the time gained, saving on sails and decreased liability of wreckage, the result proved conclusively that it paid

to tow.

Hence the edict went forth that skippers arriving off Cape Flattery were to patronize the Resolute, unless winds were decidedly favorable. There was nothing to do but to obey orders. But many a wordy war ensued between the skippers and the tug before all differences were settled and an era of good feeling brought about.

The Resolute continued in the towing business until 1868, when she was annihilated by a terrific boiler explosion. But her name and fame were assured. In the marine annals of the Northwest she is given credit for demonstrating that towing could be made a profitable enterprise on Puget Sound, and honored for leading the way for the more pretentious tugs that were to follow in her wake.

In 1864 the fine new tugboat Cyrus Walker, built for Pope & Talbot, the lumber kings, arrived f.om San Francisco and entered the towing business. She carried as mate William Gove, who deserves more than passing notice on account of the prominence he attained in matters connected with steamboating in the Northwest.

Born on the coast of Maine in 1834 of seafaring folks, it was perfectly natural that William Gove should take to the sea. After serving in various capacities along the Atlantic coast from cabin-boy up, he embarked for San Francisco in 1863, and upon reaching that port joined the Cyrus Walker, going in her to Puget Sound. He served as master of the Walker for a number of years and filled similar positions on the Goliah, Tyee and Wanderer. He died in the spring of 1912 while in command of the latter vessel. During his 48 years of continuous service on the Pacific Coast

Captain Gove never had an accident of a serious nature involving his own tug or a vessel in his charge.

In 1868 the famous Politokfsy entered the towing field. When selling Alaska the previous year to the United States, the Russians for good measure threw in a brand-new warship which they had just built at Sitka. The Politokfsy, for that was her name, mounted four guns and had copper boiler. Uncle Sam had no need for a vessel of her type, so sold the craft at auction for a mere trifle. Her buyer disposed of the copper boiler for $10,000.00 and converted the vessel into a tugboat. The "Old Polly" continued to churn the waters of Puget Sound for many a year, finally ending her days in Alaska not far from where she was constructed.

The Goliah, which had continued to operate on San Francisco bay, was bought in 1871 by G. A. Meigs, a prominent mill owner, and brought to

the Northwest. She was placed in command of Captain S. D. Libby"Old Man Libby" as he was affectionately known from Flattery to Olympia.

Captain Libby had been on the Sound since 1859. With a voice like a trumpet, eyes that could pierce a Flattery fog-bank, a face tanned and seamed by salt air, and a battery of expletives that was the despair and envy of the opposition, he looked and was every inch a steam-boat man. Yet beneath his rough exterior he carried a heart as big as Mount Rainier and when outside the confines of his pilot-house, was as gentle as a woman. He followed tug-boating on the Coast for over thirty years before retiring to a well-earned rest ashore.

The Goliah rather monopolized things until 1876, when the new tugboat Tacoma arrived upon the scene. For the first time there was a keen competition between the tugs and sailing masters got the benefit of

cheap rates. This rate cutting reached its climax, when upon a certain occasion the Goliah and Tacoma both spoke a big British ship off the Cape, both eager for a tow.

"I'll tow you in for $300.00," shouted Captain Libby.

"I'll make it $200.000," Captain Chris Williams of the Tacoma retorted.

"Call it $100.00," yelled Libby. "Fifty dollars will pay for the job," echoed Williams.

"I'll tow you in for nothing and buy you a new hat in the bargain," bellowed Libby. His offer was accepted and the British Captain got the cheapest tow on record, besides a new hat, for Libby was as good as his word.

A desire to stop rate cutting and reduce operating expenses brought about a reorganization of the tug boat business on Puget Sound in 1894. Many of the mill companies had tugs engaged in towing their own sailing vessels, as well as their logs, while a number of independent tugs were also in the field.

The various interests signified their willingness to enter into a combine and Captain John B. Libby, son of the redoubtable S. D. Libby, was placed at the head of the new organization, known as the Puget Sound Tugboat Company. This change created changes in the business.

Efforts to break into the combine by independent tugs have been made from time to time, but with no lasting results. One of the most persistent and successful "buckers" of the combination was the big tug Collis, commanded by Capt. Samuel B. Randall. Business was slack at San Francisco at the time and "Captain Sammy" was sent north to browse around in the pastures considered by the Puget Sound concern as their exclusive property. The combination immediately delegated one of their boats to keep on the heels of the Coills, with instructions never to let Captain Sammy out of their sight. But Captain Randall was resourceful and managed to pick up enough business to keep his owners satisfied. Some of the ruses

he employed to get the best of his pursuers were really clever.

One dark night while lying off Neah Bay with a number of combination tugs within a short distance, he left a lantern floating on a coal-board and with lights extinguished, crept out of the Straits. He proceeded far out to sea, and when next sighted had a big ship in tow.

On another occasion he was engaged in a game of cards at Port Angeles, where his tug was lying. In the game was the captain of the tug deputized to watch him. Excusing himself for a moment, Captain Randall turned his hand over to a bystander and retired. The game went merrily on and it was some time before the opposition captain awoke to the fact that Captain Sammy had failed to return. A hasty examination of the water-front vealed the absence of the Collis. usual, Captain Randall made the most of his opportunity and before being overtaken had attached himself to a fat tow.

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Often Randall would give a fishing schooner a free tow up the straits along about dusk and then sneak out to sea along the Vancouver shore during the night. At length a revival of shipping at the Golden Gate necessitated the recalling of the Collis by her San Francisco owners, and Puget Sound lost one of the gamest and cleverest skippers that ever bucked the combination.

From its inception the Puget Sound Tug Boat Company was a success and today is one of the largest concerns of its kind in the country, owning and operating ten tugs. Of this number the Goliah, Tatoosh, Pioneer and Wyadda are of steel construction. The Tyee, Wanderer, Holyoke, Prosper, Tacoma and Lorne are wood. Four are fitted with wireless and three have the latest automatic towing machines.

The Goliah, so named to perpetuate the memory of the famous old sidewheeler, is the flag-ship of the fleet. She was built by John A. Dialogue of Camden, N. J. Her dimensions are:

Length 151 ft; beam 27.1 ft; depth 15.2 ft; registry 414 gross tons.

The vessel is equipped with steam steering gear, electric lights, automatic towing machine, fire and wrecking pumps and all other modern appliances. She is an oil-burner and can make 131⁄2 miles an hour. Her fuel capacity is sufficient for a thirty days' run, which would enable her to tow to St. Michaels and back without refuelling. The largest wooden tugboat in the fleet is the Tyee, a vessel of 316.33 gross tons. Her length is 141.2 ft. and beam 26.4 ft.

The tugs all carry double crews, as they are on duty every hour of the twenty-four. The full complement of the larger tugs comprises a captain, mate, two quartermasters, boatswain, first and second engineers, two coalpassers, two firemen, cook and cabinboy.

The automatic towing machines with which the Goliah, Tatoosh and Pioneer are equipped take the place of the old-style stationary bitts. They are steam-operated and so constructed as to give to any sudden strain on the part of the tow. When the strain is reduced to normal, the machine takes up the slack hawser.

Wire hawsers are used with the automatic machines, but in the tugs using ordinary bitts, huge manila hawsers are employed as they possess the necessary resiliency for towing purpoes. These hawsers are three inches in diameter and 150 fathoms in length. They cost $500.00 and last but eight or nine months.

safely delivered and after being discharged, the barge was broken up and the lumber sold at fabulous figures to the beach miners.

The prices charged for towing service depends of course upon the distance covered. A set schedule is in operation for the waters of the Northwest. Towing from Capt Flattery to Tacoma and return for a vessel of 3,000 tons costs $900.00; a 2,000 ton vessel, $750.00; a 1,000 ton vessel, $550.00; the average schooner $400.00.

A code of signals is in use by all the Puget Sound tugs, as follows: 1

385

heaving line. When the hawser is hauled aboard the tug, the box is opened and the letters contained within posted at the earliest opportunity.

Thus the tugboat, which is first to greet the mariner as he approaches the coast, is also the last link that binds him to the shores that are fast receding from his vision, perhaps forever. Small wonder then that the resentment and suspicion with which the tugboat was regarded in early days have entirely disappeared and that the noble little vessels are today looked

whistle, set fore and aft sails; 2 whistles, set square sails; 1 long and 1 short whistle, haul in port braces; 1 long and 2 short whistles, haul in starboard braces; 4 whistles, take in and furl sails; 2 short and 1 long whistle, get anchor ready; 3 whistles, let go anchor.

While his vessel is being towed to sea, the ship-master is usually busy preparing his final statements to his owners, and writing letters to his relatives and friends. These he places in the "post-office," a little iron watertight box which is made fast to the

upon with genuine respect and affection by the deep-sea fleet.

Many an extra dollar is picked up for their owners by the various tugs in the way of salvage. Every captain has his eye constantly open for a vessel in distress and is always ready to render assistance-for a consideration, I can hear the reader mentally say. Yes, for a consideration which is usually determined by the courts. Yet it would be manifestly unfair to say that the hope of pecuniary reward is always foremost in the minds of the gallant fellows who man the tugs of