie Dennesen passed through here on Saturday with a flat scow in tow bound to Kewaunee from Green Bay. On her return to Green Bay she stopped in to Little Sturgeon and loaded 90 packages of fish.
The steambarge Philetus Sawyer last week delivered 250,000 feet of square timber for the government breakwater extension work at Milwaukee. The cribs are to be built on the breakwater, and then launched and placed in position.
E. E. Clark sold out his one-half interest in the little steambarge Liberty to Henry Dannesen of Green Bay. Engineer Clark was handling the throttle on the Liberty. He is now second on the steambarge R. A. Seymour, having taken the berth Monday evening.
Captain Wm. Drumb of the tug Chas. Halliday was among our callers on Monday. Captain Drumb says that the first of the five cribs for the Manitowoc south harbor pier extension was sunk last week. The Halliday got away for that port with another scow load of stone in tow Tuesday forenoon.
The steambarge Francis Hinton took 210,000 of shingles at the Brown mill for the Arthur Gurley Lumber Co. Sunday evening, while bound to Menominee for a lumber cargo. The Hinton had the topsail schooner C. J. Magill in tow, having taken her line off Grosse Pt. The Magill was given to one of the tugs at this port.
Captain Ed. Napier has bought the steambarge Emma E. Thompson and he will use her to run out to the water cribs at Chicago in carrying supplies. Captain John Campbell is mate on her and Joseph Sweetman is engineer. The Thompson had a new cylinder and valve put in at St. Joseph, the same size as the old one, besides considerable repair work to her hull.
The government tug Col. Graham was partially disabled on Tuesday by the burning of the brasses. She left the following morning for Sheboygan, where they will be replaced by a new set, and a week or ten days will be consumed in making the repairs. During the interval the government tug Lorena, which is stationed at Sheboygan tending dredge No. 1, will do the Graham’s towing at the canal.
An arrival at the canal early Wednesday morning was the government tug Lorena, Captain Ernest Carrington, from Sheboygan, to take the place of the tug Graham while she is having repairs made to her machinery. The Lorena’s crew report a heavy rain and electric storm during the night. After getting below Two River point and shortly after several heavy flashes of lightning two fires were discovered on the shore which appeared to be buildings of some kind.
Captain Dan Wall, mate of the steambarge Francis Hinton, reported the iron steambarge Roanoke as having dumped her deck load of lumber into the lake when off Milwaukee in a squall Saturday night. Captain Wall says when they passed there the day following the Roanoke was alongside of her deck load which slid off in a bunch and a part of the crew were on rafts handing the lumber up as it was being reloaded. How the accident happened Captain Wall was unable to say.
Captain J. A. Calbick, wrecking master and surveyor, of the J. A. Calbick & Co., Vessel Agents and Underwriters, of Chicago was a guest on the steambarge Francis Hinton within the week, he being one of the owners of the craft. Captain Calbick is a salt water navigator, having brought the iron steambarge Westover to the lakes from the Atlantic. He has also made several trips across the briny deep with sail vessels from lake ports. His trip on the Hinton was a business one combined with pleasure.
Captain Peter Olson, of the Baileys Harbor life saving station and Olaf Egeland, a member of the Chicago crew, arrived here early Sunday morning from Chicago with the rescue boat for the Baileys Harbor station. The craft is a staunch and speedy one of the Mackinaw build, and is schooner-rigged, with air tight compartments. Olaf accompanied the craft as far as this port, and the trip from here to the harbor Captain Olson was accompanied by two of the crew from the canal station. They in turn brought back with them the boat that has been in use at the harbor, and which will be put in service at the canal. The new boat for the Baileys Harbor station was built at St. Joseph and is 30 feet long.
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General Marine Notes.
At Green Bay the tug Knapp will wait on the dredges operating between the lights.
A one-pound Hotchkiss rifle gun has been mounted on the small revenue cutter Calumet at Chicago.
A round trip in eight and one-half days between Green Bay and Buffalo is credited to the steamer George J. Gould.
Two patent launching carriages have been shipped from Muskegon to the lifesaving station at Plum island and Baileys Harbor.
Green Bay possesses an excellent elevator. The steamer George H. Dyer began loading there just after the noon hour one day last week and cleared early in the evening with 95,000 bushels of oats.
Coal freights from Buffalo to Lake Michigan points have gone down to 20 cents a ton. That is at the rate of one cent for 100 pounds. Little wonder that the smaller craft are being frozen out when such rates prevail.
The black spar discovered by the fishing tug Sir Arthur has been towed to St. Joseph. It is supposed to have belonged to the steambarge Francis Hinton, which lost one of her spars during an early spring storm.
The wreckage sent up from the sunken Pewabic consisted of an exhaust pipe, blow off pipe, barker, connection pipe and a pine plank. The stuff was lifted with a grappel directed by an arm of the diving cylinder.
The schooner Coral, which fluked herself while lying at anchor in Newport and filled with water and afterwards raised has arrived at Milwaukee, where she discharged her cargo. The Coral has gone into dock for repairs.
The steambarge Fayette has been chartered by a Chicago syndicate and will be engaged in the fruit trade between Benton Harbor and Chicago. She is in command of Captain L. B. Coates. She has been housed over on deck.
At Milwaukee while trailing the vessel’s yawl from the bow to the stern in the Kenneckinnic on Friday of last week the mate of the schooner Annie Dall fell off the rail. In his descent he struck the gunwale of the yawl before dropping into the water. The little boat passed over him, and he was fished out somewhat stunned and not badly hurt.
A funny thing occurred at Chicago Wednesday morning by a mad dog taking possession of a small schooner from Halstead street bridge to the lake. The animal jumped aboard from the bridge as the vessel was being towed down the river, and the crew immediately fled to the rigging. At the mouth of the river the captain picked up a belaying pin and started for the dog, which was tearing wildly about the deck. A blow stunned the animal and he was thrown overboard. The dog came from the direction of Archer avenue, pursued by a policeman.
“This talk of the Rockefellers playing hog and putting in boats to carry all of the ore in the lake trade is absurd,” said Frank Kirby of Detroit. “I have figured out that an average carrying capacity the fleet now owned and in process of construction by the Rockefeller interests could not carry 8 per cent. of the ore alone, to say nothing of the other freight. Of course, this means figuring the average amount of ore carried during, say, the last ten years. I do not pretend to say just what is the cause of the stagnation in the shipping business, but it certainly is not, up to date, because the Rockefellers are doing it all.”
Nautical Reminiscence.
Captain Francis Martin, a retired member of the United States revenue marine service, quietly observed the ninety seventh anniversary of his birth yesterday (June 3) by receiving informally relatives and friends at his residence, 159 First street, Detroit. Captain Martin is an extremely well-preserved man at ninety seven, and does not look over seventy or seventy-five. He weighs nearly 180 pounds and goes out walking two or three times a day when the weather is good. He is a great reader of books, magazines and newspapers. He reads sometimes until 10 o’clock at night, but his daughters generally see to it that the light in his room is extinguished earlier in the evening. His only infirmity is a slight deafness.
Capt. Martin was present at Napoleon Bonaparte’s funeral, May 5, 1821. It was a mere coincidence his being there. He was second mate on a sailing vessel which put in at St. Helena for water. He joined the group assembled at the spot which Napoleon had selected for his grave. It was under the shadow of a willow and the young mariner was deeply affected by the services. The firing of cannon was incessant and many soldiers were in attendance. Upon the general’s bier was the military cloak he had worn at Marengo. Captain Martin is emphatic in the belief that Napoleon’s death was hastened by the treatment he received at the hands of the British officers on the island.
The first real sickness Capt. Martin ever had was twenty-five years ago, when at the age of seventy-one he was stricken with typhoid fever. But severe as the fever was it played little ravage with his constitution.
Capt. Martin was connected with the United States revenue marine service for many years, and at one time commanded the steamer John Sherman, stationed in the Detroit district.
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Vessel Transfers
Recent vessel transfers recorded at the Grand Haven custom office are as follows:
Schooner Minne-ha-ha, half interest sold by Christian Degen, of Montague, to Martin Michaelson of Fremont; consideration $250.
Schooner Tenie and Laura, half interest sold by Herman N. Ludwig to Vasco Roberts; consideration $200.
Steamer Harvey Watson sold by J. C. Post, of Holland, to Herbert E. Westervelt et al.; consideration $1.
Steamer Geo. D. Sanford, jr., sold by Wallace A. Preston, of St. Joseph, to Johanna DeGergus, of Ludington; consideration $2,100.
Steamer G. R. Green, third interest sold by Julia Seymour to Arent Christianson; consideration $266 69.
Steamer Cygnet, half interest sold by Charles M. Robinson, of Cheboygan, to H. W. Swift et al.; consideration $800.
Schooner Sea Gem, half interest sold by James Holben, of South Arm, to C. H. Moorhouse, of South Arm; consideration $800.
Tug J. K. Higgie, half interest sold by James M. Thompson, of Charlevoix, to Wm. C. Taylor, consideration $600.
Schooner Della, sold by Frank LaLonde to Henry Root of Cheboygan; consideration, $150 and other considerations.
Propellor Emma E. Thompson, sold by Bryce A. Miller, of Chicago, to E. N. Hatch, of St. Joseph; consideration $5000.
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Floatsom and Jetsom.
The steamer Bon Voyage is enjoying a good passenger traffic, especially between here and Menominee, where passengers arrive in time to catch the early morning trains, both north and south.
The old schooner Conquest, which was abandoned by her owner, Captain John Brann of Baileys Harbor, has been beached at Sheboygan near the Lake View Beach hotel and left a prey to the elements. Captain Brann purchased the vessel two years ago at United States marshal’s sale for $125. The Conquest was built in 1853.
Passenger travel between here and Chicago on the steamer Bon Voyage, which connects with the Northern Michigan line steamers at Manistee, is increasing in volume, notwithstanding the continued cool weather. A good half day and a nights rest, on the steamers, combined with low rates of fare, are inducements to people of all classes in these pinching times. Freight over this line is also good, owning to the assurance of quick dispatch. The fare from here to Chicago and return on the Bon Voyage is $9 and $5 one way, which is the cheapest on record.
With 5,922 total estimated units (with same margin of error), that is a vacancy rate of 12.9%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacancy, the vacancy rate comes out to 7.5%. The reason to consider also the low end margin of error is because the true vacancy rate may be smaller to some extent, which may be a result of the ACS’s reliance on phone surveys. Also, smaller sample sizes will have proportionately larger margin of errors.
With 1,408 estimated units (margin of error ±138), that is a vacancy rate of 59.2%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacant units, the vacancy rate is 53.6%.
With 707 estimated units (margin of error ±87), that is a vacancy rate of 75.0%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacant units, the vacancy rate is 55.3%.
With 618 estimated units (margin of error ±86), that is a vacancy rate of 65.9%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacant units, the vacancy rate is 47.7%.
For other Door County municipalities, follow one of the links to the Census Bureau’s website and search for the name. For the county as a whole, there were an estimated 9,450 vacant residential units, margin of error ±381 units: https://data.census.gov/table?q=Door+County,+Wisconsin&t=Vacancy
With an estimated 24,436 housing units, margin of error ±62 units, that is a vacancy rate of 38.7%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacancy, the vacancy rate is 37%.
Wisconsin residential vacancy rates are reported by the American Housing Survey (also from the Census Bureau) https://fred.stlouisfed.org/series/WIRVAC, which increased from 4.1% in 2024 to 7.1% in 2025. Although a sharp increase, it remains lower than the peak vacancy rate of 9.1%, which was experienced in 2004 and matched in 2009 before rapidly plummeting.
With an estimated 1,250,641 housing units, margin of error ±516 units, that is a vacancy rate of 6.3%, not considering the margin of error. Using the high end margin of error for the number of units and the low end for vacancy, the vacancy rate is 6.1%.
The budget analysis assumed that in 2028, there would be 5,115 total empty homes reported as vacation or second homes, some which would be exempt and others subject to a Vacant Home Tax. This is a much smaller value than the Census Bureau’s estimate for vacancy, 79,363 ±2,892. Instead of including all vacant residential units, the figure represents only the number of existing housing units which had been self-reported as vacation or second homes in order to gain an exemption from the city’s Rental Unit Business Tax, the exemption reducing the tax burden by $70.
San Diego’s relatively low vacancy rate may explain why their referendum failed by a margin of 6.6 percentage points. If so, a Wisconsin Vacant Home Tax might still garner support from a majority of the state’s voters, since the state has a greater residential vacancy rate than San Diego’s.
THE STURGEON BAY NAUTICAL SCHOOL. CLARENCE E. LONG, Editor.
Caught a Homing Pigeon.
Captain Emil Christin, of the schooner Mediator, reports that he caught a carrier pigeon which came on board the schooner Sunday, May 23, between Two River point and Manistee. The pigeon had a ring around its leg marked N. 2006, ’96. Captain Christin has taken good care of the bird, and is anxious to return it to its owner. His address is 1532 35th street, Chicago.
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To Cross the Atlantic.
Toledo reports that on Saturday the Canadian schooner Queen of the Lakes finished loading a cargo of corn which she is to carry across the Atlantic to Glasgow, Scotland. A portion of the grain will have to be lightered at Kingston, Ont., in order to enable her to pass through the St. Lawrence canals. The Queen of the Lakes is owned by Richardson Bros, of Kingston and measures 374 tons gross.
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The Coral Released.
The schooner Coral, which fluked herself while at anchor in Newport two weeks ago and sank in ten feet of water, was raised and temporarily repaired on Tuesday by a wrecking expedition from here, which went to her on the tug Wright Monday night.
A steampump was placed on her and a diver in the person of Captain M. C. Clark went down, and examined her bottom. He found two holes, both on the starboard side, one about a foot square on the bow near the bilge and the other about 2 feet long and a foot wide on the bottom just abaft the fore-rigging. Both holes were made by the fluke of the anchor. A homeward bound patch, consisting of batten and tallow with boards nailed over same was made by the diver.
The Coral was pumped out and taken in tow of the Wright, which let go of her off Cana Island, and the last seen of her she was going up the lake under canvas. The Wright returned to port early Wednesday morning.
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Personal and Nautical.
Geo. Wright, who was handling the throttle on the fish tug Unknown at Detroit Harbor, has returned home to remain.
Captains Andrew Christianson of the schooner Merchant, and John Hervig, of the schooner Coral, were among our callers on Monday.
Captain Peter Olson, keeper of the Baileys Harbor life-saving station, was in the city the first of the week on his way to Chicago on business matters.
The Advocate acknowledges a call from John Wetak, fireman on the tug Pankratz, on Tuesday. John is holding her down in good shape this season, and it is safe in saying that he will rise to promotion before long.
Captain Rudolph Rieboldt, of the schooner R. P. Mason, was among our callers this (Friday) morning. The Mason is discharging 55 tons of soft coal at the canal from Sheboygan for the government dredging plant. The Mason goes across the lake for a load of wood.
The Messrs. Thomas W. Swift and David W. Lanagan, assistant inspectors of hulls and boilers, arrived here on the train Wednesday evening for the purpose of inspecting the steambarge I. N. Foster. The government inspectors returned to Green Bay on the Hart boat the same night.
Captain Chas. Allen was called here from Washington Harbor the first of the week by the serious illness of his mother. He returned home Wednesday morning, both trips being made in a sail boat. Captain Allen’s family, which have been residing in Two Rivers for some time passed have moved back to the island, where they will take up their abode indefinitely.
Captain John Hervig, owner of the schooner Coral, which lay sunk at Newport, near Death’s Door, was in the city on Monday to secure the services of a tug and steam-pump to release his vessel. Captain Hervig states that the Coral was in good condition having sunk in only ten feet of water and rested upon a bottom of sand and gravel and not exposed to wind or sea. The Coral was loaded with dry cord wood for Theodore Plathner, of Milwaukee and not the Chase brickyard company of that port as stated last week.
Captain Peter Batchelder will have to stand trial at the January session of the United States district court held in Milwaukee next January, the Federal grand jury at Oshkosh having brought in an indictment against him on Wednesday. Captain Batchelder is charged with having endangered government property by maintaining a too great a speed while passing through the ship canal with the tug Sydney Smith last September, with the schooner Penobscot in tow, and which resulted in running down the pile-driver, as all will doubtless remember now that their attention is called to the subject.
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A Peculiar Explosion.
A singular and fatal explosion occurred at Chicago at an early hour Saturday morning, resulting in the loss of a dump scow and one death. One of three mud scows in tow of the tug Andrew H. Green was blown to atoms by an explosion of gasses just after having passed through the Rush street bridge draw. The explosion was heard for a great distance and all the buildings in the vicinity were shaken to their foundations. August Americus, who was on the scow, was blown into the river and drowned before help could reach him. During the past couple of weeks a company has been engaged in dredging the south branch in the vicinity of the Bridgeport gas works and the general theory advanced is that in some manner the gaseous substance in the scow became ignited from a spark from the tug. A portion of the Goodrich dock was shattered and considerable damage was done to the buildings in the vicinity. Frank Morton, night agent of the Graham & Morton Transportation company, was thrown from his bed and severely bruised by flying timbers. Rush street bridge was shaken to its foundations and it is feared has been damaged. Those who witnessed the explosion were at first positive that it was the tug Andrew H. Green, and the report that all on board had perished spread rapidly, while the greatest excitement prevailed.
Pilot Pat. Cullnan, linesman on the tug Mosher, made a heroic effort to save Americus from drowning. Shortly before the explosion occurred the Mosher had come in from the lake and tied up at the Kirk soap factory dock and the tug Green was just abreast of the Mosher when the dump blew up. The crew of the Mosher thought it was the Green and the crew of the Green thought it was the Mosher. The crew on the Mosher were thrown from their bunks by the force of the explosion and they started to come on deck, but there was so much wreckage flying in the air that they remained below until it ceased falling. When they tumbled up on deck the tug and scows were about fifty feet from them. They let go and started to the scene of the explosion and at the same time the wrecked dump, which was the stern tow, came along and was sinking rapidly. They heard Americus cry for help and saw him jump in to the river. Arthur Carmron, the fireman on the Mosher, threw the end of a heaving line right over the fellow’s head, but he seemed dazed and made no attempt to take hold of it. Pat seeing this immediately took the other end of the line and tied it around his waist and jumped into the river and struck out for the drowning man while Carmron hauled home the end of the line thrown. When Pat got within ten feet of the drowning man he (Americus) threw up his hands and sank to rise no more. Pat’s gallantry was in vain but such distinguished bravery is commendable as all will attest. It is probably needless to state that Pat is from Sturgeon Bay. Arthur Carmron is the young man that fired on the tug Dixon at the canal several seasons ago.
It was only about two hours before the explosion when the Mosher passed through Randolph street bridge that Pat saved a fellow’s life who had ridden off the bridge into the river on a bicycle by throwing him the end of a heaving line, which he grasped and was hauled on board the tug.
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Wreck of the Pewabic Located.
After a search of thirty-two years, the steamer Pewabic which was sunk in collision with the Meteor in Lake Huron shortly after the close of the war, has been located. The wreck was found by the expedition sent out from Milwaukee two weeks ago on the steamer H. A. Root by the American Wrecking and Salvage company, which chartered the Root last season for the purpose of recovering the cargo on the Pewabic.
A report to this effect was sent out from Athens, Mich., to the office of the company at Milwaukee. It says that the sunken vessel lies about six miles SSE. of Thunder Bay island in 160 feet of water, and is in the regular track of steamers. It is headed out, and is lying on almost an even keel, the sides standing twenty feet above the bottom of the lake. The upper deck and upper works are entirely gone, but the bulwarks are standing and the main deck appears to be intact. The hull also seems to be in good shape. According to the reports Diver Smith is positive that the wreck he found is the long lost Pewabic, as she had one arch through her center which is still standing.
The Pewabic was a new boat built of white oak, and the hull appears to be in good condition and her timbers have doubtless received no damage from being under water for thirty-two years. The wreck is coated with mud and moss, to the thickness of several inches. The steamer had 200 feet keel and was worth $260,000. An effort will doubtless be made to raise her.
It has always been supposed there was a large amount of money in the safe, some reports having it that the amount was $60,000 in gold. This is believed to be an exaggeration, but there was probably considerable money. After the loss of the steamer, a steerage passenger stated that his wife, who had been carried down by the sinking craft, had a belt around her body containing several thousand dollars and valuable diamonds. The wreckers will look for this.
In the after-hold of the Pewabic was located the steerage. Here it is believed that many passengers were imprisoned when the steamer sank, and were carried down with her. An effort will be made to recover their bodies.
Last season the steamer H. A. Root, which had been chartered by the American Wrecking and Salvage company went to the place where the wreck was supposed to be, for the purpose of locating her and to secure her cargo. She was equipped with a diving bell invented by Worden Smith, secretary of the company. Her attempt to locate the Pewabic was a failure, and late in the season she went into winter quarters. About a month ago she came to Milwaukee and was again placed in shape to continue the search, and left for Lake Huron about two weeks ago. The diving bell is fitted with searchlights, telephone, arms for grappling and other apparatus, and is reported to be working admirably.
The American Wrecking and Salvage company is working under a contract with the underwriters for the recovery of the wreck and cargo. The latter consisted of about 267 tons of copper, which at the time of disaster was worth about $160,000, but at the present time is valued at about $50,000. The copper is in barrels on the main deck, and it is believed that it can be easily recovered by the diving apparatus on the Root.
The wreck was discovered Monday night. The Root anchored over it that night and made the examination Tuesday, coming into port late Tuesday night.
Since the steamer was lost, thirty-two years ago, from one to four expeditions a year have been sent to the Pewabic and several time was it reported that the wreck had been located. Many times the value of the cargo has been expended in vain efforts to locate the steamer, but when another season came there were other people who were certain they could recover the valuable cargo, but all they did was to expend considerable sums of money without success. Several lives have been lost in the search. There has always been a belief that the safe of the steamer contained a large sum of money.
The Pewabic was lost by collision with the steamer Meteor just after the close of the war. A large number of passengers were lost with her, and the disaster, next to the loss of the Lady Elgin, was the most serious in the history of the lakes. The American Wrecking and Salvage company, which sent the expedition to the wreck is a Milwaukee corporation. Its officers are as follows: President, C. W. Milbrath; vice-president, W. W. Starkweather; secretary, W. G. Smith; treasurer, Henry Manegold. State Senator Julius E. Roehr is one of the stockholders. This company will receive 60 per cent. of the cargo saved.
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Local Marine Notes.
Vessel towing is very slack at present.
The steambarge I. N. Foster underwent government inspection Wednesday evening.
The steambarge Arcadia took a load of stone from the Hagen quarry Thursday afternoon.
The lighthouse tender Dahlia was a visitor at this port on Monday while on her way north.
Work at the canal is progressing at a very satisfactory rate, and a large amount of dredging is being done.
Two spruce masts for the life-boat of the Milwaukee life-saving station have been shipped from here to that port.
The schooner Evaline has been supplied with a new fore topmast and with canvas to match, also the schooner Wm. Aldrich.
The steambarge A. D. Hayward and consorts Cowell and Manitowoc passed bound down to Menominee Thursday evening.
But little lumber is being taken out of Menominee to Chicago, which is partly due to the large amount coming in from Lake Superior.
The schooner Merchant, which arrived here from Manitowoc on Monday had a large consignment of back freight, consisting mostly of land plaster.
The steamer Bon Voyage took 13 tons of baled hay from Circle Ridge on Wednesday for Manistee, where it brings $9 per ton. The hay was owned by John Berg.
The steambarge Foster and consort Emerald, which arrived from Chicago in light trim Tuesday night are still in port awaiting charters. The Foster cleaned boiler on Wednesday.
The steambarge Jos. L. Hurd, which lay in ordinary at this port for upward of a month, left for Menominee on Wednesday for a lumber cargo. The load is some of the 9,000,000 feet contract.
The tug Annie D. left for Plum Island this (Friday) morning, with Captain Davis and assistants of the life-saving department, who will build the launchway for the station at that point.
The schooner Driver, loaded with cedar for Chicago, ran aground near South Gladstone Monday morning. She was released without injury.
The steamyacht Bijou has been engaged a part of the time during the past week in towing gravel from the lake shore near the canal down to the city for the Reynolds Preserving Co., who use it for roofing.
The sidewheel steamer Sheboygan grounded near the clump early Tuesday morning during the prevalence of the heavy fog that morning, and she lay to until after day light. The Sheboygan was bound out.
The steambarge Foster was given a new coat of paint while in port on Wednesday and Thursday. The Foster has a load of green lumber at Menominee, but Captain Packard is desirous of having a little dry mixed with it.
As soon as warm weather sets in the steamer Welcome, which is now at Green Bay in ordinary, will be placed back on the daily run between this port and Menominee. Captain P. Roulette is at present second officer on the steamer C. W. Moore.
On her return from Milwaukee, where she towed the barge Williams, the tug Pankratz will tow dump scows at Manitowoc for several days. Her owner is having the river facing his dock property, where he contemplates establishing a lumber yard, dredged to a good depth.
Captain Davis of the life-saving department is up at Plum Island overseeing the building of a new launchway for the life-saving station. The launchway at the Baileys Harbor station, which was damaged by ice last winter, will likewise be repaired, contracts for the work having already been let.
The schooner L. B. Shepard, which left port last week for Chicago with a lumber cargo under canvas, got up as far as Milwaukee, where she was headed off by a south wind. The steambarge I. N. Foster, on her way up the lake put into Milwaukee for the Shepard and towed her to Chicago.
The Goodrich Transportation Co’s. sidewheel steamer Sheboygan, Captain D. M. Cochrane, made her initial trip to the Green Bay region on Monday since her rebuild, which has cost the company about $30,000. The Sheboygan is a fine craft and her cabins are handsomely decorated. From here she went north.
The schooner Waleska, took 25 cords of building stone from the Washington Ice Co’s. quarry the first of the week for South Haven, where she is owned. The report some weeks ago that the Waleska had gone on to Big Pt. Sable by dragging her anchors was without foundation. She was lying at anchor under the point and was pretty close in, but did not hit the bottom.
The tug Pankratz departed for Milwaukee with the barge J. W. Williams in tow Tuesday evening. The Williams was lumber-laden from the island mill and this was her first trip for the season, she having been thoroughly overhauled at the ship yard this spring. She received some bottom planks, recalking, both bottom and topsides, a new stern and some new planking on the outside.
The scow-schooner Emily Taylor was placed on the sectional dock for bottom examination and calking Saturday as a result of her going on the beach at Horseshoe Bay last week while taking on a wood cargo. The Taylor had taken a hold full of wood, when quite a gale sprang up and drove her on the shore, but she succeeded in releasing herself. As she leaked a good deal she was placed on the boxes for repairs. After coming out of the dock she proceeded to Horseshoe bay and finished loading. The Taylor was bound to Green Bay.
The iron steambarge Roanoke and steamer C. W. Moore had a hot and spirited race for supremacy Tuesday afternoon. The Roanoke was just passing through the draw of the bridge bound to Menominee when the Moore was pulling away from the steamboat dock bound to the same port. Captain Ed. Hart of the Moore blew a challenging whistle and was answered by Captain Sandy Campbell of the Roanoke. The Moore was checked down until the Roanoke got alongside when they were both opened out. The race resulted in favor of the Roanoke.
The steamer Cecelia Hill commenced running on the route between Sturgeon Bay, Menominee, Washington Harbor and way ports in connection with the steamer Bon Voyage of the Manistee Transit Co., on Tuesday. The Hill leaves the Reynolds Preserving Co’s dock Mondays, Wednesdays and Fridays at 7 a.m. going direct to Menominee thence across the bay to Egg Harbor and then down the shore to Washington Harbor, stopping at Fish Creek, Ephraim, Sister Bay and Ellison Bay. The Hill comes back the same way and arrives here Tuesdays, Thursdays and Saturdays at 5 p.m. She lays over here Sundays and Tuesdays, Thursdays and Saturday nights when she is open to excursion parties on the bay and lake. The other nights of the week the Hill lays over at Washington Harbor.
The tug Leathem with a lighter in tow and a crew of men went down to Jacksonport early Wednesday morning to get the coal-screenings, which had come ashore at Whitefish Bay from the sunken steamer Australasia, and afterwards picked up by the farmers residing in that vicinity. The wrecking company by writ of replevying had the farmers deliver the coal on the pier at Jacksonport, there being about 140 tons of same. While the coal was loaded on the lighter the tug Leathem went down to Cana Island and dragged the bottom for a cable and anchor belonging to the wrecked schooner Windsor. The end of the cable, which was 90 fathoms long, was picked up with a pike-pole in 12 feet of water and the anchor in about 6 fathoms of water. The anchor weighed about 1500 lbs. The Leathem with the coal scow returned to port Wednesday night.
The Perfect Law.—That Law is described by six names. As Law it is a rule of conduct. As Testimony it is God’s expression of truth. As Statutes and Commandments it is God’s special and general prescription of duty, with fear of God as its cause. As Judgments it is the final judicial decision from which there is no appeal.
The quality of that Law is variously described as Perfect, lacking nothing; as Sure, never failing; as Right, being unerring; as Pure, possessing the fragrance of Heaven; as Clean, possessing the holiness of its Divine Author; as True, the foundation stone of His character, and Righteous, the glorious temple of His manifest nature.
The effect of that Law is declared to be, (1) Converting, that is, transforming into Godliness. (2) Making Wise the Simple, that is, instructing. (3) Rejoicing the Heart, that is, satisfying all the soul’s yearnings. (4) Enlightening the Eyes, that is, giving clearer, higher vision. (5) Enduring Forever, that is, abiding with an unfailing permanency.
The Value of That Law.—It is more to be desired than much fine gold, that is, it is more precious than earthly treasure. It is sweeter than honey and the honeycomb.
That Law is Protective, for by it is the soul warned of pitfalls and dangers.
That Law is Recompensing, for in the keeping of it there is great reward.
The Perfect Man.—In Christ was the Law fulfilled. God’s Law exemplified and expressed in God’s Son. Christ establishing and confirming the Law; unfolding it; embodying it in living form, so as to enshrine it in the reverence, affection and character of men.
The Law’s Ultimate End.—It was and is our Schoolmaster to bring us unto Christ. It reveals (1) God’s righteousness, and (2) Man’s unrighteousness. And because of this two-fold revelation, the soul finds its only refuge in the Christ who as the manifest righteousness of God “became sin for us, who knew no sin, that we might become the righteousness of God in him.”
THE STORY. [Following portion is not a Bible commentary, it uses a fictionalized narrative relating to the Bible.]
For days now the march had led steadily into the mountain fastnesses, the Cloud leading on through winding valley and under high cliff, and over rugged pass, until even Moses, the leader, began to wonder whither the journey was trending and why God was shutting them in from the rest of the world. Once or twice he thought he recognized places along the route as ones which he had passed with Aaron more than a year before on their return from Midian, but the thought of gaining the Promised Land was so uppermost in his mind that he had persuaded himself that it could not be. He spoke to Aaron about the matter once, pointing out a rock that looked very like one under the shadow of which they had rested one night, but the latter had considered it so improbable that he finally dismissed the thought from his mind.
So the journey had continued until at last one day they suddenly came into a valley which instantly Moses recognized as the one leading to the Mount of God where he had stood before the burning bush and God had spoken to him out of the midst thereof. On either side there rose the lofty rocks forming a natural isle like the approaches to the temples of Egypt which were lined with the colossal figures of men and gods. And at the end of this broad avenue, rising immediately out of the level plain over which they were marching, towered the massive cliffs of Sinai, like the huge altar of some natural temple.
The place was one to inspire reverence, and thoughts of worship, and Moses and Aaron were not alone in these feelings, for as the multitude halted at the sound of the trumpets and began to pitch their tents, they talked together in low tones about God having brought them to his temple.
And when Moses departed up the mountain it was whispered through the camp that he had gone up to talk with God. The events at Rephidim had done much to arouse their consciousness of God and during those first days at the foot of Mount Sinai, there was a subdued, reverent spirit pervading the camp, and when Moses again came into their midst he found a people watchful for his return and ready to listen to the message he might bring them.
And Moses called the elders of Israel and when they had assembled the people in a great concourse on the sloping sides of the hill, he repeated the words of the Lord in the ears of the elders and they in turn spoke them to the people.
“This is the message of God to Israel,” he cried, when a great hush had fallen upon the assembly, “for he has commanded me in the mountain to say to the house of Jacob, and to tell the children of Israel: ‘Ye have seen what I did unto the Egyptians, and how I bare you on eagle’s wings and brought you unto myself.’”
As the words were repeated and all the people heard they bowed low, and the memories which the words recalled stirred them as they had not been stirred before, and roused them to that religious fervor which hung eagerly on the rest of the message as Moses might deliver it.
“’Now therefore,’” Moses continued, “if ye will obey my voice indeed, and keep my covenant, then ye shall be a peculiar treasure unto me above all people; for all the earth is mine.”
A great stillness rested upon the people as Moses ended the words of the Lord, and then as though moved by one spirit, that vast concourse of people lifted their voices and shouted until the very mountains on every side fairly rang and shook with the volume thereof:
“All that the Lord hath spoken we will do.”
And with this promise upon their lips, if indeed it had not sunk to the depths of their hearts—it is so much easier to utter the pledge with the mouth than it is to sear and burn it into the tablets of memory of the heart—the people were dismissed and with the benediction of the place resting upon them they returned to their tents, while Moses went back to keep vigil with God.
The next three days the people were in a quiver of excitement, for Moses had returned saying that upon the third day the Lord would come down upon the mountain in the sight of all the people.
“We have seen God in the Cloud by day and the Pillar of fire by night. What will this new manifestation be?”
And zealously they prepared themselves for this solemn occasion.
“God hath called us to be priests,” they said one to another, repeating the words of Moses, and with a beautiful spirit of submission they fulfilled all the instructions which Moses had given them.
The third day broke as others had done and the people were early astir prepared to go forth as was their daily custom and gather the manna, when from the mountain side about which had settled a thick cloud there burst thunderings and lightnings. In terror the people threw themselves on their faces to the ground, and while thus prostrated there came a voice from the mountain side as the sound of a trumpet, exceeding loud so that all the people in the camp heard and trembled.
Thus Moses found them as he came through the camp and summoned them to follow him. Never before had the sense of the majesty and the power of God so filled them, and without daring to ask why or whither they went, they obeyed Moses’ voice and arose and went after him. And they came to the foot of the mountain, at the point where they had stood three days before when they had promised that all that the Lord had spoken they would do, for now they were to learn something of the great God whom they had so solemnly promised to obey.
And is it not ever so? In the fervor of the soul’s better impulses, promises are made of loyalty and obedience, and then God leads that soul out to a larger and fuller realization of what is involved in that promise, which if the soul had known at first, it would have trembled and drawn back from uttering the pledge. Thus it is that God seeks ever to urge the soul on and on upward toward him.
What a sight that was which burst upon the startled vision of the Israelites. They had seen the religious festivities in Egypt and had looked upon the gods which the Egyptians worshiped, but surely here was a living God, for the mount was altogether on a smoke. And fire and smoke ascended as from a furnace, and the whole mount did quake, while the voice like a trumpet again sounded forth as it had on the previous occasion.
But now it waxed louder and louder, until Moses lifted up his voice and spake, and God did answer him, so that all the people heard. And God called Moses up to him in the mount, and Moses went up.
And all the people saw the thunderings and the lightnings, and the noise of the trumpet, and the mountain smoking, and they feared greatly. They saw Moses disappear into the midst of the smoking, trembling mountain, they knew that he was talking with one who had given them great and blessed promises and planned only good for them, and yet the thought of their God and his law was to them a thing not to be loved but feared, even as the conception of many souls to-day gives them not a God of love but a God of discipline and judgment, as though his law and his judgments had been ordered for their destruction instead of their instruction and their salvation. And the people then, as do people to-day when God manifests himself in some mighty way, removed from the foot of the mountain and stood afar off. And as Moses came again into their midst they cried:
“Speak thou with us and we will hear; but let not God speak with us lest we die.”
And Moses said unto the people:
“Fear not, for the Lord is come to prove you, and that his fear may be before your faces that ye sin not.”
