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IMaps, platas, charts, ate., may ba filmad at diffarant reduction ratioa. Thoaa too large to be entirely included in one expoaura are filmad beginning in the upper left luind comer, left to right and top to bottom, aa many framae aa required. Thie following diagrama illustrate the method: Lee cartas, planchea, tableaux, etc., peuvent Atre filmte i dee taux da rMuction diffirents. Loraque le document est trop grand pour Atre reproduit en un soul ciichA, ii est film* A partir da I'angia supArieur gauche, de gauche k droite, et de hiaut an baa, an prenant la nombre d'imagea nAcaasaira. Las diagrammas suivants illustrant la m4thoda. 1 2 3 1 2 3 4 5 6 4 ^mm 1 wmm THOMPSON'S COiVST PILOT "1 FOR THK r -: UPPER LAKES, ON BOTH SHORES, KBOM Cbicago to Bnimio, Green Bay, GeoriiailaTai Lake Saperior, THE RIVERS DETROIT, ST. CI^IR AND OTJC. XAXIS; WITH THK CO0R8Xt AND DISTANCES ON LAKft ONTARIO, AND OTHER '" } . INFORMATION RfiLATITR THlmBTO. ^..vU ALSO, A DESCRIPTION OT ALL THB LIGHTS AND LIGHTHOUSES ON BOTH SHORES, FBOM OGOXNSBUBO TO SUPBRIOR CITT. \ \ V 5 DETROIT: / >*«««»» raxx PR1I88 BOOK AND JOB pfturTuro 1869. •^'W'^^^' t^ 0-*^ -7^1 •H v\^y Entered according to Act of Congress, in the year 1869, by THOMAS S, THOMPSON, In the Clerk's office of the District Court of the United States, for the Eastern District of Michigan. m^ NOTICE TO MARINERS. The HnlMcriber begs to state to those narrating the !«&?«: that Thomp* son's Coast Pilot is the original one, prepared by him in 18S8, and hkii vcmm through four editions, with all the corrections suitable to the march of the times and the improvements on the great chain of Lakes, or Inland Seas. The increased demand for the work induces me to bring forward a fifth edition, materially amended for 1899. I beg further to state, that the Coast Pilot issued by Bamet, in Chicago, is a spurious copy of my first edition, printed in Chicago in 1859. The object of this notice is to advise my friends, and the Lake Navigator, who wish to purchase a useful book for Lake purposes, to call for Thompson's Coast Pilot, and not the Coast Pilot of Bamet. Since the last edition was printed I am happy to state that there are a great many improvements going on, such as opening new outs for channels, building piers, lighthouses, beacons, placing ranges for harbors and laying down buoys, etc., many of which are finished, and others to be pushed for- ward as fast as possible. The first improvement in point of utility is the St. Clair Flats, where a new straight cut is being made, of a depth of water sufficient for the l»*g- est class of vesssls. This cut or channel, when finished, will be of the greatest importance to the merchant, as well as to the sailing community. Next in importance is the ranges for Haumee Bay and River. These ranges are so well placed and constructed that there is nothing wanting for the safe navigation of that Bay and River. The new light on the pier-head at Cleveland, Ohio, will be of great service to those making that port. Buffalo Harbor has been improved by dredging, and repairing the piers. The extension of the Lighthouse pier, which will be 800 feet, will prove a great protection to the harbor, and the Erie Basin breakwater — the exten- sion above spoken of — will be commenced in a short time. On Lake Huron and Saginaw Bay and River, also Sauble River, and Thunder Bay River, improvements are being pushed forward with rapidity. Dredging in Sagi- naw River, at the entrance and up the river. I have no doabt that thir sei^ son vessels of the largest class will be able to go up rirer as far as Saginaw City and Salina. At Sauble River, piers are being built, and when com- pleted will make a good harbor of refuge, as well as a good lumber reg^ion. Saw mills and fishiag are the principal features of this plaoe. A Ligb^ NOnOB TO MARmRRII. hooM ill to be built at Stur^m Point, a few mileN above HnrriHTilln, and will be a loadin^c noa«it liffht for Tliundor Buy, and alonK Mhorc. The town of Alpena, ThundtT B.iy River, is f^jwin^f rapidly. A LigbthoiiHo will be built at thia place aa nuon an the piorH are pvnaancntly finiRhrd, and will probably be placed on the end of the Houth pier. Alp<at benefit to those bound through Death's Door to Green Bay. Ranges will \>e placed in North Buy and Bayley's Harbor, and the old light discontinur'd. A Lighthouse is to be erected at South Haven, and another at Manistee, on the east shore of Lake Michigan. It is proposed to erect a Lighthouse or a beacon on the middle ground off Racine. These improvements will add materially to the safety of vessels cruising on this Lake and Oreen Bay. The pier at Devil River will be extended into 13 feet water, so that vcsseU can load alongside. Lake Superior — The new lights and improvements on Lake Superior are a prominent feature. A new Lighthouse will be built on Grand Point au Sauble. This will be a good leading light for Grand Island Harbor, and also as a coast light. The new light at the cast entrance to Grand Island Harbor is finished and in good running order, which, together with this light, and the ranges, make this harbor easy of access. Granite Island light, 12 miles from Marquette. The West Huron Island light, and the ranges for entering Portage River and Lake, are alike of importance. A Light- house is to be built at Lac La Belle ; they are cutting a channel through a narrow neck of land, and making piers, which will form a good harbor for vessels loading copper, or for a harbor of refuge. Gull Island, between Manitou Island and Point Keweenaw, hf\8 a Lighthouse erected thereon, and is of great assistance in passing through this channel. The beacon on Stanard's Rock will be another great satisfaction to the weary mariner. The new cut through Portage River, into Lake Superior, when com- pleted, will eclipse all other improvements on this lake or on any other, of the kind. It will save over one hundred miles in distance to vessels and steamers bound to Ontonagon and Superior Cif.y, and will make a good harbor in bad weather. The harbor of Ontonagon is under improvement, and it is hoped that steamers will be able to reach the docks inside the river this season. Passage Island light is to be rc-lighted this year. This passage, and also all the passages through the Apostle Ibluuds, are of the moat pic- turesque appearance. At Superior Harbor (River St. Louis), they are building a pier of protection and other improvements, with deep water through the passage. Great benefita will be derived from all the improve- mi O NOnOK TO MARIMBM. nenta along the borden of our upper lakcn. It in, indeed, ■ matter of •urpriae that «o many valuable improTementii in the harliorii and dookii of thin Hertinn of the great laken could be no thoroughly and aucceMfuUy accomplished in a time •«> short. In no section of our country has the energy and enterprise of our people so manifested itself as in the improv- ing of the harbors and rivers of the Northwest. THOS. 8. THOMPSON. ■/r ^I'f^ i/7M j^myy-(^'C><-\ FLOW OF WATER IN RIVERS. During the put two joars observatioim hare been made under the direc- tion of the Superintendent of the Lake Survey, Gen. W. F. Reynolds, upon the flow of watoK) in the several rivers which oonneot the several lakes. The following are the results of last year's work: • Maximum Mean Dlteharge BivSBS. vvlucltjr. vulodty. cubic feeL MilM par Mllm par per we- hour. hour. ond Ste. Marie 1.80 0.66 90,788 StClair 8.09 2.39 283,726 Detroit 271 2.04 i'SO.OOO Niagara 2.82 1.64 2-12,494 St-Lawrenoe 1.00 0.65 819,948 The river gauging is under charge of D. Farrand Henry, Assistant Eogi* neer of the Lake Survey Department, who, the Journal of the Franklin IntHttUe, from which we copy, says, " has conducted the work with much oare and skilL He devised a ' telegraph current meter,' which is said to be more delicate and perfect than anything of the kind heretofore used, and hence the results will be of much value." Mr. Henry is a native of Detroit and a son of ou? of the early eminent medical praotioners in this city. He entered this branch of the publie service many years ago and devoted himself entirely to its interests. ClSrOM FliES OF VJiSSELS. The Treuary I>«partment haa recently prumnlfBted the loUowtng «• the Cent to be charged veanelfl by the Gustwm House oAoen, on the opening of navigation : 1 . That when a Teiiral entern light from the «une ot another diitriot, ahe pay* a fee of 2li centii for an oiBciiil oortifloato to the maater'H oath on mak- ing report, under lUth paragraph of the act. 2. That when a veiwel enter* with a cargri from a port or place in the same diHtriot, she pays a fee of 35 centa for a permit to land or deliver goods, under the 14th paragraph of tho act. 8. That when a vessel clears, with or without cargo, for a port or place in the same district, she pays a fee of 25 cents for a clearance and OoUeo- tor's certificate, under the 10th paragraph of the act. 4 That when a vessel clears light to another district, she pays the saaw fees that she would if laden, under the 7th paragraph of the act. S. That vessels trading on Lake Michigan, exclusively, laden exclusively with American products, pay the same fees on entry and clearances as other vessels. S. That OoUectors are authorised to charge a fee of 25 cents for certify- ing triplicate manifests of goods transported in oond from eastern to western ports (or mm wrsn) through Canada. ' , f i«the Df of i, ahe mak* 1 the aoda, >Lioe lUeo* veljr thor !ify- 1 to IMl'OUTAXT 10 MARINERS AND OTHERS-OFFICIAL NOTICES. VKH8KL8 AltRlVINO FBOM KOBKION PORTB. Tho attt.nti.,1, of ownow. agenti., con«igneoH. miwtors, and oommandcrH of ycHsolH arriving from forei^ portj h called to tl.e provinion of September 1«, net of ConHrre«8 dated and approved AuguBt 18, ia'>6 : "All owners, agents, consignees, masters and commanders of vessels shall deliver to tho collector of tho district, in which the vessel shall first arrive on her return to the United States, copies of any receipts for any paper, given to them by any consular officer, and it shall bo the duty of every colloctor.of customs to forward to the Secretary of the Treasury: " 1 . All such copies of receipts as shall have been so furnished to him. "-. Astatomontof all certified invoices which .hall have come to hU ofllco. ■' ONE STORY IS GOOD TILL ANOTHER IS TOLD. There's a maxim that aU should be willing to mind ; •TiB an old one, a kind one, an true aa 'tis kind; 'TiB worthy of notice wherever yon roam. And no worse for the heart if remembered at home. If scandal or censure be raised 'gainst a friend, Be the last to believe it, the first to defend ; Say, to-morrow will come, and time will unfold That " one story is good till another is told." A friend, Uke a ship, when with music and song The tide of Bood fortune still speeds him along ; Bui see him when tempest hath left him a wreck. And any mean billow can batter his deck ; But give me the heart that true sympathy shows. And clings to a messmate whatever wind blows ; And f\ye, when aspersion, unanswered, grows bold, Wai , "one story's good till another i« told." •« V i hv ■■I W T. 8. T. .^-!? p 'i PREFACE. V i :> i; In presenting the fifth edition of the Coast Pilot to the L&ke Navigator, the subscriber wonld respectfully say that, by the assistance of the lake surveys, and his own observations on bis usual tour round the Lakes, he has been enabled to amend the work very materially. At the same time, he would tender to the fraternity his hearty thanks for the appreciation of his efforts which has rendered a fiflh edition necessary, and would further recommend it to the young navigator as well as to those who are from the Seaboard, or otherwise unacqaaintod. All the late improvements, new lighthouses, buoys, beacons, docks, etc., will be given ; also, custom house regulations, and other information relative to Lake Navigation, which will ren- der it a necessary companion for all Pilots on the great chain of Lakes. ' ■ THOS. S. THOMPSON, Late Pilot U. 8. Revenue Steamer W. P. Fetaenden. Detroit, 1860. .,,--< IIFMAIIKS ON TIIM MAlilNKll'S COMPASS. IJy lref|iient nxpuriments, it lias been touiul that compasses Hliniild not be nearer together than 4 feet G inches, to avoi«l the (liHturbance known to exist when two needles are placed nfii each other. The error from this source has, in many cases, been eight degrees. Where it is convenient, one compass to staer by is particularly recommended, and a standard compass for refer- ence placed on t.ie centre lino of the vessel, and as far from iron work as possible — say 7 feet. Vertical iron stanchions should be at least 14 feet from the compasses. In steamboats, the compass is materially affected by the telescopic funnels, or smoke stacks, especially when hot; and when taken down, can be 8ensil)ly observed. The standard compass should be raised much higher from the decKs of iron vessels than wooden ones. I have found great difference in compasses on these lakes — hardly two will agree. In going from a vessel into a propeller or steamboat, the difference is seen immediately. No doubt that many accidents to boats and vessels have happened from this cause — not knowing how your compasses will lead you. There is no remedy for this difFerenne, except by constant run- ning on a route, when you will find out how your corapasaes will lead you ; and by strict observation, the use of the lbad, and a good look-out, you may run with safety in all pilotable waters. t. s, t. NoTK. — The action of the (soinpiDss on Lake Michijfiin, throupfh the Str.iitH and liiikc Huron, etc. — In runniufjr down the Lake from Chicago tt- the Manitou Islands, your compasses will lead you to the Eastward, increas- in(J!' gradually from !i to (( degrees, aa you approaiih the islands ; but in run- ning due north, the compass will show more correct. On the return courses from the islands to the West shore, the compass is still more affected. (See explanation, page 24.) In passing through the Straits, between the Manitt)us, Foxes and Beaver Islands, the compass will lead you about 3 to 3 degrees to the Eastward, and here it is necessary to keep a sharp look-out ; but as you can generally see Skillegolee and Point Waugoshance Lights at the same time, they being only 8^ miles apart, there is no excuse for making a mistake in clear weather. After passing Point Waugoshance, the courses are pretty true till you get down as far as Thunder Bay Island, when your compass will begin to lead you tu the Eastward about 4 degrees. The course being from Thunder Bay Island Lighthouse, SbyE^E, to Point aux Barques, close to. On Lake Superior there is very little di£Fcrenue in return course, although the variation is greater in short distances. THOMPSON'S COAST PILOT FOR THE UPPER LAKES. IHACNITIIDE or THE LIKES OR " IHLIND 8E18,'* NoTuiNo but a voyage over all of the great bodies of water forming the " Inland Seas," can famish the tourist or scientifio explorer a just idea of the extent, depth, and clearness of the waters of the Great Lakes of America, together with the healthy influence, fertility, and romantic beauty of the numer- ous islands, and surrounding shores, forming a circuit of about 4,000 miles, with aa area of 90,000 square miles, or about twice the extent of the State of New York — extending through eight degrees of latitude, and sixteen degrees of longitude — this region, embracing the entire north half of the temperate zone, where the purity of the atmosphere vies with the purity of these extensive waters, or " Inland Seaf," being connected by navigable rivers or straits. The States washed by the Great Lakes, '^re New York, Penn- sylvania, Ohio, Michigan, Indiana, Illinois, Wisconsin, Minne- sota, and Ontario— the boundary line between the United States and the British Possessions running through the center of Lakes Superior, Huron, St. Glair, Erie and Ontario, together with the connecting rivers or straits, and down the St. Law- rence River to the 45tb parallel of latitude. From thence the St. Lawrence flows in a northeast direction through Canada into the Gulf of St. Lawrence. The romantic beauty of the rapids of this noble stream, and its majestic flow through % healthy and rich section of country, is nnnarpassed for grand lake and river scenery. 3 ■t u Thompson's cx)A8t pilot. Lake SrPEiiron, the largest of the Inland Seas, lying bet .veen 46° 30' and 4!)° north latitude, and between S3° 30' and 9"J%30' west longitude Irom Greenwich, is situated at a height af 600 feet above the Gulf of St. Lawrence, from which it is di/ttant about 1,500 miles, by the course of its outlet and the St. Law- rence River. It is 460 miles long from east to west, and 170 miles broad in its widest part, with an average breadth of 85 miles; the entire circuit being about 1,200 miles. It is 800 feet in greatest depth, extending 200 feet below the level of the ocean. Estimated area, 31,500 square miles, being by iar the largest body of fresh water on the face of the globe — celebr.ited alike for its sparkling purity, romantic scenery, and the healthy influence of its surrounding climate. About one hundred rivers and creeks are said to dow into the lake, the greatest part being small streams, and but few navigable except for canoes, owing to numerous falls and rapids. It discharges its waters eastward, by the straits, or River St. Mary, 60 miles long, into Lake Huron, which lies 26 feet below, there being about 20 feet descent at the Sault Ste. Marie, which is overcome by means of two locks and a ship canal. Its outlet is a most lovely and romantic stream, embosoming a number of large and fertile islands, covered with a rich foliage. Lake Michigan, lying about 576 feet above the sea, is 320 miles long, 84 miles broad, and 700 feet deep; area, 22,000 square miles. This lake lies wholly within the confines of the United States. It presents a large expanse of water, with but few islands, except near its entrance into the straits of Macki- nac, through which it discharges its surplus waters. The strait is 30 or 40 miles in length, and discharges its accumulated waters into Lake Huron, on nearly a level with Lake Michigan. At the north end of the lake, and in the straits, are several large and romantic islands, affording delightful resorts. Grbkn Bay, a most beautiful expanse of water, containing several small islands, lies at about the same elevation as Lake Michigan ; it is 100 miles long, 20 miles broad, and 60 feet deep ; area, 2,000 square mile,- . This is a remarkably pure body of water, presenting lovely shores, surrounded by a fruit* ful and healthy section of country. THOMPSON 8 C0A8T Tll/rV. 15 Lakb Hcron, lying at a height of 574 feet above the sea, is 250 miles long, 100 miles broad, ami 750 feet greatest depth ; area, 21,000 square miles. This lake is almost entirely free of islands, presenting a large expanse of pure water. Its most remarkable feature is Saginaw Bay, lying on its western bor- der. The waters of this lake are now whitened by the sails of commerce, it being the great thoroughfare to and from Lakes Michigan and Superior. / Gkoroian Bay, lying northeast of Lake Huron, and of the same altitude, being separated by islands and headlands, lies wholly within the confines of Canada. It is 140 miles long, 55 miles broad, and 500 feet in depth ; area, 5,000 square miles. In the North Channel, which communicates with St. Mary's liiver, and in Georgian Bay, are innumerable islands and inlets, forming an interesting and romantic feature to this pure body of water. All the above bodkes of water, into which are dis- charged a great number of streams, find an outlet by the River St. Clair, commencing at the foot of Lake Huron, where it has only a width ef 1,000 feet, and a depth of from 20 to 60 feet, flowing with a i ipid current downward, 38 miles, into Lake St. Clair, which is 25 miles long and about as many broad, with a small depth of water; the most difficult naviga- tion being encountered in passing over "5<. Clair Flatt" where only about 12 feet of water is afforded. Detroit River, 27 miles in length, is the recipient of all the above waters, flowing soath- ward through a fine section of country into Lake Erie, t\iQ fourth great lake of this immense chain. This latter lakn again, at an elevation above the sea of 564 feet, 250 miles long, 60 miles broad, and 204 feet at its greatest depth, but, on an average, considera'/iy less than 100 feet deep, dis- charges its surplus waters by the Niagara River and Falls, into Lake Ontario, 330 feet below ; 51 feet of this descent being in the Rapids immediately above the Falls, 160 feet at the Falls themselves, and the rest chiefly in the Rapids between the Falls and the mouth of the river, 22 miles below Lake Erie. This is oomparat' -ely a shallow body of water; and the relative depths of the great series of lakes may be illustrated by saying, that (r^'t 16 THOMPSONS 00A8T> PILOT. r I i ! f 5 if the surplus waters ponreel from the vast bawu of Superior, Michigan and Huron, flow across the plaU of Erie into the deep howl of Ontario. Lake Erie is reputed to be the only one of the series in which any current is perceptible. The fact,* if it is one, is usually ascribed to its shallowness ; but the vast vol- ume of its outlet — the Niagara River — wuh its strong current, ie a much more favorable cause than the small depth ot its water, which may be far more appropriately adduced as the reason why the navigation is obstructed by tee much more than either of the other great lakes. The ascertained temperature in the middle of Lake Erie, August, 1845, was temperature ot air 76° Fahrenheit, at noon ; water at surface 73° — at bottom 53°. Lake Ontario, the fifth and last of the Great Lakes of Amer- ica, is elevated 234 feet above tide-water at Three Rivers, on the St. Lawrence ; it is 180 miles long, 60 miles broad, 600 feet deep. Thus hatin succeeds hasin, like the locks of a great canal, the whole length of waters from Lake Superior to the Gulf of St. Lawrence being rendered navigable for vessels of a large class by means of the Welland and St. Lawrence Canals — thus ena- bling a loaded vessel to ascend or descend 600 feet above the level of the ocean, or tide-water. Of these five £;reat lakes. Lake Superior has by far the largest area, and Lake Ontario has the least, having a surface only of about one-fifth of that of Lake Superior, and being somewhat less in area than Lake Erie, although not much less, if any, in the circuit of its shores. Lake Ontario is the safest body of water for navigation, and Lake Erie the most dangerous. The lakes of greatest interest to the tourist or scientific traveler are Ontario, Huron, together with Georgian Bay and North Channel, and Lake Superior. The many picturesque islands and headlands, together with the pure, dark green waters of the Upper Lakes, form a most lovely contrast during the summer and autumn months. The altitude of tbe land which forms the water-shed of the Upper Lakes does not exceed from 600 to 2,500 feet above the level of the ocean, while the altitude of the land which iomu .1 il'^ife*.^ thomi'Son's ooast pilot. 17 the water-shed of Lake Cbamplain and the lower tribataries <^ the St. Lawrence River rises from 4,000 to 5,000 feet above the level of the sea or tide-water, in the States of Vermont and New Cork. The divide which separates the waters of the Gnlf of Mexico, from those flowing northeast into the St. Lawrence, do not in some places exceed ten or twenty feet above the level of Lakes Michigan and Superior ; in fact, it is said that Lake Michigan, when under the influence of high water and a strong northerly wind, discbarges some of its surplus waters into the Illinois River, and thence into the Mississippi and Gulf of Mexico^so low is the divide at the southern terminus. When we consider the magnitude of these Great Lakes, the largest body of fresh water on the globe, being connected by navigable straits or canals, we may quote with emphasis the wdrds of an English writer : " How little are they aware, in Europe, of the extent of commerce upon these ' Inland Seas,'* whose coasts are now lined with flourishing towns and cities ; whose waters are plowed with magnificent steamers, and hun* dreds of vessels crowded with merchandise I Even the Amer- icans themselves are not fully aware of the rising importance of these great lakes, as connected with the Far West." TRIBPTARIES OF THE GREAT LAKES AID ST. LAW- RENCE RI¥ER. Unlike the tributaries of the Mississippi, the streams falling into the Great Lakes or the St. Lawrence River are mostly rapid, and navigable only for a short distance from their months. The following are the principal rivers that are navigable for any considerable lenj^th : AMERICAN SIDK VH«i. St. LoaU BiTer, Kinn., Superior to Fond dn Lm 90 Fox, or Neenab, Wis., Oreen Bay t» Lake WinnelMgo* M 8t Joaeph, Mich., Bl. Joteph to Kllea 26 * By means of seventeen looks, overoomint an eleration of 170 feet. 18 thompsok'b coast pilot, Onnd Klver, If Icb., Orand Haven to Orand Rapldi 40 Muikcgon, MInli,, MunkcKoti to NowayK" ••• 40 8a||iDi>w, Mli'h., Baglnaw Day to Upper Hngiaaw SO llanmec, tJblo, Muumce Bay to Pvrryiburgh 18 OuneMe, N. V., Clutrlolt«) to KocUONtcr IK.... 8 CAN.IDIAN BIUK. Mllei. TharaeR, Lake Bt. Clair to Chatham 24 Ottawa, l'» 700 If to 200 600 20 to 60 10 to 20 10 to 60 aoo 600 600 feet 678 " 676 " 676 " 574 " North Cliiiniicl •. 574 " Guorifiai) Bay • 674 •' St. Ciulr Rivur I^ike Hi Oluirt 668 " Detroit Rivei' Erie 664 " 224 ** Bt. Lawrence River liuke St. FniovU, loot I.«ng ShuIi ..a 142 " Lake Hi. Louts, fool Caacnde Kap.da 58 " At Montreal ■.■■•...■>>.■■■. 13 " Lake Su I'elcr 6 " Ttdewuter at Three Rivers. . At^iuebeo : " " To ial milea navigation 2,836 'I'he navigation for ateameri extendi 160 miles above Ottawa City, by means of portagea •nd locks. t I'he St. Clair Flatt, which have to be passed by all large steamers and sail vessels, running from Lake Erie to the Upper Lakes, now afi'ords twelve feet of water. A new channel Is being cut through over the Flats in a straight line with the flr^t reach of St Clatr Blver, where range lights will be fixed. l^tlHiiH I"" — THOMPSON 8 0OA8T PiriOT. I» cornsEs axd distaivces on lake micniGiN. 19*AII council marked tliUK I*] arc rooKnetlc. L'ourM>«. Mllea. From Chtca«o to UroM Point NNW 12 " ChlCBBO to Kacliiu *S}i\V 67 " Chlpntioto Houth Miinltou lalaixl 'NhsKiSK til " Chicago (o Grand River 'NKhN 10» " Cblcu(!otu Kulamaxoo Itlvcr *NK]kE W " (,'hloa((oto Ht..ro^cI.ll KhyN'^N fll " Chlcaijoto Now Huffilo 'KJiS 46 " Chicago to Michigan City Kt<>8 8S " RaeinctoMi^S 66 '• Death's Door to Grand Point au riaublo 'UbyE^tE SO " Death's Door to Manitou Islands *ijEbyE Ey 48 " Bailey's Uarhor to South Mviltou Island Ei^S 46 " Twin Rivers to abreast of Beaver Island, leaving the Manltou Islands to the eastward, and the Fox Islands to the west- ward nk; oached safely within i of a mile, the 8hallow water being in the indentations of the shore. From Pine River Point, a rocky flat extends J of a mile to the west and north. DANGEROUS REEFS Extend to N and NW tor almost a mile from Fishermans' Island. From this island to the foot of the east arm of the bay are many detached rocky spots and ledges, and numerous s].. , extending from the shore, but not less than 12 feet water will be found on any part within i a mile from the general direction of the shore, except at the foot of the bay, where 12 feet are found in spots i of a mile from shore. FROM THE FOOT OF THE EAST ARM TO TRAVERSE CITY. From the foot of the Bay fco the village ol Old Mission, the coast can be approached within 1,000 feet every where ; but i a mile south of the vi'Iage, a flat extends 1,500 feet into the bay. From the point opposite and east of the village, a spit runs out in a SE direction. A dangerous rocky flat extends from Old Mission Point, north and west, for H miles from the shore. From Old Mission Point to Tucker's Point, several spits extend from the shore, making navigation unsafe within i a mile from the coast. From Tucker's Point, a rocky spit runs out south for i a mile. A rocky spit extends from the south point of Hog Island, for more than i a mile, to the 8W, and a smaller one in a NE direction from its northern point. From Bowers harbor to Traverse City, tb<} shore can be approached within i of a mile. I i ;J FROM TRAVERSE CITY TO LIGHTHOUSE POINf. Two miles north of the dock at Traverse City, a dangerous 9 foot spit extends ^ a mile from the shore. The coast from here to Lee's Point, is safe within i a mile. From Lee's Point, a spit extends to the south for i of a mile. North of Lee's Po'nt, a flat runs, almost i mile from shore, half way to Sutton's Point. From this point, a rocky spit extends f of a mile to northward. The western ubore of Sutton's B\j is shallow within h a mile. J\ 28 THOMPSON 8 C0A8T PILOT. The coast from Pishaube's Village to Northport is generally good, but a lookout should be kept for a rocky spit, extending for almost a mile NbyE from the northern end of New Mission Point. There is shoal water for J of a mile to north and east of IJellows Island. Two dangerous shoals, with G and 8 feet water on them, lie between Northport Point and Northport. A rocky spit runs out in a SE direction for i a mile, from a point i of a riile north of Northjjort Point; from thence to Lighthouse Point the shore can be safely approached within i a mile, but at the Lighthouse point a rocky spit extends i a mile to the north- ward. FROM THE LIOIITItOUSE POINT TO POINT BETSEY. Between the Lighthouse and Cat-Head Point, two spits extend over i a mile from shore. From Cat-Head to Carp River, the coast can be approached within i a mile, but there are two detached 12 feet rocky spots, 4 miles N£^N from the doc w at Carp liiver, and If miles from the shore. In Good Harbor Bay are several shoals, with only eight feet water on them. One of these will be found bearing N£^N from the dock at Unity, and distant 4 miles. This shoal i;s directly on the Hue joining Carp River and Pyramid Point. Another 8 feet spot bears from Unity Dock NE^E, distance Bi milcH, and is a little inside the line joining Unity Dock and Carp River point. Southeast from this last spot, and i a mile distant, is a 10 feet spot. Three miles south of Pyramid Point, a rocky spit runs ^ a mile from shore, and shoal water extends for a mile toward Sleeping Bear. From thence to Point Betsey the ehcke is bold, and can bo approached within i of a mile, except at Piatt River Point, where a spit extends to the north having only G feet water on it | of a mile from shore. FOX AND MANITOn ISLANDS. South Manitou Island can be approached within i of a mile, everywhere except on the south and southwest sides, where shoal water extends i a mile from the shore. There is also a rock with only 3 fathoms water on it, SSWJW from the SW point of Manitou Island, distance 2i miles. : TICOMTSONS COAST IMLOT. 29 The shore of North Munitou can be safely approached within i of a mile on the north side, and within i a mile on the east and west sides ; but there extends, in a southerly direction, a rocky spit, more than J of a mile, from tlie SVV si by the wind and varying atmospheric pressure ; the changes being of almost daily occurrence. The courses are magnetic ; and due allowance should always be made for set of current in the bay, and also among th'e islands, according to which way the wind is or has been blowing. Fishing Island Shoal lies ESE from the east side of Rock Island about 2 miles, and is just above water. A few years ago there was a fishing shanty on this island, but the rise of water drove it off. The water is deep all round it, and there is good anchorage under the SE side of Rook Island, in 5 to 9 fathoms water. There is also another reef which lies SSE, 3 miles frojn the SE end of Rock Island, i a mile long, with 4 feet water on it. FROM WASHINGTON HARBOR TO LONG TAIL POINT LIQHTHOUSE, BY THK STRAWBERRY ISLAND CHANNEL. Run out of the harbor close round Buoyer's Bluff, which is very bold, and at a distance of i of a'mile ; steer SWbyS29 miles THOMPSON 8 COAST PILOT. m to abreast of the point beyond Horse Shoe Island, called Eagle Bluff Point, where a lighthouse has been erected, and shows a bright white light, leaving Plum Island to port in the distance, and the Door Bluff (which is high and deep close to) on the peninsula to port; and as you approach the next high bluff, called the Sister Bluff, you will make two small islands called the Sisters, which you also leave to port, at a distance of 1^ miles, and take notice that there is a reef, with two detached shoals, i of a mile apart, on the same range, which bears from these islands SWbySJS 2i miles, with 6i feet water on them. You can run all round them in from 40 to 50 feet water. After passing these islands, keep Horse Shoe Island jui4t open with the next bluff point above it. Fish Creek Bluff, which is 3 miles beyond Eagle Bluff; or in the night, run for the light, keeping'it a little on the port bow, leaving a patch of rocks called the Pancake Shoal to starboard, which shoal bears from Horse Shoe Island N^W about 2^ miles. After passing Horse Shoe Island, keep the east shore well aboard, until past the Straw- berry Islands and abreast of Hat Island ; then shape your course SWbyS 55 miles, to Long Tail Point, or run the shore along from point to point, at a distance of 2 miles, and note that there is a patch of rocks about 7 or 8 miles from Hat Island, and li miles from the shore, called Horse Shoe Bay Reef, and 5^ miles from Egg Harbor. HORSE SHOE ISLAND AND EAGLE HARBOR. To go into this harbor, follow the island close round, and haul in to the dock, or make fast to the trees, as the water is very deep close in. When in this harbor you are perfectly land- locked. There is a good wood dock to the southward and east- ward of Horse Shoe Island in the bay, and is always 8€{)plied with wood of the best quality. The depth of water between Horse Shoe Island and the mainland is from 6 to 10 fathoms, sandy clay. Fish Creek is 8 miles from the first point above Horse Shoe Island, and is a good harbor. You can carry from 2 to 8 fath- oms water, clay bottom ; aboat one cablets length beyond the 32 THOMPSON 8 00A8T PILOT. rf'tj. - dock, there Ih u Kpit ttiat nels otf from tlio point on the same Hide as the dock in going in, which in plainly Hhown, however, in clear weathnr. Egg Harbor has a good wood dock, with 14 feet water along- side ; is on the eant Hide of the bay, and runs out west, with an angle north and Houth from it, to the southward. Wood of the best quality. This bay is large and commodious, with good holding ground in irom -i to 7 and ^ fatlioms, clay bottom. Hat Island is r soc. From Plum iHland to a point 3 milon went of Point Peninnu- Ur, and in mid-channel, ntccr NiW 27 miles; tlioooe Mune ooume milen to Sand Point. From Buoyor'8 Bluff to Sand Point NJW 24 miles. From Rock Island Lighthouse to Sand Point NNW 2.> miles. From Oroon Island to a point 3 miles west of Point Penin- sular NNK^E 40 miles; thence N^W miles to Sand Point. This course brings you close to Chamber's Island. From the anchorage oft Mcnomonce River to a point 3 miles west of Point Peninsular NEfN 49( miles. POVBRTT ISLAND CHANNEL. »• ■• There is a good deeji channel on both sides of Poverty Island. To enter the south channel keep midway between Poverty and Gull Islands, and after passing Poverty Island haul up for Little Rock Island, keeping Big or Burnt Bluff closed in behind Little Rock Island. On this route you will pass over a shoal with 4 to 5 fathoms water on it. There are several patches of shoal water lying between this shoal and the North Qnll or Oravely Island, so that by keeping well to the northward you avoid all danger. A Lighthouse is to be erected on Poverty Island as a guide for these channels. To enter Green Bay by the north channel, open Poverty with Big Summer's Island, and run straight in, keeping Poverty best aboard ; th?nce for Little Rock Island, giving it a berth of i of a mile. * The channel between Point Detour and Big Summer's Island is difficult to run, being crooked and shallow, and requires a good pilot, tha depth of water being only 10 to 12 feet, and rooky. FROU CBICAOO TO ORBBN BAT BT DEATH'S DOOa From Chicago to Pilot Island Lighthouse N^E 245 miles; bring Plum Island Lighthouse to bear NW, and run through the passage, leaving Pilot Island to the starboard i of a mile; and when abreast of Plum Island, steer WNW, until yoa open 6 1 4 S8 THOMPSON 8 COABT PILOT. Chamber's Island with the Door Bluff, 5 or 6 miles ; thence WSW for the NW point of Chamber's Island, 18 railed: thence as directed for Long Tail Point. In running out tlirocgh Death's Door, bound to the southward, steer out SE, leaving Plum Island and Pilot Island to port, at the distance of i to 1 mile. Run on this course until you shut in the Ship or Spider Islands with the point of the False Door; thence SiW for Chicago. A Lighthouse is to be erected on Chamber's Island, as a guide for the west channel. From Bailey's Harbor to Pilot Island Lighthouse, 18 miles NNF.. The Whale's Back Shoal bears from Death's Door WNW; is a direct line with Cedar River, and about half way across the bay ; GJ feet water on it. Buoys are to be placed on the Whale's Back Shoal this season and every season hereafter. NoTB, — At the commencement of a SE wind, blowing fresh, there is always a strong current setting into Green Bay, down along the west shore and among the Beaver Islands. Good anchorage under the south side of Chamber's Island, in 4 to 5 fathoms water, sandy clay. LIGHTHOUSES ON LAKE MICHIGAN AND GREEN BAT; WITH DIRECTIONS FOR HARBORS, KTO. Chic AGO Harbor. — The new light at the east end of the North Pier is a fixed white light, and can be seen 15 nautical miles. The best holding ground outside is from i t,o 1 mile north of the North Pier, 6i to 7 and 9 fathoms water. The North Chan- nel is now used, and is being dredged fiv,m time to time, and no oorreot depth of water can be at present given ; but it is hoped that it will soon be in a better condition than it has been for years past. The anchorage^ is good in 4 to 5 fathoms as far north as Grose Point. Port Clinton has a dock and pier ; 22 miles north of Chicago. Thompson's coast pilot. 89 Taylor's Port, on the western shore of Lake Michigan, about 8 miles south of Port Clinton. Little Fort or Waukegan light, fixed, visible 10 miles, on the south side of Little Fort River, 15 miles south of Soulhport, and 12 from Port Clinton. Two open piers, no harbor, and good holding ground all along shore in 4 to 8 fathoms water. Southport or Kenosha light, fixed, varied by flashes, visible 14 miles, on Warrington Island, north side of harbor. Two open piers outside. Beacon light, fixed, visible 9 miles, on the end of the North Pier. To enter the harbor, range the North Pier, and run in. Least water 10 feet. Racine, Root River. Light at extreme end of North Harbor Pier at Racine. Fixed, visible 12 miles. 10 miles north of Kenosha. There are two open piers to the southward of the harbor. To rjm into the harbor, range the North Pier and run in ; nothing less than 14 feet water. The reef or middle ground bears from old light on Bluff £|S li miles; least water 6^ leet. The whole surface of this reef covers about 2 acres, and is i a mile long, north and south, but narrow east and west. East from the harbor carries you clear of the north point of it. The reef bears from Racine Point SbyE, and the point from the har- bor NNE. In approaching Racine from the northward and eastward, by paying due attention to the lead, this reef can easily be avoided, as the soundings are gradual; and note that after passing Milwaukee, the color of the water will indicate your position, as there is no muddy water below Racine. The harbor is easy of access in any weather. Anchorage outside, hard sandy bottom, here and there clay. 'Milwaukee light, fixed, varied by flashes, visible 14 miles, on north point of Milwaukee Bay. North Cut Beacon light, fixed, visible 8 miles (red), on north pier of the North Cut, with fog Horn. There is excellent holding ground in 5^ to 6 fathoms, under the north point of Milwaukee, in the neighborhood of the old Lighthouse. The reef off the north point sets off about j- of a mile to the SE. The reef off the SE point of Milwauk«e can be passed on either side. To pass inside run the shore along in 2 Mo 3 fathoms water, pretty close to. Least water CD this reef 10 feet. Mi} 40 TnOMPSON 8 COABT PILOT. !i ) 'r Note. — In rnnning acrosa the Lake, from Milwaukee to Grand Haven, the course is EJN, and the return course WbyS^S. These courses were run by the " Milwaukee " steamship tor three weeks in April, 1860. The compass is more aifected going west than east. Also, the courses from and to Chicago are sim- ilar, being NEJN to Gran ^ GEORGUN BAV AND THE CANADA SIDE OF LAKE HURON. From Fort Gratiot Lighthouse to Cape Ipperwash, Ontario, NEiE 25 miles; and note that a reef sets off this point in a northwesterly direction 2 miles, with 6 to 8 feet water on it, rook. Sauble River is in the bight of the bay to the northward of this reef. From Fort Gratiot Lighthouse to Goderich, Ontario, NEby N 62 miles. From Fort Gratiot to Cove Island NbyE 163 miles. From Fort Gratiot to Pine Brook, Ontario, NbyEJE 76 miles. From Fort Gratiot to Cape Hurd, Ontario, Nby£i£ 155 miles. ■ ■: f .a-. From Fort Gratiot to Horse Shoe or Lucas Island NfE 171 miles. From Point auz Barques, U. S., to Goderich, Ontario, EbyS iS 54 miles. From Thunder Bay Island Lighthouse, U. S., to the Chantry Islands, Ontario, ESE 95 miles. The Saugeen River is a little to the northward of these Islands, and has from 6 to 7 feet of water over the bar. The coast from this up to Cape Hurd is very rooky, and should not be approached without a pilot in less than 7 fathoms water. From Thunder Bay Island Lighthouse, U. S., to Cape Hurd, Ontario, EbyN 78 miles. From Goderich, Ontario, to the Detour Lighthouse, U. S., NW^N 141 miles, to abreast of Presqu'ile ; thenoe N WbyN 47 mile«. FROM OOOBBIOH, OITrARIO, TO MAOKINAW. From Goderich to Fre$qa'ile NWfN 185 miles, to abreut •f PoBWia'Uek betoipg wett, 8 mlleai oft; thance NWbyWiW TirOMI-flON'a COART PILOT. 4$ (m milen to Hois HIano Iflland Ligltthotiso ; thenco WJN 0^ mills, to Markinaw Harbor. From Covo Island, Ontario, to tho outer Duck Inland VVbyN iN 53 milen. From Outer Dock Island, Ontario, to the Detoar Lighthouse, U. S,, NWhyW^W 4H miles. From Sulphur Island (inside the islands) to Clapperton Island, Ontario, K^S 60 miles. From Christian Island, south point, to Owen Sound, Ontario, W*S 29 miles. From Christian Island to Cabot's Head, Ontario, NWbyW 50 miles. From Christian Island to Cape Smyth, Manitoolin Island, NW northerly 86 miles. From CoUingwooQ to Tiny MilU NEJN U miles. From Collingwood to Lighthouse on Christian Island NNEf N 18 miles. From Collingwood to Western Islands NbyW S8 miles. From Collingwood to French River entrance NNWiN 100 miles. From Collingwood to Lonely Island NW JN 86 miles. From Collingwood to Cabot's head NW 65 miles. From Lonely Island, the route is past Cape Smyth (or around George Island to Shebawananing) to Badgely Island 24 miles ; from Badgely Island ran to the southward of Straw- berry Island, and up to Little Currant ; from Little Currant to Clapperton Island (passing either north or south of it) ; and from Clapperton Island to Sulphur Island W^N 60 miles; thence from Sulphur Island to Bruce Mines ; thence through intricate channels to St. Mary's River. FROM ICAOEmAW TO COLLINGWOOD, ONTARIO. From Mackinaw to Bois Blano Island Lighthouse E|S 9h miles ; thence ESE 5^- miles, to abreast of the S£ point of the same; thence EbySiS 1851 miles to Cove Island. Keep to the • northward of Cove Island, pretty close to, in 28 feet of water ; and after passing the north point oi the island where the light stands, hanl op for Echo Island, and run along to the eastward^ pretty close to the Bear's Romp, which ia 7 or 8 milea from thft -M^ 60 THOMI'SON B C0A8T I'lLOT. LigtitliouHO, lunvin^ two HliualH, th« Whitu Shingle Ii«lnn<1 and Hhoal, and Siiak** InLiiiiI, to tiin iir)rtliW)ira>*t Bcckwilh Iflland, Imiil up lor tlio inainlaiMl aV)OMt K>SK (> miloN, antl run into Punetangu'iHlione ns directed above from Hope Ittlaud. FUOM COI,MN0Wf)OU TO rKN'KTANOflHUKNK. I.KAVINO TIIK rilUIS- TIAN Irtr.ANUS T(t THE NORTHWARD. From Collingwood to Christian Island Lighthouse NNEJN 18 miiea; thence run the main shore from point to point, at a distance of J to I mile, until abreast of the ^ want's Tomb Island ; then run in as directed above. SE from the Lighthouse is a patch of rooks off the mainland about i a mile. The depth of water in this channel is from 17 to 18 feet, until well past the Lighthouse. To mak a harbor, haul up into the bay to the northward, and come to in 3 fiath- oma water close in. THE DUCK ISLASiDS, LAKE HURON. The Duck Islands lie NbyEiE 43 miles from Thunder Bay Island Lighthouse, U. S., and WbyNfN 63 mfles from Cove Island, Ontario. There is good holding ground between the Great Duck and Outer Duck Islands. The Outer Duck is to the eastward of the Great Duok, off the south end of it. To make a harbor, bring the passage open between the two islands, bearing NbyWiW, and haul up on that course, leaving the reef off each Island on each side, in 22 to 80 feet of water. There is 15 feet of water on the end of the Great Duck Shoal, and 11 on the Outer Duok. These two reefs run out about SSE, which makes a good lee. Run well up and past the south end of the Great Duck, and come to ; anchor in any part of the bay. There are two good passages between these islands ; one between the Great Duck and Middle Duck, and the other between the West Duck and Middle Duck. These passages can be plainly seen in clear weather. I 62 THOMPSON 8 CO AST PILOT. TO RTTN INTO OKOROIAN BAY BY FITZWIMJAM ISLAND UHANNKL. From the Duck lalanvls to the south point of Fitzwilliam l8lan^-*^i" ,,..■. 6,J*^i THOMrSONS 00A8T PILOT. WJS 25 miles, giving the island a good berth of two miles, as there are rocicy lumps exteniling that distance to the north- ward of the Lighthouse. Having passed the island, steer S\V byS for the mouth of Saginaw River, ii'i miles. FROM POINT AUX DAIKjrES, TO I'ASS TO TnK SOUTHWARD OF THE CHARITY ISLANDS. Vt'^hen abreast of Port Austin (as above) steer WSW 2tJj miles, till Oak Point bears east, and Sandy Point due sonth ; then haul up west for 4| miles, till the Lighthouse on Charity Island is in range with the west end of Little Charity Island ; thence SWiS for Saginaw River, 27i miles. TO KNTKB SAGINAW BAY FROM THK NORTH, Follow down the coast to Sauble Point, and note that there is a shoal extending f of a mile from the shore above Sauble River. When Sauble Point bears NW, distance 4 miles, steer SWbyS ior the mouth of Saginaw River, distance 52 miles. TO MAKE THK DOCK AT F0RE8TV1LLK AND WHITE ROCK. Bring them to bear due west at a distance of 2 miles, and ran in on that course. TO MAKE THE DOCK AT WILLOW RIVER, Bring it to bear due south at a distance of 2 miles, and run in on that course. TO ENTER PORT AUSTIN, Run the coast along from Point aux Barques at the distance of 8 miles, till the mill chimney bears f'^e south, when yon can run for the dock on this course, keeping a lookout for a rocky spot to the NW off the end of the dock. TO ENTER WILD FOWL BAT. After crossing the Little Charity Flat from Pigeon Bay, as previously directed, steer due south till Sandy Point bears east. Then steer ESE into the Bay, when haul up for the land, not apftroaching nearer than a mile to the north shore, as a bank puts off* that distance. Excellent holding ground and protec- tion from all winds is found La this secure harbor, in 12 to 14 feet water. ^ 1^ ■ -i f . m THOMHSON 8 00A8T PIT/)T. ••'r-v TO MAKK THK MOUTH i>V I'INK RIVER. In weatherinj? Point aux Grps, look out for the spit project- ing from Rifle River, which extenrls to a point SW from Point aux GreH, and diHtant 3 miles. After turning this spit, run west into lU leet water, which will be found within a mile of the shore. TO ENTER WILD FOWL BAY FROM SAGINAW RIVER, Steer NEJE for Sandy Point, and when midway between Sandy Point and North Island, steer east into thti bay. TO MAKE OTTER BAT, OR TAWA8, PROM THE SOUTfT. After ])assing Charity Island Lighthouse and getting it to bear SE, steer up north for Tawas Bay. Tl 3 anchorage is good in all parts of the upper bay, and generally around the shores, except about Charity Islands, where it is rocky. Good hold- ing ground is found under Sauble Point, and protection from all winds but SW and SE ; close under the land around Grav- ely Point there is good holding ground ; and along the shores of this bay the water is deep close in on the north side. TO ENTER THUNDER BAY FROM THE SOUTH. When abreast of Point aux Barques Light, bearing due west and distant 5 miles, steer NNW for 65 miles. And from Sagi- naw Bay, when Point Sauble hilars NW distant 2 miles, steer Nby£ for 40 miles ; run the shore along at a distance of 2 miles, till the south point of Thunder Bay baars due west; thence to Thunder Bay River NWJN 16^^ miles. Anchorage outride the bar i a mile from shore, in 16 feet water. TO MAKE DEVIL RIVER, From the same point, bearing west 5 mile^, steer WN WiN 6t miles, or till Scarecrow Island bears due south, h mile distant; thence WbyN till abreast of Devil River houses ; when run square in and anchor in 12 to 17 feet water. TO MAKE A HARBOR BETWEEN THUNDER BAY ISLAlfD AND SUGAR ISLAND. From the point above mentioned, steer north 11 miles; ran in on this course midway between the two islands, and anchor in 14 feet water, abreast the houses (Paxton's) on the port side. THOMPBOM 8 OOABT PILOT. •1 NoTi. — There in n good paswiipfe of 9 f<»et w«tcr, nearly straight out from tbo middle of the bay, NWbyN. (Soo nota below.) TO ENTER THE lIAUnoil FROM THE EASTWARD. Keep round the island, giving the SE point a berth of J of a mile, till you get the opening between the two ifilands about N and S; when run in as above directed, keeping a lookout for the shoals projecting from each side, which shoals irotect the har- bor from sontherly winds. NoTK, — This Bay was called McDonald's Bay, now Paxton's. TO MAKE TUUNDER BAY RIVER FROM THE N0RTUKA8T. When off the SE point of Thunder Bay Island, as above, steer W8W for 4 miles, or till the north point of Thunder Bay bears due north; thence WNW 9 miles, for the River. A Lighthouse is to be erected at Thunder Bay River. TO MAKE DEVIL BIVER FROM THE EASTWARD. From the SE point of Thunder Bay Island, steer SWbyWiW 18 miles, till the houses are seen distinctly, when run in and come to, as above directed. fiENERAL REMARKS. The shores of Thunder Bay are generally good holding ground. Excellent holding ground under the north point, in 8it to 6 fathoms, and all along the north shore of the Bay. Qood protection from all winds except SE. Good anchorage, clay and sand, is found to the north of Gull Island. NoTB. — McDonald's Bay, between Thunder Bay and Snsar Island, can be entered f^om the north as well as the south; but it would not be saf^ for a stranger to try it from the north, as the channel is not quite straight. The holding ground to the SW and south of the islands is not good, being rooky, bnt under the north point it is good. There is a channel of 14 feet water between Sugar Island and the main shore. To pass through it from the south, bring north point to bear west; distance } of a mile ; and run due north till Gull Island is passed ; then haul up NNW for Middle Island. 1^ 69 TOOMPflON 8 OOABT PILOT. NoTr. — During the prevalence of easterly jfales from north to ■outh the water in the Kay is raiHed, and io like manner deprensed during wcsturly gules. fm D.I1I6ER8 ON LAKE BDBON. From Fort Gratiot to Point aux Barques Lighthoase, the coast as far as Blue Ledge can be approached within a quarter ot a mile. Off Indian Creek and White Rock Point there are rocks and rocky spots within ^ a mile of the shore, which char- acter continues to Elm Creek, at which place a bad spit extends in a NE direction for J of a mile. There are several dangerous ledges running N and S about a mile from the shore, off Forest Bay ; from thence to Point aux Barques Lighthouse. Boulders and rocky spots are found within } of a mile of the shore, from the Light to Point aux Barques (proper). There are ledges and detached rocky spots, rendering the coast dangerous, within Ih miles from the shore. There is a 4 foot spot i of a mile east, and a 9 ioot spot li miles NNE of the Lighthouse. Orion Rock, with 6 feet water, lies li miles NW of Willow Greek wharf. Bad Ledge extends | of a mile from NW to NE from Burnt Cabin Point. Point aux Barques Reef (proper) extends NW If miles. From Point aux Barques (proper) to Sauble Point Flat, off Port Austin wharf, i a mile to the NW. Shoal ground off Flat Rook Point, extends out i a mile, and continues out this dis* tance along the coast to Partridge River. Two shoals 2i miles from shore, off Partridge River ; good water inside of them. Spit from Hat Point extends 1 mile to the northward. There is a shoal spot Ih miles WNW from Little Oak Point Foul ground around the Charity Islands, extending li miles to the northward, and li miles to the eastward of the Lighthouse. A flat extends for 1 mile to the westward of the Big Charity Island ; and there is a rooky spot H miles SE of Little Charity Island. A sand bank with 10 feet water, extends from Little Charity to the main land, and a sand spit puts oat from Sand Point in a NW direction, for H miles, with 1 foot least water THOMPSONS COAST PILOT. W on it. A flat of iaad extends 4 miles from shore, near Qaan- nakiHde, ami continues around the south Hhore ; b«iii^ at Sagi- naw Kiver and Ogahkahning liiver, 2 milen from shore. Sani spit 2 miles SE from Nayah(|uing Point ; also one extending 3 miles east from Potato Uiver; and another 3^ miles EbyS from Saginaw River. There is a flat in Pine Kiver Hay extend- ing out three miles from shore ; and a rocky spit 2i mileM SE byS from the mouth of Rifle River ; a rocky spit 1 mile east of Point aux Ores ; and a two fathom spot i( of a mile ESE from Gravely Point; a 7 foot shoal 1 mile SE of White Stone Point; % sand spit I of a mile in a SW and westerly direction from Ottawa Point; a spit extends k a mile to southward of Sauble Point. Note. — These remarks take you clear round Saginaw Bay. FROM 8ACBLK POINT TO BLACK RIVER ISLAND. \\ A IC oot spot 1 mile from shore, seven miles north of Sauble River. Spit off Sturgeon Point extending i a mile £NE. Rocky spots extending out H miles east, off Black River. Foul ground around Black River Island, extending £N£ for i of a mile, and from thence to main shore. THUNDER BAY. Foul ground around South Point and Islands. Shores shoal from thence to Devil River; 6 foot spot I of a mile to north- ward of Sulphur Island ; 11 foot shoal H miles N£ of Part* ridge Point. Flat in Bay west of White Fish Point; 12 foot spot 1 mile S£ of North Point. Foul ground and rocky lumps between Sugar Island and main land. Spits extending S£ of Sugar Island and i of a mile SE of Thunder Bay Island. FROM THUNDER BAY TO STRAITS OF MACKINAW. Shoal i of a mile SE of Middle Island. Flats i a mile from SW point, and i of a mile from NW point of Middle Island. A 10 foot spot i of a mile NW of first point below Presqu'ile Harbor ; a 10 foot spot | of a mile SE of Presqn'ile Lighthouse; and a 5 foot spot 1 mile SE from Adam's Point. NoTK. — In running along shore from Presqu'ile, up or down,- it is always better to keep the west shore pretty well aboard, say from 2 to 5 miles ; and should a ibg close in en yoa in the i-^- : M TfioMi>flf)N 8 «>0Airr puxn. neighborhood of the turning point towardH Slicboy^nn, you have only to kuvp th« luad going, and alter running uh near aa poHHihle vour diHtancu ironi l'rus<|ii'ilt', wliiuh in f)') mileH, you may Hafcly haul up tu tlio weKtwnrd fur Shchovgan LiglithoUHu ; aflor which, nhape your bourne lor Old I'oiDt MackinaWi NWbyWiW l«mile». Hoe (tntrance to Straits of Mackinaw. KKOM OBTOUR TO FALBK DKTOU'R. A 10 foot Hpot 2k miles KbyS from Detoar Lighthouse. Detached shoal 1 mile from shore, and Vlh miles east of Detour Lighthouse. Spit extending 1^ milus from Hhore, 2^mileswcit of Harbor Island. Shoal spot i a mile SW from east point of entrance to False Detour. CANADIAN HIIORK FROM FALSE DETOUR TO ST. ULAIR. Magnetic reefs in Mississauga Passage. Reefs between this passage and Green Island, and those around the Duck Islands. Reef between Providence and Michael Bay, and off south point of Micha<>! Bay. 11 foot spot in Cove Island Passage NW from Lighthouse, distance 2 miles. Spit extending i a mile WMt from Gat Point on Cove Island. Reefs extending out 3 miles between Cove Island and Cape Hurd. From Cape Hurd to the Chantry Islands the coast is very rocky, and dangerous for strangers, within H miles from the shore. The same char- acter is given to the coast from the Chantry Islands to Point Clark. At Point Clark a reef extends from the shore, which, together wUh a detached shoal, requires that this point should have a berth of H miles given it. From Point Clark to Goder- ich the coast is less dangerous, and may be approached safely within ^ a mile. The same is said of the coast from Goder- ich to Cape Ipperwash. At Cape Ipperwash a dangerous ledge extends to the northward for H miles; and between Cape Ipperwash and Point Harris there are boulders and rocky spots within 1 mile of the shore. From Point Harris to the head of the St. Clair River the coast is bold and gradually shelving, and can be approached with i of a mile with safety. Tiioui'soN voATV vtun. UIRB0R9 OF REFr«E. .' Thoro is an excellent tiarbor, with protuction from alt wind*, on Drummontl lHian«1, \l railuMcaHt of Detour LighthouHe. The Detutir, Fnlso Detour and MiHRisnaugn PaNsngoa are good har- bora. Kxcollcnt anuhorage will be found in 10 fathoms, SK of Cove Island Lightbouae. Protection from westerly winds, and fair holding ground, are found midway between the Chantry Islands and the village called Southampton, on the main land. At Inverhuron, south of Point Douglas, is good holding ground and protection from all winds, as fur round as NNW. Goder- ioh Harbor is secure from all winds when inside, and the hold- ing ground oif Ooderich in 3 and 4 fathoms is excellent. The clay banks extending from Goderich to Sauble River makes good holding ground on this part of the coast. On the east side of Capo Ipperwash, in the bight of the hook, in 4 and 5 fathoms, is excellent holding ground, and protection from all winds except those between NW and NEbyN. From Point Harris to the head of St. Clair lliver, is generally good holding ground. TO BNTKR OKORQIAN BAT, From Charity Island Light, bearing SE, distant 8 miles, 8te«r NE 120 miles, till Cove Island Lighthouse bears east, distant 8 miles ; when enter the passage on' the bearing EbyN. FROM rURT GRATIOT LIOIITHOUSK TO QODERIUH, AND OTHER POINTS ON THE CANADA SHORE. Steer NEbyN 62 miles, till Goderich Lighthouse and piers are made. From Goderich to Inverhuron, steer NJW 23 miles, till Point Clark Lighthouse bears east, distance 2 miles ; then haul up NNE 17 miles, till abreast of Inverhuron ; thence NEbyN 19 miles, till Chantry Island Lighthouse bears SE, distance 2 miles ; thence to the entrance of Georgian Bay NbyWJW, 59 miles, till Cove Island Lighthouse bears east, giving Gat Point, on the east side of Cove Island, a berth of 1^ miles, and look oat for the reefs extending over 3 miles from the Islands, between Cape Harrl and Cove Island. To enter Georgian Bay, ran in for i W TBOHPSOM 8 OOAST PILOT. Gove Island LighthouHe on the bearing EbyN, and give the Lighthouse point a berth of i a mile. From Presqu'ile to Chantry Island Lighthouse NWbyW 115 miles. From Cove Island to the entrance of the Straits ot Michilimackinao or south channel, WbyN 120 miles. FROM HAOINAW TO OOOEBICH. Run out from Saginaw River and round the Charity Islands, on opposite courses given, from Point aax Barques, until the light at Point auz Barques bean due south; thence £SE 59 miles, to Goderich. FROM OODERICH TO THE STRAITS OP MACKINAW AND BT. MARY'S RIVER. Steer NWJN 140 miles, till Presqu'ile Lighthouse bears SW byW 5 miles oflF; from thence NWbyN to Detour, and NWby W^W for Bois Blano Lighthouse ; thence to Mackinaw, as directed before. FROM COVE ISLAND TO STRAITS OF MICHILIMACKINAO AND ST. MART'S RIVER. From Cove Island Lighthouse, bearing EbyN 3 miles off, steer WbyN 122 miles, or till the east end of Bois Blano Island bears N WJN and Sheboygan Light WiS ; thence steer west for Sheboygan Light until abreast of it, and run up the Strait, as before directed. To make Detour or St. Mary's River, steer WbyN, as above, 57 miles, till the Great Duck Island bears due north ; then haul tip NWbyW for the Detour Lighthouse, 56 miles, bclog it to bear west and run in. FROM SOUTHAMPTON TO SAGINAW BAT. Steer WbyS^S for 107 miles, till Charity Island Lighthouso bears SE, distant 8 miles; thence up the Bay as before directed. FROM SOLTHAMPTON TO STRAITS OF MIOHILIMAOKINAC. Steer NWbyW 113 miles, till Presqu'ile Lighthouse bears SWbyW, distant 5 miles; thence as before direote;^ to the Straits. The above courses and bearings a^'e trao, and the distances in statnte mile.".. 4 « , w4aiM44C4!jaUf>).:. r THOMPSON'S OOAST PILOT. 67 # *,• - SAW mUJS AT THE DIFFERENT POUTH ON THB SHORE OF LAKB HURON, FROM ST. CLAIR RIVER TO TUUNDER BAY. Burchville— Mill, Toledo firm. Lexington — Dock and saw mill, 5 miles back west. Port Sanilac — Mill, Thompson & Ofield. Forester— Mill, Smith, Kelley & Co. Richmondville — Mill, Luce <& Mason. Forestville— Mill, J. BueK White Rock— Mill, Thompson som's coast rujyr. Prom Pinepog to Pigeon Uiver 11 miles. " Pigeon Uiver to Sagiruivv River 38 " " Saginaw Uivcr to Pine Uiver 23 " " Pine Uiver to Tawas Mills 30 " LI6HTH0USES ANU HARBORS ON LAKE HURON. Fort Gratiot light, fixed, varied by flashes, visible 14 miles, at the mouth of St. Clair River. Point aux Barques light, fixed, white light, visible 16 miles, on the eastern side of the entrance to Saginaw Bay, and 71 miles from St. Clair River. Ottawa Point or Tawas Bay light, fixed, white, varied by red flashes once in three minutes, visible 12 miles. To enter Tawas Bay for a harbor, bring the mill at Tawas City to bear WNWiN, and run on this course until the Lighthouse on Tawas Point bears EbyNiN, then haul up NEi^E, and run in on this bear- ing, and come to in 3^ fathoms water, with the Lighthouse bearing due east. In beating in, the only precaution necessary is to look out for the spit off Tawas Point. This can generally be plainly discerned by the color of the water. The anchorage is good all over the bay, being clay and sand, and is well shel- tered from all winds excepting south. These bearings are magnetic, and the variation of compass is 2°05' E. From Point aux Barques, with the Lighthouse bearing SW 5J miles, the course to Tawas Harbor is WbyNJN. The docks at Tawas City have 8 and 10 feet water alongside at the outer end. In leaving Tawas Bay, bound to the northward, run out from the anchorage until the dock or mills bear WSW, and ran out £SE, until the coast to the northward is well open, or at the distance of 1^ miles from it ; thence NE^E 18 miles, to Point Sauble ; thence N^E 50 miles, to Thunder Bay Island Light- house. In foggy or dark weather, coming from the northward, run the coast along in 3} to 4 fathoms water, which will lead you into the bay. The spit and point sets off from the Light- house If miles, and at the extreme end drops off suddenly, from 4 to 9 and 23 feet water. From the Lighthouse to dock, 8| miles. THOMPSON'S COAST KLOT. 69 Charity Island lij»ht. fixed, visible 12 miles— well kept — on Chaiity Island, at the mouth of Saginaw Bay. Saginaw Bay light, fixed, visible 10 miles, at the moath of Saginaw River, Michigan. Port Austin, 14 miles from Point aux Barques, has two piers, with 11 oct water' along^ 'o the north one, and 9 feet on tlie south pier. To run in, bring the chimney of the saw mill to bear S^E, and run for the end of the north pier. In running for Port Austin from Point aux Barques, keep Point aux Barques light open till the chimney bears SJE. These piers are protected by a reef which makes off from the land in a north- westerly direction from the first point east of them. Vessels load alongside the north pier. Thunder Bay Island light, revolving, visible 14 miles. This is one of the best kept lights on the lakes, with Fog Bell, struck by machinery. A Lighthouse is to be erected at Sturgeon Point, Lake Huron, Alpena. Detour light, fixed, visible 14 piles, at the entrance of Ste. Marie River. A new Lighthouse is to be erected on the extreme north point of Presqu'ile Peninsula, the old Lighthouse to be taken down, and range light fixed for entering Presqu'ile Harbor. Bois Blanc light, fixed, visible 14 miles, on the north side of Bois Blanc Island, £}S 9^ miles from Mackinaw. From the SE end of the Island to the Lighthouse, the shore is very bold. A good harbor can be made from NE to SE and south winds, by hauling round the Lighthouse point and into the bay, with the point bearing NiE, in 6^ to 7 fathoms water, oiay bottom. There is a patch of rock NE from the Lighthouse, with 17 feet water on it, } of a mile off. The point is bold, with 14 feet on the extreme end ot it. A Lighthouse is to be erected at Mackinaw Island. Sheboygan light, fixed, varied by flashes, visible 11 miles, on the main land, opposite Bois Blanc Island, entrance to the Straits of Michilimaokiuac. A Lighthouse has been built on McGulpin's Point, and will be lighted early in spring. 10 TO. THOMPSONS COAST PILOT. The middle ground bears from Sheboygan Lighthouse NEbyE 8i miles, with 15 feet water on it. Zolla Shoal, 6 miles from the head of Round Island, sets off from Bois Blanc Island N\VI»yWiW, and has 10 ieet on the evtreme end, 18 in the centre, and 5 and 6 on the inner part, and is H miles long. The water through this strait is deep. Good holding ground between Point Sauble and Old Fort Mackinaw, pretty close in, from 7 to 8 fathoms, clay ; also on the island side, north of Duncan City. Wendel's dock, between Old Fort Mackinaw and McGulpin's Point, was washed away last fall. MACKIKAW HARBOR. To come to the docks, run until they bear nearly east and west, or are ranged, and haul alongside. To come to an anchor, ran in for the docks toward the centre one, until you drop into 6 faihoms, and let go. The anchoring ground drops off quickly from 10 to 6 fathoms. The reef off the west point can be plainly seen in daylight, and does not extend over i of a mile. A Lighthouse is to be erected on St. Helena Island. LICHTHOVSES AND HARBORS ON THE CANADA SIDE OF LAKE HrRON AND GEORGIAN BAY. Goderioh (Ontario) light, fixed, visible 12 miles. This har- bor has two piers, with 10 to 12 feet water over the bar. The Lighthouse stands on the cliff or hill, and the two range lights on the north pier. To ran in, range the lights and run up along the pier, and into the harbor. Point Clark light, revolving, visible 12 miles, stands on Point Clark or Pinebrook, about 22 miles north of Goderioh. The reef off this point sets out about 3 miles, with 12 feet of water on the middle of it. Chantry Island light, fixed, visible 10 miles, stands on tb»- KW end of the island, near the ertrance to Saugeen River, which has 6 to 7 Ieet water over the bar, and is about 34 miles north of Point Clark. THOMPSON'S COAST PILOT. fl Cove Island lii^ht, fixed, visible 11 miles, on the north point of Covi' Inlaiul, middle entrance to Georgian Bay. Griffith Is'and light, on Griffith Island, 15 miles from Cape Rich, and 7 miles from Cape Croaker. Christian Island light, on Christian Island, south end, and a leading mark for Penetangiiishene from Collingwood. Noltawasaga Island light, fixed, visible 10 miles, on Nottawa- saga Island, 3 miles from the elevator at Cjllingwood, and is the leading mark for this harbor. TO KNTKR COLLINGWOOD HARCOR-DAY OR NIGHT. Run within 1,000 feet of the Lighthouse on Nottawasaga Island, to the northward and eastward of it, in 3i fathoms water ; thence for the red light on the east end of the break- water 2 J. miles. Run within 50 or 100 feet of the east end of the breakwater; thence due south, until the red light on the elevator opens up ; thence for the dock in range Vessels drawing over 10 tieet should not go south of this range. In going in, leave the red buoys to :..arboard and black to port. Fisherman's shoal bears from the east end of the breakwater NNE, d: tant 120 chains, with 14 to 17 feet water on it. Nottawasaga Island Lighthouse bears from the east end of the breakwater NWJN 2i miles. SAVLT SIINTE MARIE RITER. FROM THE ENTRANCE OP 8TE. MARIE UIVER TO BAILORS' ENCAMP- MENT. From a point 1 mile east of Detour Lighthouse run N^E 2 miles, to a point i of a mile east of Frying Pan Ishind; thence Nby WiW, toward thewcstsideof Pipe Inland, until within i of a mile of it (and observe there is a rocky reef li miles above Frying Pan Island, ^ ot a mile below Pipe Island, and i of a mile from the mainland on the west, and lying to the west of, and very near to the range line from west side of Frying Pan to west side of Pipe Island ; a black spar buoy is kept on this reef of rock) ; thence NVViN, toward the opening between Lime Island and St. Joseph Island, lor 2^ miles, to abreast of a spit pui^lng oat « J- : 72 THUMPtiUN 8 COAST I'lU/T. I' from some umall islandn near the mfiinlatul to tlie SW ; thence NWbyWiW 3 miles to abnaHt of ami to the wtst of the Hmall island near tlie foot ot Lime Inland ; and note that wliilHt this Hmall island is kept open from Lime Island, it is not safe to approneh these islands nearer than from i to i a mile, on account of a sandy shoal of 6 feet water at about 700 yards west of the small island, and ^ of a mile SW of the lower end of Lime Island. Above this the shore of Lime Island is bold, and may be approached within less than i of a mile in safety. Having passed Lime Island, get upon the north and south line, which will jnst clear the west side of it, and run noi ih, leaving Round Island to port, and pass ab jut 2 miles beyond it and abreast of Grosse Point; then change your course NWJW for about 6J miles, through Mud Lake, to the mouth of the channel between Saiiors' Encampment Island and St. Joseph's Island^ These courses are true ; distances statute miles. TO RUN TO CARTKRS MILLS. From Pipe Island NWiN 2J miles; thence WbyN^N 4* miles. Depth oi water alongside of dock, 10 feet. You will have nothing less than 25 feet water until well up to the dock. Just north of Frying Pan Island there is a good dock, with wood and coal, and plenty of water alongside. When up to the turning point, to enter the channel to the Sailors' Encampment, observe that the dock at St. Joseph's Island should be just open with the bluff below it on the star- board side; then steer over NbyE, keeping on the range until up to the dock. There is a middle ground opposite this dock with 10 feet water on it. You can pass it on either side. Richardson's Wood Dock is about 3 or 4 miles froni Lime Island to. the southward of St. Joseph's Island. Aft^r passing the Sailors' Encampment, keep the port side of the river well aboard until you enter Little Mud Lake; run across it N JW. The soundings over this lake are very regular, from 2i to 8^ fathoms; and when up to the head, rnn out NE:^E, or midway between Sugar Island and St. Joseph's Island, until you open a out across Indian Point, on the west lide, and just above the Rapids of East Neebisb ; keef/ it ojpea «, 4., TH0BU>80N 8 COAST PILOT. 73 until tbo stations A anrl B, in llu' cut midway of thi Rapids, and on \he western »liorc, conio innuijic; then stt-'T lor the station C, on the e.ist or Cunnda Hide, niilil lh« NK |>oint of Duck Island is fairly opened ; then keep the mid-channel through to Lake Geoiije. Vessels bound down should keep in the middle of the channel until they come in range wiih the two stations D and K, in a cut on the west shore, and at the lower end of the Ilapids. Keep them in range until you come opposite stations A and B, and then keep in mid-channel as directed for vessels bound up. This channel (the west) has been dredged to 10 feet, and is now safe for any vessel. RANGE LINE FOH RUNNING THE EAST CHANNEL OF THE NEEBI8H. From the point opposite the Upper Granite Island to two high trees close together, and not far irom a lone pine to the westward of th'' .i, and a little above the tripod of the range for the west channel on the Canaila side ; the starboard side of this channel is close along the island, opfiosite the rapiils, Nby W4W. The rocks can be seen quite plainly in clear weather. It requires a strong breeze to carry a vessel through with safety. Should the wind leave you just above the rapids, you are in a tight place, as the bottom is all rock. Red and black buoys are placed in this channel. These directions will be of great service to any one unac- quainted with the river ; but it is necessary to take a pilot for a lew times until you are accustomed with the localities. FROM THE HEAD OF THE RAPIDS TO 8AULT 8TE. MARIK. ^ From the head of the Rapids steer NNW, keeping the mid- dle of the river until up to North Rock Island; thence NbyW for the entrance of the middle channel, which is staked out on both sides, red to starboard and black to port, with interme- diate stakes of, triangles and bushes. This channel can be plainly seen in oTear weather ; and as you approach the pew cut, which is also staked out, you bring the range stations on Sugar Island in line ; run on the range till up to the last stake to starboard ; haul gradually round to the northward until Green Island bears VVbyS, thence NNE lor the mouth of the river; and observe, aa you approach the mouth of the riv«r» -n T 74 THomWIN 8 WAST PILOT. that there is fi shoal which Bctn off from Church's Poifit, SbyE i of a mile, and generally has a stake on its extreme end ; when past the stake haul up for the month of the river, which at this point ii very narrow, bKing only i of a mile wide ; leaving Sqnir- rel Inland to starboard, keep the port side of the river close aboard, nntil up to Church's Mill ; then haul over to the Can- ada side, steering about north, leaving the sunken rock, which is near the middle of the river, to starboard, and the flat point above the mill to port ; and to leave the sunken rock to port, follow the buoys, red to starboard, and black to port, keeping Squirrel Island pretty close aboard ; when well over on the Canada side, run that shore along pretty close to, until the church at Oarden River bears north, and about the middle ot the river ; thence WJS, till the marshy point beyond the Indian village bears north; thence NVVJW, to a point due^ast from the most northern point of Sugar Island. This route runs you to the southward of the middle ground, off Little Lake George ; stakes are placed on the middle ground, red and black, as above ; the north channel is generally used, as it is the shortest and straightest channel. When the marshy point bears north, and pretty close to, steer WNW for the stake, and leave it close too to port ; after which, keep the middle of the river for about 3 miles, or until the high lands on Sugar Island terminate, and the low marshy ground begins ; then keep the Canada shore aboard (about 500 feet off), until the course is getting almost west; then steer W^S, leaving a number of sunken rucks to port, until up to Topsail Ii>land, which generally has a red buoy oa the shoal, setting off from it; buoys are placed off Topsail Island red, and a black buoy on the shoal opposite it. Should the buoy be gone, run up until the two small islands are in line, at yihe distance of 500 feet from it; then haul up WNW, to the : canal at the Sault Ste. Marie Rapids. The current is strong from Little Lake George to the Sault Ste. Marie Rapids. STB. MARIE RIVKR, ABOVE THE RAPIDa After leaving (tie canal, at the distance of 800 yards, haal^np tbe river, steering WbyS 2^ miles, or until the first prominent point) oalled Big Poiat, bears south ; thenoe SWby W, till Point 1 THOMPSON 8 COAST VllJCTT, 75 auParl)cf:r8 !;W; then SWJS, to a point nboiit 500 feet off shore, niul due ttoiith from tlie hoiiHCs aWovo Point au ]*ar, and in the little bay, called Clark's H.iy; then haul up tor the woody point below the MiHRion, at Waiska Hay, leaving Round iHland and light to port, i a mile distant, until Point Iro(|uois Light* house bears NVVbyWiW ; haul up on this eourne till the Mis- . sion House bears S\V (the dock being gone); thence NWJN 25 miles, to White Fish Point. NoTK. — After leaving the canal and nearly up to the first low toint on tlie Canada side, and nearly opposite Oaks' Harn, r. S., you will run over a bar of rock with 1^ to 14 feet water on it; after which the channel is cl*^ar until nearly up to liound Island Point, when you run over another bar, with 13 to 14 and 18 feet water on it. The course Irom the low sandy point beyond Clark's Bay to the woody point below the Mit^sion, is WSW. Opposite Point au Par a shoal makes off" from the U. S. side, about two-thirds across the river, under which will be found good anchorage in 5^ taihoms, soil bottom. From Round Island to Waiska Bay WSW 4^ miles. This is a good harbor; has a wood dock and good holding ground in 5^ fathoms. To go in, haul close round the point and into the bay, and come to in 5 fathoms water, soft bottom. The little island going into Waiska Bay, on the port side, is gone, and is just under water. FUOM HOUND ISLAND TO POINT IROQUOIS. Haul off from Round Island to the northward and westward, so as to bring the Lighthouse on Round Island in a line with Point Iroquois ; then steer for the point or Lighthouse, keeping on this range to clear the middle ground, which yon leave to port. The middle ground is in a direct line from Round Island Lighthouse to the Mission Dock. To leave the middle ground on your starboard hand, steer from Round Island WSW 2^ miles ; thence run the shore along in 3 fathoms water, passing the dock at the Mission to port ; and when abreast of Point Iroquois Lighthouse, haul up NW^N 25 miles, for White Fish Point, leaving Parrisien Island to starboard, ^k Pendle's Mills is in the bight of the bay, to tn0 westward 8 or 10 miles ; and to ran to the same, haul round Poiat IroqwdK ..J 1 W Thompson's coast ntjar. at tlie (Imt 81)00 of IJ milfH, Kivinir the inland a berth nf th« •iim»i diKtanc«; thence WSW 10 niilen for the mill*. Good waier uIoM^^Hido, with wood and lumber. There ia good holding ground under White Finh Point, in from 5 to 7 and 10 falhoniB water. TO LEAVE WIllTE FI8II BAY-BOUND UP. Oive the point a berth ot H milcR, and when round it, steer west 20 miles; thence WbyS 95 miles for Marquette. The coast from White Fish Point to Grand Island is bold, and can be run with safety at a distance of 2 miles. Grand Morals is about 45 to 50 miles from White Fish Point; has 5 to 6 feet water over the bar. The channel is 15 iathoms wide at the entrance, and in a good harbor inside. Grand Sauble Point, 8 miles above it, is very remarkable, being 800 feet high, composed of sand, and looks level on the top. A Lighthouse has been erected on this point. There is a reef sets off this point about li miles. The Pictured Rocks, 15 miles we^t, are also remarkable, being 200 feet high, and ot different shapes. From the Cave to Grand Island Channel, 10^ miles. ^ SAILING DIRECTIONS FOR CRAND ISLAND, ACCORDING TO THE LAST SlIRVEr. TO ENTER SOUTH BAT AVD WILLI AMH' HARROR FROM THB SA8T. To enter South Bay when abreast of Chapel Rock, and 1 mile north of it, steer SW about 6 miles, to a point i of a mile west of Castle Point ; thenoe same course 4 miles to the Nar- rows, at Sand Point; and thence SWbyS^S 81 miles to the head of South Bay, and come to in 6 fathoms water. TO MAKE WILLIAMS' LANDING. Steer SW as above, from the point i of a mile west of Castle Point, 4i miles; thenoe WiN 2 miles, and anchor in 7 to 10 fathoms wateiMOO feet from the shore. The bank is very bold on the east of the Point at Williams' Landing, and ves- lels drawing 12 feet can approach within 100 feet of the there. THOMPtOli'l OOAVr PILOT. if TO KNTKIl TIIK BAY FKOM TUB WKUT. To enter South Bay, pattsiii^ to th« north ot Wootl Island, from Miirqiiettv, ntver KiS almut 32 miles to a point 1 mile north of Wood Inland, leaving Point au Saiiblo I mile to the south; thence SSE^K, heading ulear of the SVV point of Grand Island, to a point i a mile NE of the north point of Williams' Island, 31 miles, or until the north point of Williams' Island ranges with the point ot the main land to the SW; thenue b'by K^E 3 miles, or until the two lower points of Grand Island are in range ; thence EbyS heading for Powell's Point, 1 mile, or until SW point of Grand Island and South Point of Williains' Island are in range, and thence NEiN f of a mile to Williams' Landing. A new town plat has been laid out on the opposite side of Willinms' Bay, on the mainland, called Grand Island City and Powell's Point. • TO KNTKR SOUTH BAY, PASSING SOUTH OP WOOD ISLAND AND Wllr LlAMH' ISLAND. When abreast of Sauble Point, as above, steer EbySJS HI' miles, passing midway between Wood Island and Williams' Island, to the point designated above, | a mile NE of Wiliiami' Island, and thence as above directed to Williams' Landing. TO LEAVE SOUTH BAT OR WILUAM8' LANDING. Vessels going eastward will reverse the bourse given for vessels coming from the east, and those going west will reverse the courses given for vessels coming from the west. In South Bay the anchorage is good, and vessels can lie in 8 fathoms water at any point i of a mile irom the shore. TO ENTSR ORAND ISLAND HARBOR BY THE LiaHTHOUSB AND RANGES. A Lighthouse has been erected upon the low sand point pro* jeoting from Grand Island into the east entrance to Grand Island Harbor. Vessels entering the harbor from the eaMMi steer straight for the Lighthouse, leaving it on the starbbird band, and pass within 200 yards of it 11 ft TII(>1II'W)N'B CX)A«'r prujT. The LiglithoiiHc \» huilt of wood, and pnintvd white, and from its tower a fourth order fixed white light will ho exhib- ited at an elevation of 34 feet above the lev«l of the lake. WEHTKRN ENTRANCE. Range lights have also been erected on the mainland, to guide veHselH into this harbor through the west channel. The rear light is white — exhibited from the keeper's dwelling — the front light is red, and is exhibited from a small wooden tower. Both structures are painted white, the distance between them being 500 feet; steer on the range until the harbor is well open, then haul up for it. DANQKRS TO BE AVOIDED. In passing through the Narrows at Sand Point, give the point a wide berth, and avoid the sand spit, which lies to the north and NW of it i of a mile, on which there is but 5 feet water, and iu passing round the SW point of Orand Island, beware of sand spits which extend nearly ^ a mile from shore, and on which there are but 5 feet water also. There are numerous rocks and sand spits between the soutL point of Williams' Island and the main shore to the south of it, on which there are but 8 and 10 feet water, making it danger- ous for vessels drawing over 8 feet water, to attempt to pass between Williams' Island and the main shore. NoTB. — Ranges have been erected for the east and west obannels of Grand Island. w PROM If ABQUETTB TO PORTAGE ENTRY, SIXTTFIVE MILES, AS FOL- LOWS: INSIDE PASSAGE. Ran out from the dock east-northerly until Granite Island is open with Presqu'ile Bluff (a Lighthouse has been erected on this island, and shows a fixed white light, varied by red flashes of the fourth order of lens, elevated 93 feet above tbe Lake level); then haul up for the bluff, passing it close to, and leudog two or three small rooky islands to star- board, which «H|jpkirly abreast of Presqu'ile Bluff; then shape your course for G^ite Island NWb|yN, leaving it 2 miles to the northward; whan abreast the island, which ia 12 milaa from $9, THOMPSON II OOAflT riUTT. ^ Marquette, keep on the same course 12 mileii farther ; thence NWbyW 17 mileR, to abreast the Huron InUntls; where % Lighthouse has been erected on the West Inland; thence W^K 10 miles, to Point Abbaye, leaving the Huron Islands to port ; thenoe W^S 14 miles, to Portage Kntry. Uun past the Light« house point and into the bay, and come to in 2^ fathoms wat«r, with the houses at the entry bearing NNW. Ranges are to b« placed for running into Portage Entry. Portage B»iy is not a sate place in a heavy NE or E wind; but a good harbor can be made 10 or 12 miles up LeAuse Bay, on the ea.^t side, called Kocknawaugon. It is a perfect harbor » and safe from any winds, To ou In. — Haul round the south point of the bay or harbor and run in, giving the point a good berth; rnn well up to tha bay, and come to in 3 to 5 fathoms water, soft bottom. The Missions are on each side of LeAuse Bay, 2 miles south of this harbor; the Meihodist on the east, and the Catholic on the west. Bendrie'n snw mill is 2 miles south of the Methodist Mission. Excellent fishing all over LeAnse Bay. FROM MARQUETTE TO PORTAGE ENTRT-OtJTSIDB PABSAOB. Run out from the dock east-northerly until well clear of the Lighthouse point, and the rocks which lie off from it, about 1 mile; then haul up NNE 5 or 6 miles, until Oranite Island bears NW; thence NWiN 9 miles, to abreast of the island, which leave to port close to ; thence NW to abreast the Huron Islands; and thence as above. On this route you leave the rooky islands off* Presqu'ile to port. From Portage to Manitou Island Lighthouse XEiE 46 miles, leaving Traverse Island to port 8 miles from Portage Light* house. Good anchorage under Traverse Island, and also the next point north of it. Bete Orise Bay, 15 miles WbyS from Manitou Island, has good shelter from north to west winds, and also under Point Eewawena. Lake La Belle lies at the SW end of Bettfame Bay, and ia capable of being made ii\|;o an excellent harbor, by a cut aeroaa a narrow neok of land. The copper mines of Eagle Harbor 80 THOMPSON'S OOABT TILOT. i and the vicinity, are bat a short distance from this lake, and the proprietors are making every effort to dredge a channel and boild piers, which when completed, would be of incalculable advantage to them for shipping their copper, and also to the mariner as a sate harbor of refuge. This improvement is now going on and piers built. A Lighthouse is to be erected at the entrance of this harbor. A Lighthouse has been erected on the West Huron Island. Order of lens, three and a half, and will show, at an elevation of 197 feet above the lake level, a fixed white light. There is a good channel between Manitoa Island and Point Ktiwawena. To run through, give the SE point a good berth, and haul up to the northward and westward, leaving Manitoa Island to the eastward. ■ -f FBOIC MAKITOU ISLAND TO COPPER HARBOR, WEST 87 NORTH FOUR- TEEN MILEB. To run into Copper Harbor, coming from the eastward, keep biong shore until past the point where the Lighthouse stands, and the stakes are ranged ; then haul up for them, keeping on the range until past the rocks which are above water, and plain to be seen in daylight; then haul up the bay, steering WiS, Qutil past Potter's Island, and come to anchor or run alongside tk a (' )ck. The ranges are : a long pole or signal staff behind, and a low tripod in front of the dwelling at Fort Wilkins. The water is deep close round the Lighthouse point, and vesse's can make a good harbor from easterly winds by hauling ap into the bay to the eastward, closing in the light from a north line, and come to in 3 to 4 fathoms. The land is high all round Point Eewawena. In coming from the eastward, a rocky hill, Mount Houghton, 800 feet high, and 12 miles SW of Point Eewa- wena, can be seen from 40 to 50 miles, and is a good leading mark. The harbor is formed by a number of small rocky islands, just above water, extending from Potter's Island towards the Lighthouse, neariv east and west. Deep water going in. \ TBOMPflON'g 00A8T PILOT. 81 FROM COPPER HARBOR TO AGATK HARBOR, EIGHT AND ONE HALF MILEd To enter the north harbor, bring the target or beacon on the main shore (about i a mile east of the large warehouse) to bear SS£, and run on this course until the houses on the nouth shore of the soul h harbor come in range with Agate Point ; then haul up EiN to the anchorage in the middle of the harbor, in 4 to 5 faihoma, mud bottom. To enter the south harbor, bring the target or beacon to bear SSE, and run for it until the small rocky island to the west of Agate Point is just opened with this point ; then haul up for the houses on the north side of the south harbor, and run for them until al reast of Agate Point ; then steer tor the wharf or dock, or come to in the middle of the harbor in 8^ to 4 fathoms water, mud bottom. / . ■ I EAGLE HARBOR, FIVE AND ONE-HALF MILES WEST OF AGATE ; HAUBOU. To enter the harbor by the east channel, bring the Lighthouse to bear WSW^S, and run for it until the eastern point of the harbor bears due south, and is distant i of a mile ; then steer SWiS to a point about 160 feet east of the most eastern point of Senter's dock. To enter the harbor by the west channel, bring the cleft in the rouk and signal target in rear in range, when the compass should read SEbySjS, and run on this course and range until the bar at the mouth of the harbor is passed ; then haul up for the dock, or come to in 3^ fathoms water, sandy bottom. The reef which lies outside the harbor is three-sixteenths of a mile north of the east point of the harbor at the eastern end, and the same distance from the Lighthouse to the western end of it. The least water is 3 and 4 feet on the east end and north from the point; the least water on the west end is 5 and 6 feet, due north from the middle of the bar ; and on the extreme ends east and west, 16 and 18 feet. Tbero is a patch with 12 feet on it, north of the Lighthouse, and west of the middle ground or shoal. In running on the ranges^ enter the har- bor, yoa will have from 11 to 16 feet water on the bar, and 18 to 24 feet inside. r ' ^«jff "mvftm^Bvr' IV TBOMPSON'S COAST PILOT. Old Ranqi for Going In by tub East Channbl. — Range the Boutheastern end or angle ot Senter's dock, and run for it, bearing SWJVV, until the target opens in the cleft in the rock; thence SWiS, until in 22 feet water. "Vessels not drawing over 8 feet, can run in on this range clear up to the dock. FUOM EAGLE HARBOR TO EAGLE RIVER, SOUTHWEST BY WK8T ONE- HALF WiiST SEVEN MILKS There is no harbor at Eagle River. To come to the dock, keep a long, low, lead-colored house, with a chimney r < the north end of it, in a line with the second window of the hotel just behind the house, and run over the middle ground in 3 fathoms water; when over, you drop into 4 and 5 fathoms, and run for the dock. The dock or pier runs out NW. Or, bring the end of the dock to bear south at the dis- tanoe of 2 miles, and run for it. In approaching the dock, keep well to the westward, and go in at an angle of 40°, to clear the sand bank that has formed off the enil of the pier. There was only 9 feet water at the pier in 1868, and you cannot go to the eastward of the pier at all. In running in at night, bring the Lighthouse to bear SbyEJE, and run for it till over the bar and near the dock ; ihen go in as above. On this range you run over the western spit in three laihoms water, and a lit- tle over i a mile from thd end oi the pier. In going out, bound to the westward, run the shore along for 2 miles, and shape your course for Ontonagon River SWby WiW 13 miles ; thence SWiS 45 miles. FROM ONTONAGON TO LA POINT. From Ontonagon, piers run oat .1 or 3 miles NNW, and haal np Wis 21 miles, to clear the land under the Porcupine Moun- tains and Lone Rook ; thence WbySiS 45 miles, to La Point Lighthouse. This Lighthouse was built in 1858, and the Light on Passage Island discontinued. It stands on a low sandy point, calltiU Chagwatimegou, at the entrance to La Point. As you approish the Lighthouse you leave Madeline iind the Apostle Islands to starboard, and haul up for the sandy point, keeping it well aboard until past the Lighthouse ; the ace haul THOMPSON B COA8T PILOT. 88 i : 1 up NW northerly for the town of Bayfield, which has a good dock and a saw mill. La Point and the Mission is on the east side of the Bay; haa a dock and good holding ground in from 3 to 5 fathoms, mud bottom. Off the SW point of Madeline Island a reef sets off i to J of a mile in a southerly direction, and opposite the Lighthouse. TO RUN THHOUOn THE ISLAND PASSAGE TO FOND DU LAC. From the dock or Bayfield run the main land along, leaving Sugar Island, Cap Island, Oak Island and Raspberry Islands to starboard ; keep mid-channel, and when abreast of Cap Island haul off to the NW, leaving York or Sand Islands and Little Fishing Island to port; run ou NW 6 or 7 miles from York Island, and 3i miles from Little Fishing Island; thence SWby WJW 57 miles, to Minnesota Point Lighthouse, at the entrance to Fond du Lac Bay or Superior City. TO RUN INTO FOND DU LAC BAY TO SUPERIOR CITY. Run for the Lighthouse until you bring the two targets on the south bank in range; run on this range until well up to the beach, in 12 feet water, or until the Lighthouse point (sandy) is in a line with a small, low point opposite to it aud inside the Bay ; then haul up and round the Lighthouse point, pretty close to, leaving two black stakes to port off the low point ; run up the bay about li miles, keeping the starboard shore pretty well aboard until you come to the turning stake ; follow them round, leaving them to port, and come to the dock at Superior City, or to an anchor in the bay in 14 feet water. The channel is well staked out, thus : three stakes going in on the port side, with range ahead ; one stake off the Lighthouse point to star- board ; the rest as described above. The Apostle Islands are a group lying off the mainland at La Point. The water is deep through these islands, and the shoals are plain to be seen in clear weather. The land is of a good quality, with plenty of timber of all kinds. A Lighthouse was built on Passage Inland, but discontinned in 1858. It will be re-lighted this season. To run through thi« pacsage from OatoDagoo, steer WiS 51 miles, to Pasiag* i M- ^^assammmmmm W THOMPSON 8 COAST PlLCf. Inlnnd Lighthouse ; thence WbyNiN 10 miles, to Oak Island Dock, to Htarhoard, leaving Cap Inland close to, to port, and run out NW, ler-ving UaNpberry Inland to starVtoard, and York Island to port ; then steer as directed for Fond du Lao. From Passage Island to Chngwaumegou Point Lighthouse SWbyS 17 miles, until the Lighthouse is open with the SW point of Madeline Island ; then haul up for it, and run in as directed lor Bayfield. FUOM PAS8AOK ISLAND LIGHTHOUSi: TO UOCK HARBOR, ISLE ROY ALE. Run out from the Lighthouse EbyS 2 miles, and haul up NE iE 118 miles, to Isle lioyale, passing Siskowit Bay close to ; bring the Lighthouse at Rock Harbor to bear NWiW.and run for it until well up to the group of islands at the entrance to the harbor; run through, leaving the first small patch ot islands to port which lie NE from the Lighthouse, and haul up into the bay to the SW, and come to in 12 to 16 fathoms water, mud bottom, doping in the Lighthouse. There is a good channel on the S W side of this first group of islands next to the Lighthouse point, but is not so straight as the first one mentioned. The group is called Middle Islands, and can be passed on either side. From Rock Harbor to White Fish Point SEbyEJE 188 miles. ■ ' V ' COURSES AND DISTANCES ON LAKE SUPERIOR. From White Fish Point to Manitou Island WNW 24 miles; thence WbyNiN 100 miles, to Manitou Island Lighthouse. SW f of a mile from the Lighthouse you will find 15 fathoms water, mud bottom. From White Fish Point to the Carabon Island NW 55 miles. From Carabon Island to Small Lake Harbor, Ont, NWiN 117 miles. Good holding ground under Carabon Island in 5 to 6 fathoms, clay and sand. From White Fish Point to the east shde of Michipicotton Island NWbyNiN 75 miles; to the Copper Mines on t!to south side of the island N Wj^N 73 miles. THOMl'SON'S OOikST PILOT. 85 From White Fi«h Point to Michipicotton River, NbyW 60 miles, to Cape Gargantua; thence NbyE 20 miloB ; thence ENE 7 miles, to the river. This river is navigable for boats 15 miles, to the falls. From White Fish Point to Montreal River, Ont., NbyEiE 85 miles. This river is 20 fathoms wide, with 5 to 6 feet water over the bar. From White Fish Point to Cape Thunder, Ont., NWbyW iW 189 miles, to Blake's Point; thence WbyNJN 2t miles, to Cape Thunder. From Michipicotton to the Manitou Island Lighthouse WSW 105 miles (from the north side). From Manitou Island to Stanard's Rock SEiS 20 miles; thence same course to Grand Island, 51 miles. A day beacon will be erected on Stanard's Rock, built of stone, with a wrought-iron shafl in the center, surmounted by an iron cage. From Point Kewawena to Granite Island SbyEiE 50 miles. From Fond du Lac or Minnesota Lighthoiue to Isle Royale NEbyEiE 145 miles. From Eagle Harbor to the outer island of the Apostles WbyS is, and to clear all the islands WbyS, 107 miles. From Ontonagon to Grand Portage or Pigeon River NbyW iW 72 miles. E'rom Eagle Harbor to Rock Harbor NNWiW 40 miles. From White Fish Point to Point Iroquois Lighthouse SE 25 miles. Note the difference in return course. LIGHTH0VSE8 ON LAKE SUPERIOR. Round Island light, fixed, varied by red flashes, visible 12 miles, near the entrance to Sault Ste. Marie River, and 4^ miles from Waiska bay. (Re-lighted.) Point Iroquois light, fixed, visible 10 miles, on Point Iroquois, 25 miles from White Fish Point. White Fish Point light, fixed, visible 13 miles, on White Fish Point. Good anchorage under the poini in 7 to 9 fathoms. 12 wm^m ^ THOMPSON 8. OO AST PILOT. Grand Iflland light, fixed, varied l)y rtashes, visible 18 miles, on the north point of Grand iNhiiul. Thin Light lioiise is the highest on the lakes, being 2Ht leot above the level of the lake. The highest part of the iHland is 300 feet above the level. Marquette light, fixed, visible 10 miles, on the north point of Marquette Harbor. There are several small patches of rock close off the point, just awash, and due east of the point. SE from the Lighthouse, in Oi to 7 fathoms water, you will find floft bottom. Good anchorage in the bay in Sh fathoms. Granite Island. A Lighthouse has been built on this island, also one on the West Huron Island. Portage Entry light, fixed, varied by flashes, visible 13 miles, on Portage Point, near the mouth of Portage River or Entry, western shore of Kewawena Bay. Good holding ground under the point in 2i to 3J fathoms. This harbor is under improve- ment, and will be one of the best on the south shore. The cut is through the sandy point into the river. The pier is on the east side of the cut, with nothing less than 12 feet water ; and the other improvements are up the river, by cutting across flat points to straighten the channel. After getting into Portage Lake, the course ia NbyWJW, to the turning point below the city; keep the middle of the river after hauling round the point, and run up to the docks. A Lighthouse is to be built at the entrance to Lac la Belle, and a Lighthouse has been erected on Gull Island, west of Man- itou Island. Manitou Island light, revolving, visible 14 miles, on Manitou Island, 4 miles from Point Kewawena. Copper Harbor light, fixed, visible 10 miles, at the east end of Copper Harbor. Rock Harbor light, fixed, visible 14 miles, on the NE end of Isle Royale, on west side of entrance to the harbor, 12 miles from the eastern extremity of the island. There is a passage inside from the bay to the east end of the island, formed by a number of sro.all islands, the whole way to Blake's Point, 12 miles, with three or four passages through into the lake. First- rate holding ground in the bay, SW of the Lighthouse, in 10 to 15 fathoms water, mud bottom. (Light discontinued.) TnOMMON's COAST Pn/TT. 87 Kiiff\e Harbor light, fixed, varied by dashes, visible 12 milcH, at the west side of Eagle Harbor. Eagle liiver light, fixed, visible 11 miles, 7 miles from Eagle Harbor, on the south shore of Lake Superior. OntoiiaLTon light, fixed, visible 11 miles, at the mouth of Ontouiiiroii River, west side, on the b«ach. The piers at Ontonagon are under repair, and it is hoped that steamers will be again able to enter the river, after the spring freshets. La Point light, fixed, visible 14 miles, on Point Chagwaame- gon, opposite the SVV" end of Madeline Island. Minnesota Point light, fixed, visible 12 miles, at the head of Lake Superior and mouth of St. Louis River, on the low sandy point. From Minnesota Point Lighthouse to Buchanan River NEJN 25 miles. Buchanan has a pier with 12 feet water alongside ; not safe in bad weather. Raspberry Island light on Raspberry Island, visible 12 miles. TiRIATION OF THE COMPASS ON LAKE SUPERIOR. 5 Sault Ste. M(iri»^ ' iver Two Heart River Presqu'ile LeAnse Bay Point Abbaye Eagle Harbor Eagle River Lone Rock 8W Point Isle Royale. . . . Small Eiver Otter Head, Ontario Otter Cove, Ontario Fort iVilliam, Ontario Cape Gargantua, Ontario, 3 00 E. 6 23 E 3 50 E. 7 20 E. 7 00 E. 2 39 E. 7 54 E. 9 15 E. 15 E. 11 00 E. 5 30 E. 5 07 E. 11 43 E. 4 05 E. White Fish Point Train Point Huron Islands Iron River Kewawena Point Agate Harbor Misery Bay Passage Island, L. H Montreal River. St. Louis River entrance. . State Island, Ontario Small Lake Harbor, Ont. Pie River, Ontario Isle St. Ignace, Ontario. . . 4 7 7 9 7 5 50 E. 21 E. 00 E. 52 E. 00 E. 20 E. 8 30 E. 10 15 E. 9 68 E, 11 20 E. 7 42 E. 4 50 E. 8 22 E. 7 00 E. It will be observed by the above table that the compass is materially affected in short distances ; it is therefore necessary to be on the lookout, in dark or foggy weather, in running close along shore. Kc >i* 88 TH0MP80N 9 00A8T PILOT. ST. CLAIR RITER. After clearing the flats and into the river, keep the center, and at the turnn run from point to point. The channel of the river is plain to be seen in daylight all the way up, except the middle ground off Port Huron. Algonac is the first town on the American side, and opposite to HurBon's Island, and nearly opposite where the south channel enters the main river. Snicarte River, a little above Algonac, on the Canada side, runs into Bear Creek. From Algonac you can keep either side of the river aboard to Lake Huron. The island called Oak Island, just below Newport, which is 7 miles from Algonac, has a good channel between it and the Canada shore, with wood docks. A shoal sets down from the island, but is plain to be seen. From Newport to St. Clair 7 or 8 miles. Off St. Clair City there is a middle ground, with 4 to 5 feet water on the center of it, and directly opposite Sutherland's dock, but nearer to St. Clair side than the Canada. Good channel on both sides. After passing St. Clair and the point above it, you make Elk Island. A shoal or flat sets down from the island in a line with the Canada side H to 2 miles, and. leaves a good channel on both sides. In running up keep one side or the other aboard until well up towards Port Huron, as there is a middle ground off Black River. To run the American channel, keep all the docks close aboard untU up to the ferry, when you are into the rapids. To run the rapids, keep just inside the eddy and run out into Lake Huron, keeping the starboard shore aboard until up to the Lighthouse. To run up on the Canada side, run up to abreast the docks at Samia; then shape your course for the outer point of low land OD the starboard hand, and keep just in the eddy and run out «8 above. There is deep water the whole length of the river, from 5 to 7 fathoms, with good holding ground, except in the rapids above Port Huron. THOMPBON'8 00A8T PILOT. 89 COURSES AND DISTINCES ON LIKE ST. CLIIR. Run out from the head of Detroit River into Lake St. Clair ENE 3 miles; thence NNE 18 milcH, to Toint Huron Slake, which leave to port; thence NbyE i") miles, with New Balti- more right ahead, to the turning stake (red) to starboard ; thence to the stakes on the flats ; range the first tour stakes and run up, leaving all the red stakes to 8tar1)oard and black to port (if there are any), until in St. Clair River, north channel. (No stakes in this channel since 1860.) Clinton River Lighthouse bears from the stakes at the entrance of the flats SWby WJW, and is the leading mark from the stakes bound down. BAILING DIKECTIONfl FOR LAKE HT. CLAIR-TO ENTER BT. CLAIR RIVER BY THE SOUTH PA88 OR CHANNEL. To enter St. Clair River by the South Pass or channel, run out of Detroit River ENE until the two first points north of the Lighthouse are open ; thence NE^N 20 miles, till you make the South Pass Lighthouse, when in 15 feet water, bring the Lighthouse and beacon light in range, steer up on this range, passing black buoys to port, and red buoys to starboard, till up to beacon light; thence haul oflf to the SE and leave red buoys to starboard and black to port, until into the river. There are range lights kept on the starboard hand, opposite the turning point into the river, and are thus : red and white for each bend or reach, first from the beacon light to abreast the point, and then up the river, and vice vena. The lights stand in an angular direction, the middle one being red, which form the two ranges. After clearing the flats and into the river, keep the port side best aboard until up to the head of llursou's Island; then keep in mid-channel until the two log houses on the Canada shore are in range ; thence across the river to Algonac, to clear the shoal which makes up river from the head of the island. The new cut or channel over the St. Clair Flats runs in a line with the first reach of St. Clair River S40°W. Two Light- houses will be erected on the port side of tiie out, to mark the channel. This improvement will be of incalculable benefit to the sailing community, also to merchants and owners of vessels, -a .^B=T ■^^ ry 90 THOMPSON 8 COAST PlUrT. From Windmill Point Lij^hthouse to tho Itiver Thamon LighthoiiBu, Ontario, EbyS Sf) railen. Courflo to the middle channel, NE 17 milcH. All tho lightH on thin lake are fixed, and vinible about 9 to 10 miles. Tho depth of water on Lake St. Clair Ih from 21 to 5 and 7 fathoms, sand and mud. There is a good channel between Peach Island and the main- land, Ontario. NoTR — In air channels where government buoys are laid down, they are thus : red buoys with even numbers must be left to starboard ; black buoys with odd numbers to port ; buoys with black and white perpendicular stripes, in mid-chan- Del, may be left on either side close to; red to starboard always in going in. v , '•' 't COURSES AND DISTANCES ON LAKE ERIE. 19* All Counc* marked thus [*J are magnetic. Courm-s. Miles. Prom Buffalo to Point Pelee Island * WbySfS 200 Buffalo to Marble Head •SWbyWfW 218 Buffalo to Cleveland *SWby Wi W 141 ^ till Fairport Pier Light bears south 8 milei>, > 172 thence *8WiW 31 ) Buffalo to Dunkirk 8 W^S 86 Dunkirk to Point Pelee *Wby8i8 166 Erie to Point Pelee "WbyS 130 Erie to Grand River or Fairport 8 Wby W^ W 60 Erie to Black River SWbyWjW 129 Erie to Peninsular of Sandusky Why 8^8 144 Erie to Middle Island Wby8i8 140 Erie to Long Point, Ont NiW 28 Buffalo to Grand River or Fairport 8 Wby V^iW 141 Buffalo to Black River SWbyWiW 207 Buffalo lo Middle Island W8W 213 BuffalotoLong Point, Ont Wby8f8 64 Cleveland to Sandusky W^N 14 thence WiS 37* Cleveland to Middle Island WbyN 52 Cleveland to Point Pelee Island Lighthouse, Ont WNW 65 Clevelnnd to Ronjjeau Harbor, Ont Nby W 54 fr Cleveland to Point Talbot, Ont NbyE 79 Cleveland to Port Stanley, Ont NbyEjE 86 Cleveland to Port Burwell, Ont NEbyN^N 93 TIIOM l'(K)M H OOAflT I'lUIT. H CourM*. U\U*. Clevelimd to Lonjj Point. Out NKiE 1 10 Fuirport to Long Point, Onl NEcHKitrly M Aslitnliula t<) Umn Point, Ont NKfN 57 Conn«'«ut to LonK Point, Ont NNKfK 46 Fuirport to the WcIIhiuI Canal NE4E (iiMirly las Erie to the Wt-llaml Canal NEiN «5 Lonit Point, Ont., to Onintl Kiver, Ont NE^E I«J Long Point, Ont, to Welland Canal NEbyE^E 464 V f SAILING DIRECTIONS FOR THE HEAD OF LAKE ERIE. (Th« CourMi and IteMingi aru MaunetK'.) FROM DETROIT RIVKR TO POINT PELEK. From Bois Blanc Lighthouse SjW 4 miles ; thence EbySiS 84i miles, to Point Pelee, running i a mile south of Little's Point, and 3 miles north of a shoal with 8 teet water on it, bearing from Little's Point SEbySiS 4 miles, and from the Middle Sister NE 8 miles. This shoal can easily be avoided by keeping well over towards Little's Point, and it is always bet- ter to run close along from Little's Point to the river, except in a heavy west wind. (See directions tor Detroit River.) Also leaving the middle ground between Point Pelee Island and the point 2 *ailes to the southward. The middle ground has 12 feet least water. It bears from Point Pelee Island Lighthouse EbyNJN, and from the extreme end of Point Pelee Shoal WSWiS. DETROIT UIVER TO CLEVELAND. From Bois Blanc Lighthouse SfW 8^ miles ; thence SEby E}E 83 miles to Cleveland, running li miles NE of Point Pelee Island Lighthouse, and just clear of the south end of the middle ground. DETROIT BIVES TO SANDUSKY. From Bois Blanc Lighthouse S}W 2i miles, crossing the range of Little's Point and Bar Point ; thence SSE^E 33 miles, running i of a mile eai^t of Middle Sister Island and i of a mile east of Strontian Island, to a point i of a mile soqth of South Bass Island ; thence SE}£ 9 miles to abreast of Marble IMAGE EVALUATION TEST TARGET (MT-3) ^ k ^ ^ ■tt lii 12.2 I.I £f Ug 12.0 ins m I 1.6 Fnotographic Sciences Corporation ^' 23 WIST MAIN STMiT WIBSTn,N.Y. 14SM (71«)I72-4S03 4^ 92 THOMPSOH'S OOABT PtUOrt. Head Lighthoase ; thence SSE 3 miles, to entrance to Sandasky Bay. In case of heavy weather from the westward, run from Bois Blanc Lighthouse Sby W 3i miles ; thence SEiS 37^ miles, pass- ing within i of a mile SE of the East Sister laland, and i of a mile of the NE point of Kelly's Island ; thence S^W 8^ miles, to entrance to Sandusky Bay, leaving Middle Island If miles to the NE, and Gull Island and Shoal i of a mile to the NE. Good anchorage under the island in 4 fathoms water, with the dock bearing north. Variation of compass at Kelly's Island, 2** 13' E. There are two patches of rock NE from the NE end of Kel- ly's Island, with 6 and 10 feet water on them. The first is 1 mile from the point, and the second, 1} miles. 25 to 30 feet water all round them. DETBOIT RIVER TO MAUMEE BAY. From^Bois Blanc Lighthouse S} W 5 miles ; thence SWbyS (on Turtle Island Lighthouse) 21 miles; thence SWiS li miles, to the west channel. DETROIT RIVER TO HONROK From Bois Blanc Lighthouse S} W 5^ miles ; thence SWbyS (on Turtle Island Lighthouse) 3 miles ; thence SW^W 10 miles, to Monroe Piers, passing within i of a mile of Stony Point. I\ MONROE TO POINT PBLEE. East 42i miles, passing 2 miles north of Middle Sister, 1} miles from the shoal N^E of North Harbor Island, and i of a mile north of the middle ground between Point Pelee Island and Point Pelee. Variationofcompass, 2*> 18'E. ' MONROE TO CLEVELAND-MIDDLE PAH<)AOE. ESEiE 86i^ miles, passing i a mile north of North Bass Island, and between Middle Island and Point Pelee Island ; and note that Mtddto Island can be passed in 6 to 7 fathoms water within I a mil* on either side; thence EbyS 58 miles to OlAveknd. Mi mt THOMPSON'S COAST PILOT. 9^ i\ MONROKTO SANDUSKY BAT. SEbyE 40 miles, to abreast ot Marble Head Lighthouse ; thtiQce SSE 3 miles, to entraiir to Sandusky Bay. MADMEE BAY TO SAU DUSKY BAT. From west channel NEiN 1^ miles ; thence E}S 14 miles to h mile south of West Sister Lighthouse ; thence SEbyEfE 24i miles, to abreast of Marble Head ; thence SSE 3 miles to entrance to Sandusky Bay. MA.UMKE BAY TO POINT PELEE, ONT. From weft channel NEiN U miles; thence ENE^E 29 miles, passing i of a mile south of Middle Sister Island, to strike the route from Monroe to Point Pelee ; thence on tliat route 17 miles, to the turning point of Point Pelee. HAUMEE BAY RANGES. Outer range — front rad, and rear light white. Middle range —both lights are red. Inner range — front light red, and rear light white. These ranges mark accurately the channel from the bay inio the Maumee River. Care must be taken not to mistake the middle ranges, both lights of which are red, for the outer range, which is composed of red and white lights. 08 id er to DETROIT BITER. FROM BAR POINT, LAKE ERIE, TO WINDMILL POINT LIOHTIIOUSE, LAKE ST. OLAIR. In rnnning up the north channel for the entrance to Detroit River, keep the shore along from Little's Point in 8 to 8^ fathoms water until well up to Bar Point, when you may ran with safety in 2^ to 2^ fathoms until Bois Blanc Lightbonae opens ; yon will then drop into 4 to 4i fathoms water, with the Lighthouse bearing N^E. (There is a red bnoy kept off Bmt Point in 12 feet water.) Haul up for the Lighthouse, keeping it a little to port (and note that at the distance of 2i miles SW of Bar Point, on the range, you will have Gibraltar light ojpett 18 H Thompson's cx)A9t pilot. :i with Citron Island), and run up, keeping the low point under the Lighthouse blufl pretty close to ; when up to it^ take the middle of the river. The Btarboanl or east shore can be run in a straight line with it in 2i fathoms, if necessary ; but as you approach the foot of the Island, haul off to port for the middle ot the '^iver; when up to head of BoIh Blanc Island, keep it best aboard to clear the flat which sets off Fort Maiden, where there is a red buoy ; after passing the buoy, steer for the lime kilns on the Canada shore, to clear a flat rock with 5 leet water on it, a little below the lime kilns and SE from Stony Island. There is generally a buoy at the north and south end of this shoal. When abreast the lime kilns, run the «hore along pretty close to until nearly up to the rock which lies off 375 feet from the shore, and directly opposite the gate of McDougall's fence, and the large brick building ; thence run across the river, steer ing NNW until you range Mamajuda Lighthouse with Grassy Island Lighthouse; then haul up for Mamajuda, keeping on the range until well up to it; pass it close to and run lor Grassy Island Lighthouse, and as you approach it, give it a berth of 200 yards, or just clear the piled work of the Fishery ; thence due north until nearly up to the head of Fighting Island, where the White-fishing shanties are; thence take the middle of the river, or haul over to the Canada shore, and run up in the eddy, close in, crossing Sandwich Bay from point to point, and up to Hog Island. There is a middle ground about i a mile long, just below the freight depot on the Detroit side, with 7 feet water on it; good channel inside, close to the docks. When up to the head of Hog Island, haul off to port about NE for Windmill Point Lighthouse; and as you approach Peach Island, keep a little more to port to clear the shoal which sets down from it ; when past it, haul up again for the Lighthouse ; give it a berth, and when well up to it, run out £N£ 2 or 3 miles into Lake St. Clair. The depth of water in the channel all the way up is Irom 3^ to 5 and 6 fathoms water. The shoal off the foot of Hog Island ruiis down to abreast the Hospital, about i » mile, 6 (o 8 feet water on it. The east or Canada channel is deep, 22 to 39 feet water. To enter the channel at the south t TIIt)Mlt«ON'8 «)A8T I'lLOT. 95 entrance, keep Bois HIano iHlnnd just open with the mainlaDd, •which will lend yon in. Kocp Figlitin<; Inland side well aboard all the way through, and run out into the river above, about NW. The holding gronnd in the river is good nearly all the way through, except below the lime kilns. Current in the river, averapje 2i mile per hour. Detroit Latitude 4'2°19'4iV' N. Longitude, west of Greenwich H3°02'.33". In time _. o h., 32 min., 10.2 sec. Variation ot con::pass _. 2°07' E. l\ COURSES AND DISTAIViES ON THE NORTH SHORE OF LAKE ERIE. From Buffalo to Point Abino WbySJS 11 miles. From Point Abino to Gravely Bay or Port Colborne WNW 9 miles. FROM PORT COLBOKNE PIKR TO GRAND RIVER. Run out from the pier SWbyWJW Similes; thence west 91 miles, or until Mohawk Island light bears NEJE ; thence Nby WiW 3 miles, or until you range the west pier ; then run in, keeping the west pier well aboard. FROM GRAND RIVER TO PORT DOVKR. Run out from Grand River SW^W 6 miles, to clear the reef which lies off Grand River bluff WSW 4 miles ; thence WiS 26i miles, to abreast of Port Dover harbor ; and note that a reef lies off the east side of the harbor, about li miles 8E from it ; range the west pier and run in, keeping it best aboard. Lighthouse on the west pier. From I*ort Dover to Long Point SEbySJS 18 miles. From Long Point to Port Burwell WiN 29 miles ; thenee WNWiN lU miles. From Port Burwell to Port Stanley Wr>N 20 miles. Gat Fish Creek is 10 miles from Pert Barwell; has 7 to 9 feet over the bar, has one pier on the west side with a light oa 96 THOHI'SON 8 COAST PILOT. the end of it, bnt is no place to run to for refuge, except for small vessel H. Between Long Point Cut and Port Burwell there are two piers, with lumber under the sand hills. Long Point upper gap is closed up and the lightship taken away. From Long Point to Port Stanley, WiN 29 miles; thence WbyN 30 miles. From Port Stanley to the Rondeau, SW^W 43 miles. FROM KONDEAU TO POINT PELEE. SW} W 44 miles ; run on this course 4 miles further, until Point Pelee Island Lighthouse bears W^N and Point Pclee NNEJE; thence NWbyWifW 44 miles, to the entrance of Detroit River, with Bois Blanc Island Lighthouse bearing NJE Si miles. On this route you leave the middle ground to star- board. The bottom olf Point Pelee is sand ; and along the east side of the island the bottom is rocky, btit c|ui be approached in 4 fathoms with safety. The new Lig' thouse on the dummy at Point au Pelee can be passed pretty close to in rounding the point. w LICIHTHOU8E8 AND BARBORS ON LAKE ERIE— ON BOTH SHORES. Black Rook light, fixed, visible 10 miles, near the head of Niagara River. Beacon light, fixed, varied by flashes (every TSO"), visible 14 miles, on Horse Shoe Reef, at the entrance to Niagara River. To enter Niagara River, leave Horse Shoe Reef Lighthouse about 400 yards to starboard ; then steer direct for the Beacon light at Black Rock, until abreast, of the head of Black Rock pier, leaving the red iron can buoys Nos. 2 and 4 to starboard, and the black iron can buoy No. 1 to port. To enter the river by the Emerald Channel, leave the red wooden can buoys Nos. 2 and 4 on your starboard hand, and the blaok wooden can buoy to port. 1 ■1 :i v\ > ■H mmmsmm* TIlOMraON S COAST PILOT. »7 To enter the Tonawnnda Channel to the e.^stwanl of tho Strawberry Irtlantls, leave the hhiok spar buoyH \u8. ii and 5 to port. To enter the Tonawanda Channel to the westward of the Strawberry Ii^land, leave the red spar buoyn Noh. 6 and 8 to starboard, and the black spar buoys Noh. 7 and 9 to port. Buffalo lii^ht, fixed, visible 10 miles, on the eud of south pier at Buffalo Creek. Fog Bell, struck by machinery every ten seconds. % \\ TO ENTEK BUFFALO HARBOR. From Point Abiuo steer EbyNJN 11 miles, direct for Buf- falo Lighthouse, leaving Horse Shoe Reef and Lighthouse to port ; run to the eastward 200 yards clear of Buffalo Light- house, until you mnge the north pier ; then haul up and run in to the creek or under the breakwater. Depth of water going in 14 feet: Silver Creek or Cattaraugus light, fixed, visible 9 miles, on the west pier at Silver Creek. Dunkirk light, fixed, varied by flashes, visible 16 miles, at Dunkirk, on the SE shore of Lake Erie, west of the harbor. Beacon light, fixed, visible 9 miles, on the pier, west sido of the entrance to Dunkirk Harbor. (Buoyed out.) Portland or Barcelona, 17 miles west of Dunkirk, has a good pier. Light discontinued. Erie or Presqu'ile light, fixed, visible 16 miles, on the main land, southeasterly from the piers at the entrance to the harboi^. Beacon light, fixed, visible 10 miles, on the east end of the north pier. On the north side of the east entrance to Presqu ile a shoal extends out from and around the east end of the north pier, with 8, 9 and 12 feet water on it. To enter the harbor, bound up, run along shore until well up to the Lighthouse on the mainland ; and as you approach the south pier, you make a red can buoy, which leave to starboard, and haul in between the piers, and run along the north pier in a line with it, until past the end of it ; then keep a little more to the northward, until you range the two beacons on the norU^ d- Srf*" 98 THOMPSON 8 00 AST PILOT. pier; keep on this range till the two beacons on the peninsula, NW ot the north pier, are in line, then haul off for the city docks. There was only S fiuet water over the inner bar last year, and the shoal off the mouth ot the harbor has made con- siderably to the southward, nearly closing up the channel. Coneaut light, fixed, visible 8 miles, on the east pier at the entrance to the river. This harbor has irom 7 to 8 feet water over the bar, Ashtabula light, fixed, varied by flashes (interval of flash 1'3U"), visible 11 miles, on the east pier, at the entrance to the river ; 8 J leet wate" over the bar. Grand . viver or Fairport light, fixed, visible IG miles, at Fair- port, on the east side of the river, or. the hill. Beacon light, fixed, visible mi' ,'8, on the east end of the pier. There is a middle ground at the entrance. The channel into Grand River was nearly choked up last season. Cleveland, Ohio — change of pier light — a fixed white light, varied by red flashes. Interval of flash 15". Cleveland light, fixed, visible 14 miles, on the end of the east pier. To run in, range the east pier, and keep midwaj between them ; 12 to 14 feet going in. Black River light, fixed, visible 14 miles, on the end of the west pi^, at the mouth of Black River ; 9 feet water and vari- able. Vermillion light, fixed, visible 9 miles, on the west pier, at Vermillion Harbor ; 9 feet water and variable. Huron light, fixed, visible 12 miles, at the mouth of Huron Kiver, on the west pier; 10 to 12 feet water. Cedar Point Beacon ligh^ fixed, visible 10 miles on Cedar Point, east side of the entrance to Sandusky Bay. Outer Range Beacon light, fixed, visible 5 miles. Inner Range Beacon light, fixed, red, visible 5 miles. u" TO BKTER SANDUSKY BAY, DAY OR NIGHT. On approaching Cedar Point Lighthouse, run until yoa bring it to boar SWbySi^S ; keep on this course until you make the ^m m W THOMl'flON 8 COAST PILOT. 99 outside buoy, and leave it and all the red buoys to starboard (Nob. 2, 4, 6, H, 10, 12 and 14); No. 14 in the turninj,' stake or point towards Bull's Island, alter passiii/;; which yuu will make the black buoys Nos. 1, 3, 5 and 7, leaving them all to port ; and after passing No. 7, steer for the city, about SiE '2 milei. You will have nothing less than 11 feet water over the b.ir. ^ To enter the harbor in the night, bring the outer range light in line with Cedar Point light, and run on this range until within about 500 to 600 feet ot the outer range light ; thence ti'.rn gradually to the westward until you get the Inner (red) and outer lights in range ; keep them in range for li miles ; thence turn gradually toward the city. The depth of water on the inner bar is from lOJ^ to 14 feet, s.and. ^ Sandusky or Marble Head light, fixed, visible 12 miles, on Marble Heau, north side of Sandusky Bay, and leading mark for the south channel ; deep water close to. Port Clinton light, fixed, visible 10 miles, on the e^st side of Portage River, at the head of the bay, SK from South Bass Islacd. Green Island or Strontian light, fixed, varied by flashes (inter- vals of flash 2'), visible 12 miles, on the west end of Green Island, 1^ miles from the west side of Souih Bass Island. West Sister light, fixed, visible 14 miles, on the SW end of West Sister Island, and a leading mark for Manmee Rivei . Turtle Island light, fixed, visible 14 miles, at the entrance of Maumee Uiver. , ♦ TO RUN UP MAUMEE RIVER TO TOLEDO. Haul round Turtle Island Lighthouse until it bears due east, in 13 feet water, i of a mile distant ; thence SEJS H miles, to abreast ot North Cape' which is low and swampy, with scat- tered bushes on it, in 11 feet water ; there is usually a stake on this point, red ; thence SW^S li miles, in 12ii^ to 13 feet water ; thence W^S for the first black stake, run up, leaving all the black stakes to port and red to starboard ; when into the river, keep the port side well aboard, until above the middle ground which lies ofi Manhattan Docks, and some little distance above R ii 100 TIIOMI'SON H tX)ABT PlUrf. it; thon haul over to the Toledo pi<1o and run up to the dockn, or come to in the river. There iH a middle ground oppoHito thenipper docks of Toledo. There are now three ranges for the channel into Mauraee Bay, beNideH the usual black and red stakes. Vessels have to pass through the drawbridge in going up river. Vessels not drawing over 9 to 10 feet water can come in as follows : bring Turtle Island light to bear due east, and run in SiW lor 2i miles, into 12^ teet water. This course runs you over the North Cape Bank in 11 feet water, leaving the first red stake to port; thence west ior the first black stake or buoys. T(» RUN THE EAST CHANNEL INTO MAUMEB BAV. Bring Turtle Island Lighthouse to bear due west, and PresquMle Point, the east point at the entrance to Maumee River, to bear SWbyWJW, in 18 feet water, and run over the bar on this course. On this range you will have nothing less than 9 and 10 feet water ; when over the bar you have 12^ feet water. Monroe light, fixed, visible 14 miles, on the north pier, at the entrance to the River Raisin. To run in, range the piers and run up to the docks. Gibraltar light, fixed, visible 14 miles, on west side of entrance to Detroit River. Mamajuda light, fixed, visible 8 miles on Mamajuda Shoal, in Detroit River. Grassy Island light, fixed, visible 8 miles, on Grassy Island, in Detroit River. w LIGHTHOUSES ON THE CANAUA SIDE OF LAKE ERIE. Bois Blanc li^ht, fixed, visible 14 miles, at the entrance to Detroit River, on Bois Blanc Island, opposite Amherst- burg; is the leading mark for the east channel. A lightship will be stationed on the shoal SRbySiS from Little's Point, daring the season of navigation, showing a red light. ■.M,^.. Thompson's coast piutt. 101 W Point Polee iHland light, fixed, red, vialbit 10 mlltt, v| Point Peico iHJaud; entrance to the north dhMnel to D«truii Kivor. Good shelter trom NK to HE and B iods io MoCom* miok^H Bay, between the point and LighthouM, in di talhomi water, mud bottom. Beacon light, fixod, viHible 10 miles, on tbe shoal off Poinf Pelee. A new Lighthouse has been built on the dummy oq Point Pelee ShonI, and shows a white light, and il an oxcellcnl lead for the north channel. Rondeau light, doubtful, at the entrance to Rondeau Harbor. Good holding ground under the point, in 5 fathoms water, clay bottom. Good shelter from SW, W and NW winds. Port Stanley light, fixed, visible 9 mih'H, on i,he west pier at Port Stanley. The entrance to this harbor is very narrow ; the piers run out straight. The depth of water varies from 10 to 12 feet. Port Burwell light, fixed, visible 9 miles, on the hill, to tbe eastward of the piers. Beacon light, fixed, visible 5 miles, on the west pier, red. Depth of water from 10 to 12 feet. To run in, keep the west pier well aboard until inside, then take the middle, or oo.me to the dock. Long Point light, fixed, visible 14 miles, on Long Point, a leading mark for the lower end of Lake Erie. Good holding ground under the point, between the Lighthouse and Big BlufT, in 4i to 6 fathoms water, sandy clay. Port Dover light, fixed, visible 10 miles, at the entrance to the river, on the west pier ; 9 feet water. Grand River light, fixed, visible 12 miles, at the entrance of Grand River and head waters of the Welland Canal; the Lighthouse is on the west pier. This is one of the best harbors on Lake Erie. In running in keep the west pier well aboard, and follow up the pier work until into the river. To come to anchor, run well up past the entrance to the canal, keeping the port side well aboard, and come to in 2i to 3 fathoms water, mud bottom, or run into the canal. Mohawk Island light, revolving, visible 16 n^iles, on Mohawk Island, sometimes called Gull Island, is a good leading mark ap 14 \ 102 moMPflONS OUAflT riLOT. or down the lake. A good harbor can Im made under the lee of thif island from KW winds, by bringing the light to bear WMt. VesMls can Ive hare in the heaviest gules. The reef sets off from the island SK '2k miles, which forms the lee. The bot- tom is red clay. Come to in 8^ fathoms. There is a good •bannel betweea the ialimd and mainland, with '2i fathoms water. To run throaghi bound down, keep midway between Mohawk Blufi and the island, until you drop into 14 feet water ; then haul up to the northward and eastward, and lollow the island round in 12 to 13 feet water, pretty c'^^se to ; and when past the island, run out to the eastward, gi?mg Point Selkirk a berth oi ^ a mile, or oome to under the island, with the Light- house bearing west. Port Oolborne or Gravely Bay light, fixed, visible 12 miles, on the west pier, at the entrance to the Welland Canal. This pier has a range light some distance to the northward of the outer light. To run in, range the lights and keep the west pier best aboard, and run up into thd basin and make fast on either side. Sugar Loaf Hill is 2 miles west of the entrance, and is a good leading mark for this harbor. Point Abino is a good lee from SW to W winds. Vessels generally do not run quite far enough into the' bay to lie easy. BBOULATIONS TO BK OBSERVED AT PORT OOLBORNB AND PORT DALHOUBIE BLEVATOBa We are indebted to George C. Finney. Esn , fnr the follow- ing copy of regulations to be observed by vessel masters at Port Colborne and Port Dalhousie Elevators : 1st. Every vessel to be discharged or loaded in rotation, according to date of arrival and reports, at the rate of two lighterages to one through cargo. 2d. No report will be taken from any vessel until she is inside the ferry, and afloat. 3d. Lighterage rates will be as follows : Taking freight from Chicago to Oswego or Kingston, as standard — when 8o United States currency and under, 2io gold per bushel ; over 8o, 2io ; lOo and under 12o, So ; 12o and under 15o, 8ic ; 15c and under 18c, 8io ; 18c and ovot, 4c. Quantities under 1,500 buehela, 4o. THOMFSOM^I CX>A8T riUlT. 108 The foregoing rates do not include olevaiing at Port Colbome. All oharguii mast be paid before delivery ot freight, etc., at Port Dalhoiinie. Theiie rogulation* are aigned by the Oeoaral Manager ot the Wclland Railroad, and dated July Ut, 1868. LATITUDE AND I-ONOITrDK KamaofriaM. UtttndaN. IxMg. WoTOrMOWtok Buffalo, N. Y 49 83 0« 78 /W 15 Erif, Pii 42 09 00 80 08 00 Huron River 41 94 00 82 40 00 South poht Turtle Ifllund 41 4A 2.1 88 80 00 Windmill Point LiglilhouiH) 42 91 R7 88 05 00 Point Selitirk, Ont 42 51 00 79 84 00 Long Point, Ont 42 83 80 80 07 80 Bouth point Ra88 Isltind 41 38 90 82 87 80 Middle Sister 41 51 30 88 97 00 U COURSES AND DISTANCES ON LAKE ONTARIO. KKOM PORT DAUroUHIK TO THE DUCKH LIonTOODHE EbyN^N 136 miles; thence NE>}N 22 miles, to Nine Mile Point Lighthouse ; thence 4 mile!) along the shore of Simooe Island, to abreast of Four Mile Point, with Snake Island red light to port. The channel here is about it of a mile wide ; yoa will have from 3 to 4h fathoms water. Keep Four Mile Point well aboard, in 4i fathoms ; when clear of the point, steer for Kingston ; haul round the west point of the harbor, and oome to off the old wooden Lighthouse in 6 fathoms water, soft bot- tom, or run alongside the docks. Garden Island is directly opposite Kingston Bay, and it the principal timber port. FROM PORT DALHOUSIE TO OflWBOO. Run out of the harbor 2 miles NNE ; thenoe EbyNfN 80 miles ; thence E^N northerly 106 miles, to Oswego. To Run into Obwioo. — When well up to the harbor, haul round the end of the west pier and run in. When the wind ia scant, and the current running out strong, it is best to tow iil|r as the bottom is rocky and an anchor will not hold. Many ' sels have been lost by attempting it in heavj weather. [f 104 THOMPSON 8 COAST PILOrr. From Oswego to KingHton north 60 miles, leaving the Real Duoka Island to port, Pigeon Island and the Charity Shoals to starboard, also Nine Mile Point Lighthouse, Simcoe Island, and run for Kingston as directed before. From Oswego to Long Point, Ont., NWJW 41 miles. From Oswego to Galloo Island Ni^E 30 miles; thence to Tibbett's Point NbyEJE 19 miles. From False Ducks to Tibbett's Point NEbyEiE 24i miles. From Real Ducks to Tibbett's Point NEifN 19 miles. Good holding ground uuder the Real Duuks Island in 5 to 7 fathoms, blue clay. From Gen»'8ee River to False Ducks Island NEJN 65 miles. From Stoney Island to Oswego, SSW .30 miles. From Welland Canal to Toronto NJW 29^ miles. From Welland Canal to Credit River NNWiW 27 milea. From Niagara to Toronto N WbyN 30 miles, FROM PORT DALHOUSm TO OEN^ESEK RIVER EIGHTY-SIX AND ONE- HALF MILES, AH FOLLOAVS; NNE 3 miles; EbyNfN 40 miles ; thence EJS southerly 17i mil '; thence EbySi^S 19 miles, to Braddock's Point; thence SEi£ 7 miles, to the piers. PORT DALHOU8IK HARBOR Is the entrance to the Welhnd Canal. This is an easy harbor to make. In beating up towards the harbor, close in, keep out of range of the ends ot the piers, as the water shoals quickly ic tde that range. The piers are 3,000 feet long, 200 f ieet apart, a A run out from the bend southwest of the lock N&S. There is a middle ground opposite the bend in the west pier. Ves- Bels can pass on either side of it. The railroad station is on the east side of the harbor, 12 miles from Niagara River. U LI6HTH0PSES OH BOTH 8H0RBS OF LIKB ONTARIO. Ogder.3bnrg light, fixed, visible 12 miles, at the mouth of the Oswegatchie, in the St. Lawrence River. Gross-over Island light, fixed, visible 12 miles, on Cross-over Island, St. Lawrenoe River. ^rife": w thompson'8 coast Pn.OT. 105 A new Lighthouse is to be erected on Sister Island, St. Law- rence River. Sunken Rock light, fixed, visible 9 miles, on Bush or Sunken Rock Island, near Alexander Bay, in St. Lawrence River. Rock Island light, fi.xed, visible 9 miles, on Rock or John- eon's Island, in St. Lawrence River. Tibbett'g Point light, fixed, visible 14 miles, on the SE side of the entrance to St. Lawrence River. Galloo Island Light- house SSW 19 miles; Charity Shoal Day Beacon SWbyW, dis- tant 8 miles; Pigeon Island WiS 10 mile«. Galloo Island light, fixed, visible 14 miles, on the west point of Galloo Island. Shoal to the NW 1 mile. Horse Island light, fixed, visible 11 miles, on the west end of Horse Island, and IJ miles west of Sackett's Harbor. Stony Point light, revolving (interval of flash 2'), visible 11 miles, on Stony Point, and the leading mark for Sackett's Har- bor. Sackett's Harbor is situated on the SE side of Black River Bay, and WbyN from Point Peninsula, 9 miles distant. The Lighthouse stands on a rock, called Horse Island, at the south- western point of Black River Bay, 1^ miles west ot the harbor. It shows. a fixed bright light. To enter this harbor from the lake, run past Stony Point light, and follow the land along, keeping the starboard hand best aboard to clear a middle ground which lays off the south end of Stony Island, nearly mid-channel, haul up for Horse Island Lighthouse, pass it pretty close to, and run round the point and into the Bay of Sackett's. There is a good channel on either side of Greal Gal- loo, Litttle Galloo and Stony Island. Salmon River, or Port Ontario, 20 miles east ot Oswego. Salmon River, or Port Ontario, is twenty miles NEbyE from Oswego, and north of Mexico Bay ; has two good piers, with plenty of water. The Lighthouse is on the North Pier end, is 52 feet high, and shows a white light. The land both north and south of the harbor is very low, and cannot be seen at any great distance. Oswego light, fixed, visible 14 miles, near the end of the west pier, at the entrance to Oswego Harbor. 106 Thompson's coast piwt. I \ Big Sodns Bay V ht, revolving, visible 13 miles, on Sodas Point, at the wee eule of Sodns Harbor. Little Sodus Bay is 16 miles SVV of Oswego, has a good har- bor, but only 6 feet water going in. The piers run out north and south, 250 leet apart and 1,300 feet long; 30 to 40 feet water inside. Big Sodus Bay is 32 miles WSWiS of Oswego, and 36 miles EiN from Genesee River — the most capacious harbor on the south shore of Lake Ontario. It is entered from the lake by a channel 470 feet wide, between piers which extend out into 13 feet water. The main light is on the hill to the westward of the harbor, and the beacon light on the west pier head; depth of water going in 9 to 12 feet, inside the bay 20 to 40 feet. Genesee River light, fixed, visible 14 miles, on the west side of the entrance to Genesbe River. Genesee River is protected by piers running into the lake 2,000 feet NE and SW, and 400 feet apart. To run in between the piers, bring the pier light to bear SSE, and haul up, giving the west pier end a berth of 50 feet, to clear some sunken cribs off the end of the pier. Beacon light, fixed, visible 6 miles, on the end of the west pier, at the entrance of Genesee River. Niagara Fort light, fixed, visible 14 miles, on the Mess House of Fort Niagara, at the junction of the Niagara River and Lake Ontario. To enter this river, bring the light to bear SEbyE, and run up in a line with the dock under the fort until over the bar ; thence up river. Port Dalhousie (Ontario) light, revolving, on the east pier. Burlington Canal (Ontario) light, fixed, visible 12 miles, on the middle of the south pier, at the entrance to Burlington Bay, Hamilton. Beacon light on the end of south pier. To enter the bay, open the Beacon light about handspike wide with the main or inner light, and run in between the piers; thence about WSW up to abreast of Hamilton docks, 4^ miles. Depth of water in the bay from 2 to 5, 7, 9 and 12 fathoms. ^-^JiliBn- - " r mmm THOMPSONS OOArr PILOT. 107 Oakville (Ontario) light, fixed, v'iflible 10 miles, on the cast pier, at the entrance to the harbor, 66 feet high. Fort Credit (Ontario) light, fixed, visible 10 miles, on the ttiAt pier, at the entrance to the River Credit. This port resembles Oakville, and is 12 miles SWby W from Toronto, and 10 miles from Oakville. TORONTO HARBOR, ONTARIO. This spacious bay is one of the best harbors on Lake Onta- rio. It is nearly circular, ."ind formed by the mainland on the north, and a long low narrow spit of land on the east, south and southwest, called the Peninsula or Island. It extends in a southwesterly direction from the highlands, in the township of Scarboro', upon which trees of stunted growth are thickly scat- tered. Thus is inclosed a beautiful basin, about 2)^ miles in diameter, capable of containing a large fleet of vessels. Gibraltar Point light, fixed, visible 14 miles, on Gibraltar Point, at the SW point of the Peninsula. Two range lights on the Queen's Dock, the north one red and the south one white. They bear NbyW from Gibraltar Point Lighthouse. To run into Toronto Bay, give Gibraltar Lighthouse a berth of 1 mile, and run in north for the harbor lights, which keep in range until well up to the wharf; then follow the buoys round, leaving them on the starboard hand, two red buoys to the west- ward, and two white buoys to the eastward ; thence straight up the bay, in line with the wharfs, or come to in any part of the bay, in 18 to 22 feet water. The depth of water between the piers and the bnoys is 11 to 12 feet, and is being deepened every year. A saady shoal stretches into the lake a quarter of a mile, in a SW direction off Gibraltar Point, and continues along the west side of the island, to the entrance of the bay, due north, to the buoys, at an average distance of a quarter of a mile from the island, with 5 to 6 feet water on it, and at th«i point drops ofi suddenly to 12 and 20 feet. Danger. — There is a large boulder stone, in 5- ■ . r I t: \ where vessels drawing 9 feet or less may lie in safety in any weather. The west pier extends about 50 feet farther south than the east pier, which brealcs the rolling sea from the SW. The light is on the east pier, and visible but a short distance. One and one-half miles ^"esi of Darlington, is Kaby Head, a high clay bluff point, destitute of trees or bushes. nOND HEAD OR TORT OF NEWCASTLE. Between 4 and 5 miles, EbyN of Darlington, is the Port of I^ond Head. It consists of a pier run out itito 10 feet water ^ but, from its exposed situation, can only be approached in fine weather, or when the wind is of¥ shore. Danobr. — Four miles east of this port, there is a large boul- der, some distance in the lake, called the Peach Stone, and four miles east of this again, there is a reef of boulders, extending 300 yards into the lake, in a sou'.,herly direction off the head- land. Gonrse to clear these reefs, bound to Oobourg, E^N, 20 miles, giving the shore a berth of 1 mile ; thence NEbyE^E for Port Hope, and ENEJE for Cobourg. PORT norK Is 23 miles EA^N of Darlington, which is formed by running two rows of piers into 13 feet water, having a basin at their inner or northern extremity. During a SE or SW gale, this port cannot be made by large> vessels, drawing over 9 feet water^ with safety, owing to the tremendous swell rolling in from the lake ; besides whicli, the piers being only 125 feet apart at the mouth, and the basin very small, there is no room to check the speed of a vessel, or to snub her without danger to herself or others. During a southerly gale, also, the swell in the basin i» so great as to cause vessels to lay uneasy. From any wind 1^ of E or W, this is a perfieotly safe and snug harbor. COBOURO. The Harbor of Cobourg is situated seven miles east oi Port Hope, and is formed of pier work. A shifting bar of sand i» thrown up during a SW gale, which renders the entrance to. it ■tUl more dangerous than Port Hope for vessels of deep draught. The iarbor is more oapacioas, and when onoe entered THOMPSON 8 0OA8T PILOT. '^99' more secure than that of Port Hope, hhving a necond or inner baain with plenty of water, where no sea can injure or disturb the Teasels lying there. The mouth of the harbor w 180 feet wide, with water varying from 10 to 18 feet. The Lighthouse is on the east pier, 20 feet high, and visible 8 miles. Danqer. — In entering this port, at night, care must be taken not to run too close to the south end of the west pier, where broken crib work and numerous piles project n(;arly 100 fec-t farther into the lake than the end of the east pier. Shoal. — Midway between Port Hope and Cobourg there is « dangerous shoal, called QuU Island, which is about two miles long, and one mile from the shore. It is sometimes bare, and has a Lighthouse erected upon it,, 45 feet high, showing a bright, fixed white light, and visible 10 to 12 miles. In passing this shoal give it a berth of two miles. GRAFrON. This village is about 8 miles east of Cobourg, has a pier run out into 10 feet water. CULBOKNE. Is a village 8 or 9 miles below Grafton ; has a pier for the accommodation of trading craft. Both these ports are exposed to the heavy seas of the lake, and afford no shelter to vessels, except when the wind is off shore. Damqbr. — One mile west of Colborne there is a projecting point, off which is a reef of boulders. In approaching Colborne give the point a good berth. PRKSQU'ILE HABBOR. The West Bluff of Fresqulle is 24 miles E^N of Cobonrg, well wooded, and has 90 feet water close in shore. Five miles NEbyE of this point brings you abreast of the Lighthouse, which is 67 feet high, and shows a bright white light, visible 12 to 15 miles. Give the Lighthouse point a berth of half a mile, to clear a shoal that sets off from it, in a southerly direction, haul up KbyE for the lone pine tree, until the inner range lights are in line ; then haul up S W, keeping within fifty yards north of the beach of the first range light station, m than is 112 THOMPSON'S 00A8T PILOT. 18 to 22 feet water close to it. When past this point come to, between the two range points, in 18 feet water. Danobr. — Between the main Lighthouse, on the SE point, and the range light on the NE point, extending in a north- easterly direction, is a shoal j^ of a mile long, and forms a tri< angular point, called the Middle Ground, with 4 to 6 teet water on it, which you have to haul round in going into the harbor. To the north of the Lighthouse built on the NE point, run- ning out from the mainland, there is a low marshy spit, desti- tute of tihaber, and easily recognized by a large dead elm tree, bearing north of the Lighthouse. This point is called Elm Tree Point. The channel here is about half a mile wide. WN W of the secord range light, there is another small shoal, called Four Acre shoal, nearly half a mile from the shore, with plenty of water all around it. Two miles ESE of the main Lighthou.se there is a dangerous rocky shoal in the lake, with 8 to 5 feet water on it. It is to the eastward of the course from the Light- house to Scotch Bonnet. SE from this shoal is another small shoal, with 5 feet water on it. These shoals obstruct the entrance to Weller's Bay. Weller's Bay is capable of being made into a good harbor. SOUTH BAY POUT. Good anchorage and shelter can be found inside South Bay Point ; to make it, keep the Outer Duck Island to the eastward and the Inner Duck to the northward, and come to ofi the N£ point, or make fast to the dock. In leaving this anchor- age, bound for Kingston, if the wind is favorable, a passage can be made by passing through the Upper Gap, between Indian Point on the west and Amherst Island on the east. Steer Nby E, till between Amherst Island and the mainland. Thence EN £, till north of the Brother's Islands. Thence east to Kingston. Good anchorage can be found on thiS'lSfE side of the Ileal Duck Island. Nine-Mile Point light, fixed, visible 13 miles, on Nine-Mile Point, Sim'ooe Island, at the entrance to River St. Lawrence. Snake Island light, fixed, red, visible 7 miles on Snake Island, abreast of Four-Mile Point, and 4^ miles from Kingston, Ontario. Thompson's coast pilot. 113 KIX08TON. Kingston Harbor is one of the best harbors on Lake Ontario. There are three channels by which it may be made from the lake : The Bateau Channel, between Wolf and Long Island and Simcoe Island, leaving Hare Island also to starboard, as you enter. This channel has from 12 to 18 feet water in it. The south channel, between Simcoe Island and Snake Island. This is a good deep channel; run th' >ugh, giving Simcoe Island a berth of i to j^ of a mile, and when abreast of Four Mile Point haul off for Kingston. The North or Old Ship Channel is the best channel of the three, and has 4 to 10 fathoms water. To run this channel haul jfi towards Amherst Island, and when Cedar Island (which is close under Fort Henry) is open with Snake Island, steer for Fort Henry, and run up to the harbor ; you leave Snake Island to starboard and Salmon Island to port. Narrows light, at the head of the Narrows, above Brookville. i COURSES AND DISTANCES ON LAKE ONTARIO. (Aecordlng to the Chart of Captain Ford, U. S. Niivy.) From Sackett's Harbor to mid-channel between Stony Point and Stony Island SWby W 12 miles. From Stony Point to False Ducks WNW 25 miles. From Fort Tomkins to Real Ducks W^N 22 miles. From N£ end of Stony Island to the West end of Grenadier Island NNW 11 miles. From Stony Point to Long Point WiN 45 miles. From Stony Point to Burlington Bay and Hamilton 180 miles. From Stony Point to the Devil's Nose WSWiW 95 miles. From Stony Island to Fort Niagara WbySiS 145 miles. From Snake Island to Navy Point NEbyE 6 miles. From Snake Island to Four-Mile Point £ li miles. From Three Sisters to Snake Island, ESE 4^ miles. From the N£ end of Stony Island to middle of Charity Shoal NNW 14 miles. 114 THOMPBO»*t 0OA8T PILOT. From Ofiwogo to Ileal Diickn N 85 mileH. From Oswefjo to Long Poiut NWJVV 40 miles. From Oswego to Bay Quinto NbyVV 47 miles. From Nine-Mile Point east ot Oswego to Stony Point NbyE iE 21 miles ; and from Nine-Mile Point west of Oswego to Stony Point NK^N 85^ miles. From Oswego to Thirty-Mile Point W 100 miles. From Oswego to Big Sodus WSW 9 miles; thence SWbyW iW 17 utiles. From Oswego to Toronto WJN 185 miles. From mid - oiinnnel between Point Peninsula and Stony Island to Fifth-Town Point, Upper Gap, Bay Quinte, WNW 26 miles. From the anchorage at the Real Ducks to Nine-Mile Point, off Simcoe Island, NbyE 18 miles. From Ileal Duoks to Upper Gap of the Bay Quinte NNW ^ \ iW 14 miles. From anchorage at the Real Ducks to south side of False Ducks W 8^ miles. From False Ducks to Upper Gap N 9 miles. From mid-ohannel between the Real and False Ducks to Ship Island, between Snake Island and Salmon Island, NEbyN 22 miles. From Long Point to the channel between the Scotch Bonnet and Nicholson's Island WNW 17 miles. From Long Point to Toronto WbyS 100 miles. From Toronto to Burlington Bay SW 82 miles. From Toronto to Fort Niagara SEbyS 28^ miles. From Burlington Bay to Niagara River EbyS 32 miles. From False Ducks to Long Point WSW 25 miles. From Genesee River to Presqu'ile N 55 miles. From Genesee River to mid-ohannel between Real and False Ducks SW 73 miles. From Big Sodus to entrance of the channel between the Real and False Duoks NNE 50 miles. From Devil's Nose to Toronto WbyN}N 60 miles. From Niagara River to Presqu'ile NEbyE 75 miles. From Genesee River to Port Hope NWbyN 58 miles. THOMPHON8 rOABT PlT,nT. 115 E to IV Y It, se Frorr Thirty Mile Point to Fort Niai^arn WSW 'jr. milen. From Tibht'tt'H Point to Jonliin Pt»iiit WI»yX4N ;'» milua. From 'ril)l)ell'H Point to Pigi-on Ih\mu\ WJS S milt-H. From Gravely Point to Til>Wtt'« Point SWIS ."? milen. From Grenmliur Inland to anchornge od thu Uoal Ducks NE by E 11 miles. From Upper Gap of Kay Qiiinto to the Throe Sister Islands, at the lower end of Amherst Island, KNE 9 milts. From Diiffin's Bay to Niagaru SbyW 40 miles. From Big Sodus to Presqiiile NWhyN 60 miles. From Big Sodus to Long Point NbyW 3H miles. From Nine-Mile Point, west of Oswego, to Braddock's Point Wis 62 miles. OAKVILI.B. The Port of Oakville is 22 miles WiS from Toronto, and 14 miles NEbyN from Burlington Canal. The piers are 100 fieet apart, and run out nearly north and south into the lake. Danoek. — Between the port and Port Credit there is a shoal, and numerous largo boulders, extending a considerable distance out from the shore, which should not be approached nearer than a mile. WELMNGTON SQUARE AND NELSON. These small ports are situated between Oakville and the Bur- lington Canal. Their docks run out into 10 feet^water. No protection from east and south or south-east winds. OAK ORCHARD CREEK Is 35 miles west of Genesee Kiver, and 52 miles E of Niagara. The entrance to this creek is between two piers, running north and south, into 6 feet 6 inches water, and 100 feet apart. The west pier is 844 feet long, and the east pier is 734 feet ; the basin or pond inside has plenty of water, and is well secured from all winds. TiRIATION OF THE COMPASS ON LAKE ONTARIO. There is little or no variation of the compass at the west end of Lake Ontario. The variation at the east end is from 1^ to 2° west, and at Kingston G** west. 11« Tiioiii'mjN 8 ()i)AH-r pii/rr. The «et of curnMit in hardly porceivablo until you paM Lonjf Point and tUo islands. Altur that iLu uurroul incruHMfH pvrci'p- tibly. TABLE OF DISTINCES FOR THE UPPER LAKES, FROM PORT TO PORT, 1% MILES. WBirr SIDE Of LAKR MICillOAN. Chlcogo to Grosse Point 12 Chicugo to Waukegun 85 Chicago to Kunoslin 51 Cliicago to Racln? 57 Chicago to Milwaukee 85 Milwaukee lo Port Wnshingtun. .25 Port Washington to Siiehoygan . .25 Hhehoygan to Manitowoc 80 Manitowoc to Twin Rivers 7 Twin Rivers to Kewaunee 22 Kewaunee to Anheppe 11 Anheppe to BaleyV Hitrbor 86 Baley's Harbor to Death's Door. .20 Mile*. Death's Door to Chamber's Igr(l.21 Ciiamber's Island to Long Tail Point 54 Death's Doorto Washington Har- bor 18 Washington Harbor to Louse or Rock Inland 7 Louse Island to head of Beaver Mnnd 07 Head of Beaver Island to Point Waugoshance 30 Point Waugoshance to Macki- naw 23i U KA8T BIDK OF LAKE MICHIGAN AND WEST BIDE OF LAKE HURON. Milei. Chicago to Michigan City 38 Michigan City to New Butlalo . .12 New Buffalo to St. Joseph 26 St. Joseph to Kalamazoo 40 Kalamazoo to Grand River 28 Grand River to Little Point au Sauble 44 Little Point au Sauble to Big Point au Sauble 28 Big Point au Sauble to Point Betsey 48 Point Betsey to Sleeping Bear. .18 Big Point au Sauble to Manistee. 16 Sleeping Bear to Cat Head Point. 29 Cat HcMkCSoint to Traverse Bay Ughthousr 4i Miler Grand Traverse light to Skillego- lee 87i Skillegolee to Point Waugo- shance 8i Pi. Waugoshance to Old Macki- naw 17i Old Mackinaw to Sheboygan light 10 Old Mackinaw to Ft. Mackinaw. 19 Sheboygan light to PresqtCile. . .68 Presqu'ile to Thunder Bay Island Lighthouse 80 Thunder Bay light to Point aux Barques 77^ Point aux Barques to St. Clair River 71 THOHnON t OOAIT PILOT. 117 M * LARKBC 8«ult 8te. Marie to Uotiiul j IhUikI 8 ! Uoiind Inland to I'oini Iroquuin, ft^ Point Ir(N|ii(iiit to Wliiie FUb Point 2.5 Whitt* FiMh Point to Msrquftte.llA White FiHb Point to Grand In- land 84 Orand Island to Marquette t)5 i Murquetle to Portage Entry. ... 65 Portage Entry to Munitou Is- { land 46 j Manitou Island to Copper Ilnr- < bor 14 I LAKR Ml If*. Detroit to Maiden 19i Maiden to Cleveland 86 Cleveland to Buffalo 174 Cleveland to Fairport 80 Fairport to Asbtubula 26 riCKIOR. CopjMT llarlxirio At;nlf llarb.. 8| A<>i(f lliirlMir to Kittil*^' iUrlxir. (1^ EikIi- ll)«rlN)r to Eitgle Itivfr. . . 7 EagU- Itiver to Ontonagon M Ontonagon to LaPoliit 05 LaPoint to Superior City 75 Superior City to Ui>ck Harbor, Isle Itoyale 180 Rommander-in-Chief of a squadron, or the Com- mander of a vessel acting singly, the special character of the service may require It. ;s-.. THOMPSON 8 COAST VIUTT. 110 E Article 1. In the followini; rule* every gteamship which is under sail, and not under steam, is to be considered a sailing ship; and every steiini- ship which is under steam, whether under sail or noi, is to be considered m ship under steam. Article 2. The lights mentioned in the following articles, and no others, shall lie carried in all weathers between sunset and sunrise. Article 8. All steam vessels, when under way, shall carry— (a) At the fororr.ast head, a bright white light, so fixed as to show an uniform and unbroken light over an arc ot the horizon ot twenty points of the compass, so fixed as to throw the light ten points on each side of the ship, viz : From right ahead to two points abaft the beam on either sirle, and of such a character af to be visible on a dark night, with a clear atmos- phere, At a distance of at least five miles. (6) On the starboard side, a green light, so constructed as to throw an uniform and unbroken light over an arc of the horizon of ten points of the compass, so fixed as to throw the light from right ahead to two points abaft the beam on the starboard side, and of such a character as to be visible on a dark night, with a clear atmosphere, at a distance of at least two miles. (e) On the port side a red light, so constructed as to show an unilorm unbroken light over an arc of the horizon of ten points of the compass, so fixed as to throw i 3 light fhtm right aiiead to two points abaft the beam on the port side, and of such a character as to be visible on a dark night, with a clear atmosphere, at a distance of at least two miles. {d) The said green and red side lights shall be fitted with inboard screens, projecting at least three feet forward from the light, so as to pre- vent these lights from being seen across the bow. Article 4 Steamships, when towing other ships, shall carry two bright white masthead lights vertically, in addition to their side lights, so as to distinguish them from other steamships. Each of these masthead lights shall be of the same construction and character as the masthead lights which other steamships are required to carry. Article 5. Sailing ships under way or being towed, shall carry the same lights as steamsliips under way, with the exception of the white masthead lights, witich they shall never carry. Article 6. Whenever, as in the case of small vessels during bad weather, the green and red lights cannot be fixed, these lights shall be kept on deck, on their respective sides of the vessel, ready for instant exhibition, and shall, on the approach of or to other vessels, be exhibited on tueir respective sides in sufllcient time to prevent collision, in such manner m to make them most visible, and so that the green light shall not be seen on the port side, nor the red light on the starboard side. To make the use of these portable lighu more certain and tuy, thajr shall each be painted outside with the color of the light they rMpectivalf contain, and be provided with suitable screens. mmm 120 THOMPSON 8 00A8T riLOT. Article 7. 8h!p^, whether steamships or sailing ships, when at anchor in roadsteads or fHlrways, shall, between sunset and sunrise, exhibit where it can best be seen, but at a height not exceeding twenty feet above the hull, a white light in a globular lantern of eight inches in diameter, f-d so constructed as to show a clear, uniform and unbrolien light, visible all around the horizon, at a distance of at least one mile. Article 8. Sailing pilot vessels shall not curry the lights required for other sailing vessels, but shall carry a white liglit at the masthead, visible all around the horizon, and shall also exhibit a flare-up light every filteen minutes. Article 9. Open fishing boats and other open boats shall not be required to carry side lights required for other vessels, but shall, if they do not carry such lights, carry a lantern having a green slide on the one &ide and a red slide on the other side, and on the approach of or to other ves- sels, such lantern shall be exhibited in sufflcient time to prevent collision, BO that the green light shall not be seen on the port side, nor the red light on the starboard side. Fishing vessels and open boats when at anchor, or attached to their nets and stationary, shall exhibit a bright white light Fishing Tesaels and open boats shall, however, not be prevented from using a flare-up in addition, if considered expedient. Article 10. Whenever there is a fog, whether by day or night, the fog signals described below shall be carried and used, and shall be Bounded at least every flve minutes, viz : (a) Steamships under way shall use a steam whistle placed before the ftuinel, not less than eight feet from the deck. {b) Sailing ships under way shall use a fog horn. (e) Steamships and sailing ships when not under way shall use a bell. Article 11. If two sailing ships are meeting end on, or nearly end on, •0 as to iarolve risk of collision, the helms of both shall be put to port so that each may pass on the port side of the other. Article 12. When two sailing ships are crossing so as to involve risk of collision, then, if they have the wind on diflierent sides, the ship with the wind on the port side shall keep out of the way of the ship with the wind on the starboard side, except in the case in which the ship with the wind on the port side is close hauled, and the other ship free, in which ease the latter ship shall keep out of the way. But if they have the wind pn the same side, or if one of them has the wind aft, the ship which is to windward shall keep out of the way of the ship which is to leeward. Article 18. If two ships under steam are meeting end on, or nearly tnd on, so as to involve risk of collision, the helms of both shall be put to port, so that each may pass on the port side of the other. AxnoM 14. If two ships under steam are crossing so as to involve flak of «ellii)ion, the ship which has the other on her own starboard side ■hall keep oat of the way of the other. . \\ THOMPSON 8 COAST PILOT. 121 Article IS. I** two ships, one of which is a sailing ship and the other a steamship, are 'proceeding in such direction as to involve risli uf collision, the steainsliip shall keep out of the way of the sailing ship. Article 16. Eveiy steamship, when approaching another ship so as to involve risk of collision, shall slacken her speed, or, if necessary, stop and reverse ; and eve: j steamship shall, when in a fog, go at a moderate speed. Article 17. Every vessel overtaking any other vessel shall keep out of the way of the said last mentioned vessel. Article 18. Where, by the above rules, one of two ' 'ps is to keep out of the way, the other shall keep her course, subject to the qualifica- tions contained in the following article. Article 10. In ol)eying and construing these rules due regard must be had to all dangers of navigation, and due regard must also be had to any special circumstHnces which may exist in any particular case render- ing a departure from the above rules necessary in order to avoid immediate danger. Article 20. Ncihi/^g in these rules shall exonerate any ship, or the owner, or master, or crew thereof, from the consequences of any neglect to carry lights or signals, or of any neglect to keep a proper lookout, or of the neglect of any precaution which may be required by the ordinaiy practice of seamen, or by the special circumstances ot the case. Approved April 29, 1864. An Act t« Regalate the Adneasiremeiit •f Tonaf e ^f Skips aii Tessels of the Kilted Siatest VESSELS, WHEN TO BE MEASURBO AND BKMEASUKED. Be it enacted by the Senate and Hmue of Bepretentativit of the United 8tale$ fff Ameriea, in Congreu ouewiML, That every ship oi vessel built within the United States, or that may be owned by a citizen or citizens thereof, on or after the firoi day of January, eighteen hundred and sixty-five, shall b? measurad and registered in the manner hereinafter provided ; also, every ship or vessel that is now owned by a citizen or citizens of the United States, shall be remeasnred and reregistered upon her arrival after said day at a port of entry in the United States, and priv>r to her departure tbere- Irom, in the same manner as hereinafter described : Provided, That any ship or vessel built within the United States, after the passaj^c of this act, may be measored and registered in the manner herein provided. BSOISTER of VESSELS, WHAT SHALL EXPRESS. Sec. 9. And be U further enaeied, That the regiiter of every Teasel shall ezpren her kngthva& iatadlh, together with her depth, aod the height under mmm 122 THOMPSON'B COAST I'lLOT. tke third or ipar deck, which shall be ascertained in the following manner : The tonnage-deck, in vessels having three or more decks to the hull, shall be the second deck from below ; in all other cases, the upper deck of the hull is to be the tonnage deck. The length from the forepart of the outer plnnking, on the side ut the stem, to the uller purt of the main stem-post of screw steamers, and to the after part of the rudder poit of all other vessels measured on the top of the tonnage-deck, shall be accounted the vessel's length The breadth of the broadest part on the outside of the vessel shall be accounted the vessel's breadth of beam. A measure ft-om the under side of tonnage-deck plask, amidships, to the ceiling of the hold (average thick- ness) shall be itccounted the depth of iiold. If the vessel has a third deck, then the height from the top of the tonnage-deck plank to the under side of the upper-deck plank shall be accounted as the height under the spar-deck. All measurement to be taken in feet and fractions of feet ; and all fractions of feet shall be expressed in decimals. TONNAGE OF VESSEL DERIVED FROM CUBIC CONTENT. Sec. 8. And be it further enaeted, That the register tone age of a vessel shall be her entire internal cubical capacity in tons of one hundred cubic feet each, to be ascertained as follows : LENGTH, HOW TAKEN, AND NUMBER OF DI VISIONS Lengths.— Measure the length of the vessel in a straight line along the upper side of the tonnage-deck, from thu inside of the inner plank (aver- age thickness), at the side of the stem to the inside of the plank on the stem timbers (average thickness), deducting fh)m this length what is Jue to the rake of the bow in the thickness of the deck, and what is due to the rake of the stern-timber in the thickness of the deck, and also what is due to the rake of the stern-timber in one-third of the round of the beam ; divide the length so taken into the number of equal parts required by the following table according to the class in such table to which the vessel belongs: TABLE OF CLASSES. Class 1. Vessels of which the tonnage length, according to the above measurement, is fifty feet or under, into six equal parts. Class 2. Vessels of which the tonnage length, according to the above measurement, is b'oovo fifty feet, and not exceeding one hun- dred feet long, into eight equal parts. Class 3. Vessels of which the tonnage length, according to the above measurement, is above one hundred feet long, and not exceed- ing one hundred and fifty feet long, into ten equal parts. Class 4. Vessels of which the tonnage length,- according to the sbov* measurement, is above one hundred and fifty feet, and not exceeding two hundred feet long, into twelve equal parts. r!10Mr«0N» AST I'lLOT. 12« Class 6. Class' 6. Vemcls ot which the lonnaj^e length, according to the above measnren^ent, is above two hundred t'eet, and not exceeding two hundred and titty feet lonj;, into fourteen equal parts. Vessels of which the tonnage length, according to the above mensuremcnt, is uliove two hundred and titty feet long, into sixteen equal parts. 1 ( METHOD OF FINDING THE AUKAS. Trakhveuse AKKA&— Then, the ht>ld being sufflcieully cleared to admit of the required depths and breadths being properly taken, find the trans- verse area of such vessel at each point of division of the length as fol- lows : Measure the depth at each point of division from a point at a dis- tance of one-third of the round ~f the beam below such deck ; or, hn case of a break,'1)elow a line stretched in continuation thereof, to the upper side of the floor-timber, at the inside of the limber-strake, after deducting the average thickness of the ceiling, which is between the bilge-planks and limber-strake ; then, if the depth at the midship division of the length does not exceed sixteen feet, divide each depth into four equal parts ; then measure the inside horizontal breadth, at each of the three points of divi- sion, and also at the upper and lower points of the depth, extending each measurement to the average thickness of that part of the ceiling which is between the points of measurement ; number these breadths from above (numbering the upper breadth one, and so on down to the lowest breadth); multiply the second and fourth by four, and the third by two ; add these products together, and to the sum add the first breadth and the last, or fifth ; multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the trans- verse area; but if the midship depth exceed sixteen feet, divide each depth into six equal parts, instead of four, and measure, as before directed, the horizontal breadth at the five points of division, and also at the upper and lower points of the depth ; number them from above as before ; maltiply the second, fourth and sixth by four, and the third and fifth by two; add ihese products together, and to the sum add the first breadth and the last, or seventh ; multiply the quantities thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area. MKTHOD OP ABCERTAININO THE REOI8TEK TONNAGE OF VESSEL. Computation vrom Abbas.— Having thus ascertained the tnuMTene area at each point of division of the length of the vessel, as required above, proceed to ascertain the register tonnage of the vessel in the fol- lowing nuuiaer : Number the areas successively, ons, two, three, etc., num- ber one being at the extreme limit of the length at the bow, and the last nomber at the extreme limit of the length at the etem ; then, whether the ■i 124 THOMI«ON 8 OOA8T PILftT. length be divided according to table, into six or sixteen parts, as in clas- ses one and six, or any intermediate number, m in classes two, tliree, tour and Ave, multiply the second, and every even numbered area, by four, aud the third aud every odd numbered area (except the first and last) by tteo; add these products together, and to the sum add the first and last, if they yield anything ; multiply the quantities thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage-deck ; divide this product by one hundred, and the quotient, being the tonnage under the tonnage-deck, shall be deemed to be the register tonnage of the vessel, subject to the additions hereinafter mentioned. lIBASnKEMENT OF THE POOP AND OTHER OLOSED-IIT 8PA0E. If there be a break, a poop, or any other permanent, closed-in space on the upper decks, on the spar deck, available for cargo or stores, or for the berthing or accommodation of passengers or crew, the tonnage of such space shall be ascertained as follows : Measure the internal mean length of such space in feet, and divide it into an even number of equal parts of which the distance asunder shall be most nearly equal to those into which the length of the tonnage-deck has been divided ; measure at the middle of its heigh'., the inside breadths, namely, one at each end and at each of the points of division, numbering them successively, one, two, three, etc. ; then to the sum of the end breadths add four times the sum of the even numbered breadths, and twice the sum of the odd numbered breadths, except the first and last, and multiply the whole sum by one-third of the common interval between the breadths ; the product will give the mean horizontal area of such space ; then measure the mean height between the planks of the decks, and mul- tiply by it the mean horizontal area ; divide the product by one hundred, and the quotient shall be deemed to be tlie tonnage of such space, and shall be added to the tonnage under the tonnage-decks, ascertained as •foresaid. HBABUREMENT OF THE THIRD OR SPAR-DECK. * If a vessel has a third deck, or spar-deck, the tonnage of the space between it and the tonnage-deck shall be ascertained as follows: Measure in feet the inside length of the space, at the middle of its height, from the plank at the side of the stem, tc the plank on the timbers at the stem, and divide the length into the same number of equal parts into which the length of the tonnage-deck is divided ; measure (also at the middle of its height) the inside breadth of the space at each of the points of division, also the breadth of the stem and the breadth at the stem ; nnmber them successively, one, two, three, etc., commencing at the stem ; multiply the second, and all other even numbered breadths, by fuor^ and the third, and TnoirrsoM s coast pjlot. 125 all the nthpr odd numliciTd breadths (exrept the flnit and ln«t), by two ; to the sum of thcs<' products add the first and last breadths, multiply the whole sum by one-third of the common inteival l)etween the breadths, and the result wiSi f;ive, in superficial feet, the mean horizontal area of such space ; measure the mean height between the plank of the two decks, and multiply by it the mean horizontal area, and the product will be the c^ ical contents of the space ; divide this product by one hundred, and the quotient shall be deemed to be the tonnage of such space, and shall be added to the other tonnage of the vessel, ascertained as aforesaid. And if the vessel has more than three decks, the tonnage of each space between decks, above the tonnage deck, shall be severally ascertained in the manner above described, and shall be added to the tonnage of the vessel, ascertained at aforesaid. TONNAOK OF OPEN VK88EL8, HOW A8CKBTAINBD. In ascertaining the tonnage of open vessels, the upper edge of the upper atrake is to form the boundary line of measurement, and the dep'h shall be taken from an athwartship line, extending from upper edge of said stroke at each division of the length. REGISTERED TONXAOE TO BE CARVED ON THE MAIN BEAlf. The registei of the vessel shall express the number of decks, the tonnage under the tonnage-deck, that of the between-decks, above the tonnage- deck ; also that of the poop or other inclosed spaces above the deck, each separately. In every registered United States ship or vessel the uumt)eir denoting the total registered tonnage shall be deeply carved or otherwise permanently marked on her main beam, and shall be so continued ; and if it at any time cease to be so continued, such vessel shall no longer be recognized as a registered United States vessel. CHARGE FOR MEASURING AND CERTIFICATE. Sec. 4. And be it furt/ier enacted. Thai the charge for the measurement of tonnage and certifying the same shall not exceed the sum of one dollar and fifty cents for each transverse section under the tonnage^eck ; apd the sum of three dollars for measuring each between-decks above the tonnage- deck ; and the sum of one dollar and fitly cents for each poop, or closed-in space available for cargo or stores, or for the berthing or accommodation of passengers, or officers and crew, above the upper or spar-deck. ACT NOT TO APPLY TO VB88EL8 NOT REQUIRED TO BE REOIBTERKD OB ENROLLED. Bbc. 5. And be it further enacted. That the provisions of this act shall not be deemed to apply to any vessel not required by law to be registered or enrolled, or licensed, and all acts and parts of acta inconsistent with the provisions of this act ate hereby repealed. Approved Hay 6, 1864. 17 126 Thompson's coast pilot. FEES OF CUSTOM HOUSE OFFICERS— IMPORTANT TO BUSINESS MEN. A copy of the new law to regulate the fees of custom house offlcen, passed March 8d, has been received by the authorities in this city. Tlie provisions of law are very important to those doing business at the custom house. The following are the amounts of fees allowed : For certificate of registry, |1 ; certificate of enrollment, including bond on vessel not exceed- ing 50 tons, |1; under 150 tons, |1.50: over 150 tons, |2 license, |l to $1 .SO, according to the tonnage ; indorsement or license of charge of mas- ter, 50 cents ; certificate of manifest, 25 and 50 cents, according to tonnage ; receiving certified manifest, and granting permit to unload, etc., 25 cents to 91, according to tonnage; entry of a vessel from a foreign port, 50 cents to $1, and the same fee for clearance of iilte vessels; receiving manifest of goods, brought into the United States from foreign countries by land vehi- cles, and permits, 25 cents ; passenger baggage arriving by the same means, 25 cents ; granting permit to a vessel not belonging to a cit!i:'3n of tiie United States, to go from one district to another, i|2; entry of gi^ods imported from a foreign country, including oiQciai cerlificale, etc., 50 cents, and for every post entry, 40 cents ; permit to load goods not provided for •hove, 25 cents; official bonds, 25 cents to |1 ; bill of health, 25 cents; crew list, $1 ; protection, 50 cents; recording bills of sales, etc., 50 cents each, and certified copies the same ; recording certificates for discharging and canceling conveyances, 50 cents. TABLE OF DISTANCES AT WHICH OBJECTS CAN BE SEEN AT SEA. AeoordinijC to their respective oloTatioos and the elevation of the eye of the obierver. ■^ -jt i 1 •J i i 1 el cB & £E eS 1 A 3^ s jl ' 3 ■ a SI a i 1 It II A • 5 2.958 2.565 70 11.067 9.598 260 20.916 18.14 10 4.184 8.628 75 11.4')6 9.935 300 22.912 19.87 15 6.128 4.448 80 11.832 10.26 860 24.748 21.46 20 5.916 6.180 85 12.196 10.57 400 26.457 22.94 as 6.614 6.786 90 12.549 10.88 460 28.062 24.88 tfO 7.245 6.28:t 95 12.898 11.18 500 29.580 25.65 85 7.826 6.787 100 18.228 11.47 660 81.024 26.90 40 8.866 7.265 110 18.874 12.08 600 32.408 28.10 45 8.874 7.696 120 14.490 12.66 660 88.726 29.26 60 9.854 8.112 180 15.088 18.08 700 86.000 80.28 05 9.811 8.909 140 15.662 18.67 800 87.416 82.46 60 10.246 8.886 160 17.201 f4.91 900 89.886 84.64 65 10.665 9.249 200 18.708 ie.23 1000 41.88P 86.28 THOMPSON 8 00A8T I'lIAXr. 197 Rule.— If the distsoce at which a light of a given height can l)e racn by a person on a given level bv required, it is only needful to add tegether tbo two numbers in the column of dUtances corresponding to those in the col- umn of heights, which represent respectively the height of the oliserver'n eye and the height of the focal plane above the sea. When th(t height required to render a light visible at a given distance Is required, we must first seek for the number corresponding to the height of the observer's eye, and deduct this from the whole proposed range of the light, and opjKisite the remainder In the column of distances, seek for the corresponding num- ber in the column of heights. A tower, 100 feet high, will be visible to aa observer, whose eye Is elevated 15 feet above the water, 16 oautlctil miles, thus from the table : Example.— Iff feet elevation, distance visible, 4.443 nautical miles. ' 100 " " " " 11.47 " 13.013 w TABLE OF THE ANGLES WHICH EVERY POINT AND QUARTER POINT OF THE COMPASS MAKES WITH THE MERIDIAN. Pit. o 1 n Pta. / II Pu. o 1 II vu. o 1 II i a 48 45 2i 25 18 45 4f 47 48 45 Ci 70 18 45 + 5 87 80 2t 28 07 30 4* 50 87 80 6i 78 07 80 ( 8 26 15 2* 80 56 15 4i 58 26 15 6* 76 56 15 1 11 15 00 3 83 45 00 5 56 15 00 7 78 45 00 u 14 08 45 3i 86 33 45 51 59 03 45 n 81 88 46 u 16 62 80 3i 39 22 80 6+ 61 52 80 7+ 84 23 8(» u 19 41 15 8f 42 11 15 5f 64 41 15 71 87 11 18 2 2i 80 00 4 45 00 00 6 67 30 00 8 90 00 UO THE LAKE COASTING TRADE. The bill for the regalation of the lake coasting trade, recently passed in the Senate, provides that the master of every vessel enrolled or licensed to engage in foreign and coasting trade on the northern, northeastern and northwestern frontiers of the United States, shall, before the departure of his vessel from a port in one collection district to a port in another collection district, present to the collector duplicate manifests, and obtain mmm 128 TU01IP80M 8 COAST PILOT. h r a certiflonte of clearance ; and, in case he shall touch at any iutermediate point in the United Slates and there dincharge the cargo taken on board at an American port, not having touched at any foreign port or place, the mafitcr shall not be required to report such landing or unloading at the intermediate ports, but ■hall enter the same on his manifest obtained at '.be original port of departure, which he shall deliver to the collector ot the port where the unloading of the cargo is completed, or if there bo no custom house at such port he shall deliver the said manifest to the proper customs officer at the port whnre he next arrives, in both cases making oath to its correctness, and delivering it within twenty-four hours aiter arrival ; provided, that masters of vessels with cargo and passengers Irom any for- eign port shall obtain a permit and comply with existing laws before landing the same ; that merobandisc destined for a ibr- eign port shall be reported as now required by law, and that no permit shall be required for unloading a cargo brought from an American port. Masters of vessels arriving from a port where there is no custom-house, at one where there is a custom-house, are required to deliver to the latter a manifest sub- scribed on oath, setting forth the cargo, laden at the place of departure, and laden or unladen at intermediate ports. Steam tugs duly enrolled and licensed on the above frontiers, when exclusively employed in towing vessels, shall not be required to report and clear at the custom-house, provided that when said steam tugs shall be employed in towing rafts or other vessels without sail or steam motive power, not required to be enrolled or licensed, they shall be required to report and clear in the same manner as provided in the act for other vessels. Failure to comply with the foregoing requirements subjects a master of an enrolled or licensed vessel engaged in t^e above named trade to a fine of $100 for each forfeiture or neglect, for which sum the vessel shall also be liable. False swearing or affirma- tion on the part of a master or owner in filling up the pre* scribed forms, is made punishable by all the penalties provided for perjury by existing laws. It is also enacted that vessels departing or arriving from a TUOMPHON H COAIT PIUJT. 1S9 port in one diHtriot from or at a port in an adjoining district, and butween the ports uf entry thuruot touuhing at interme- diate foreign ports, shall bo exempted irom the payment of entrance fees. * \\ FOG HORN, AS REC0MMKNDP:D BY COMMITTEE LAKE UNDEKWRITEKS. (TboM KuIpr, If propiTl)' followccS, would lave a great many collliloni, ll?a« and proporty.) When a vessel is sailing on the larboard tack, wind abeam or forward of abeam, sound one distinct blast from the horn, at sufficient intervals to be understood. When on the starboard tack, wind abeam or forward of abeam, two distinct blasts. When the wind is abaft the beam to four points of abeam on starboard side, sound three distinct blasts. When further aft on either quarter to dead aft, sound four distinct blasts. When abaft the beam on the larboard side to four points of abeam, sound five distinct blasts. NOTES AND REMARKS ON THE BAROMETER. When the mercury falls in the barometer it announces rain or wind, or in general what is called bad weather ; and, on the contrary, when it rue$, it announces fair weather. When the mercury falls in frosty weather, either snow or a thaw may be expected ; but if it rises in the winter, with a north or east wind, it generally betokens frost. If'the mercury sinks slowly, we may expect rain, which will probably be of some continuance ; but if it rises gradually, we may expect fine weather that will be lasting. When the barometer is fluctuating, rising and falling sud- denly, the weather may be expected like it — changeable. When the mercury falls very low, there will be much rain ; but if its fall is low and sudden, a high wind frequently follows. When an extraordinary fall of the mercury happens, without any remarkable change near a( hand, there is some probability of a storm at a distance. 130 THOMHHONS OOAUT PFLOT. In very warm weather, the fall of the morcnrjr indicate* thunilcr. The haromotor will (lesoend aoinotimcH an an indica* lion of wind only, and aomeiinies rise when the wind is to the north or eant. A NE wind generally causcH the barometer to rine, and it ii generally low with a SW wind. An extraordinary fall ot the mercury will sometimes take place in summer previous to heavy showers, attended with thunder ; but in spring, autumn and winter, it indicates violent winds. The mercury is higher in cold than in warm weather, and lower at noon and midnight than >\t any other period of the day. The mercury generally falls at the approach of new and full moon, and rises at the quadratures. Before hi^^'.i tides, there is almost always a great fall of the mercury ; this takes place oftenor at the full thiin at the new moon. The greatest changes of the barometer commonly take place during clear weather with a north wind, and the smallest risings during cloudy, rainy or windy weather, with a south or nearly south wind. The words generally engraved on the plate of the barometer rather serve to mislead than to inform; for the changes of weather depend rather on the rising and falling of the mercury, than on its standing at any particular height. When the mer- oury is as high as " fair,^' and the surface of it is concave (which is the case when it begins to descend), it very oflen rains ; and, on the contrary, when the mercury is opposite " rain,*' and the ■arface convex (which is the case when it begins to ascend), fair weather may be expected. These circumstances not being duly attended to, may be said to be the principal cause of many people not having a proper confidence in this instrument. For sea service, it would be as well to read off the barometer at least three times a day, viz., at 8 a. m., noon, and 8 p. m. ; and oftener if bad weather. In Europe, if the alteration ia the quicksilver sboald be in as groat a proportion as six-tenths of an inch to twenty-four w 1^ THoMi«>M It ouAVi fiurr. 181 bourn, tuddon bat not luting chniigpR of weatber mnj be expected. It the nlttfralion iihoultl be gradiml, probably in the proportion ot two or three-tenths to twentyfuur hours, the weather indicated will be likely to last. One-fiUh of the variation ot the barometer in any oliroate may be considered as an indication ot sudden change. If wind should follow rain, the wind may be expected to increase. Rain following wind is likely to lull it, and the wind may be expected to abate. EXPLANATION OF THE ANEROID BAROMETER. The graduation and figuring on the dial represents the per- pendicular scale ot the m«..-curial barometer. The tailing of the barometer is understood to be the passage of the long or steel index trom the higher to the lower number of figures, which movement comes under the same atmospheric change in which the mercury passes over part of its scale. The short pointer is simply a register, and is only movable with the fingers, to be placed over the steel index, thus enabling the observer to see more readily any movement ot the index. RULES FOR BAROMETRICAL OBSERVATION. l8^. There la no point at which the barometer must stand to indicate rain or wind. 2d. The judgment must be governed by the rising or falling of the barometer. 8d. The falling of the barometer indicates the approach of a storm, the extent of which will be proportionate to the amount and rapidity of the fall. 4th. Showers.- — ^The barometer falls previously from four to twelve-hundredths of an inch, varying in time, from one to three hours. The greater and more rapid the fall, the more violent will be the shower, accompanied more or less with wind. II if9 182 THOMPSON S 0OA8T PILOT. ' 5th. Northeasterly storms. — The barometer falls previonsly from lour to eight-tenths of an inch, varying in time from one to four hours, and continues falling until the storiu itnivos at its crisis, when the barometer begins to rise and continues ris- ing until that part of the storm which comes from the NW passes off. 6th. Southerly storms. — The barometer falls previously from one to four-tenths of an inch, varying in time from six to twelve hours. These storms generally precede unsettled weather; at such times the barometer continues low, and very slight additional depressions are followed by rain. A southerly storm is perhaps the most difficult to judge of by appearances, as appearances change so frequently without any real change in the atmosphere. During this class of storms, the utmost conffdence should be placed in the barometer. After the first indication as above, and the barometer does not rise, but remains stationary, it is strong indiuation that the storm has not all passed. The foregoing rules are the result of long and careful obser- vation. It must be remembered that storms occur under different circumstances in different parts of the globe, yet, tak- iug the first three of the above rules as a basis of calculation, a short experience, with the exercise of the judgment, will enable one to determine very correctly concerning approaching changes in the weather. A LUNAR TIDAL WAVE IN THE NORTH AMERICAN LAKES. ■strMt from • p»per read by Lleut.-Col. Onhun, before the American AMOdatlon for tbe AdvMiooment of Science, Augnit, 1880. « Much has been written at various periods, on the fluctua- tions in the elevation of the sa. .toe waters of the great fresh water lakes of North America. Yalaable and interesting memoirs have appeared frotn time to time in the American Joarnal of Science ^nd Arts, published monthly at New Haven, Connecticut, within the last thirty years, on this subject, writ- ten by the late Brevet Brigadier*Qenoral Henry Whiting, of THOMPSONS 0OA8T I'lLOT. 133 W the United States Army, when a captain, by Major Lachlan, Charles Whittlesey, Esq., an*l others. The observations con- tained in their memoirs have, however, been directed chiefly to investigations of the extent of the secular and annual varia- tions in elevation of the surfaces of these lakes. "The learned Jesuit fathers of the time of Marquette, a period near two centuries ago, and at later periods the Baron de la Ilontan, Charlevois, Carver, and others, noticed in their writings the changes of elevation, and some peculiar fluctua- tions which take place on these inland seas. In the specula- tions indulged in by some of these writers, a slight lunar tide is sometimes suspected, then again such an influence on the swelling and receding waters is doubted, and their disturbance is attributed to the varying courses and forces of the winds. " But we have nowhere seen that any systematic course of observation was ever instituted and carried on by these early explorers, or by any of their successors who have mentioned the subject, giving the tidal readings at small enough intervals of time apart, and of long enough duration to develop the problem of a diurnal lunar tidal wave on these lakes. The general idea has undoubtedly been that no such lunar influence was here perceptible. *' In April, 1854, 1 was stationed at Chicago, by the orders of the Government, and charged with the direction of the harbor improvements on Lake Michigan. In the latter part of August of that year, I caused to be erected at the east or lakeward extremity of the North Harbor pier, a permanent tide-gauge for the purpose of making daily observations of the relative heights and fluctuations of the surface of this lake. The position thus chosen for the observations, projects into the lake, entirely beyond the mouth of the Chicago River, and altogether out of the reach of any influenoe from the river current, apon the fluctuations of the tide-gauge. It was the fluctuations of the )ake surface alone that oould affect the readings of the tide- gauge. " On the first day of September, 1854, a course of observa* tions was commenoed on this tide-gauge, and continued at least once a 4ay> until the 31st day of December, inclusive, 1958. IS" h 184 THOMl'SON 8 (X)A8T PILOT. >' 4 Daring each of the first three winters a portion of the daily observations was lost, owing to the tide-gauge being frozen fast in its box, but thoy constituted only a small number in propor- tion to that embraced in the series. During the subsequent winters, artificial means were resorted to, to prevent this freezing. " These observations were instituted chiefly for the purpose of ascertaining with accuracy the amount of the annual, and also of the secular variation in the elevation of the lake sur- face, with a view to regulating the heights of break-waters-and piers to be erected for the protection of vessels, and for improving the lake harbors." After a series of close observations, from 1854 to 1858, Lieat.- Colonel Graham observes : " The difiference of elevation of the Jake surface, between the periods of lunar low and lunar high-water at the mean spring tides, is here shown to be two hundred and fifty-four thous- andths (254) of a foot, and the time of high water at the full and change of the moon, is shown to be thirty (30) minutes after the time of the moon's meridian transit. " We therefore, in accordance with custom in like cases, indi- cate as the establishment for the port of Chicago, i Foot, 30. " Although this knowledge may be of but small practical advantage to navigators, yet it may serve as a memorandum of m physical phenomenon whose existence has generally hereto- iore been either denied or doubted. " We think it probable that, if the effect of unfavorable winds and all other extraneous forces which produce irregular oscilla- tions in the elevation of the lake surface coald be fully elimin- ated, a semi-diurnal lunar spring tide would be shown of as much as one-third of a foot for the periods of highest tides. " The time of low water and the relative times of duration of the flood and ebb tides are given only approximately. The extreme rise of the tide being so little, the precise time of the change from ebb to flood, and hence the duration of the flow ot each, can only be accurately determined by numerooa obser* \ \ THOMPSONS COAST PILOT. 135 vatioos at short intervals, say three 'to five minutes of time apart, from about an hour before to an hour after the actual time of low water. " In conclusion, we offer the above observations as solving the problem in question, and as proving the existence of a semi- diurnal lunar tidal wave on Lake Michigan, and consequently on the other great fresh water lakes of North America, whose co-crdinate of altitude is, at its summit, as much as .15 to .25 ("iVIt to iVff) of a foot, United States measure." REMARKABLE PHENOMENON. Prof. Mather, who observed the barometer at Fort Wilkinsi Copper Harbor, 47'' 30' north lat., during the prevalence of one of these remarkable disturbances which are peculiar to all the Upper lakes, remarks : " As a general thing, fluctuations in the barometer accompanied the fluctuatious in the level of the water, but sometimes the water level varied iapidly in the har- bor, while DO such variation occurred in the barometer at the place of observation. The variation in the level of the water may be caused by varied barometric pressure of the air on the water, either at the place of observation or at some distant point. A local increased pressure of the atmosphere at the place of observation, would lower the water level where there is a wide expanse of water ; or a diminished pressure, under the same oircumstanoes, would cause the water to rise above its usual level." In the summer of 1854, according to the report of Foster and Whitney, made to Congress in 1850, " an extraordinary retrocession of the waters took place at the Sault Ste. Marie. The river here is nearly a mile in width, and tho depth of water over the sandstone is about three feet. The ph&nomenon occurred at noon ; the day was calm but cloudy ; the water retired suddenly, leaving the bed of the river bare, except for the distance of about twenty rods where the channel is deep- est, and remained so for the space of an hour. Persons went out and caught fish in the pools formed in the rocky oavitiea. *a -'«- -f.- 136 THOMPSON 8 COAST PILOT. The return of the waters was sudden, and presented a sublime Bpcctacle. They came down like an immense surge, roaring and foaming, and those who had incautiou'^ly wandered into the river bed, had barely time to escape being overwhelmed. •f RISING AND FALLING OF THE WATERS OF LAKE MICHIGAN. One of those singular oscillations in the lakes, or " Inland Seas," which haVe been observed occasionally from the time of the exploration of the Jesuit fathers, was witnessed recently in Lake Michigan. A variety of signs, such as the mirage of the distant shore, unusual depression of the barometer, and a Budden rise of the temperature from a cool, bracing air, to a Bultry heat, indicated an unusual commotion in the atmospheric elements. About eleven o'clock a. m., when our attentio:^ was fiy r. .ailed to the phenomenon, the watcd of the lake had riseri about thirty-one inches above the ordinary level, and in the coarse of half an hour they again receded. Throughout the whole day they continaed to ebb and flow at intervals of fifleen or twenty minutes, and the current between the outer and inner breakwater, near the Illinois Central Railroad Honse, was so great at times that a row-boat made little or no headway against it. The extreme variation between high and low water was nearly three feet. The wind all day was off shore (from the Bouthwest), the effect of which was to keep down the waters instead of accumulating them at this point. About eight o'clock in the evening it veered suddenly to the northwest, and blew a violent gale, accompanied by vivid electrical displays. This morning (Monday) we hear of telegraphic lines being pros- trated, of persons killed by lightning, etc., while the lake, although agitated, exhibits none of the pulBations of yesterday. ^mm THOMPSON B C«)A8T PILOT. 187 VALUABLE MARITIME SUGGESTIONS. HOW TO STEER A VESSEL OK STEAMnOAT WHEN THE RUDDER 19 LOST OR DISABLED. Take one of the cable chains and pass it oat over th^ center of the stern, through the rudder port. If there is no port, make a hole through, large enough for the chain to pass. Take a short spar or heavy plank or two, and lash it twenty feet from the end of the chain ; clap on guys fifteen feet from the inner end ot the planks or spar, to each quarter, with tackles to them leading fore and atl. Keep paying out the guys and chain until the vessel answers to them, by steering, which she will do without any difficulty. The end of the chain hanging down from the after part of the planks or spar will balance them and hold considerable strain in the watjr. The spar or planks must be heavier according to the size of the chain and vessel. Another plan is, in case of disabling the rudder going over a bar, or striking rocks close in shore, to lower the stern boat down with the plug-out, clapping on guys as above ; but this method would liave but little effect until the boat was full of water. TO TAKE IV A NEW MAST WITHOUT SHEERS. It often happens that a vessel may have to take in a new mast where there are no sheers to be got, or of sufficient size to do the work. In this ease the following directions may be used successfully. Knock out the wedges ; take a thick oak plank and lay it on the deck, forward of the mast, securing it to the deck by spiking. Then clap on a tackle to the stay to bowse the mast-head forward; clap on two after guys to the mast- head, and lead them well aft on each side, and make them fast, BO that they can be eased away when the mast-head is hauled forward. Clap on tackles, furward and aft, to the lower part of the mast, two or three feet from the deck, and two guys, one on each side, to the stanchions of the bulwarks; make three or four small wedges of iron, sufficiently thick to relieve the saw in passing throngfa the mast. Out the mast, just level with the oak plank, and when through, bowse the heel of the mast for- ward on to the plank, securing it well with the guys and r 138 THOMPSONS CX)APT PII/tT. t.' iKles ; then bowse the head of the mast forward, so that the tackle from the mast-hearl will plumb the stump; overhaul the tackle down, and make it fast to the stump ; haul it out, put it over the side, clap on to the new mast, hoi-' t. "I •t^ S 2 »> ^ ^ TITf I "^ eg OQ T2 ri"! 21' ^ *» ,H -* 2 S »? 8 *? .] * ^ ^_ »- ^ '^ «e >-• t- 1 .a I - I II .9 S il II .3 I n m £ J t3 M I •^s el «' •tflJhMM EXPLANATION OF NAUTICAL TEOS. Aback : the Hituation of the wuU when their aurfiices are preMed nfl agaiimt the maat by the force of the wind. Alnift, or aft ; the iitemmoBt part of the nhip. CVirrjy <\fl unyt/iinff ; thut is, carry towardii the Htem. Tlu uuitt raktsaft ; that i«, han^ towards the ■tern. "How cheer ye fore and nflP that is, how fares all the Hhip'd com- pany? Amft the beam, denotes the relative situation of any object with the ship, when the object is placed in any part of that arc of the horizon whioh in contained between a line at right angles with the keel, and that point of the compass whioh is directly opposite to the ship's course. See lienring. Aboard ; the inside of a ship. " Ab^mrd the main Uifk.'" the order to draw the lower comer of the mainsail down to the chcss-troe. About ; the situation of a ship as soon as she has tacked, or chanj^ her course. " AbmU ship /" the order to the ship's crew to prepare for tacking. Abreast; the situation of two or more ships, lying with their sides par* allel, and their heads equally advanced; in whi^h case they are abreaat of each other. Adrtft; the state of a ship broken from her moorings, and driving about without oontroL AflotU; buoyed up by the water from the ground. Afore ; all that part of a ship which lies forward, or near the stem. It also signifies /arA«r/on0ard After; a phrase applied to any object in the hinder part of the ship, a* the qfleT'hatehwaif, the qfler-mU$, etc. Aground; the situation of a ship when her bottom, or any part of it« rests on the ground. Ahead; anything whioh is situated on that point of the oompasa to to which a ship's stem is directed, is said to be ahtad of her. See Bearing. A-hvU; the situation of a ship when all her sails are furled, and her helm is lashed to the lee side ; by which she lies nearly with her side to the wind and sea, her head being somewhat inclined to the direction of the wind. A4ee;. the position of the helm when it is put down to the lee side. AUin the wind; the state of a ship's sails when they are parallel to the direction of the wind, so as to shake or shiver. sit THoiiPfioN « ooAiT piixyr. Ii t "All hiinih nhoy!" the mil by whiunii, and ti pifTpnt it fmm |oo»»>ning or pomin« hoin««. Til htirk imtfi'ii, in ri*wini<, i»» t<> iinp«'l thr hi)«t with her wtom for»mfx»t, by nrnann of tho obm. To biirk- thf »iiil» ; to arrunge them in a iiituation which will itorMion thn ■hip to move aittprn. To htifffn/tr the miiun ; to lay it ahaok, by brinifintr th" "hpot to the mi/- Zi>n Hhroudi*. To IxtUttK'f ; to (lontnict a nail intenringii in the water, which her proviHionn and MtoreH will not do. Trim the bnlUut ; that is, itpread it about, and lay it even. 7'A^ fxilUut thoots; that w, it shifti, or runH over from one nide of the hold )(> the other. 3tre j)i)le» ; when a f«hi]> han no hu i 1 Net, she in under fxire jMlet. linrge, a caravel-built )>oat, that rowit with ten or twelve oant. Batten, a thin piece of wood. Brttten, tUnen the luttehet, in to lay battonn ui>on the tarpaulins, which are over the hatches, in bad weather, and nail them down, that they may not be waohed off. Bedcon, s post or stake erected over a shoal or sand-bank, aa a warning to seamen to keep at a distance ; also, a signal placed at the top of hills, etc. Beam, strong piece!* of timber, stretch iu]f across a ship, side to side, to support the decks, and retain the sides at their proper distance. "Bear a hand!" make haste, dispatch. Bearing lignifiM the point of the compass which any two or more places bear from each other, or how any place bears from the ship by the com- paaa ; or it may be eaid to bear on the beam, abaft the beam, on the bow, the head, or stem, etc. Bearings of a »hip, are that line which is formed by the water upon her sides when she is at anchor, with her proportion of ballast and stores on board. To bear to, is to sail into a harbor, etc. Bea/r round vp, that is, put her right before the wind. Bring your guns to bear, is to point them to the object. To bear in with the land, is when a ship sails towards the shore. 7b bear off, to thrust or keep off from the ship's side, etc., any weight, when hoisting. Bearing vp, or bearing away, the act of changing the course of a ship, in order to maku her run before the wind, after she has sailed some time with a side wind, or close-hauled. It is generally performed to arrive at some port under the lea, or to avoid some imminent danger, occasioned by a vio- lent storm, leak, or enemy in sight. 146 THOMl'SOM 8 OOASrr riliOT. Beating to leivHward, the makinur a progreM againitt the directiuii of the wind, by .steering' alternately nloHC-haulod on the Mtiirboard and port taclu. To btealm, to intercept the current of the wind, in its pawtage to a ship by any contiguous object, as a shore alKJve her sails, a high sea behind, etc., and thus one sail is said to booalm another. Before the beam, denotes an arc of the hori/on comprehended between the line of the beam, which is at right angles to the keel, and that point of the compass on which the ship stems. See Benring. Belay, to make fiust any running rope, as, Bday the main brace, or, make it fast Bend, to apply to, and fasten ; as, Bend the milt — apply them to the yards and fasten them. Unbend tfie saiU, that is, oast them off, and take them from the yards. Jler sn .« are unbent, she has none fixed. Bend the aMe, make it fast to the aT>chor. Beneaped. See Neaped. Berth; a place ; as the sfup'a berth; the place where she is moored. — An officer's berth; his place in the ship to eat or sleep in. — Berth tfie Mp'a evm- puny; that is, allot to them their places to mess in. Berth the hammackt; point out where each man's hammock is to hang. Between decks, the space contained between any two decks of a ship. Bight of a r»pe; the double part of a rope when it is folded. — Bight; a narrow inlet of the sea. B^e; to break. — I'he ship it bilged; that is, her planks are broken in by ▼iolenoe. BOge-waier is that which, by reason of the flatness of the ship's bottom, lies on her floor, and oannot go to the well of the pump. Binnacle; a kind of box to contain the oompaaaes in upon deck. Bute; very large pieces of timber in the fore part of a ship, round which the cables are fastened when the ship is at anchor. — AfU/rAtHU; a smaller kind of bitta upon the quarter-deok, for belaying the running riggiTig to. To biXt the cable, is to confine the cable to the bitts, by one torn under the oross-pieoe, and another turn round tho bitt-head. In this position it may be either kept fixed, or it may be veered away. Bitter; the turn of the cable round the bitts. — Bitterend; that part of the cable which stays within board, round about the bitts, when the ship is at anchor. Block; a piece of wood, with mnning Hheaves or wheels in it, through which the running rigging is passed, to add to the purchase. Board; to board a ship, is to enter it in a hostile manner, to enter a ship. Board; to make a board is making a stretch upon any taok, when a ahip is working upon a wind. To board it up; that is to turn to windward. — The ship has made a stern board; that is, when she loses ground in work- ing uiKtn a wiud. l- THOMPSON'b 00A8T PILOT. 147 Boatmem'n; the officer who has charge of all the cordage, rigging, anchors, etc. Bold-thare; a steep coast, permitting the close approach of shipping. BoU-rope; the rope which goes ix)und a sail, and to which the canvas it sewed. The 8ide ropes are called leach-ropes; that at the top, the h^d- rope; and that at the bottom, the foot-rope. .i^^ Bonnet of a mil is an additional piece of canvas, put to the sail in mod- erate weather, to hold more wind. — Lnee on thtt bonnet; that is, fasten it to the sail. — Shake off the bonnet; take it off. Boot-topping; cleaning the upper part of a ship's bottom, or that part which lies immediately under the surface ef the water, and daubing it over with tallow, or with a mixture of tallow, sulphur, rosin, etc. Both gheetg aft; the situation of a ship sailing right before the wind. Bow-grace; a frame of old rope or junk, laid out at the bows, stems, and sides of ships, to prevent them from being injured by flakes of ice. ' Bow4ine»; lines made fast to the siden of the sails, to haul them forward when upon a wind, which, being hauled taut, enable the ship to come nearer to the wind. To bowse; to pull upon any body with a tackle, in order to remove it. Bowsprit; a large mast or piece of timber which stands out from the bows of a ship. BoxhauUng; a particular method of veering a ship, when the swell of the sea renders tacking impracticable. Boxing; an operation somewhat similar to boxhauling. It is performed by laying the head sails aback, to receive the greatest force of the wind in a line perpeudicnlar to their surfaces, in order to turn the ship's head into the line of her contse, after she has inclined to the windward of it. Braces; the ropea by which the yards are turned about, to form the sails to the wind. Ta brace Oieffords; to move the yards, by means of the braces, to any direo- tion required. — To brace about; to brace the yards round for the contrary tack. — To brace sharp; to brace the yards to a position in which they will make the smallest possible angle with the keel, for the ship to have head- way. — To brace to; to ease off the lee braces, and round in the weather faracee, to aasiat tfie motion of the ship's head in tacking. Brails; a name peculiar only to certain ropes belonging to the miuea, used to tmaa it up to the mast ; but it is likewise applied to all the ropea *' which are employed in hauling up the bottom*, lower comers, and skirts of | the other great sails.— 7b brail up, to haul up a sail by meaaa of the brails, I far the more ready furling it when neceaeary. i^ To brtak bntk, to begin to unload a ship. | 7b break shttr. When a ship at anchor is forced, by the wind or oarreat, fkom that pesitioB ia whioh she keeps her anchor most free of herself and J U8 TIIOMI-SON 8 COAST PILOT. moAt firm in the ground, bo as to endanger the tripping of her anchor, 8he is said to to break her sheer. breaming, burning off the filth from a ship's bottom. Brea*t-fa»t, a rope employed to confine a ship sideways to a wharf, or to some other ship. To bring by the lee. — See To broach to. To bring to, to check the course of a ship when she is advancing, by arranging the sails in such a manner that they shall counteract each other, and prevent her from either retreating or advancing. — See To lie to. To I >'H..c:^ to, to incline suddenly to windward of the ship's course, so as to present her side to the wind, and endanger her oversetting. The difi'er- ence between broaching to and bringing by the lee may be thus defined : Suppose a ship, under great sail, is steering south, having the wind at NN W ; then west is the weather side and east the lee side. If, by any acci- dent, her head turns round to the westward, so that her sails are all taken aback on the weather-side, she is said to broach to. If, on the contrary, her head declines so far eastward as to lay her sails aback on that side which was the lee-side, it is called bringing by the lee. Broadtide, a discharge of all the gfuns on one side of a ship, both above and below. Broken-baeked, the state of a ship which is so loosened in her frame as to drop at each end. By the board, over the ship's side. • Bg the fiead, the state of a ship when she is so unequally lotuled as to draw more water forward than aft. By the wind, the course of a ship as near as possible to the direction of the wind, which is generally within six points of it. Bunirlinet, ropes fastened to the foot-rope of square-Mula, to draw them up to the middle of the yards for furling. Buoy, a floating conical cask, moored upon shoals, to show where the danger is ; it is also attached to anchors, to show where they lie, in case the cable breaks. Gap, a strong, thick block of wood, having two large holes through it, the one square, the other round ; used to confine the two masta together. Gaptize, overturn.— rA« boat is eapueed, that is, oversel. — Capriae the eoU of rope, that is, turn it over. Capstan, an instrument by which the anchor is weighed out of the ground ; used also for setting up the shrouds, and other work where a great purchase is required. To eareen, to incline a ship on one side so low down by shifting the oargo or stores on one side, that her bottom on the other side may be clauued by Iweaming. 7b carry away, to break ; ■• A tMp hat earritd mtay htr bowprit, that i% kM krakw it tM. . w Thompson's coast pilot. 149 Cfuting, the motion of falling off, so as to bring the direction of the wind on either side of the ship, after it has blown some time right ahead. It ia particularly applied to a ship about to weigh anchor. Cat-heads, the timbers on a ship's bow8, with sheaves in them, by which the anchor is hoisted, after it has been hore up by the cable. To eat the anchor, is to hook the cat-block to the ring of the anchor, and haul it up close to the cat-head. Cat'a-paw, is a light air of wind perceived at a distance in a calm, sweep- ing the surface of the sea very lightly, and dying away before it reaches the ship. Caulking, is filling the seams of a ship with oakum. Center. This word is applied to that squadron of a fleet, in a line of battle, which occupies the middle of a line ; and to that column, in the order of sailing, which is between the weather and lee columns. Chains, a place built on the sides of the ship, projecting out, and at which the shrouds are fastened, for the purpose of giving them a greater angle than they could have if fastened to the ship's side, and of course giv- ing them a greater power to secure the mast. Chain-pUUes, are plates of iron fastened to the ship's sides under the chains, and to these plates the dead-eyes are fastened. Chapeling, the act of turning a ship round in a light breeze of wind, when she is close-hauled, so that she will lie the same way she did before. This is usually occasioned by negligence in steering, or by a sad' den change of wind. Cfuue, a vessel pursued by some other. — Chaser, the vessel pursuing. Cheerily, a phrase implying heartily, quickly, eheerfuUy. To elaw off, to turn to windward from a lee shore, to escape shipwreck, etc. Clear is Tsrionslj^ applied. The weather is said to be clear when it is fair and open ; the sea coast is dear when the navigation is not interrupted by rooks, etc. It is applied to cordage, cables, etc., when they are disen- tangled, so as to be ready for immediate service. In all these senses, it is opposed to foul. — To clear the anchor, is to get the cable off the flukes, and to disencumber it of ropes, ready for dropping. — Clear hawse, when the cables are directed to their anchors without lying athwart the stem. To clear the hawse, is to untwist the cables when they are entangled by having either a cross, an elbow, or a round turn. Clew-lines are ropes which come down from the yards to the lower cor- ners of the sails, and by which the corners or clews of the sails are hauled up. OKmo of a sail, the lower oomers of square-sails, but the aftermost only of stay-sails, the lower corner being called the tack. To dew up, to haul up the olews of a sail to its yard by meaos of th* •l«w-liaM, eto. , * 80 »=irr 160 THOMPSOM's OOAflrr PILOT. OUnehed, made fast, as the cable is to the ring of the anchor. Clote-hauUd, that trim of the ship's sails, when she endeavors to make • progress in the nearest direction possible toward that point of the compaaa f^om which the wind blows. To dub-haul, a method of tacking a ship when it is expected she will miss stays on a lee shore. Goaating, the act of making a progress along the sea coast of any conntrj. 7b eoil a rope, a eatHe, etc., to lay it round in a ring, one turn or fake orer another. To time home. The anchor is said to come home when it loosens fh>m the ground by the effort of the cable, and approaches the place where the ship floated, ai the length of her moorings. Ooming to, denotes the approach of a ship's head to the direction of the wind. Oourte, the point of the compass upon which the ship sails. — Courses, a ■hip's lower sails ; as, the foresail is the fore-course, the mainsail the main- course, etc. — The ship is under her courses — that is, has no sail set but the i mainsail, foresail, and mizzen. i i Coxswain, the person who steers the boat. Orarik. — The ship is crank, that is, she has not a sufBoient cargo or bal> last to render her capable of bearing sail, without being exposed to the danger of oversetting. Ortns-foot, is a number of small lines, spread from the fore parts of the tops, by means of a piece of wood through which they pass, and, being hauled taut upon the stays, they prevent the foot of the topsails catching under the top rim ; they are also used to suspend the awningpi. Oun, to direct. To cun a ship, is to direct the man at the heljn how to steer. To cut and run, to out the cable, and make sail instantly, without wait- ing to weigh anchor. Dattt, a long beam of timber, used as a crane, whereby to hoiat the flukes of the anchor to the top of the bow, without injuring the planks of the ship's sides as it ascends. There is always a davit, of a smaller kind, fixed to the long-boat to weigh the anchor by the buoy-rope. To deaden a shijfs way, to impede her progress through the waiter. Dead eyes, blocks of wood through which the laniards of the shrouds are reeved. Dead-lights, a kind of window shutter for the windows in the stem of a ■hip, used in very bad weather only. Dead-teater, the eddy of water, which appears like whirlpools, dosing in with the ship's stem ■■ she muIs on. Dttt^Mnd, the wind right againat the ahip, or blowing from the very pelat to whiah ak» wants te go. THOMFSOM'S OOAflT PILOT. Ul Ditnuuted, the state of a ship that han loHt her mantti. Dog-tane, a siu'^il vane with feathers and (x>rk, and placed on the ship's quarter, for thu men at oun and helm to see the course of the wind hj. Dog-watch, the watches from four to six, and from six to eight in th« evening. Doubling, the act of sailing round, or passing beyond a cape or point of land. Doubling upon, the act of inclosing any part of a hostile fleet between two fires, or of caunonading it on both sides. Doute, to lower suddenly, or slacken ; to strike or haul down ; as, Douie the top-gaUant-^cUU, that is, lower them. Down-haul, the rope by which any sail is hauled down, as the jib 4own- haul. To drag the anchor, to trail it along the bottom, after it is loosened from the ground. To draw, when a sail is inflated by the wind, so as to advance the veuel in her course, the sail is said to draw, and so, To keep all drawing, ia to inflate all the sails. Drift, the angle which the line of a ship's motion makes with the nearest meridian, when she drives with her side to the wind and waves, and is not governed by the power of the helm. It also implies the distance which the ■hip drives on that line. Driver, a large sail set upon the mizzen^yards iu light winds. Driv*-^ Tfie ship drives, that is, her anchor comes through the ground. Drop, used sometimes to denote the depth of a sail; as. The fore-top-saO, drops twelve yards. To drop anchor, used synonjrmously with to anchor. To drop astern, th« retrograde motion of a ship. Dunnage, a quantity of loose wood, etc., laid &': the bottom of a ship, to keep the goods from being damaged. Earingb, small ropes used to fasten the upper comers of sails to the yards. To ease, to ease away, or to ease off— to slacken gradually ; thus they txf. Base the bow-line, ease the sheet. "Base the ship!" the command given by the pilot to the steersman, to put the helm hard a-lee, when the ship is expected to plunge hnr fore part deep in the water when close-hauled. To edge away, to decline gradually from the shore, or from the line of the course which the ship formerly held, in order to go more large. To edge in with, to advance gradually towards the shore, or any other object. Elbow in the hawse, is when a ship, being moored, has gone round, upon tixe shifting of the tides, twice the wrong way, so as to lay the cables one over the other. Having gone once wrong, she makes a eroes in the hawis; and going three timer wrong, she makes a round turn. # 169 THOMPSON'S COAST FILOT. End for end, a term uiied when a rope runii all ont of a block, and is unreeved ; or, in coming to an anchor, if the Htoppera are not well put on, and the cable runs all out, it is said to have gone out end for end. End on, when a ship advances to a shore, rook, etc., without an apparent possibility of preventing her, she is said to go end on for the shore, etc. Engagement, action or fight. Enaign, the flag worn at the stem of a ship. Entering-port, a large port in the side of three-deckers, leading into the middle deck, to save the trouble of going up the ship's side to get on board. Even keel, when the keel is parallel with the horizon, a ship is said to be upon an even keel. I Faib, a general term for the disposition of the wind, when favorable to a ship's course. Fair way, the channel of a narrow bay, river or haven, in which ships usually advance in their passage up and down. Eack, ox fake, one circle of any rope or cable coiled. Eag-end, the end of any rope which is become untwisted by frequent use ; to prevent which, the ends of ropes are wound round with pieces of twine, which operation is called whipping. To fall aboard of, to strike or encounter another ship, when one or both •re in motion. TofuU astern, the motion of a ship with her stem fore- most To fall calm, to become in a state of rest by a total cessation of the wind. To fall down, to sail or be towed down a river nearer towards its mouth. FaUing off, denotes the motion of the ship's head from the direction of the wind. It is used in opposition to coming to. " Fall not off, or noOiing off!" the command of the ateeraman to keep i- 9 ■hip near the wind. ,.. Fathom, a measure of six feet. To fetch away, to be shaken or agitated from one side to another, so as to loosen anything which before was fixed. Fid, a square bar of wood or iron, with shoulders at one end, used to support the weight of the topmast, when erected at the head of a lower mast. — Fid for gplicing, a large piece of wood, of a conical figur9,'u8ed to extend the strands and layers of cables in splicing. To fOl, to brace the sails so as to receive the wind in them, and advance the ship in her course, after they have been either shivering or braced aback. Fi»h, a large piece of wood. — Fish the mast, apply a large piece of wood to it to strengthen it. Fish4Mok, a large hook, by which the anchor is received and brought to the oat-head; and the taokle whioh is used for this purpose is called tha jith taekU ' THOMPSON*! COAST PILOT. 158 Tofith the anrKor, to draw up the flukon of the anchor towards the top of the bow, in order to Htow it, after having been catted. Flag, a general name for colont worn and UHed bj shipe of war. Flit-tifl, the situation of the sails when their surfaces are pressed aft against the mast by the force of the wind. To JUtt in, to draw in the aftermost lower comer, ur clew, of a sail towards the middle of the ship, to give the sail a greater power to turn the Tessel. — To flat in forward, to draw in the fore-sheet, jib-sheet, and fore* staysail-sheet, towards the middle of the ship. Flaw, a sudden breeze or gust of wind. Floating, the state of being buoyed up by the water from the ground. Flood-tide, the state of a tide when it flows or rises. Floteing-nheelt, the position of the sheets of the principal sails when they are loosened from the wind so as to receive it into their cavities more nearly perpendicular than when -close-hauled, but more obliquely than when the ship sails before the wind. A ship going two or three points large has flotoing-sheeta. Fore, that part of a ship's frame and machinery that lies near the stem. — Fore and aft, throughout the whole ship's length ; lengthwise of the ship. Fore-reach, to shoot ahead, or go past another vessel. To force over, to force a ship violently over a shoal by a great quantity of ■ail. Forward, toward the fore part of a ship. Foul is used in opposition both to dear and fair. Aa opposed to dear, we say, foul weather, foul bottom, foul ground, foul anchor, foul haute. As opposed to fair, we ta.j,foul wind. To founder, to sink at sea by filling with water. To free. Pumping ia said to free a ship, when it discharges more water than leaks into her. Tofrethen. When a gale increases, it is said to frethen. — To freahen the hawae, to veer out or heave in a little cable, to let another part of it endure the stress of the hawse-hole. It is also applied to the act of renewing the service round the cable at the hawse-hole. Frethen the baUaat, divide or separate it. FreA way. When a ship increases her velocity, she is said to gpet freth way. FuU, the situation of the sails when they are kept distended by the wind. FuU and by, the situation of a ship, wit^ regard to the wind, when close- hauled, and sailing bo as neither to steer too nigh the direction, nor to deviate to leeward. To furl, to wrap or to roll a sail close up to the yard or stay to which it belongs, and to wind a oord around it to keep it fast 1- Tmnmnrnr^na^f^ ■■w^Tfn—- »f-!w— •••^•wwp* 164 THQKPSCnr's COAST PILST. Oacoe of thr Ship, hor depth of water, or what water she draws. To ffitin l/u leiiiil, to arrive on the weather aide, or to windward of some ahip or fleet in iii^ht, when both are sailing as near the wind as possible. Gammon the hmeitprit, secure it by turns of a strong rope passed round it, and into the cutwater, to prevent it from having too much motion. OangtJD/ty, that part of a ship's side, both within and without, by which persons enter and depart. Garhoard $trmk, the first range or streak of planks laid in a ship's bot- tom next the keel. Gu^kft, the rope which is passed round the sail, to bind it to the yard, when it is furled. To gather. A ship is said to gather on another as she comes nearer to her. GimVleting, the action of tumini^ the anchor round by the stock, so that the motion of the stock appears similar to that of the handle of a gimblet, when employed to turn the wire. Girt. The ship is girt with her cables when she is too tight moored. To give ehnae to, to pursue a ship or fleet. Goo»6 mngs of a sail, the clews or lower comers of a ship's mainsail or foresail, when the middle part is furled or tied up to the yard. Grappling-iron, a thing in the nature of an anchor, with four or six flukes to it. Grave, to bum off the filth from a ship's bottom. Gri^fifa ship, that thin part of her which is under the counter, and to which the stem-post joins. — The thip gripet, that is, toma her head too much to the wind. Grommst, a piece of rope laid into a circular form, and nijed for large boats' oars instead of rowlocks, and also for many other pmrpoaes. Grounding, the laying the ship ashore, in order to repair her. It is also applied to running aground accidentally. Ground taekls, everything belonging to a ship's anchors, and which ara necessary for anchoring or mooring ; such as cables, hawsers, tow-lines, warps, buoy-ropes, etc. Ground tier, that is, the tier of water casks whieh is lowest in the hold, and is among the shingle ballast. Choteing, stretching out ; applied to the direction of the cable from the ship toward the anchors ; as. The cable grows on the starboard bow. Gunwale, the upper edge of a ship's side. Gun^oom^ a division of the l(>wer deck abaft, inclosed with net-work, for the use of the gunner and his stores. Gybing, the act of shifting any boom-sail from one side of the mast to the other. Thompson's ooast piuyr. 166 Hail, to call to another ship. HiMittnU, the ropea by which the saiU are hoUted ; aa, the tojhtail hal- liard*, or jilhhuUiurds, etc. Utinding, the same aa furling. i. Hard a-weather, put the tiller quite up to windward. -i i Haul, pull. To hiiut the wind, to direot the shin's oo irse nearer to the point from which the wind blows. HauM-holst, the holes in the bows of the ship through which the cables pass. — Freahen hnw$e, veer out more oable. — Clap a terviea in the h'lWM; put somewhat round the cable at the hawse-hole to prevent its chafing. — To cler Home int^rvrninx land. LaniardB of the iihroudii, are the nmall ropcn at the onda of them, bjr which thoy arc hovo taut or tijfht. Larboarfl, the loft wide of a ahip, looking towardu the head. — Port tack, the aituation of ii ahip when aailini; with the wind blowingr upon her port aide. fjuh, to bind. "Launch hoP^ BignifioH that the object ia high enough, and muat be lud- denly lowered. Laying the land. A ahip which inoreanea her diatanoe from the coast, ao aa to make it appear lower and Hmaller, is said to lay thf, land. Ijeading wind, a fair wind for a ship's course. Leak, a chink or breach in the sides or bottom of a ship, through which the water enters into the hull. Lee, that part of the hemisphere to which the wind is directed, to dis* tinguish it from the other part, which is called to windward. — Lee gage. A ship or fleet to leeward of another is said to have the lee gage. — Les lurehei, the sudden and violent rolls which a ship often takes to leeward, in • high sea, particularly when a large ware strikes her on the weather side. Lee quarter, that quarter of a ship which is on the lee side. — Lee shore, that shore upon which the wind blows. — Lee side, that half uf a ship, length- wise, which lies between a line drawn through the middle of her length and the side which ia farthest from the point of wind. — To leeward, toward that part of the horizon to which the wind blows. — Leeward sJiip, a ship that falls much to leeward of her course, when sailing close-hauled. — Leeward tide, a tide th^t sets to leeward. Leeway, the lateral movement of a ship to leeward of her course ; or the angle which the line of her way makes with a line in the direction of her keel. To lie along, to be pressed down sideways by a weight of sail in a fresh . wind. Leeches, the borders or edges of a sail. To lie to, io retard a ship in her course, by arranging the sails in such a manner as to counteract each other with nearly an equal effort, and render the ship almost imssovable with respect to her progressive motion or head- way. Lifts, the rojws which come to the ends of the yards from the mast-heails, and by which they are suspended when lowered down. Limbers, or lirnber holes, square holes cut through the lower part of a ship's floor timbers, very near the keel ; forming a channel for water, and oommunicating with the pump-well throughout the whole length of the floor. Liii, inoline. — The ship hat a list to port, that is, she heels to the larboard. Thompson's ooaht piloop. 159 lag, und hrj-Hnf, by whiith the nhip'n jmth i« nii'imured, and her nXm of going aMcortaiiK'il, hny-hiHird, on which urn mnrlcpd the traniiirtionM of thii ship, which from thrnrp am cojiifd into the log-lxM)k cvprj- 24 hours. ,1 long Ufa, a uniform motion of long wavpH. ' Ixtok out, a watrhful attention to Homo important ohjnot or erent that ia expected to uri'to. ThuH perHonii on board of a ithip are ocraaionalljr ata- tionod to Ifxik out for niifnalM, othnr Hhipft, for land, i)t<\ To Uwin, to appear ubov« thu Hurfaou oithor of the nca or thn land, or to appear Inrfrer than the roal dlmennionN, and indiHtlnntly ; an a diatant object, a nhip at sea, or a mountain. The iihip loom* largo, or the land looinn high. To looif, to unfurl or cast loo«e any null. To lower, to pase down gradually. " Luff!" the order to the <;teerHman to put the helm toward* the lee aid* of the ship, in order to mU nearer to the wind. Habt, the upright timber on which the yards and sails are set Miuted, having all her masta complete. Mend the urciee, put on more service. Mesnenger, a small kind of cable, which being brought to the capstan and the cable by which the ship rides made fast to it, it purchases the anchor. To middle a rope, to double it into two equal parts. Midthipt, See Amid»h^. Mirage, an optical phenomenon, arising from an irregular refraction or reflection of the light near the horizon, by which it often happens, near the sea coast, that a ship, seen at a distance, appears as if painted in the sky, and not supported by the water. Sometimes thn image of the ship it inverted. A similar effect is observed in sandy deserts, as in Egypt, where the blue light of the sky is reflected upwards from the heated sands, which makes the whole plain at a distance appear like a large lake, and the ele* vated villages appear like islands in this lake. To mist stayn, a ship is said to mi»a stay^ when her head will not ilj up into the direction of the wind, in order to get her on the other tack. Muaenmast, the mast which stands abaft, and from which its rigging and sails are named ; as of the sails, mizzen, mizzen-top»ail, etc., and so also ar« the other sails, eto., named from the other masts. Moor is to secure a ship with two anchors. Mooring, securing s ship in a particular station by chains or cables, which are either fastened to an adjacent shore or to anchors at the bottom. Mooring aerviee, when a. abip is moored, and rides at one cable's length, the mooring service is th»t which is at the first splice. Mouse, a kind of ball or knob, wrought upon the collar of the stays. Mvsttr, to aseumble. 'JI^B^^- 160 THOUPflOIf's OOABT FILOT. :, ■\ ^l To make n board, to mn a certain distance upon one tack, in besting to windward. To mtike foul water, to mnddy the water by running in shal- low places, BO that the ship's keel disturbs the mud at the bottom. To rnake mil, to increase the quantity of sail already set, either by nnreeiing or by setting others. To make etem-way, to retreat or move with the stem foremost. To make the land, to discover it from afar. To make water, to leak. To man the yard, etc., to place men on the yard, in the topa, down the ladder, etc., to execute any necessary duties. Narbows, a small passage between two landa. Neap tidet, the tides in the first and last quarter of the moon, which are not either so high, so low, or so rapid as spring tides. A ship is said to be beneaped when she has not water enough to take her ofiF the ground, or over the bar, etc. " Near !" or " No near /" an order to the steersman not to keep the ship ■o close to the wind. Nipperi, certain pieces of cordage used to fasten the messenger to the cable in heaving up the anchor. " Nothing off!" a term used by the man at the oun to the steersman, directing him not to go from the wind. Nun buoy, the kind of buoy used by ships of war. Oakith, old rope untwisted and pulled open. Off and on, when a ship is boating to windward, so that by one board •he approaches towards the shore, and by the other stands ont to sea, the is said to stand off and on shore. Offing, to seaward from the land. A thip i$ in the offing, that is, she is to seaward, at a distance from the land. She stands for the offing, that is, towards the sea. Off'umrd, from the shore, as, when a ship lies aground, and leans to^rards the sea, she is said to heel offward. On board, within the ship; as. He it eome on board. On the beam, any distance from the ship on a line with the beams, or at right a^g^es with the keel. See Bearing. On the bow, an arc of the horizon, comprehending about four points of the compass on each side of that point to which the ship's head is directed. Thus they say, The thip in tight beart three pointt on the ttarboard bow; that is, three points towards the right hand, from that part of the horison which is right ahead. See Bearing. On the quarter, an ore of the horizon, oomprehending about four points of the compass en each side of that point to which the ship's stem is directed. See Onthtbow. Open, the situation of a place exposed to the wind and sea. It is also exprrssed of any distent object to which the sight or ^stsage is not intsr- oeptsd. * \ THOWflOS's OOABT PILOT. 161 , Open Jiauue, when the cables of a ship at her moorings lead straight to their reepective anchont, without crossing, she is said to ride with an open hawte. (Mop, the deck on which the cables are stowed. Ocerboard, out of a ship ; as, He fell overboard, meaning he fell out of, or from the ship. Overgrown tea, is expressed of the ocean when the surges and billows rise extremely high. Overhaul, to clear away and disentangle any rope ; also, to oome up with the chase ; as, We overhaul her, that is, we gain ground on her. Over-rake, when a ship at anchor is exposed to a head sea, the waves of which break in upon her, the waves are said to overtake her. Overset, a ship is overtet when her keel turns upwards. Out of trim, the state of a ship when she is not properly balanced for the purposes of navigation. PARCBli A BOPR, is to put a quantity of old canvas upon it before the service is put on. Pared a team, is to lay a narrow piece of canvas over it after it is caulked, before it is payed. Parliament heel, the situation of a ship when she is made to stoop a little to one side, so as to clean the upper part of her bottom on the other side. See Boot-topping, Parting, being driven from the anchors, by the breaking of the cable. Pavi, a short bar of wood or iren fixed close to the capstan or windlass of a ship, to prevent those engfines from rolling back, or giving way, when they are charged with any great e£Fort. Tit pawl the eapatan, to fix the pawls so as to ^trevent the capstan from recoiling during any pause of heaving. To pay, to daub or cover the surface of any body with pit^h, tar, etc., in order to secure it from the injuries of the weather. To pay away, or pay out, to slacken a cable or other rope, so as to let it run out for some particular purpose. To pay off, to move a ship's head to leeward! To peak the mizxen, to put up the mij!zen-yard perpendiculaf .^|gf th« mast. ' '^-^ " '■ PetUe. Ti>ridea»tay-peak, is when the cable and the forr^t^y forma line. 7b ride a thort peak, is when the cable is so much in as to destroy the line formed by the stay-peak. To ride witfi the yard* a-peak, is to have them topped up by contrary lifts, so as to represent St. Andrew's cross. Pennant, the long narrow flag worn at the mast-head by all ships of the navy. Brace pennante are those ropes which secure the brace-blocks to the yard-arms, and are in general double, so thut, in case of one being shot away, the other may secure the yard in its proper position. Broad pennant, a broad flag, terminating in a point, uaed to distinguish the chief of a squadron. 162 THOMPSON'S ooAarr pilot. PUfhing, the movement of a ship, bf which she plung«fl her head and after part alternately into the hollow of the sea. Point-blank, the direction of a gvn when leveled horizontally. Points, a number of plaited ropes made fast to the sails for the purpose of reefing. Poop, the highent and aftermoHt deck of a ship. Pooping, the shock of a high and heavy sea upon the stem and quarter of a ship, when she scuds before the wind in a tempest. Port, a name given, on some occasions, to the larboard side of the ship ; as Tlie shiplieels to port, Top the yards to port, etc. ; also, a harbor or haven. Ports, the holes in tho ship's sides from which the guns are fired. "Port tlie Iielm!" the order to put the helm over to the larboard side. Port-last, the gunwale. Press of sail, all the sail that a ship can set or carry. Preventer, an additional rope employed at times to support any other, when the latter suffers an unusual strain, particularly when blowing fresh, or in a gale of wind. Pudding and dolphin, a large and lesser pad made of ropes, and put round the mast under the lower yards. Purchase, any sort of mechanical power employed in raising or moving heavy bodies. QUABTERS, the respective stations of the ofBcers and people in time of action. — Quartering, distributing the men into different places. — Quarter' bill, the list of the ship's company, with their stations for action noticed. Quarter-wind is when the wind blows in from that part of the horizon situated on the quarter of the ship. See On the quarter. Quoil. — See To coil the cable, etc. w To RAISE, to elevate any distant object at sea by approaching it ; thus to raise the land is used in opposition to lay tfu land. To rake, to cannonade a ship at the stem or head, so that the balls scoor the whole length of the decks. Range of cable, a sufficient length of cable drawn upon deck before the anchor is cast loose, to admit of its sinking to the bottom without any check. Hotlines, the small ropes &stened to tho shrouds, by which the men go aloft. Beach, the distance between any two points on the banks of a river, wherein the current flows in an uninterrupted course. " Ready about /" a command of the boatswain to the crew, and implies that all hands are to be attentive, and at thoir stations for taking. Rear, the last division of a squadron, or the last squadron of a fleet. It is applied likewise to the last ship of a line, squadron, or division. THOMPSON'S OOAST PILOr. 163 iieef, part of a sail, from one row of eyelet-holes to another. It is applied likewise to a chain of rocks lying near the surface of the water. Reefing, the operation of reducing a sail by taking in one or more of the reefs. To reeve, t > pass the end of a rope through any hole, as the channel of a block, the ck ity of a thimble, etc. Rendering, the giving way or yielding to the efforts of some mechanical power. It is used in opposition to jamming or $lieking. Ribt of a »hip, a figurative expression for the timbers. lUde at anehw, is when a ship is held by her anchors, and is not driven by wind or tide. — To ride athtmrt, is to ride with the ship's side to the tide. — To ride haune fallen, is when the water breaks into the hawse in a rough sea. Rigging, a general name given to all the ropes employed to support the masts, to extend or reduce the sails, or to arrange them to the disposition of the wind. Righting, restorng the ship to an upright position, either after she has been laid on a careen, or after she has been pressed down on her side by the wind. To right the luim, is to bring it into midships, after it has been pushed either to starboard or larboard. Rigging out a boom, the running out a pole at the end of a yard, to extend the foot of a sail. To rig the eapstan, to fix the bars in their respective holes. Road, a place near the land where ships may anchor, but which is not sheltered. Robandt, or rope bands, short, flat pieces of plaited rope, having an eye worked at one end. They are used in pairs to tie the upper edges of the square-sails to their respective yards. Rolling, the motion by which a ship rocks from side to side like a cradle. Rough tree, a name applied to any n'asi, yard, or boom, placed in merr chant ships, as a rail or fence above the vessel's side, from the quarter-deck to the forecastle. Rounding in, the pulling upon any rope which passes through one or more blocks in a direction nearly horizontal; as. Round in the teeatlter- braces. Rounding, old ropes fastened on the cable, near the anchor, to keep it from chafing. Round turn, the situation of the two cables of a ship when moored, after they have been several times crossed by the swinging of the ship. Rounding up, similar to rounding in, except that it was applied to ropes and blocks which act in a perpendicular direction. Rousing, pulling up a cable or rope without the aesistanoe of tackles. To row, to movs a boat with oars. !• 164 THOMPSON'S COAST PILOT. Boteloek, the niche in a boat's side, in which the oan are nsed. Rudder, the machine by which the nhip is steered. Run, the aftermost pert of a ship's bottom, where it gprows extremely narrow as the stem approaches the stem-post. — Run is also the distance sailed by a ship ; and is likewise used by sailors to imply the agreement to work a single passage from one place to another. 7b run out a tearp, to carry the end of a rope out from a ship, in a boat, and fasten it to some distant object, so that by it the ship may be remored by pulling on it. To 8AO TO LEEWARD, to make considerable lee-way. Bailing trim is expressed of a ship when in the best state for sailing. She aandt or »end$, when the ship's head or stern falls deep in the trough of the sea. Scanting, the yariation of the wind, by which it becomes unfavorable, to a ship's making great progress, as it deviates firom being large, and obliges the vessel to steer close-hauled, or nearly so. Seud, to go right before the wind ; and going in this direction without any sail set, is called spooning. Seutlling, cutting large holes through the bottom or sides of a ship, either to sink her, or to unlade her expeditiously when stranded. Sea, a large wave is so called. Thus they say a heavy tea. It implies like- wise, the agitation of the ocean ; as, a great tea. It expresses the direction of the waves ; as, a Tuead tea. A long tea means a uniform and steady motion of long and extensive waves; a lihort tea, an the cmitnury, is when they run irregularly, broken, and interrupted. Sea^boat, a vessel that bears the sea firmly, without straining her masta, etc. Sea-elothes, jackets, trousers, etc. Sea-mark, a point or object on shore conspicuously seen at sea. Sea^room, a sufficient room distance from the coast or any dangerous rocks, etc., so that a ship may perform all nautical operations without danger of shipwreck. Seite, to bind or make fast. Serve, to wind something about a rope to prevent it from chafing or fret- ting. The teniee is the thing so wound about the rope. Setting, the act of observing the situation of any distant object by the compass. 7b tet aait, to unfurl and expand the sails to the wind, in order to give motion to the ship. 7b let up, to incienje the tension of the shrouds, back-stays, etc., by tackles, laniards, etc. Settle, to lower ; as, SMle the topuil haUiardt; lower them. 7b letUe the land, to lower in appearance. It is synonymous with to lay the land. tuompson's ooabt I'lLirr. 106 W Shank, the beam or shaft of an anchor. bhank-painter, the ropo by which the shank of the anchor is held up to the ship's side ; it is also made fast to a piece of iron chain, in which the shank of the anchor lodges. To shape a course, to direct or appoint the track of a ship, in ordor to prosecute a voyage. Sheer. Tho sheer of a ship is the curve that is between the head and the stem upon her side. — The ship sheers abmit; that is, she goes in and out. To shMr off, to remove to a greater distance. Sheers are spars lashed together, and raised up, for the purpose of getting out or in a mast. Sheet, a rope fastened to one or both of the lower comers of a sail, in order tt> extend and retain it in a particular situation. When a' ship sails with a side wind, the lower comers of the main and fore-sails are fastened by a taek and a she^, the former being to windward, and the latter to lee- ward. The tack is never used with a stem wind, whereas tho sail is never spread without the assistance of one or both of the sheets. The staysails and studdingsails have only one tack and one sheet each. The staysail-tacks are fastened forward, and the sheets drawn aft, but the studdingsail-tooks draw the outer comer of the sail to the extremity of the boom, while tho sheet is employed tc extend the inner comer. To sheet home, to haul the sheets of a sail home to the block on the yard- arm. To sAfft Oie helm, to alter its position from right to left, or from left to right 7b sh^ to take any person, goods, or thing on board. It also implies to fix any thing in its proper place ; as, 7b ship the oars, to fix them in their rowlocks. Ship-shape, in a seamanlike manner ; as. That nuut is not rigged ship-shape; Put her about ship-shape, etc. SMnering, the state of a sail when fluttering in the win4. Shoal, shallow. Shoe of (he anchor, a small block of wood, convex on the back, and hav ing a hole sufficiently large to contain the point of the anohor-fiuke on the fore side : it is used to prevent the anchor from tearing the planks on the ship's bow, when ascending or descending. To shoot ahead, to advance forward. Shore, a general name for the seacoast of any country. 7b shorten sail, used in opposition to make taS. Shrouds, a range of large ropes extended from the mast-heads to the right and left sides of a ship, to support the masts, and enable them to carry sail. Sinnett, a small plaited rope made from rope-yams. 22 ■ 166 TIIOMI'SON 8 COA8T PILOT. i 8Uuk-waUr, the interval between the flux and rrflux of the tide, wh«« no motion is perceptible in the water. UlaUli M applied to the period of a transitory breeze. To $Up the cable, to let it run quite out, whnn there is not time to wcifirh the anchor. To tlue, to turn any cylindrical piece of timber about it« axis, without removing it ; thus, to riue a nuut or boom, \b to turn it in its cap or boom- iron. Also, to turn any package or cask round. Sound, to try the depth of water. Sounding-line, a line to sound with, which is marked in the following manner : — Black leather at 2 and 'A fathoms ; white at 5 ; red at 1 ; black at 10 ; w^ite at 13 (some seamen use black at 10 and 13) ; white at 15 as at 5 ; red at 17 as at 7 ; two knots at 10 fathoms, and an additional knot at every ten fathoms, with a single knot midway between each 10 fathoms, to mark the line at every 5 fathoms. To tpiU the mizzen, to let go the sheet and peak it up. T^ tpill, to discharge the wind out of the cavity or belly of a sail, when it is drawn up in the brails, in order to furl or reef it. SpiUing-lintt are ropes contrived to keep the sails from being blown away, when they are clewed up in blowing weather. Splice, to make two ends of ropes fast together by untwisting them, and then putting the strands of one piece with the strands of the other. tpUt, the state of a sail rent by the violence of the wind. Spoon-drtft, a sort of showery sprinkling of the sea water swept from the surface of the waves in a tempest, and flying like a vapor before the wind. Spray, the sprinkling of a sea, driven occasionally from the top of a wave, and not continual as a spoon-drift. To spring a incut, yard, ete., to crack a mast, yard, ete., by means of straining in blowing weather, ho that it is rendered unsafe for use. — 2 b tpring a leak. When a leak first commences, a ship is said to spring a leak. To spring the luff. A ship is said to tpring her luff, when she yields to the efi&)rt of the helm, by sailing nearer to the wind than before. Spring-stays are rather smaller than the stays, and placed above them, and intended to answer the purpose of the stay, if it should be shot atray, ete. Springtides are the tides at new and full moon, which flow highest and ebb lowest. Spurling-Une is a line that goes round a small barrel abaft the barrel of the wheel, and, coming to the firont beam of the poop-deck, moves the tell- tale with the turning of the wheel, and keeps it always in such a position aa to show the position of the tiller. I^imr-shoes are huge pieces of timber wliich come abaft the pump-well. Squall, a sudden, violent blast of winil. THOMWoNS (y)A9T rir,8UN'8 0UA8T VlUn, m 7b treigh anchor, t.. hoave up an «n.h..r fr..m the h.ttom. ^Ih Wind a Mp. u, Chang, her position. bri»»,i„K her h«acl where her .torn H7n.^r^,/. Whon « .hip in at an.-h-.r. and thn wind, boing a^ain-t th. tide, « ., Htrnnff «. to ovorcomo itn ,H.w.r. and kcp the «h.p t.. J..,.ward of nor anchor, nhe in mid to be wiiid-rotul. iyi»rf'*«y«, th.- iwint from whi.h the wind blown. To uXndmrd. toward that part of the horizon from whioh the wind blows. mWwiarrf r*a,A^.todireotthoraovc.mont8of a ,hip by adapting the wiU «d man^ng the rudder according to the course the .hip hL to make wild ""^^"^^ "'ake a progro«. again.t the direction of the Wooled, to bind round with ropes. Yabdb, the span upon which the .ails are .pread. a)NTENTS TO THOMPSON'S COAST PILOT. Magnitude of the I^ke h or "Inland Seiw" 18 Tributarlm of the Great Lsken, und Ht. Liiwronno River 17 LniKo and River nuviKatiom from Fond-du-lao, Lake Hapcrior, to the Oulf of St. Lawrence 18 Courses and DiMtauRCH on Loko Michigan 19 From Point WaugoRhanoe LighthouM to Bearer Harbor 10 From Point Waugoiihanae to Beaver Harbor, leaving Hog Island Reef to starboard 20 Fnoa Poimt Waugoshance Lighthouse to Chicago 20 From Waugoshance Lighthouse to Sheboygan 20 From Waugoshance ligbfchosn to Milwavkoa 20 From Waugoshance Lighthouse to Chicago 21 From Beaver Harbor to tho Manitou passage 23 From Beaver Harbor to Oreen Bay, by Rook Island 22 From Wangeshaace Lightliouse to the Lighthouse on the south bluff of Bearer Island 23 Directioiia for sailing north of the Beaver Islands 23 From Seul Choix Point to Hat Island 28 From St. Helena Island to abreast of the Maaitious, north about to Chicago 3t From Beaver Harbor to Point Waugoshance Lighthouse 24 From Waugoshance Lighthouse and Northport and Traverse City ... 34 Lighthouse in Orand| Traverse Bay 2S From Waugoshance Lighthouse to the village of Little Traverse 2S Harbors and Anchorages 25,2$ Dangers 26- Green Bay — From Point Waugoshance Lighthouse to Green Bay Citjr, 23 From Washington Harbor to Long Tail Point Lighthouse, by the Strawberry Island Channel 80 Horse Shoe Island and Eagle Harbor 81 Big Sturgeon Bay and Little Sturgeon Bay 88 To enter Fox River by the lead and marks 88 BigBaydeNoo 88 SagHttboTMid Ogontt Bay 44 iHM lipi 174 ■ Of)NTKNTS. . Snail 8hcll nftr>K)r '. nr> Ht. Martin'8 IhIiukI CUannfl W From Plum iHlaiid to Simd Point, liittht Buy de Nr)in ^'i Sailing; Directions for Lake Huron, etc 4r»-47 The old CourwiH usually run by vesHeln on Lake Huron 47 Georgian Bay nnd the Canada side of liske Huron 48-ni The Duck Ifllandn, Lake Huron SI To run into G^rpian Bay by Fitzwilliam iHland 52 Ba^inaw Bay and the Hig'hhiudH of Hauble 52-50 The Straits of Mackinaw and Micliilimackinac 5ft-58 Sailing Directions for Lake Huron, according: to the last surveys. . . .SfMJl General remarks 01 Dauffers on Lake Huron 02-(»4 Harbors of refuge (t5-6ft Saw mills at the different points on Lake Huron (57 Distances from Fort Gi-atiot to Point aux Barques 07 Lighthouses and Harbors on Lake Huron 08-70 Lighthouses and Harbora on the Canada side of Lake Huron and (Jeorgian Bay 70 To enter Colllngwood Harbor, day or night ; 71 Sault Ste. Mario River 71-76 Sailing Directions for Grand Island, according to the last surveys. . ,78-78 Fn»m Marquette to Portage Entry, inside passage 78 From Marquettt! to Portage Entry, outside passaKo 79 Prom Manitou Ivland to Copper Harbor 80 From Copper Harbor to Agate Harbor 81 Eagle Harbor 81 Eagle Harbor to Eagle River 82 From Ontonagon to La Point 82 To run through the Island Passage to Fond-du-Lac 83 To run into Fond-du-Lac Bay to Superior City 88 From Passage Island Lighthouse to Rock Harbor 84 Courses and Distances on Lake Superior 84 Ligl'.thonses on Lake Superior 85-87 Vtkriatnm of the CompMs on Lake Superior 87 St. Clair River 88 Oourses and Distaaces on Lake St. Clair 86 Ck>ur8eti and ■ Diiitane«B on Lake Erie 90 (tRiling Directiuus f«t the head of Lake Erie 91 CONTKNTR. 175 Detroit River JIJMW CtmrHt'H and Distances on tlip nortli sliorc of Diko Erin ()'» LitrhthouHCN and Harhorn on Like F.rie on lx)th 8hort?» 1»«-1()0 LighthouHcs on the (.-'iinadii side of Lake Erie lIM^KKi Coursew and Distauoen on Lake Ontario 1(»;?-1()4 Lighthouses on both HlioroH of Lake Ontario 1()4-1 13 CoursoB and JJistanees on Lake Ontario, aecordiujf to the Pliart of Capt. Ford, U. 8. Navy I i;t-l l.') Variation of the Compa«8 on Lake Ontario 115 Table of DistanceH for the Upper Lakes, from port to port in milen, 116-117 Distanofs bj' the Grand Trunk Railway U7 Appendix to Thompson's Coast Pilot 1 18-143 Explanation of Nautical Terms 14J^17l -f: ,'»■. .[ fi t • \ ' r'n^A.WKix^iiv Ac Ti.jkjsjy, SAIL MAXSZHS AID DIAL1B8 IH DUCK, CANVAS AND BUNTING. FLAGS, AWNINGS AND TBNTS i^A.iDTa TO oiax)Eia. ■ rt'^:*' MARINE BLOCK, BUFFALO, M. f . SAMT7ZZ. A. PHOVOOST, IBA.I TK/LJk,lE5LlSi DUCK, BUNTING AND ROPE, Agent for Reed's Patent Ship Steerer, AND AMAZEEN PATENT WINDLASS BREAK, REED ELETATOR BLOCK, BUFFALO, N. ¥. 1M9. 1M9. ZRVINa Ic aARBETT. SHIP BT7ZLDZXTG, AD GXHSBAX. XXPAIBING, With Marine Derrick for Lifting Spars & Boilers, SPARS & ALL RINDS OF SHIP MATERIAL CONSTANTLY ON HAI^D. FOOT OF ISTH STREET. GlOROB iBTIItO, Lata of Glark'i Drjr Dock. HiBAN C. OABBBfT. DETROIT, MICH. ANDREW HARVEY & SON, ikND MACBZNISTS, - Wholesale and Betail Dealen in Finlslieil Brass ¥or][ for Flutiers, Gas and Steal Fitters, 123 S lti5 WOODBRIDGE'ST. WEST, Nbab Fibst St., BBVBtn, iiilHi« jkiutt oxtDxszts F»,ox«F7x.-x- ir>iriX iii€M« Patrick McCrane, ) ^ STEAMBOAT JOBBING AT ALL TIMES, IDAY OR NIGHT. No. 45 Jefferson Ave., Bfludraoe, 91 Lamed Si West, *% GEO. C. CHANDLER, No. 1 ILAfned Street MTewt, NEAR THE POST OFFICE, P®tS«£t« SEIOll* GentsTurnishing Goods, MO lUUnCTUIIER OF PERFECT FITTMC " '/f%ere do you get your Shirts ? I He.vtr Aait one Jit tikeyourt." " I hart mine made to measure at Chandler' t. 'Jh^ atw^yi fit, and are the bettmade Shirts lever latv. " ESTABL.ISHED APRIL, i860. SHIRTS, CIOI.LAR8, UOSfERT, OLOVJE8, I7IIIDEROIX»THIlWGf SCARFS, TIES, HANDKERCHIEFS, U.TIHRELLAS, CAIVE8, TRAVELING BAGS, SV^ENDERS. SOCKS, EQUESTRIAN SHIRTS AND TISHTS. Tbe Largest, CMcest and Cbeapest Assortient in tbe City. Shirts Mad* to M«a»>jkoa?ic^x. House, Sign & Decorativa PainterSi 87 GRISWOLD STREET, DETROIT, MICH. A LARGE STOCK OF WALL PAPBRS, WINDOW SHADES, BnuheB, Olnei, Oils, White Leads. Turpentines, Varnishes, PUtmret, amd tverything ptrtaining to like Trade. CHBAPaST HOUSE IN THE CITY. DO NOT FOBflET THE NUMBEll, 87 ORISWOLD ST. RiAii TBI POST orrica. BODCX A CBRZSTZa, ^ MANUFACTURERS OF High and Low Pressure Engines ! MAOHZNXSRV OF ALL XZNDS i CORNER OF ATWiTER AND RIVARD STS., ' JOHN JENKINS, .pain Foot or 1@ 4 street, JOIiriMG BBiB OF fiiS WOKKS, SSTHOZT, liSioli. Small Boats alivays on Hand. |VPP AIRING DONE ON SHOUT NOTICE. ORDERS PROMPTLY ATTINDED TO. T. S. BAWKS, Hi. K M Seoeca Street, BvnrAM, H. T. Keeps for Sal* a very Large Assortment of , AMoira Tmmm mat bb rovmr Th§B^i*8 Coast Piltt. B«w41tck*8 NaTlgaUr. BlMt^s AMerican Coast Pilot. CoM«r*s BfaTlfatioM Slapllloi. Daia*s Scaaaa's Frientf. ledge Aackor. Sheet *Aichor. Mail ail Brown's Hariie Steam Eaglne. Blnt'8 CoHBerclal Digest k Sklpsiaster's Asslstait. Stean Bigiie, Propellers, etc., hj Kiig. NystroH oi Screw Propellers. Maary's Physical Geography of the Sea. Llariet oi Seaaaashlp, Dlscipllio, etc. Steaa aid Narlie Eiglae by Saxby. Naatlcal Roitlae, with Short Biles li Naylgatioi. Cadet Eiglieer, by Loig aid Biel, of the V. S. NaTy. A Treatise oi Screw Propellers, by Boane. All of Boirie's Books oi the Stean Eigiie. / All of Heiry Carey Balrd's Pibllcatlois. A fkll sipply of Books oi Iroi k Coal. Also, 01 Archltectire, Agrl^ypltire, Mechailcal Eigiieerlig, Drai^iig, etc. RaTlgatioi aid Naitlcal Astroioay, by H. W. Jeais, of the Boyal Nayal College. t l»Um C—h^ 9»m ^B^ • #•!!• < Mk, Jr. J. COOS <& soxr, MANUFAOTURERB OF BmiPBL@€K8. ROPE AND IRON STRAPPED, Wktonun 4 BoiMll'i PtUnti Alio, * Iron Blocks, Mast Hoops, Banks, 286 Atwat9V Stveety All kindi of Xepuring done on Short Hotioe. 9* o. ■ntvToii. E. HcWlifMAaio* '• ■• noif ikMlki. Teuton, McWilliams & Co., yyjjjJUfiy WhelCMt* and RtUlt OMiart In ^jD^^ GROCERIES, PROVISIONS AND 8BIF SVORBS, Veietatiles, Frnits, Poultry, lift, BreaA, Cracbrs, &c. STEAMBOATS A VESSELS SUPPLIES AT ALL HOURS. W»r9iomB «■ PqcII, lisal o| SecQjia Street, STOKE, COR. JEFFEBSON AYE. & SECOND ST., ^ .^v^ ^m^ ^^^ IMAGE EVALUATION TEST TARGET (MT-3) A **-. {./ ^ 1.0 1.1 2.5 2.2 Li 128 H? 134 L25l|yi4 IM ^.^• •^ '/ Photographic Sciences Corporation 23 WIST MAIN STRUT WIBSTIR,N.Y. 14S80 (716) 872-4303 '<^ Jv V ^. A. \^ ^.'V >^°^*^ ^ ^.V^ \ ^^^ ^ ■ne L70NS ft FINXfET, OSWEGO, N.Y., Ship Chandlers & Grocers DEALERS IN HEMP AND MANILLA CORDAGE, TAR, PITCH, OAKUM, HOOKS AND THIMBLES, OARS, HAND- SPIKES, CAPSTAN BARS, BLOCEC, fto. And a General Assortment of SBXP AND BOAT STOaX» ALWAYS ON HAND. 3a C. UKDANMAN & 00, B 11 X 6 £t S A 8 * AT THB uxrzoN unoAT makkbt, 200 Woodbridge St, DETROIT, MIGH. HP* StMoiboatB, Propellen »nd Vessels supplied with fitms, ToDgaae, ftiusagwi, ftod all lUnds of the choicest Meats of the aeison, at the lowest paMttb^iMi. A10O, with ICE. ■MP CUY F. HINOHMAN & OO. DEALERS IN Groceries and Provisions, Naval Stores, Paints, Oils, Btc, rut if GrisfftM 8L, aid II 111 1"; Atw il«r K DBTBoiT, - - - momsAjr. Agents for Bcad*a FttM^jMpfriM Oaar and ByIvMt«r*sOap«ta9u. Also, Patent Boom Travelwrs. innT OF lip I ^rTRniT.Mli-^ SAILS FOR VESSELS OF ANY TONNAGE, YACHTS AND BOATS, MADE TO ORDER. Tents and Awnings put np, and Warranted to shed Water, AND NOT TO MILDEW. None but the best materials uaed. Having had fifteen ye>irt' extwrienre In the bUBineas, I feel confldent that I can give perfect 8ati!)l«cli«>tt to all. Canvas, Rope and Buotti^c always on hand. Sail Makers, BIggers, Etc. Sails, TentSy ▲ixmlnss, Aide wd Bepaind >n tfci Af U t t w H lutioe, Mtd WMIMITiBTlBF4T Orders BoUoiWd IT^ d sad S, Foot OBO. W. WILSON, i tons H. aOBBBOV. f Wooaward Avenue, . iMv r.i Jii;, ..vuii ■M''':.!aT;'!'^r:-^j.ii Unkm T ^h. BLi kak. Jt^JL. Jkk IN »■>» Works. "11 IT""! I 'irr frii-" No. 3 Woodwaxd Avenue, HhImmi PBmom Rxym DRY DOCK J. P. CLARK, Proprietor. I kMp tOMtnay on hand all kiads of Material worn n» REPAimNG OF VESSELS & STEAMERS Aad IkpnitBodl Maa to It tht Work. DIMENSIONS OF DOCK: Length, 868 fMt Width,68feet Depth, Ui fset I ■ II I I ' I II ,— — I f TXTILOOZ B&OTBBRSy UXAUaa IK ALLJUXTM 09 HEMP ARO MAHILLA CORDAGE. Tat, fMki Mrob, Bogks mA Wmbles, COMMON AND PATENT BLOCKS. OJKU. HitD-tFins ivo «iMri« yam. Flouiv P^rky Smoked Meats, AKO COMPUnS OTOCKO 09 SBIP AMD «OAT BTOKKB Ain> rftOVIBI098. ff'AJESSir^'f TOLEDO, OHIO. C. K. DIZON, t-r Commercial Broker, Woodinrard Avenue, DETROIT, MICH. T« tkMewk* tnut their kutaen wtlh ae f wmM say, It Bhtll b« att«i4Ml %• witk all ptsslkle prtHft- BMt, eeoioay aad dispatch. TROWB&iiDOB, WILOOZ ft 00.» AND DKALSag IN €tMOeMMtMS sUt9 P»WlSiOffS OUSTOK HOT78E BLOCK, Itxit door iMt of WooHrard Ato., on tho Dods, DETROIT, MICH. Goo.« '■ " ' -■' " ■ li. li. ijTroisrs, Ship Chandler and Grocer! DEALER IN HBMP AND MANILLA CORDAGE, TAR, PITOH, OAKUM, HOOKS AND THIMBLES, COMMON AND PATENT BLOCKS, OARS, HAND-SPIKES, &o. Also, FLOUR, FORK, SMOXSB MBAT8 And a Complete Stook of Ship and Boat Stores,