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MARINE REVIEW. of New York harbor, Mr. Roosevelt said that a system of coast defense must necessarily include ample fortifications; yet these fortifications by themselves will be of comparatively little avail, for the existence of a powerful fighting navy, capable of taking the offensive, is.an indispensable feature in any proper scheme of national protection. ; take its proper place among the nations of the earth and yet:-evade the responsibilities implied in taking that place. 'We must dare to be great," Mr. Roosevelt said, "and yet all men who have studied our people know that it is not the men who desire to build up the navy who talk irresponsi- bly about warfare. Whether our navy was weak or strong would not, I firmly believe, influence the nation one particle about entering into 'or refraining from war; but it would make a very great difference in the atti- tude of a hostile power. The possession of a navy would be a preventive of, not an incitement to warfare; and if war should come it would insure our coming out of it with unchecked prosperity and indimmed renown. We have announced again and again our adherence to the Monroe doc- trine. Unless. we are willing to be put in the contemptible attitude of those who bluster without being able to back up their words by deeds, we must prove that our attitude about the Monroe doctrine is not a sham. To prove this means that we must have a powerful navy, for it is on the sea that we would have to meet every possible foreign foe. If we annex Hawaii, as every consideration of interest and honor bids, we shall need an adequate navy to enforce our posi*ion on the Pacific. If we do not annex Hawaii we shall need a much larger navy because we cannot play the part of "dog in the manger,' and as Hawaii cannot stand alone some other power must necessarily take it, and from that morment menace our whole Pacific coast." MEN WHO BUILT THE NEW NAVY. Mr. Roosevelt's concluding remarks were highly complimentary to the members of the society, 'During the last fifteen years" he said, 'we have built the new navy, and, whereas, fifteen years ago we were contemp- tible among naval powers, our flag has now begun to take the place it should upon the high seas. In looking at this progress I scarcely know whether to admire most the men who handle these ships or the men who build them. One class is as indispensable as the other. No matter how perfect a ship might be, nor how formidable as an engine of destruction, she would be useless if she were not handled with consummate skill ana courage in the supreme hour of her life; the hour for which all else is but preparation. And so on the other hand, no matter how great that skill and courage, they could not avail unless they worked with the best im- plements and the best weapons. Our naval architects, our marine engi- neers, began fifteen years ago as untried men in an unknown field. They have now proved their right to stand as the full equals of any in the world. With equal daring and energy, with bold initiative and inexhaustible fertil- ity of resource, with fearlessness of responsibility, and readiness both to ap- ply new methods when necessary and to adopt from any source old methods which have already been tried and found to be successful, they have bent all their powers of mind and body to the task before them; and they have been rewarded by the most striking triumphs. They have trained, not only themselves, but all the men under them, from the con- structors to the riveters and carpenters. They have gathered together great plants and assembled the men who knew how to make use of them. Instead of being daunted by any failure they have made each error a step- ping-stone to future triumph. They have built us a navv which, ship for ship, need not fear comparison with any navy in the world. It would be a cruel disaster if the nation should lack the wisdom to continue to profit by the experience these men have gained, and should permit the plants they have built up and the experts they have trained to be scattered. We should continue at all hazards the wise policy of building up the navy which is at this time our greatest national need.' ; Short speeches were made by Mr. Yarrow, Mr. Nixon, Congressman Balford and several members of the society. Mr. Yarrow said he should return to England with the fondest regards for the American people who had so royally entertained him during his stay in this country. ou have reason," he said, "to be proud that the steamship St. Paul was bui t on your shores. I am thoroughly convinced that with our present knowledge, the vessel could not be improved on. It is an honor to you that the boat was built here." ' ith For about twenty-five years the Crosby Steam 'Gage & Valve Co., wit headquarters in Bacian and offices also in New York, Chicago and Lon- don, has been actively engaged in the production of instruments for Gee on steam boilers and steam engines and its sales have extended into y every country of the world. A complete catalogue, just issued py Y Ce am is certainly an interesting book. The clearness of all of the illus sane covering innumerable specialties designed for steam users, 5 pee ple Special features of the catalogue are the Crosby company s 1n ie or, P ae seat valve, blow off valve, and also their recorders, especially the min and draft recorder. Six pages are devoted to artistic ee ergs boards, which are a new feature in the trade and are made is rs »nOe ville and white marble. These designs are made to specie or chert instruments clearly illustrated and described are t Pu sd Wied counter and the Crosby illuminated pressure gage. | a ate tee Sali very novel arrangement and is worthy of the SS oe yore te required to work nights in the engine room. The ee or ne cates like most instruments of its kind, 1s durable and suite ae fe ee ot fe as it employs the crank principle and will not fail to register, order. ty pcre, aa Sa : i r No- In the Journal of the American Society ef Never Bee Te feutier vember, First Assistant Engineer C. /- Dey paitets Manning and service gives an account of the contract trials of the ze The Manning McCulloch. These are single-screw, composite Mae at a contract price was built by the Atlantic Works of East Boston. once of $196,750. of $159,951 and the McCulloch by the Cramps at 4 P ! Pies inted in An up-to-date lithograph map of the a eel ae tans six olden: complete and accurate. If interest eT Dec. 31, 393. to advertising department, Nickel Plate Co., Cle This country cannot-. Contracts for New Ships. coh iste Ree most important announcement in Atlantic Bath Toe eee Bie Bs this wed comes from Bath, Me., where the cost about $175 000 ees acca peoniedee for a steel cargo steamer, to Dinkasions ia abies Me a a Ri Knowlton of New York city. all, 303 feet; water li 200 feet: ee Te SOaee a eee ean aer oe se ne a ag dae readth, moulded, 42 feet; depth, moulded, loaning stan inc hes; epth of hold, 23 feet 8 inches; displacement, eda, ons; dead weight capacity, 3,818 tons; grain space, 177,000 cubic. feet; coal bunker capacity, 460 tons. Triple expansion engines, supplied with steam from two Scotch boilers, will develop about 1,300 horse power and the speed of the vessel will be about 10 knots. The steamer will have a double bottom for water ballast and her scantlings will be made especially strong. Four cargo hatches, two spars carrying small sails, stockless anchors, steam windlass and steam steering gear, as well as four steam winches, are other features of the vessel. Officers' quarters, galley and dining room will he amidships, and in the after part of the vessel on the poop deck a few staterooms will be arranged for passengers. The crew will be quartered in a forecastle. This steamer, built for general freight trade, will be superior in many respects to vessels of the tramp type, but it is expected that with economical management she can compete with that class of freight carrier. Miller, Bull & Knowl- ton are proprietors of the New York & Porto Rico Steamship Line. The management of the Roach ship yard at 'Chester, Pa., is expecting from the Yukon Co. of Seattle, Wash., a contract for two steel passenger and freight steamers for the Alaskan trade that will be of 5,000-ton type, costing more than any ships as yet built in this country, excepting the St. Louis and St. Paul, but as yet the order is not signed, notwithstanding dispatches to the contrary sent out from Philadelphia. Andrew F. Bur- leigh, late receiver of the Northern Pacific Railroad, is president of the company that proposes to build these steamers, and it is said that he has let a contract to Moran Bros. of Seattle for the construction of twelve modern river steamboats, twenty-four barges and two towboats, to cost altogether nearly $1,000,000, and to be used in the Yukon country. The plans on which the Roach yard is figuring provide for steamships about 415 feet in length, 48 feet beam and 27 feet depth of hold, with a freight carrying capacity of 2,800 tons, in addition to coal bunkers capable of carrying 1,500 tons. Accommodations are to be provided for one thou- sand passengers, 100 of whom are to have first-class, 300 second-class and 600 third-class accommodations. The:ships are to maintain a speed of fifteen knots. The company has leased ships to begin the season with next spring, and it is expected that the new ships will be ready for service late in the summer. Ship yards in and around Baltimore are busier than usual. At the plant of the Columbian Iron 'Works & Dry 'Dock Co. there are nine con- tracts on hand. These include the Holland submarine torpedo boat Plunger and the submarine wrecking vessel Argonaut, both of which are nearing completion. One of the light-house steamers, the Hally, is being lengthened 20 feet and is getting new boilers and a general overhauling. 'Then there is the torpedo boat 'McKee and the new revenue cutter for New York, as well as the torpedo boats Rodgers and Winslow, the latter of which has been reported to the navy department as ready for trial. The new excursion steamer, which Chas. Reeder & Sons, also of Baltimore, will build for the Baltimore & Port Deposit Steamship Co., will be 160 feet in length, 30 feet beam, with a 4-foot guard rail, and 10% feet deep. Engines will be compound, with cylinders of 20 and 38 inches diameter and 28 inches stroke. Thomas McCosker & Co. are building a tug for P. Dougherty & Co. Both of these are Baltimore firms. Philip Weaver & Son, also tug owners of Baltimore, are to have a tug of 100 feet length built at Madison, Md., by 'B. J. Brooks. Engines and boiler for this vessel will be built by the E. J. Codd Co. of Baltimore. The Harlan & Hollingsworth 'Co. of Wilmington, Del., has just turned over to the Merchants' & Miners' Transportation Co. of Baltimore the new four-deck passenger steamer Juniata. This steamer is 270 feet on the water line, 42 feet moulded beam, and 34 feet depth of hold, and is the fourth ship of her kind built by the Harlan & Hollingsworth Co. for the same firm. A dispatch from Philadelphia says that John,Dougherty, at the head of a syndicate of bankers, has contracted with the Cramps to construct four new steel 15-knot single-screw steamers for the foreign fruit trade, _ but there is no verification of this report from the builders. Ships for the Alaskan Trade. Charles H. Cramp of the Philadelphia ship building firm is at the head of a big project for furnishing transportation to the Alaskan gold fields. The States Steamship Co. has been organized under the laws of New Jer- sey with a capital of $7,000,000 and with Mr. Cramp as its president. The new company has completed arrangements by which it acquires from the International Navigation Co. the five steamers, Ohio, Pennsylvania, In- diana, Illinois and Conemaugh. A New York dispatch quotes Mr. Cramp as saying that as soon as these steamers can be fitted at Philadelphia for the Pacific service, they will be sent around to the west coast and will ply regularly from San Francisco or Seattle to St. Michael's. The Ohio will be the first steamer to sail and will leave early in December, to be followed by the four others, all leaving by March 1. To act in conjunction with these steamers a fleet of light draught vessels are being built as rapidly as possible to make the service up the Yukon river. The Ohio will reach Seattle about the first of February. S. S. Jordan, formerly with the Chicago Ship Building Co. and the Newport News Ship Building & Dry Dock Co., has opened an office in the Bowling Green building, New York city, and will act as a consulting engineer in naval architecture and marine engineering. The Bethlehem Iron Co., South Bethlehem, Pa., shipped to Newport News, Va., recently, ten side armor plates, weighing 276 tons, for use on the new battleship Kentucky. All charts sold by the Marine Review are corrected to date of sale.