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December, 1913 escaped from them. The steamer John A. McGean was last seen about ten o'clock Sunday morning some distance north of Ta- was Point on the direct Detour course. The Scott was following a few miles behind the McGean. With a lee shore both vessels were com- paratively secure from a _ northwest gale on this course. It was about an hour after this that the northeast gale struck Lake Huron and undoubtedly both the McGean and the Scott headed into it. What happened to them after that is the merest guesswork. Capt. Charles L. Hiitchinson. thinks: that the McGeéan may have run- on the nine-fathom bank which is 'a shoal in the middle of Lake Huron, where fishermen say there is only 21 ft. of water. Vessels taking a _ generally THE MARINE REVIEW other; yet the Sheadle came through after a trying experience, but the: Car- ruthers has not been heard from since. What happened to her is the merest conjecture. The most plausible theory is that she got into the trough and that her cargo of wheat shifted, caus- ing her to sink. She represents the greatest single loss, as she was in- sured for $409,000 and her cargo of grain was insured for $350,000. The steamer J. H. Sheadle locked down at 8:30 o'clock Saturday even- ing, Nov. 8, being preceded by the James Carruthers and followed by the Hydrus. The Sheadle passed out of St. Mary's river into Lake Huron at 1:53 A. M. Nov. 9, with the wind light N. NE. This must have been approxi- mately the time that the Carruthers and the Hydrus also entered the lake. 435 terior of the cabin and fixtures. Capt. Lyons says that it was blowing about 70 miles an hour at the time, and that the sea was about 35 ft. high, one wave following another very closely. This was the testimony of other cap- tains, that two or three waves would follow each other in rapid succession. The seas did not lengthen as they usually do when the wind increases in the ordinary way. The wind velocity of this particular storm increased rapidly from 25 to 70 miles an hour, and the Sheadle was continuously pounded by following seas. The table had just been set for supper when the first sea struck her. The supper was washed off the table and the dishes: piled up and smashed. Some of the fit-out of the private din- | ing room was washed into the mess THE BRITISH- BUILT STEAMER LEAFIELD WHICH STRUCK THE ROCKS ON ANGUS ISLAND AND FOUNDERED IN DEEP WATER WITH CALE ON BOARD, THE LEAFIELD WAS BUILT By: Woop, SKINNER & CO., NEWCASTLE, ENG, northeasterly course from the point at which the McGean and Scott must have turned might possibly strike this shoal. If one of them did, of course, with the tremendous seas running it would be broken to pieces at once. One of the great mysteries is the disappearance of the bulk freighter James Carruthers. This steamer was built at the Collingwood yard during the present year and was one of the best constructed vessels on the Great Lakes. She had several hundred tons more steel worked into her hull than is usual and for that reason her carry- ing capacity was greatly diminished, the owners sacrificing earning power for stanchness and seaworthiness. The Carruthers left the Sault downbound at approximately the same time that the J. H. Sheadle did and both entered Lake Huron within an hour of each ble to see anything. After passing Thunder bay a strong N. NE. wind developed and the Sheadle shifted her course owing to the sea getting uncomfortable and continued to shift from a half to a point in order to keep Funes prac- tically dead before it. Capt. Lyons says that he got his regular soundings at Pointe aux Bar- ques. It was snowing a blinding bliz- zard at the time, making it impossi- At Harbor Beach the deep sea soundings showed that the Sheadle was three miles outside of the wide course line. The wind was then due north and the Sheadle was running dead before the wind and sea. At 5:45 P. M. she shipped an enor- "mous sea over the stern, smashing in the after windows and sweeping all the provisions out of the refrigerator, doing considerable damage to the in- room. The steward's trunk was washed out of his room and stood up on end in the galley, and from that time on there was from four to six ft. of water continuously in the after cabins. The only dry place for the after crew was-in the engine room, where they remained all night. At times volumes of water poured down into the engine room through the up- per skylights. Capt. Lyons continued on his course, using the lead constantly, and at nine o'clock at night had soundings of 18 fathoms carrying him well off to the west shore. He then called up the engineer and told him that at ten o'clock he was going to turn the ship around and wanted him to increase the speed of the ship up to that time so as to enable around head to. him to. bring er. At ten o'clock the