Chicago Evening Post, April 2, 1873
Nautical Matters.
John Gregory has built two new tugs, for the Vessel Owners’ Towing Company, to be completed by the 1st of May, at a cost of $11,500 each.
Chicago Tribune, May 12, 1873
The Vessel Owners’ Towing Association launched one at their now tugs on Saturday, Tho launch took place at 6 a. m, and was successful in every respect. The tug, which bas not yet been named, will receive her engine and the finishing touches immediately, and will then enter the lists on the river. Her dimensions are as follows: 65 feet in length on deck, 8½ foot hold; 15 feet beam; power, 18×20. Cost, about $12,000. The Protection will be roady to launch in about ten days. The keel of a third tug, counterpart of tho one just lunched, is to bo laid immediately.
Chicago Evening Mail, May 24, 1873
Two New Tugs.
Capt. John Harrington, Special Surveyor for the Port of Chicago, was on yesterday busily engaged in measuring two new tugs owned by the Vessel Owners’ Towing Association. The hulls were built by John Gregory, of Chicago, the boilers by Messrs. Snyder & Co., and the engine and machine work by Mr. Robert Faviant, the noted engine builder. They are, on the whole, two of the best tugs in our river. The smallest one is named the E.P. Ferry. She is 66.80 feet in length, 15 feet in breadth, and 7.65 feet in depth, her total tonnage being 36.72 tons. She is now ready for use and will be put in regular service to-day. The other, the Protection, is not ready for use. She is 77.45 feet in length, 15.80 feet in breadth, and 8.95 feet in depth, and has a total tonnage of 60.03 tons.On the whole they are two of the best tugs now in our river, and reflect great credit on their owners and builders.
Inter Ocean, May 31, 1873
Saturday is the day always chosen by builders on which to launch—that is, when the builder is allowed to hold the event over. This morning at 7 o’clock the tug Protection, of the Vessel Owners’ Towing Company, will be put afloat. The new craft is a fine one and will prove a valuable acquisition to the harbor fleet.
Protection
1904
Inter Ocean, February 8, 1878
Special Telegram to The Inter Ocean.
Green Bay. Wis. Feb. 7.—A new tug is to be built at this port this winter, intended to be used in assisting vessels in distress and to supply wrecking outfit, Captain John Gregory arrived from Chicago to-day, to take charge of the building of the tug. He built the molds originally drawn for the tug Protection, The new tug will be 82 feet over all, 70 feet keel, 16 feet beam, and 9 feet depth of hold. Captain Gregory also has the contract to build another tug here, of large dimensions. Work on the new steamer for the bay-shore trade, to take the place of the burned Northwest (US No. 18750), is progressing. Ceiling and planking is now going forward.
Chicago Tribune, April 8, 1878
A THREATENED TUG WAR.
There are slight indications of a tug war, the tugmen evidently desiring to keep pace with their brethren of the marine insurance companies. Some of the Union Towing Association tugs were “chased” by the Vessel-Owners’ Towing Company’s tug Protection yesterday, while the former were after tows, so the Captains of the U. T. A. boats asserted, and it was also said that the Protection outran the Monitor, and got a vessel away from her that she was entitled to. Of course the V. O. T. people deny the soft impeachment.
The matter is likely to lead to a spirited and sharp competition, unless both organizations pursue the even tenor of their way as they did last summer, when they got along nicely.
Chicago Tribune, September 15, 1879
That Tug Race.
The Captain of the tug Protection gives his side of the racing story, and says his boat beat the Gardner fully half a mile in a race outside, about 2 o’clock, Saturday afternoon. Later in the day when the boats came together the Protection man says his engine was temporarily disabled by the breaking of the collar of the steam-valve, and at the time the Gardner “let out” for him he had no intention of racing,
Chicago Tribune, June 10, 1882
The Captains of the tugs Tarrant, Protection, and A. B. Ward are to be presented with chromos today by the Tugmen’s Club, each of them having towed in two vessels apiece yesterday at one tow. The funds to purchase the chromos will be raised by assessing the Captains of tugs who got “skunked.”
Chicago Tribune, November 13, 1883
The Tug Protection and Schooner Arab supposed to be Lost.
The most searching inquiries at every port on Lake Michigan connected by telegraph have failed to obtain any news concerning the tug Protection and her tow, the schooner Arab (US No. 311), and there remains little reason for doubt that both craft have gone to the bottom with all on board. If this is true it is the most distressing marine disaster that has occurred on the lake since the Alpena was lost. So far as can be ascertained, there were at least twelve men on board the two boats, most of whom resided in Chicago. So far nothing absolutely certain has been received that would verify the statement of actual loss, but with those conversant the facts there is but little hope that either will ever again reach port.
Oct. 31 the little schooner Arab, of Milwaukee, bound from Frankfort for the former port with a cargo of lumber, was blown across the lake and cast upon the beach at St. Joseph. The crew, consisting of Capt. Starkey and four men, made their escape. The following day Capt. Martin Blackburn, the wrecking-master, went from here to the stranded vessel in the interest of the underwriters. After lightering her cargo it was found that she was nearly full of water and a steam-pump was sent to her. Last Thursday Capt. Blackburn returned to Chicago for another pump, and a tug to pull the schooner off. Friday noon the harbor-tug Protection, of the Vessel-Owners’ Line, left for St. Joseph. A telegram received Saturday afternoon stated that the schooner had been released and would immediately start for Milwaukee in tow of the Protection. A private letter received from Capt. Blackburn, which was written just before leaving St. Joseph, stated that they would start at 5:30 o’clock in the afternoon.
He said that the vessel was leaking so badly that the twelve-inch steam-pump was kept working constantly and the ten-inch pump about half the time. The tug and tow left that evening and have not been heard from since. The distance from St. Joseph to Milwaukee, in a direct sailing course, is about 100 miles. At the time of starting, and until midnight, the wind was light from the southeast, which would assist them, coming as it did directly behind. Allowing that the tug and tow did make over five miles an hour, they must have been nearly one-third on the way at midnight. At that hour the wind shifted to the south and blew fresh for about two hours, when it hauled around to the southwest and developed into a stiff, half-gale. Had the Protection then run for Grand Haven instead of continuing on her course she would have undoubtedly have gained shelter in that harbor. The wind kept veering to the westward, and by noon, was blowing at the rate of fully fifty miles an hour.
From that time on it would have been an utter impossibility for the craft to fetch up on the west shore, and it is extremely doubtful if the Protection, or any other tug in the Chicago Harbor, could weather such a gale, even though she were without a tow, much less if hampered by a half-sinking, unladen vessel. If they are really lost, the most plausible theory that has yet been advanced is that the Arab foundered and dragged the tug down with her before the latte3r’s crew had time to cast off her line. A careful computation of the distance they would have sailed up to the time the gale was the most violent places them in about the same locality the Alpena is supposed to have gone down. Every vessel Captain that arrived in port yesterday was questioned, but none had seen anything of either boat. The Captain of the schooner Granger stated that he saw two masts and some smoke about twenty miles off Waukegan, but could not tell whether it was a schooner and tug or a steam-barge, as he was too far away.
The Tug’s Crew,
so far as known, were as follows:
- Captain Frank Anderson, master.
Capt. John Fitz Patrick, pilot.
William Dalton, engineer.
John Taylor, fireman.
Albert Powers, assistant fireman.
John Powers, deck-hand.
Charles Clark, steward.
It is also thought that an assistant engineer was engaged, but his name is unknown.
On the Schooner.
There were at least four men on the Arab, and possibly more. It is reported that the crew were discharged after the vessel went ashore and were consequently not on board when she left St. Joseph. The following were known positively to have been on board:
- Capt. Starkey, master.
Capt. Martin Blackburn, wrecking-master.
Capt. William Kelley, pump-engineer.
Edward Comiskey, pump-engineer.
Telegraphed In Vain For News.
- Milwaukee, Wis., Nov. 12,—{Special}—Grave fears are felt here for the safety of the schooner Arab, which left St. Joseph for this port at 7 o’clock Saturday night in tow of the tug Protection, of Chicago, and should have arrived here yesterday morning. Up to a late hour tonight they had not been heard from, although telegraphic inquiries have been made. The owners of the Protection telegraphed here from Chicago today asking if anything had been heard from her. The Collector at St. Joseph, in response to a dispatch sent from here this afternoon, telegraphed that nothing had been heard of the Arab since she left that port Saturday night. The Arab is commanded by Capt. Starke and has a crew of six men. Also on board the vessel were Capt. T. P. Eberts, of Arcadia, her part-owner, and Capt. Blackburn, the wrecking-master, who looked after the wreckage on her at St. Joseph. The Arab was in bad shape, with two steam-pumps on board, and it is feared that something has happened to her, as should she have reached any port telegraphic advices would have been sent here. Abner Kirby and T. P. Kirby are half-owners of the Arab.
St. Joseph, Mich., Nov. 12.—{Special.}—Nothing has been heard of the schooner Arab and tug Protection, which left here Saturday night.
The Tug Protection.
The Protection is owned by the Vessel-Owners’ Towing Company, and is one of the most seaworthy tugs belonging to the line. She was built by Gregory at this port in 1873, and has been kept in first-class repair. She measures sixty tons and rates A2. She is valued at $10,000 and insured for $6,000 in the Boston Marine.
Capt. Martin Blackburn.
Capt. Blackburn is a man about 45 years of age, and has a wife and two children residing at North Evanston. The Captain was half brother of the late Harry S. Halsted, the well-known vessel-owner, and for twenty-five years has been closely identified with lake maritime interests, both as owner and commander of several vessels, among which were the schooners R. C. Crawford (US No. 21585), Mary Collins (US No. 16394), and Bessie Boalt (US No. 2584). Capt. Blackburn has for the last ten years held the position of wrecking-master for the marine underwriters, during which time he earned a high reputation, being more than ordinarily successful in that line, never having a vessel for which he was sent without rescuing her. The Captain was known all over the lakes, and his acquaintances were all his friends everywhere. If he has met the sad fate that now is feared there will be many sorrowing hearts wherever he was known.
Capt. William Kelley.
Capt. William Kelley is one of the best-known tug-men on the lakes. For many years he has towed vessels in and out of Chicago harbor, and has the reputation of being a first-class pilot. He is about 50 years of age, and has a large family residing in this city. A son of Capt. Kelley was blown up on a tug at Racine last year.
Capt. Frank Anderson.
Frank Anderson, Captain of the tug Protection, is a man about 40 years of age, married, and living in Pearson street. He was a deck-hand in the employ of the V.O.T. Line for many years, and finally took charge of the tug Ewing.Last year when Louis Gray quit the Protection, Anderson was given command.
John Fitz Patrick.
John Fitz Patrick, the pilot of the Protection, is an old steamboat man. He had charge of the steam-barge M. E. Thompson (US No. 13568) last year.
Edward Comiskey.
Edward Comiskey, the engineer of the Protection, is an old and well-known tug engineer. He is married, and about 40 years of age. He has lately been employed in a machine shop at No. 86 North Market street. When Capt. Sam Moore left for Florida a few days ago, he deputized Mr. Comiskey to take charge of his steam-pump. Last Saturday Comiskey ran over from St. Joseph on the morning train on account of sickness in his family, and returned in tim to leave on the Arab.
John Powers.
John Powers is a married man, aged about 30, and has also followed the lakes for years.
Charles Clark is married, and John Taylor, Albert Powers, and William Dalton are all able men.
Inter Ocean, November 14, 1883
The Missing Vessels.
Crowds of people visited the Vessel Owners’ Tug Office yesterday morning to learn if any word has been received from the missing tug Protection and the schooner Arab, among them relatives and friends of the eighteen men on board the craft. One lady, Mrs. Powers, whose tmwo sons are on the Protection, was in great distress, but hoped for the best. The officers of the company could give no encouragement for hope, as no tidings had been received.
Hope.
Thus matters stood until 11 o’clock, when the following dispatch was received:
- Sangatuck, Mich., Nov. 13.—J. L. Higgie, V.O.T. Line, Chicago: One of your tugs is anchored outside, disabled and dragging anchor. Very heavy sea.
C.M. Cook, Deputy Collector.
The dispatch was read aloud to the crowd in the office, and a hearty cheer went up, There was at least some hope. Someone with an excellent voice broke out in song, and the whole assemblage joined in:
- Bright star of hope’Shed your beams on me,
And send a loving message
From far across the sea.
If Deputy Collector Cook could only have seen and heard those happy people—could only have seen the happiness depicted on every countenance and heard the hearty expressions from all, he would doubtless have considered himself amply repaid for his kindness in telegraphing the glad news.
Manager Higgie telegraphed for additional news and gave orders that no expense to be spared to render assistance.
Another Dispatch.
At 2 o’clock in the afternoon another dispatch was received as follows:
- Special Telegram to The Inter Ocean.
Sangatuck, Mich., Nov. 13.—Have just come up from the mouth. The Protection is lying about a quarter of a mile from the beach. Not dragging now; seems to be riding well. The life-saving apparatus is coming from St. Joseph. The government tug cannot get out. We will do all possible for her. Will advise often.
C.M. Cook.
Tug Refused To Go.
Captain Higgie had sent to St. Joseph asking that the tug Lew Wallace (US No. 16625) be sent to the Protector at Saugatuck. The following was received a little after 3 o’lock:
- St. Joseph, Mich., Nov. 13.—J. L. Higgie, Chicago: There is such a sea that it is impossible for me to go out now, If I can do anything that when the sea runs down will do so. The life-saving crew left for the Protection at noon and are there before now.
M.C. Barnes, tug Wallace.
Life Crew Coming!
At 4:30 o’clock the following was received:
- St. Joseph, Mich., Nov. 13.—J. L. Higgie, Chicago: The Protection is still holding all right. The life-saving crew are on their way down the river. If the cable holds I think she will weather it. Wind strong—a little north of west, directly on shore. The heavy sea continues.
C.M. Cook.
The Protection’s anchor is a heavy one for her, weighing 760 pounds. The “cable,” however, is a line (a hawser), and there were fears that it would part. When it was learned that the wind was going from west to northwest, the fears for the Protection and her crew increased again, and great sorrow was expressed that night was coming on again without the life crew making their appearance on the scene. To reach Saugatuck their boat and apparatus had to travel forty miles, from St. Joseph to Richmond, by rail, and then come thirteen miles down the river by steamer to Sangatuck. The delay was no fault of the St. Joseph crew, as all haste was doubtless made: it was simply owing to the great distance, and the fact that there are so few stations. For a distance of sixty miles from Grand Haven to St. Joseph, there is no station.
The Arab.
It seems that both the Protection and Arab were sighted off Saugatuck at about 8 o’clock in the morning, At no mention, however, was made of the Arab in Mr. Cook’s dispatches, nothing was known of her, and the conclusion was that though the tug had lived out the gale the Arab had gone down, and there was much speculation and guesswork as to whether both crews were on the tug or whether the Arab had taken her crew down with her. The Inter Ocean dispatch from St. Joseph, printed yesterday, stated positively that Captain Blackburn was on board the tug and not on the schooner, and the fact gave his relatives and friends great comfort.
Crowds At The Inter Ocean Office.
During the evening and late into the night various friends and relatives of those on board the two craft visited The Inter Ocean office and eagerly drank in the latest advises. The fact that the Arab was still afloat in the morning and that she had washed away from the beach when the tug became disabled was regarded as great encouragement that she and her crew would finally turn up safely. And the general hope, a deep prayer, indeed, was that the Protection’s cable would not part.
THE LATEST TIDINGS.
The Inter Ocean’s Special Reports.
Special Telegram to The Inter Ocean:
- Saugatuck, Mich., Nov. 13., 7 p.m.—The tug Protection is off this port disabled, having lost her steering gear. Her signals of distress were heard about 8 o’clock this morning, at which time a schooner was seen making for the lake which had been in tow of the tug. A very heavy sea was running, and having no surf boat, here, it was impossible to go out to her, and help was telegraphed for to Grand Haven. They reported the crew nine miles south to a schooner in distress. Word was then sent to St. Joseph, which met with a ready response. The tug Ganges (US No. 85706) ran up the river a distance of thirteen miles to meet them at the nearest railway station, and at 5 o’clock this evening the life-saving crew were here and at work. Previous to this three unsuccessful attempts to reach the tug were made by our fishermen, but each time they were compelled to abandon the undertaking. The line fired from the mortar failed to reach the boat, and another and longer line was being got in readiness when your reporter left the scene. It is said the life crew brought 400 yards of line with them, but this probably should be fathoms, but even if that were all, there is any amount of fish skein, new and strong, that can be had. The tug is riding the gale amazingly well, being well anchored, and up to this writing has not drifted shoreward, though the wind is raging terribly. She is also fortunate in keeping out of the trough of the sea. The waves are running very high, but the tug steadily keeps her bow on to the waves. Captains Cummings and Rogers state that the only salvation for the men lies in the line holding out, as, should that break, nothing on earth can save them. There is no tug here that can get out to her, and the men are compelled to leave, unable to render the aid the unfortunates are so much in need of. With plenty of brave men here, it does seem criminal that the means to render assistance, when needed, is not provided by the government. A patrol will be on the beach all night to render what little aid they can. If she holds out until morning the tug Ganges will endeavor to go out top her. Daylight is anxiously looked for by all around here.
Holding Her Own—The Arab.
Special telegram to The Inter Ocean.
- Saugatuck, Mich., Nov. 13., 7:30 p.m.—The tug Protection is still holding her own in excellent shape, and is not drifting shoreward a bit. She is doing some heavy tumbling, and the line may break at any moment. The fuel has not yet given out, and from all appearances her engine has been kept running for the purpose of easing up on the line. She has a long line out which gives her a better chance than if it was short. She has not sounded her whistle since 5 o’clock.
The schooner Arab is reported ashore nine miles south of Grand Haven.
So far as known there is no loss of life yet. Report everything done here can be by mortal man.
Still Holding The Fort.
Special telegram to The Inter Ocean.
- Saugatuck, Mich., Nov. 13., 11:30 p.m.—The Protection was first seen about 7 o’clock this morning, some five miles south of this harbor, at which time the schooner was still in tow of the tug. Shortly after that time the accident to her steering gear must have happened, as it was seen that the schooner was standing out to sea, the tug appearing helpless. A sail was rigged upon the tug with something which looked like an awning, and she drifted rapidly in toward the shore. Seeing that it was certain death to run ashore the anchor was let go and her signals of distress were sent out. At the hour, 11:30 p.m., her anchor cable still holds. The sea is very heavy and no relief can be sent out.
Snowing And Blowing—Signals Again.
Special telegram to The Inter Ocean.
- Saugatuck, Mich., Nov. 14, 1 a.m.—The Protection has been sounding her whistle constantly since 9 o’clock. The wind has gone back to west. It is snowing, and blowing as hard as ever.
The schooner Clara Parker (US No. 4357) is reported ashore nine miles south of Grand Haven.
The Arab.
- Grand Rapids, Mich., Nov. 13.—A Grand Haven special says the life-saving crew has gone to the rescue of the schooner Arab, ashore nine miles south of Grand Haven.
The vessel ashore ten miles south of Grand Haven, to which the life-crew went is the Clara Parker, mentioned above.
Glad News—From “Mart” Himself.
Special telegram to The Inter Ocean.
- Saugatuck, Mich., Nov. 14, 7:30 p.m.—We left St. Joe Saturday at 7 p.m., and next morning at 4:30 the Arab went down taking William Kelley, the pump engineer, with her.
We got a line of the wheel of the tug, disabling her, and at 11 a.m. the steambarge H. C. Ackley took us in tow, she losing smoke-stack, main and mizzen sail, and shifting cargo, but holding on to us and saving our lives. We let go her at 7 p.m. last night, and got here at 9 this a.m., and dreagged ashore to-night.
We were assisted ashore by the gallant life-saving crew of St. Joseph.
All are saved except poor Kelley.
Great praise is due to Captain Streck, of the steambarge Ackley.
Martin Blackburn, Wrecking Master.
Special telegram to The Inter Ocean.
- Saugatuck, Mich., Nov. 14., 2 a.m.—The tug Protection dragged her ancjor and went ashore to-night about one mile south of the harbor. Crew all saved but two men. Wm. Kelley, pump engineer, went down with the schooner Arab at 4:30 Sunday morning, about twenty-five miles off Racine. One fireman was lost here, name unknown. The wind shifted to the north at about 8:30 o’clock, and has blown a gale since, with occasional snow squalls. The crew of the tug were assisted ashore by the St. Joe life-saving crew and citizens here.
Chicago Tribune, June 4, 1884
THE PROTECTION RAISED.
After many months’ work the tug Protection, of the V. O. T. Line, was finally raised yesterday and towed into the harbor at Saugatuek. She will be brought here tomorrow by the steambarge Douglas (US No. 15704) and thoroughly repaired. The Protection played an important part in one of the most thrilling shipwrecks that occurred last fall. She assisted in releasing the schooner Arab from the beach at St. Joseph, and attempted to tow the leaking craft to Milwaukee. A few hours after she left the shore she encountered a fearful gale and the Arab sunk to the bottom of Lake Michigan. One man was drowned. The tug became disabled by getting a line in her wheel, and came near swamping. The large grain-laden steamship H. C. Akeley picked her up and towed her throughout the night and part of the next day, when the steamship also became disabled and the tug was cut adrift. For nearly forty hours the Akeley foundered about in the heavy seas and finally went down, drowning six of her crew, including her brave commander, Capt. Edward Streteh. The tug drifted about and finally brought up on the beach near Sangatuck, where one of her crew was lost.
Inter Ocean, June 6, 1884
Special Telegram to the Inter Ocean.
Saugatuck, Mich., June 5.—The steamer A. B. Taylor (US No. 106257), with the tug Protection in tow, left her dock at 8:45 this morning. One of the steamer’s life-boats were put aboard the tug in case something should happen. Messrs. Downer and Johnson with two men accompany the wreck. They calculated to get to Chicago in twelve hours. The tug was not leaking a drop.
Inter Ocean, June 13, 1884
Out Again.
The tug Protection will come out of dry-dock in about ten days all ready for business. Captain Higgie has spent nearly $3,000 for repairs on her hull and machinery and will expend an additional amount by putting a large steam fire pump aboard her, to be used in case of fires occurring on the river front. Captain Joe Schucknech will command her.
Chicago Tribune, June 13, 1884
Another Fire-Boat.
The tug Protection, of the Vessel-Owners’ Towing Line, recently released from the beach at Saugatuck, is being thoroughly rebuilt, and will be ready for work in about ten days. Capt. Higgie estimates the cost of rebuilding her and the repairs at about $3,000. It is the intention to place a powerful fire-pump on her to be used in the event of a contingration on the river.
Chicago Tribune, July 8, 1884
The tug Protection, which was wrecked last fall, has been thoroughly rebuilt and will be placed in commission Thursday.
Inter Ocean, October 24, 1889
ASHORE OFF WILMETTE.
The steambarge David Ballentine (US No. 6768), having in tow the barge Ironton (US No. 100122), both coal laden, went ashore abreast of Wilmette Tuesday night at 10 o’clock, About the same time the tug Protection, the outside boat of the Vessel Owners’ Towing Company, stranded in five and a half feet of water about 600 feet to the landward side of the two big freighters. And to still further heighten the festivities the three-masted lumber schooner America (US No. 29763) cast herself upon the sands below Grosse Point.
The Ballentine and Ironton went on in processional order, the latter crashing into the steamer as soon as the Ballentine fetched up. She struck the Ballentine just aft of the mizzen rigging and shoved her iron-skirted nose into her sides four feet. She then re-bounded, backed out as far as her towline would permit and, swinging about, brought up in sixteen feet of water, on a sandy bottom The sea was kicking up quite a little bit, and a brisk norther soon began to get in its work on the stranded unfortunates. The big fellows were in no immediate danger as to the safety of those aboard. They were. on easy beds and could readily weather almost any kind of a gale without the crews being forced to take to the boats. The double crew aboard the tug Protection, however, were in imminent danger. These were finally gotten ashore without much trouble.
The Ballentine will probably prove a total wreck. Her stern from her mizzaumast aft is gone, and she is badly used up generally. The Ironton, though full of water, can be saved. She rests easy, and the lightering of a couple of hundred tons will buoy her up so as to float her off.
Crosby & Macdonald’s agency hold $11,000 on seven-eighths of the Ironton, while the Ballentine’s insurance. $31,000, is placed in lines represented by David Vanes & Co., of Milwaukee. The cargo of coal on the Ironton is insured for $6,000 and that of the Ballentine for $5,600 in the agency of P. H. Fleming & Co. The tug Protection lies free in a sand hole and can be released without trouble. She is insured in the Boston Marine for $4,000. A lighter, two pumps, 2,000 feet of staging, and a couple of tugs have gone to the scene of the disaster.
The Ballentine and Ironton were both built in 1873, and both belong to W. & Mack & Co., of Cleveland. Both have 2 ratings, the steambarge being given A valuation of $42,000 and her consort $25,000
The America was released by the tug Calumet (US No. 126178) early yesterday morning,
Chicago Tribune, February 18, 1893
The steamer George T. Burroughs’ (US No. 85662) three days of imprisonment in the ice of Lake Michigan ended at 5 o’clock yesterday morning when Capt. Napier threw a line out at the north slip at the front of Dock street, and the steamer with its prow covered with frozen spray and the paint scraped from uts sides was left in change of a watchman.
The tugs Tom Brown of the Chicago Towing company and Protection of the Vessel Owners’ Towing company left Chicago at 3 o’clock Sunday morning in answer to the summons from the two sailors on the Burroughs who had walked across the ice for eighteen miles to Michigan City. The two sailors, faint from the effects of their perilous walk and with their clothes frozen from the icy bath they got by venturing on the ice at one point where it was not thick enough to support them, had made a miscalculation as to the point where the Burroughs lay frozen in the ice jam. They figured the boat as being south of Michigan City, when, in fact, it was two miles north, and this miscalculation delayed the finding of the Burroughs.
Thirty tons of coal, in addition to the usual supply of fuel, were put aboard the Protection and both crews were provisioned for a four days’ trip, besides carrying an extra amount for the men on the Burroughs, who were reported as being half famished. With this supply of fuel and provisions the two tugs cast off their lines at the foot of Franklin street and started on the perilous journey. Each boat had a crew of five men who had volunteered for the hazardous duty and were content to battle with the ice in an attempt to save the Burroughs. Going down the river was comparatively easy, for the reason that passing boats had kepot the channel comparatively clear of ice. When the life-saving station was passed, however, there was a field ice ahead with fissures at varying distances from one another and describing circuitous paths. These cracks enabled the tugs to make headway through the ice, an impossibility under any circumstances, and so they went winding back and forth, sometimes turning completely around in keeping in the fissure until a branch from it would permit a fresh start at the direction of the disabled steamer.
Protection
Breaking Ice in the Chicago River
1890
Made Slow Progress.
Daylight found the boats almost within hailing distance of the Auditorium, and the progress when the sun had come up was but a little faster. The trip is one a good tug could make in three hours under an ordinary head of steam when the lake is free from ice, but it was after 2 o’clock before sufficient progress had been made to enable the rescuers to see the boat they were making for.
Shortly after 2 o’clock the Captain of the Protection saw across the waste of ice the faint smoke from the Burroughs. The lake had become comparatively clear from ice before this, however, under the strong east winds, and with an increased speed of the engines the two tugs continued until their signals were seen and answered by the men on the Burroughs. Two men from the ice-bound steamer walked across the ice floes to the edge of the jam, and the tugs running along side handed them a portion of their plentiful stock of provisions to carry back to their companions. Then the work of the rescue begun.
West winds had driven the blocks of ice against the Michigan shore and a jam had been formed which grew until it stretched twenty miles fork shore. The ice had been piled and crushed under the enormous strain of the accumulating blocks until it was forced in places to a height of thirty feet. The Burroughs got into this Friday night and stuck fast. The ice drifted to the windward until it was two miles from water that was even comparatively clear. The work of rescue meant the breaking up of the ice jam surrounding the boat and this was the task the Tom Brown and the Protection started out to do.
A vulnerable point of attack was selected and then one of the tugs, backing off fifty yards, went for it, prow on, under full steam. When the tug struck the ice floe there was a shock that sent the crew to deck and made the boat tremble in every timber. The attack was resumed by the other tug and so the work of the rescue went on. The tugs went a few feet at a time occasionally striking a fissure which gave an easy passage for a few yards. The progress was slow and care had to be exercised to prevent the path from becoming choked up again. It was a task that would have required from twenty-four to thirty-six hours had nit a change in the wind helped the rescuers.
The wind veered from west to north and then to east, and the ice jam, relieved of the pressure from the western side, began to break up and drift away. Two hours of ramming the ice, with an hour of good, strong east wind, broke up the ice so that the Protection git along side. Soon a portion of the thirty tons of coal had been transferred from its bunkers to the almost depleted bins of the Burroughs. The frozen seacocks were opened, a full head of steam gotten on, and the start for Chicago was made.
All Boats in Danger.
The Tom Brown and the Protection reached the Burroughs at 5 o’clock Sunday afternoon. The greatest care had to be exercised, however, to prevent the three boats from getting blockaded. For an hour or two the way was picked with the greatest care under the darkening sky, but by 9:30 o’clock the moon came out from behind a bank of clouds and Lake Michigan was almost as bright as day. There was not romance about the moon shining on the glistening cakes of ice, not much beauty about it to the tired and overworked men, but one of the deckhands of the Burroughs waxed eloquent over it in his story yesterday. He said it was so beautiful that he would have been content to stay out another night. But was called down by one of the crew who had seen nothing worthy of the combination of moonlight and glistening snow.
All night long the boats were kept going at half-speed, dodging ice floes where they could and boldly bucking them when there was nothing else to do, and at 4:30 they came in past the life-saving station and stopped before the North Dock, where the Burroughs tied up. The Tom Brown and the Protection went on to their regular tying-up place at the foot of Franklin street.
When an examination was made of the two tugs it was found that the Tom Brown was leaking somewhat from the excessive strain of fighting ice, but the Protection was in ship shape save for the scraped paint. The Burroughs suffered little from its enforced imprisonment of three days. Capt. Napier, the commander, came out smiling and with an appetite that did credit to him. George Napier and W. J. Healey, the two men who made the perilous trip to shore on the ice, came out tired but otherwise in good shape. They went out on the rescuing tugs, staid up all Saturday and Sunday nights, and went to bed yesterday morning with their alarm clocks set for Thursday morning at 10:30 o’clock.
Chicago Tribune, April 24, 1899
The most wonderful test to which the Marconi system of wireless telegraphy has yet been put in America–that of telegraphing from land to a vessel two miles out in Lake Michigan going at full speed in a heavy swell—was accomplished yesterday afternoon. Professor Jerome J. Green of Notre Dame University directed the work. He was assisted by W. J. Kenny, city telegraph foreman of the Chicago and Northwestern railroad; Arthur V. Abbott, chief engineer of the Chicago Telephone company; fortner City Electrician John P. Barrett, and Albert Kachur of Notre Dame.
From the lookout on top of the United States lifesaving station, at the mouth of the Chicago River, telegraphic messages were sent through space to the Marconi receiving apparatus on the tug Protection, chartered and put at the disposal of the electrical experts by The Tribune. Not only were the Morse dots and dashes sent and received satisfactorily up to a distance of two miles but the telegraphing was carried on while the tug was plunging through a rough sea at a speed of fifteen mlles an hour. Beyond that distance the apparatus refused to work, probably, in the opinion of the electricians, because the zinc sphere which received the electric waves was fastened to a spar only twenty-six feet high.
Telegraph a Word.
In a later test the word “Marconi” was telegraphed through a mile of space to the tug. while it lay under the shelter of tho government pier close to the Chicago light-house.
After this experiments were suspended for the day, but Professor Green and his assistant will remain in Chicago to conduct further experiments with a view to giving a public test later in the week under the auspices of The Tribune.
Whatever drawbacks there are now to wireless telegraphy consist, in the opinion of the electric experts, almost solely in the fact that messages sent by the system can be picked up and read by whoever owns ike necessary apparatus, but even that draw back will become a boon to seafaring people when the wireless system is adopted for telegraphing to ships at sea. It will enable storm and danger signals to be sent from life-saving stations and weather bureaus to passing vessels, and it requires but a slight stretch of imagination to conceive of danger signals being rung on ships that approach too near to reefs or dangerous shoals. These were only a few of the uses which practical electricians, who helped make the last test, believe will be found soon for the Marcont system.
Problems in Store.
In addition to proving the marvelous power of the mysterious waves, Professor Green’s test on Lake Michigan indicated there were principies in the operation of the Marconi syslem that have still to be studied out by many experiments before it is fully under-stood. Marconi’s axiom, that the distance to which signals can be sent varies as the square of the height of the sending apparatus, which apparently operated to prevent the test being made more than two miles out in the lake, is disputed by many electricians. When the upper works and smokestack of the tug were between the sending station and the coherer and telegraph relay, which were on deck at the stern, it was found the apparatus worked less perfectly than when the boat was headed the other way. Another fact which the experts believe was established was that the vibration of a boat and the plunging and rolling caused by rough water make comparatively little difference with the ultimate result of the test. In the experiment on the tug the delicate coherer and relay were simply put on the deck aft. In the opinion of Mr. Barrett it would have been even more successful had the Protection been a steel or copper sheathed craft, to which the coherer could have been grounded.Mr. Abbott is of the opinion the apparatus need not be grounded at all.
In the successful test between the steel Marquette Building and the Tribune Building on Saturday evening the eight-inch zinc sphere was used only at the sending end of the wireless circuit. In the Lake Michigan test the zinc spheres were used to reinforce the exposed wires at both the sending and receiving ends. Professor Green is still in doubt whether the spheres have any value at all. Mr. Abbott expresses the belle: that the strength of the test will be found to increase with the size of the spheres used.
All these questions will have to be settled by renewed experiments, which Professor Green expects to begin at the Notre Dame laboratory.
The man standing and facing the bow of the tug is giving a signal to the engineer to blow his whistle to notify the operators at the life-saving station to send a message.
Apparatus for the Test.
The eight-inch zinc sphere from whtch the electric waves were launched over Lake Michigan was rigged up thirty-five feet above the ground at the life-saving station at 1 o’clock in the afternoon. The eight-inch induction coil and the five-ampere, seven-cell storage battery were placed on the life-boat chute below and just outside the building. The zinc sphere was attached to a wooden spar and lashed to the lookout on the roof, and from this the No. 14 insulated electric light wire hung down and was connected with the coil.
The Marconi receiving apparatus was located at the stern of the tug while it was still moored to the dock at the life-saving station. Acting Captain St. Peter of the Me-savers and the other members of the crew worked industriously with the electricians to set up the apparatus and waited impatiently to see it put to work. Captain Frank Fountain of the life-savers accompanied the tugboat.
The receiving end was grounded In lake water, which is a much poorer electric conductor than sea water. The sending end was grounded by attaching the wire to an iron pipe driven into the mud at the foot of the lifeboat chute. The receiver was grounded by means of an iron flag-staff hung over the stern of the tug-a crude bit of apparatus, in the opinion of the experts, but the best that could be made under the circumstances.
The dots and dashes were telegraphed at first with the receiving apparatus transverse to the deck. This kept the relay and coherer in a constant state of jolt, on account of the roughness of the water. After the Protection had traveled a mile from shore, with the Morse signals coming at regular intervals of five seconds most of the time, the receiver was placed “fore and aft.” parallel with the length of the tug. and some of the jolting was done away with. The tug continued to pitch and roll, however, and the electricians wondered that under those conditions and with the imperfect grounding the apparatus worked at all.
The zinc receiving sphere on board the tug was hung twenty-seven feet above the deck and about thirtsthree feet from the water A four-inch wooden scantling was clamped to the after end of the deckhouse and strongly guyed with wire and ropes, and the zinc sphere was fastened at the end of a wooden arm about four feet from the top of the staff. The latter was twenty-six feet above the deck, and the arm slanted upward sufficiently to raise the ball another foot. From the sphere a No. 11 insulated wire hung to the receiving apparatus and was connected with the coherer. The water completed the circuit in which the coherer was placed, and the vibrator. a small metal hammer, took the place of the sounder and key in an ordinary telegraph instrument.
Code of Whistles.
The Protection was ready to start at 1:30 p. m. Albert Kachur. the assistant. was left in charge of the sending instrument at the life saving station. To facilitate matters a code of whistle signals was agreed on. Three short blasts were to tell the people on shore the message had been received. and one and two short blasts of the whistle. were to tell the operator to send a Morse dot and dash, respectively. One prolonged blast was agreed on for a signal to stop sending. The lookout man on the life sayIng station was to keep track of the signals by a marine glass after the tug got too far out for the sound to be distinguished. In fact. the tug had only gone a little way when it was found to be easier to detect the signals by means of the puffs of steam than to wait for the sound. In this way the Morse signels were received the instant the signals were made.
The first test was made while the Protection lay alongside the dock at the life saving station. Signals were telegraphed through the air from the lookout to the tug and the apparatus was found to work perfectly. The experts were of the opinion, In fact, that it worked too well, the electric waves being so strong at a near distance as to make the vibrator vigorously pound the glass tube.
Then the Protection started for the open water of the lake. Captain John Hennessy was first told to steer slowly for the mouth of the river, and the experiment began of seeing just how far out the apparatus would work and the extent of the apparent effect of the electric waves.
The whistle of the Protection was kept blowing sharp blasts for dots and dashes, which were received on board the tug the instant the signal was made. Three blasts of the whistle were sounded at intervals of about five minutes to encourage the assistant on shore with news that the apparatus worked all right.
The water in the river became rougher as the Protection approached the mouth, and the coherer jolted somewhat on the uneven deck. The ordinary telegraph relay, which reinforced the coherer, probably was influenced by the motion of the boat more than the rest of the apparatus, as the armature jolted visibly when the tug lurched on the rough swells. But the Morse dots and dashes were received on the tug with almost mathematical regularity.
Works in Heavy Swell.
When the tug reached the mouth of the Chicago River and steamed out into the open lake there was no difference perceptible in the receipt of the sigrals. The wind was blowing from the northeast at a rate of about six miles an hour, which freshened later to nearly a ten-mile rate, in the direction to best “kick up” a sea off the Chicago shore. Half a mile out in the lake the boat began to pitch and roll on the swells, and the receiving apparatus was shifted to be parallel with the direction of the boat, which stopped some of the vibration.
Messrs. Barrett. Abbott. and Kenny hung to the gunwale and listened and watched the coherer vibrator, which took the place of a telegraph sounder in the experiment. Professor Green began to hope that his long distance record of sending Morse sigrs without wires, two miles at Note Dame, would be surpassed.
When the Protection reached a point abreast of the Chicago lighthouse on the government pier. one mile from the lifesaving station, the signals sounded as regularly and the vibrator tapped the glass tube containing the nickel filings as loudly as when the tug was but a few feet from the life station. The electrical experts marveled and ate club sandwiches. Three of them had built miles of electric light and telephone circuits, and they stood amazed at the sight of Morse signals being captured from the ether after the sending point had disappeared in the distance and with no wire intervening. The members of the tug’s crew at first were inclined to believe the ground wire hanging over the stern was a cable being payed out.
At one and three-fourth miles from shore the receiver still worked regulariy and the difference between the dots and dashes sent by the assistant on shore could be easily made out. One short rap on the glass tube invariably followed a single blast of the tug’s whistle, and after two short blasts of the whistle there came the prolonged tapping on the glass that showed a dash had been launched into the air.
Signals in Steam Puffs.
Professor Green and the other experts were puzzled at first because the dots and dashes came at the identical instant the whistle sounded. It was known that the sound of the blast could not be heard on shore in that space of time. The first supposition was that some other electric disturbance in the air was causing the coherer to work. Accordingly Captain Hennessy blew a prolonged blast on the whistle, the agreed signal for stopping the telegraph signals.
The coherer immediately ceased to work, and then it dawned on the experts the boat had gone so far the assistant on shore was depending on the puffs of steam instead of the noise of the whistle. The white steam being visible instantly while sound traveled much more slowly accounted for the instantaneous receipt of the signals. This was afterward confirmed when the tug reached the dock.
The Protection was sent ahead at full speed, but that made no difference. About one and three-quarters miles from shore the boat stopped, but there was no visible differ. ence. When the tug reached a point which Captain Fountain of the life-saving crew declared was two miles from the station the signals suddenly stopped.
The Protection kept on a little way and the apparatus was carefully gone over. No de. fect could be found in the connections and it was evident the tug had gone too far from shore for the apparatus to work. There was no way higher of raising the zinc sphere any higher.
Defect in Distance.
Professor Green made sure the defect was in the distance. Mr. Kenny had brought
along a telephone receiver and, while no one placed much faith in its use under the circumstances, it was connected with the coherer to hear, if possible, whether the metal filings in the coherer tube moved under the influence of the electric waves. It was a foregone conclusion that the telephone diaphram was too sluggish for the delicate coherer and this test was given up.
Mr. Abbott then produced three telegraph relays, two of 1,000-ohm resistance and the other of 250 ohms. The relay used by Professor Green has a resistance of 1.000 ohms, but before starting out it was found it had been slightly polarized. Two of Mr. Abbott’s relays were “cut into” the receiving apparatus. and signals were blown for the Morse signs to be resumed, but there was no response from the coherer. Accordingly the long distance experiment was abandoned and the tug was headed for the river.
The question then arose whether some undetected mishap had overtaken the receiving apparatus, and whether it would work nearer land and in stiller water. To settle this point the Protection was headed for the lee-sidle of the north government pier and stopped a short distance from the Chicago harbor light, about one mile from the river. The signaling was resumed, and the coherer began to work as perfectly as it did before the Protection reached the two-mile limit. It was apparent the defect had not been in the apparatus, and every one on board was of the opinion that telegraphing could have been carried on several miles farther out in the lake with a better grounding and with the zinc hall placed farther above the deck.
While the tug was hove to near the lighthouse Mr. Kenny spelled out the word ” Marconi” in the Morse alphabet:
“– —, • —, • — •, — • — •, — — —, — •, • •.”
the Morse signs being indicated to the man on shore who was not familiar with the Morse alphabet, and promptly telegraphed back through space to the tug, one mile away. It was found impossible to telegraph a sentence, on account of the difficulty of telling the sender when to begin.
The spelling of “Marconi” ended the experimenting for the day, as every man on the boat declared himself satisfied that the tests had been successful. The Protection steamed back to the river, the apparatus was gathered up, and Professor Green, who had sacrificed his Sunday quiet to the impatient desire of the public, returned to the Auditorium Hotel.
The Protection
September, 1900
Detroit Publishing obtained the exclusive rights to use the Swiss “Photochrom” process for converting black-and-white photographs into color images and printing them by photolithography. This process permitted the mass production of color postcards, prints, and albums for sale to the American market. This is one of their conversions.
Owner History
1873 Vessel Owners’ Towing Association
1878 Large repairs
1882 Rebuilt
1883, November 13 Ashore Saugatuck, towing damaged schooner Arab (US No. 311) in a gale, crew rescued by Saint Joseph life crew
1884 Released; rebuilt Chicago
1889, October 23 Ashore near Waukegan, Illinois with Daniel Ballentine (US No. 6768) & Ironton (US No. 100122)
1890 Owned J. L. Higgie, Chicago, Illinois
1899 Owned Dunham Towing Company, Chicago
1902 Owned Great Lakes Towing Company, Chicago, Illinois
1914 Out of registry
Leave a Reply