The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

THe Marine REVIEW MOTOR TENDER OF lating pumps, a (Caird and Rayner evaporator capable of supplying 2% tons of. fresh water per 24 hrs. a drinking-water distiller, and three steam- pumps for feed, biige, and fire pur- poses respectively are provided.. The vessel is electrically lighted through- out all compartments, and a_ search- light projector of 10,000 candle-power is placed on the bridge. In addition to the ordinary ship's lifeboats and dinghy, a motor tender will be carried. This is a standard type 'as fuel. SURIYA MONTHON. Thornycroft launch, 30 ft. long, built 'of teak throughout, and provided with the necessary cork belting, air tanks, etc., to pass the Board of Trade requirements for a lifeboat. The motor is the popular Thornycroft four-cylinder 414 in.x5 in. type, developing from 23 to 26 brake horsepower; using paraffine The speed of the launch is 12 miles an hour. The contract speed for the cruiser of 14% knots was easily exceeded by more than 1% knot on the official trials. Harvey D. Goulder Addresses Vesecl Masters. Mr, Harvey D. Goulder, counsel for the Lake Carriers' Association, addressed the Cleveland lodge of the Ship Masters' Association on Friday last on the subject: "Some Things We Ought to Know." Naturally the new insurance plan of the vessel owners occupied his chief attention. It must be said that he covered the subject thoroughly. In fact, thoroughness is one of Mr. Goulder's distinguishing traits, and it was therefore natural that he should have gone back to the earliest records of insurance. Marine insurance was known to the Lombards as early as the twelfth century. The first reported law suit involving marine insurance was filed in 1589 and in 1601 a special court was established for the trial of ma- rine insurance cases. In 1688 the first mention of Lloyds Coffee House occurred. This Coffee House, as 18 well 'known, was the 'popular resort of merchants and underwriters who the interchanged ideas and views. Out of this interchange grew the practice of posting more important items of news upon the walls. From this de- veloped Lloyds Ship News. The sharing of risks was a natural se- quence, and from this modest begin- ning grew up the great maritime society now known throughout the civilized world as Lloyds. It was not until 1726, however, that Lloyds List was established and Lloyds Register of Shipping was first published in 1730. Meanwhile, the Royal Ex- change Assurance Corporation and the London Assuratice Corporation had been incorporated by 'charter in 1720, with the privilege of being the only oe or societies who were allowed to insurance marine risks or lend oeey on bottomry. Mr, Goulder discussed very lucidly rules that had been formulated by the advisory committee for the safe navigation of vessels under the general plan of inter-insurance, 'He said that vessel owners had pagseq through a hard season and were aboy to start upon another. He admitteg that there were too many ships for the business now offering, but hoped that conditions would improye by HEX. year: The depression has brought about a changed condition with the necessity of great economy. -No one desired to reduce wages, anq therefore the saving must come from other directions. Both owner and master must appreciate that the re- lation between them is one of inter- dependence. Nothing good or ill can happen one that does not affect the other. Continuing he said: "It is silly to think that the inter- insurance plan which has been adopt- ed by the vessel owners is directed again&8t any one. It is all for the betterment of things all along the line. It requires the co-operation of all parties interested. Our ships have grown rapidly and we- have not been able to keep up improvements. In- surance rates on the lakes have ad- vanced 40 per cent. in a short time and we are not only confronted with a rate of 5 per cent. but a further ad- vance. The premiums have not been great, in fact they have not been big enough to take care of the losses and that means that something is wrong. The masters ought to know that no one is blaming the captains or Own- ers in any specific way but what is needed is a system. "Accidents to ships are common to everybody on the lakes and the losses fall equally on all the owners that in- sure their boats. The insurance peo- ple do not pay the losses. The boat owners settle in premiums and_ the greater the losses the higher the pre- miums will be. The vessel owners have known that for some time, but they. did not give the matter the thought that they should, "The loading of a ship to the last inch has probably caused more acci- dents and trouble than anything else, It does not make any difference whether the too deep loading of ships was the fault of the owner, dock foreman or the master the com- mittee in charge of the insurance plan has decided to put a stop to the prac- tice. The rules will fix a safe load- ing depth and when'a master declines to load his vessel deeper he will be protected by the association. When an owner tolerates the loading of his . ship lower than the depth decided om, he will soon learn that he is mot wanted in the association... . "The government rules are the only