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32 people, in the hospitals and so on, and how she had taken her fight to . Washington.) The D. & C. line and the Goodrich people have both issued orders that unnecessary whistling be done away with on their boats, such as passing salutes, etc. I know of one collision that can be laid to this. Capt. Crowley--About blowing in a foe, 1° gtess gone into Detour when the Detour whistle was blowing and there were a number of boats laying there to an anchor, and if he was only ringing his bell and not blowing his whistle, I think hé would be very apt to get run into. There are times when you can hear a bell from one and a half to two miles, and then again you. can't hear a whistle more than half a mile. Capt. Westcott--In reply 'to that, captain, I can only say that I wouldn't for a moment undertake to tell you gentlemen what to do or what is best to do. I am merely try- ing to explain to you the rules and laws as they are, and if you had best have some other rule, then it is up to you to get busy and have the rules changed. The best thing you can do, of course, is to ring your bell at all times. The law permits a deviation from the rules to avoid im- mediate danger. If you blow your whistle all night that wouldn't be for immediate danger. Capt. McGregor--I would like to move that the supervising inspectors be asked to make a ruling at their next meeting as to what constitutes harbor limits. Capt. Westcott--lIf you want to get anything of that nature by the board, you will have to put it in the form of a letter. Capt. McGregor--Well, I will put it in the form of a resolution for this meetirig to vote on. (Seconded, unani- mously carried.) Capt. McGregor--There is another thing I would like to ask with refer- ence to the rule where it says, "Any damage to life or property." Does this include any little minor damage? Capt. Westcott--Any little minor damage, yes, sir. The customs house wants this for statistics. F. B. Smith--Doesn't that require _ every licensed officer of the ship to make that report? Capt. Westcott--Well, it says "Li- censed officers," and we have always assumed that it would be better for the masters and engineers to make it in their own departments. We get lots of reports from engineers. (Capt. Sullivan asked if the rule evety man here has . THe Mar! NE REVIEW about reporting to the inspectors with reference to a vessel going into dry dock was not a new: one, but Capt. Westcott said it was not less than 20 years old.) ~ 4 F. B. Smith--I would say that w do that here from the office - Capt. Westcott--Capt. Sullivan, I am very sure that that has been a law for 20 years. About 3 years ago, a captain in Chicago had his license suspended for this offense. I think it was the steamer Lagonda "or the Mitchell line. His license was sts- pended by Mansfield and Peck for refusing, and continuing to refuse to do it after they had requested him to > do so over the telephone. Capt. Morgan--In the meeting of the law, who are the licensed officers of a boat? Capt. Westcott--I should say every man who holds a license, of course, I don't know what the courts would hold. We treat them as licensed off- cers as far as inspections aré con- 'cerned. Capt. W. H. Reed--Capt. Westcwitt, I would like to ask you in regard to the duties in standing-by. In case two vessels had collision and it turns out afterwards that one steamer is lost and the other one is looking after the damage to his own steamer to see what condition she is in and the man is then fined or his license suspended? Capt. Stone--The law provides for this< and says, the safety of his own vessel," etc. NICHOLSON SHIP LOG. Barrett & Lawrence of Philadelphia, eastern agents for the Nicholson Ship Log Co., have received another con- tract from the: Standard Oil Co.,. of New York, to furnish and install the No. 1 Nicholson ship log. This makes the third installation this concern 'has made on board ships of the Standard Oil Co. They are also busy preparing plans for a number of vessels in the United States navy, and about 15 yachts. The extreme accuracy and re- liability of this instrument makes it of great value to any navigating officer. Just as the compass at any time shows the course, so does the Nicholson ship log at any time show the speed being made at the moment. It is also of great value as a check on fuel con- sumption. oot Maj. J. C. Sanford, government en- gineer, has resumed dredging in the Delaware river to provide a 30-ft. @ie4uel to the sea. The channel is expected to be completed by June 30. "After looking after LAKE SHIP YARD METHODS oF STEEL SHIP CONSTRUC- . TION. BY ROBERT CURR. Fig. lla shows an arrangement with a double strap. Through tthe line FG the rivet holes are spaced and are in numbers equal:to. the-line A B,: Fig. 11. The line H K next to the butt of Zé Fok| o a s o-- e--o- © ot>® G a arr FG. (He pe the plate has a spacing of half the distance. See that double the num- ber of rivet holes are punched. Fig. lla shows that a lapped butt is more effective with the same ma- terial than a double strapped butt. In this example 46 rivets are used and the same amount of material but the strength of the riveted joint is de- fective by 133 tons compared with the weakest section of the lapped butt, Pig tb There is one advantage in a double butt strap, the butt straps can be in- creased in thickness to overcome a4 close spacing of rivets in the middle rows and not become subject to frac- ture like EF, Fig. 11; If the back rows of rivets are not too closely arranged the middle rows can always have a number of rivets