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44 attention to the fact that' it 'is ex- tremely difficult to make and = main- tain watertight interior bulkheads, and I should lay down as a second rule that interior bulkheads, as _ such, should be reduced to the smallest number. "It was quite definitely shown by the experience in raising this dock that the controlling of the pumping from a central point through piping is extremely difficult. "J might refer to one point of the paper where it says: 'No matter which valves were open or closed, the pump took water from the high tanks be- fore removing any from the low tanks. "I would suggest as a third rule for careful consideration, that the subdivision and distribution of pump- ing units to -the different compart- ments of a floating dry dock is a much more reliable and _ desirable THE MARINE REVIEW method than by pipes and_ valves. "IT would also like. to point out that in this floating dry dock there were no reserved chambers or com- 'partments of a sufficient capacity to provide for the buoyancy of the structure entirely independent from these compartments used in lowering the docks. It would seem that there could be no good reason for this construction, and I would offer as a fourth suggestion that, in all large floating dry docks there should be provided watertight compartments en- tirely distinct from those used for lowering the dock, of sufficient ca- pacity to carry the dock. when low- ered, and that these compartments should be provided with separate and distinct pumping machinery kept in working order and available for use whenever the dock is lowered. "There are undoubtedly other sug- gestions that will occur to other mem- February, 1912 bers of the society, amd I trust that they will be heard from. "Regarding commercial floating dry docks, with which type lam miore intimately acquainted, I should per- haps state that they are usually placed in a dredged berth, and that while the depth of water is sufficient to lower the dock to take the maximum draught for which it was designed, it is rarely or never deep enough to entirely submerge the dock. This is not, however, universally the case. In some ports, such as New Orleans and Seattle, the depth of water is very much greater tham required, and in such localities special precautions must be takem. This is also true of the port of Prince Rupert, B. C. A paper relative to the dry dock for this port is to be read at this meeting, in which a novel method of guarding Lake Carers' Association ! SHEN the immortal part. of ORumsey takes its flight into the great unknown and .its:batt.er'e d tenement of clay is laid to. rest, the Lake Carriers'. As- sociation will have none to call them together, at least none of such vigor and unmeasured re- source, for gif a member does not go when he is told to go, Rumsey is as like as not to lift him bodily into the ele- vator. No association has ever had a more faithful servant and deep down in their hearts none is more appre- eited.. For 20. years this . burly, bustling, dynamic creature has gath- 'ered the members together despite all obstacles, said obstacles being of un- common variety. 5 The annual meeting of the asso- ciation was held on Jan. 18 at Hotel Pontchartrain, Detroit, and the morn- ing was spent in listening to Presi- dent William Livingstone read his annual report, which has grown both in volume and interest. The report is thoroughly optimistic. While the year 1911 began badly it ended quite well and thete is every reason to believe that 1912 will recoup what- ever losses were experienced. present outlook is most hopful. Mr. Livingstone's report is crammed with statistics sufficient to~ furnish food for many a magazine article, and one from which nearly every industry may derive some kind of comfort. Even the ship builder can look forward to 1912 with some composure, for while "Wm. Livingstone The | he may not have many bulk freighters to build, he. will have a considerable number of other kinds' of 'tonnage, notably passenger ships. One of the earliest subjects taken up at the meeting was the conser- vation of lake levels, which was led by C. M. Heald, of Buffalo. The in- fluence of the Chicago drainage canal has already lowered the level of Lake Michigan 1 in.,' and with' constantly decreasing levels of water with con- sequently lighter loads, the capacity of the gréat~*ore catrier goes for honehta..Mr.. Heald thought that: a joint commission should be created 'to study the subject or that it should be.made a part of the duty. of. the International Waterways Commission. A resolution asking the government to look into the subject was adopted. At the suggestion of C. D. Dyer, of Pittsburgh, a resolution was adopted urging the government to start work upon a fourth lock at the Sault as soon as possible. Mr. Dyer is the representative of a company which will, during 1912, have two. vessels on the lakes that can pass through but one of the existing locks. If any- thing should happen to the lock these vessels would be _ idle. The welfare plan occupied consider- able attention of the members. J. H. Sheadle, vice president of the associa- tion, has given more time to it than any other member and led in the discussion. He thought the work en- titled to a 'broader name than. it holds, as it really means the indus- trial development of the workers of the great lakes, including owners, of- ficers and sailors. He believed that against entire submergence will be referred to." each department has come into a broader understanding of the other and that better feeling now pre- vails than at any time hitherto. He spoke very. enthusiastically of the plan of saving money. Sailors are naturally more circumscribed than any other class and have fewer oppor- tunities to save. In conjunction with the Lake Carriers' Association: the Cleveland Trust Co. undertook the work of creating a marine savings bank for sailors with the result that 600 men closed the season with ac- counts ranging from $50 to $200. Mr. Sheadle was much impressed, however, by the amount of money that is lost by the men. There is no class of employes so _ greatly ex- posed and so little protected from depredation of this character as the sailor. What cities do for its. citi- zens, Mr. Sheadle thought the vessel owners should do for their sailors. He believed that when a robbery of any sort occurred it should be reported to the shipping commis- sioner immediately Withe ine structions to fol- the associations pay- lowe" it "up, ing all expenses. Of the sum of $75,000 saved by the sailors dur- ing 1911, fully two-thirds of it was saved by crews aboard the Pittsburgh Steamship ire ©o.-s : and Rumsey Terry