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480 ously consider the draught of at least a it. Epwarp C. Bates:--Mr. Chairman, the writer has referred to De Witt Clinton and Robert Fulton in a general way in this paper. I have heard it stated that Robert Fulton was a designing engineer for De Witt Clinton in the laying out of the Erie canal. I have never come across any such authority myself and I would be very glad if any member here would communicate it if he finds any such authority. Robert Fulton, I be- lieve, died nine years before the canal was opened, but, of course, it was un- der consideration some twenty years be- fore. Capt. J. W. Mirrer:--Mr: Chairman, answering the question that has just been brought up, I will say that matter of depth has had very grave considera- tion on the part of the corporation, of which I have the honor to be vice pres- ident. It is a commercial corporation. Twenty-five feet at low water was de- cided to be all that was necessary for all the commerce of the United States. It will take in every ship that now plies along the coast of the United States. Therefore, from a financial and a com- mercial point of view, we did not see that we should go any further than we have. We are building, may I say incidentally while other people are at- tacking and asking for government help, here, there and everywhere, we are building the Atlantic coast canals our- selves with our own money, and we are going to put in anything that is neces- sary for the merchant marine of the country and this coast. We can scarce- ly be expected to spend so many mil- lions more for the difference between _a 25-ft.canal and a 30-ft. canal for the benefit of the United States govern- ment. proposition that the United States gov- ernment may make, but we are not go- ing to the United States government and asking them for anything. We are ready to listen to any - "THE MARINE. REVIEW Needs of the Navy. If you ask me here, as an ex-officer of the navy, what I think on that sub- ject, I will answer it in a very different way. For eighteen years I have been in the navy, and would say from a naval point of view that is no place for a battleship. The province of a battle- ship is off shore. These vessels that draw 30 to 40 ft. of water want to keep outside of the land and fight their bat- tles outside. But with that deep in- sight my chief has, and also seeing that the times may change, we are building all our bridges and everything--with the bridges deep enough and the wharfs far enough back from the side of the canal so that eventually if the govern- ment wants 34 ft. of water it can have it. Notwithstanding what I have said about that not being the proper place for a battleship, I want to lay before you, as a naval officer, this fact. There are four great strategic points, Chesa- peake bay, New York harbor, Narragan- sett bay and Boston. If squadrons in time of war should be in each one of those harbors, and there should come a critical moment when a large fleet should appear off this coast, it might be of the highest importance to unite the fleet in Boston or Chesapeake Bay or in New York harbor, by means of the canal; and the cost today of deep- ening that canal to 34 ft. which would probably be from one to three millions of dollars, would be nothing to the in- suring of a victory by the uniting of those squadrons. I might add that to deepen that canal from 25 to 34. ft. would cost the government absolutely not one single cent provided the survey which is now being made for deepening the shoal around Cape Cod would be extended. The deepening of that shoal will cost the government half a million of dollars, and will not last five years. Adjournment was then. taken for luncheon. Evolution of Screw Propulsion im the United States RESIDENT Taylor -called the members to order at 2:30 o'clock. Immediately upon convening, WW. DD. Forbes read Charles H. Cramp's paper on "The .Evolution of Screw Propulsion in the United States." This is a continuation of the paper read at the 1909 meeting and opens with a discussion of the American clipper and larger paddle wheel steamers. The author continues: As soon as the civil war had begun, shipbuilders began to replace some of the vessels taken by the government and devote their energies to contracts with the government for navy and transport services. The navy department con- cluded to build a ntmber of armored vessels. Congress made an appropria- tion and Commodores Smith, Paulding and Davis were appointed a board to carry out the purpose. They advertised December, 1910 for proposals, to be accompanied by full specifications and drawings, and also prices. The advertisements were responded to by about 30 proposals of the most ex- traordinary and outlandish character, and three of the great builders from New York proposed to build a ship for a certain sum of money, without a single drawing or scrap of specifications as to dimensions, material or performance ac- companying them. New Ironsides. The only complete proposition accom- panied by drawings with full specifica- tions as to dimensions, and with size of armor, speed and time for completion presented, was that of the New Iron- sides, which we furnished, and it was at once accepted, and as the price was less than the appropriation, the board decided to accept the two other proposi- tions, whose sketches and details were fuller than: the others. The cost of these ships completed the appropriation. They were those of the Monitor and Galena, and the object of the board, as they stated it to me, in taking them was in the way of an experiment. All of these vessels were propelled by screws. The contract for the New lIronsides was in the name of Merrick & Sons, who furnished the engines and armor. At that time, engine building was. not included in any of the shipbuilding works. The suggestion that we should join in their proposal was made to me by B. H. Bartol, superintendent of Mer- rick & Sons. The building of the New Ironsides, Monitor and Galena was an event that led to the effectual and final destruc- tion in this country of the great ship- builder, whose career and occupation had been so distinguished in connection with the great packet and clipper, and had covered him with so much glory. I refer to the commonplace, but im- portant incident of the battle between the Monitor, with Timby turret, and the Merrimac. The Monitor was built by parties that were neither ship nor engine builders, and the workmen were very inefficient and the work was done from imperfect sketches. During its construction we were requested to send men over to bend the keel pieces, which were dish- shaped and bent hot, and other matters of difficult workmanship. This victory over the Merrimac was the cause of one of the greatest excite- ments in shipping circles that the world has ever witnessed. Ericsson, with all of the officers who were on the Monitor during the fight, became the subjects of the most extravagant demonstration of hero worship. The Monitor craze car- ried everything before it, and Capt. Fox,