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384 part of the traffic, for commerce is' heavy along this route. To get to and from Skagway, it is necessary to follow Lynn Canal. This pass has a width varying from one-half to one mile. The shores are steep and rocky, falling per- pendicularly to the water and all along the course are reefs and small islands that are nothing more than huge rocks just barely or not quite reaching the surface of the water. All of this adds much to the picturesqueness, but noth- ing at all, needless to say, to the safety 'TAE MarRINE REVIEW The passengers were taken ashore, suffering nothing more than some discomfort. Signals of distress were promptly answered and the salving tug Santa Cruz, of Seattle, was hastened tc the scene of the accident. prevailed. The Salving of Princess May. 'The salvage feat, as difficult as it was unique, was accomplished by Capt. W. H. Logan, special agent of the London Salvage Association. The first work was to calculate the weight A Yet More STRIKING ILLUSTRATION OF THE PREDICAMENT OF THE PriINcEess May, TAKEN AT Low Tipr. NoTE THE POSITION OF THE SMALLER Boat. of travel. The navigable course is very narrow and any slight deviation from it is frought with danger. It was into this body of water that the steamer Princess May, owned by the Canadian Pacific Railroad Co., start- ed from Skagway on its. way to Seattle e 12 om, Aug. 5. At first, the sky was clear, but shortly a haze settling over the water made it difficult to see far into the night. About two hours after leaving Skagway, neither hearing the fog whistle on the one hand, nor seeing the lighthouse on other until too late, the Princess May bore at full speed onto a reef just north of Sentinel Island. The vessel was running at the rate of 12 knots and came on the rocks with an impetus that drove her up high and dry, raising the bow into the air. The position was a peculiar one. The ship was held on either side so that it could not slip over. At high tide, the hold filled with water. At low tide, the hull was all quite dry. The sides of the reef fall away abruptly 50 ft. and anything happening to loosen the boat would have sunk her at once, for in grinding over the rocks a long jagged tear was made in the single bottom, and it was found that 120 plates were damaged. The crew handled their work quickly, quietly and well and order of the vessel to ascertain what slid- ing ways were required. It was de- cided to construct ways with a ca- pacity of 11 tons per square foot, which was later reduced to 5 tons per foot. Much of the rock had to be blasted away with dynamite. The steamer Santa Cruz arrived at noon on Aug. 13 and two 10-in. and one 4- in. pumps were placed on board, and anchors laid astern. A 5-ton anchor was laid obliquely from the port side aft, with 250 fathoms, part cable and part wire. Two additional anchors were laid to starboard on a single 250- fathom line: The Santa Cruz made an attempt to pull -her off but did not move her. Before making the attempt, the hull was carefully patched.. There was a hole about 50 ft. long and about 18 in. wide on the starboard bow and other holes on the port side about 4 ft. long. Both bilges were stove and there were holes under the engines and boilers. A large number of holes wete made amidships by the steamer settling on the rocks at every tide. The majority of the holes were com- paratively small, but of irregular shape. When the patching was complete, it was found that the anchors and October, 1910 hawsers were not heavy enough and that the Santa Cruz could not move the vessel. The British Columbia Salvage Co.'s steamer William Joliffe was accordingly sent for and started north. Heavier anchors were laid out and when the sliding ways were ready, the Santa Cruz and the Joliffe made another attempt to pull the ship off, which was ineffectual and a third pull was taken at midnight on Sept. 2 when the tide was highest and the steamer moved about 60 feet and at noon the following day another haul was made and she slid into deep wa- ter, the pumps keeping her afloat. The wreck. was towed to Juneau 'and thence to. Esquimalt, making but little water during the long tow from the north. Within 30 hours after the wreck was floated, ome of the heav- iest gales of the season occurred and had she 'been on the reef at the time it would probably have pounded her to pieces. The Princess May's position on Sen- tinel island was unique and that there was no break in the hull speaks well for her construction. The floating of the ship was the thirty-second suc- cessful salvage job completed by Capt. Logan. Seven bids were sub- mitted on the repairs of the Princess May, the lowest being that of the ' British Columbia Marine Railway Co., of Esquimalt, to whom the contract has been awarded. This concern agreed to make the repairs according to the specifications drawn up by the surveyors for $85,000, completing the work in 80 days. The tenders were: Time, days. Heffernan Engine Works, Se- Ste eee ok oes es aes $131,200* 85 Hall Bros. Marine Railway & Ship Building Co., Winslow, Wash... Goareck . shes Seetan 6 120,000* 95 Woran. Go. Seattle. col ccce.s 125,000* 60 Willamette Iron & Steel Works, : Rortland: = Ores. ee cae 105,000* 90 Wallace & Jenkins, Vancouver, WS Oe ie ee 933750 2°76 Victoria Machinery Depot, Vic- POCA Oe eee de ies 94,300 84 British Columbia Marine Railway Coe Victoria. Be aG@ ees 85,000 80 *Including duty 25 per cent. The salvage of the Princess May has cost the underwriters some $35,000 and the repairs will bring the total cost up to about $115,000. The re- pairs, include new plates, frames, beams, propeller bracket and_ tail shaft. Princess May is a steel twin screw vessel, 250 ft. long over all, 34 ft. beam, and 18 ft. depth, 1,394 tons gross and 697 tons net. Her engines are of the triple expansion type, developing 250 h. p. She has 82 staterooms, providing separate berths for 164 passengers. She