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

46 porary and it is done while the ship is perfectly still. Capt. Morgan--Suppose you go to Lorain where the dock is on a circle. The water is low--I am calling your attention now to the Cole--you get up there and her bow is off about 10 ft. . from the dock; likewise her stern i on 10: ft, so. they cant pet any rig in there at all. They will take and work two hatches forward and two aft and they take enough out to lighten her up so she will come close up to the dock, but during that time they put a 10 in. belly in her, and it takes them 12 hours to do that. Mr. Logan--If you continue that it will hurt her. If it is only done once I dont think it would, but if done continually it will. Capt. Leisk--We get about the same thing at the North Dock at Chicago, where we make 10 or 20 trips a sea- son. How about that? Mr. Logan--Well, it is not good for the ship. Capt. Culp--If you are light in a sea way, will it hurt to put water in the fore peak? ' Mr. Logan--No, not if you have your tanks full, You had better put water in the fore peak than to have her pound. W. W. Smith--But in some .cases 'they pump it in 15 or 20 ft. in the fore peak. Mr, Logan--That won't hurt the ves- sel any so long as the water bottom is full. Capt. Story--Has the water the same lifting power if you have only 1 ft. under her as if you have 20. ft.? Mr. Logan--Just the same. Capt. Lowe asked Mr. Logan if it would be advisable td try to take a twist out of a boat if she had come from the ship yard that way. Mr. Logan--I would just leave her with the twist in and I wouldn't try to take it out. Capt. Lowe--Say a boat is loaded to her marks aft and she has 1 in. to 6 in. list outboard, away from the dock. Would it be a fair thing to take that out of her on the forward end with plenty of room to square her up? Mr. Logan--No. Except if the twist had already been put into her by the loading, it might be all right to take it out of her: anywhere in the rest of the boat. Capt. Morgan--Say they let more ore run in than you wanted to go there and you couldn't help it, and you can't put any more in there to straighten her up because she would be too deep; will it be all right to put ore in forward to straighten her up? Mr. Logan--Well, if that gave her a Tae Marine REVIEW twist I do not think it would be enough to hurt her. She would have to stand a lot of wringing out in a quartering sea to hurt her. One of the captains asked: In load- ing if you only take a little in the two. ,after hatches and then have to shift, how much would it be safe to take in those two hatches so as to save as many shifts as possible? Mr. Logan--You can take one-third to one-half of their capacity. I wouldn't fill them up more than this to begin with. : Capt. Cullen--You would be in still water and it wouldn't be any different from unloading her. Mr. Logan--Well, if you should put the full load in those hatches and start- ed loading forward,. you would be put- ting a back-breaking strain in her. Capt. Cullen--Wouldn't -- that same breaking strain be a in in unloading her? Mr. Logan--Yes, but as I said before, if only for an hour or so, it wouldn't hurt her. Capt. Bailey--Would six hours hurt her? Mr. Logan--No, I don't believe six hours would. After a time it will hurt, but as to just what length of time, no- body can tell. Capt. Morgan--Say your boat has a belly in her of from 1 in. to 10 in., what is it that gives? Everything is sup- posed to be solid on the start out. Mr. Logan--It is the general struc. ture, captain. The steel will allow quite a little stretching; it has elasticity. You have quite a length of material to come and go on in a boat 500 ft. long. It. pulls on the rivets and holes and it wil] tend to hurt them, although you won't notice it, but the most of it is taken up in the material. Capt. Parke--Mr. Logan, isn't the reason a ship sags in the middle be. cause every square inch of that ship has to support the iron ore, irrespective of where the iron ore is in the ship? Mr. Logan--No, she doesn't support it that way. That would be the ideal condition if she did. Capt. Parke--Isn't the reason a ship sags because every square inch. of that ship doesn't support its proportion of the ore? My ship, for instance, from - the after hatch to the stern is 80 to 90 ft. Now the weight of her hull and machinery in that space is a very small proportion of the amount she has to carry forward.of this space, so there- fore, we have to stack the iron ore back up against the bulkheads aft so as to prevent her from sagging. The idea is that the squdre inch back under the engine room has to carry its pro- portion of iron ore if you are going to keep the ship on an even keel. Mr. Logan--Yes, of course, you have got to pile it up there to take care of the surplus buoyancy there. Deepening the Channels of the Great Lakes ESPECIALLY: il- luminating are the reports of govern- ment engineers upon | the steady reduction ~ of the freight rate coincident with the deepening of lake channels. Brigadier General Marshall, chief of engineers, stated that the saving in freight rates alone on lake Superior during 1907 exceeded by over $25,000,000 the entire appropriations for the improvements of the channels of the great lakes from Niagara Falls to Duluth since the form- ation of the government. When the channels were 10 ft. deep the freight rate on iron ore was $3 a ton: at 20 ft. the freight rate was 65 cents a ton. The cost of moving freight on the great lakes per ton mile is less than one- tenth of a cent. The rail rate is from three to five times that. Multiplying the difference by the amount of freight moved the enormous advantage of the waterway is seen at once. A few years ago the government started to maintain a uniform depth of 20 ft. throughout the entire lake system. This depth has ° been realized though the fluctuations in the water level caused by winds do not always render it available. The new Livingstone channel will when completed have a depth of 22 ft. and . in course of time the other channels will doubtless corresponding depth. In point of fact there have a should be con- stantly kept in mind an ultimate avail- able draught of 25 ft. This is seme the future, to be sure, but should be steady development towards it as the advantage of such a channel would be enormous. President what in there Livingstone of the Lake Carriers' As- sociation in his annual report for 1906 stated that no expenditure has ever