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Charles A. Moore, president of the Manning, Maxwell & Moore Co., and for many years president of the American Protective Tariff League, recently returned from Europe. M. Seckendorf, general passenger agent of the New York. & Porto Rico Steamship Co., has also assumed the duties of general passenger agent of the Clyde Santo Domingo line. Jeon S. Hyde, president of the Bath Iron Works, has accepted the vice presidency of the Maine Health Day Association, organized perma- nently to fight tuberculosis. Frank W. Hibbs, former naval con- structor, who represented the Elec- tric Boat Co. at Seattle for several years, has been succeeded by T. S. Bailey, the Pacific coast manager of the company. Ernest M. Bull, of A. H. Bull & Co., thinks that valuable. aid could be given to the American merchant marine by conserving the business of carrying navy coal to the Philippines to American vessels. W. D. Dickey, director and member of the executive committee of the Maritime Exchange, of New York, "was recently presented with a loving cup for his services in rearranging the floor of the exchange. Henry Harland, nephew of the late 'Sir Edward Harland, has been ap- pointed head of the designing depart- ment of Harland & Wolff through the vacancy created by the death of Thomas Andrews in the Titanic dis- aster. George W. Dickie, the well known ship designer of San Francisco, will be located at the yard of the New Of snip Biildine Co., Camden, N. J. for the next year superintending the building of ships for the Pacific Const' Co." William I. Donnelly, consulting en- gineer, 17 Battery place, New York, has returned from .an extensive trip to the Pacific coast and expresses himself as much impressed with the rapid progress made in the use of oil fuel there during the past year. Arthur J. Grymes has been ap- pointed manager of the marine de- partment of the Erie railroad and will have charge of the company's fleet 'THE MARINE REVIEW in New York harbor and the Hudson Fiver as. far as ltoy, as well' as of the fleet of coal barges and tugs which go as far east as Portland, A. B. Pouch, American Dock Terminal, wille, N.Y. has sailed for England to confer with steamship owners who are reported to have interested them- selves in an extensive project to de-: velop the. waterfront at Tompkins- ville. Capt. S. G. S. MacNeil has been appointed staff captain of the Maure- tania and. Capt: J: Fy, Simpson -stafi captain' of the Lusitania; of the: Cu- nard Line, in charge of discipline of crew, in order that the captain of the ship may give his undivided attention to the navigation of the vessel. Thomas Long, vice president of the Collingwood Ship Building Co., in .a recent speech urged the Dominion government to give Canadian yards protection against the unequal com- petition of British yards which are vice president of the supplying a number of vessels for Canadian trade. Col. Harris Weinstock, of San Francisco, in a. speech before the chamber of commerce of that city, recently said that the rapid progress upon the Panama canal was due to the extreme loyalty of every worker, from the humblest to the highest, to Col. Goethals, who has carried on the great work without friction. Julius Thomann, director of the Hamburg-American Line, announced just prior to returning to Hamburg that a provisional arrangement had been made whereby the company. had executed a power of attorney in favor of f. B Mever, W. G. Sickel and Emil Lederer for the conduct of its business in this country, the joint signature of any two of these gentle- men to be binding. William E. Woodall & Co.. Balti- more, have launched a large pocket scow, 90 ft. long, 28 ft. beam and 9 ft. deep, for the Maryland Dredging & Contracting Co. The Breakwater Co., of Philadel- phia, has contracted with the Green Point Construction Co., of New York, for a tue to be 75 ft. lone, for' use in the harbor of Hilo, Hawaiian Isl- ands. Tompkins-, July, 1912 Sir William White on Titanic Disaster ~ Sir William H. White, the eminent naval architect, in a letter to the London Jimes on the loss of the Titanic, says that the inquiry in America has been conducted in a manner which has justly given cause for serious criticism, but it has placed on record a mass of testimony of great value. The writer then sets out' conclusions arrived at on the evidence available. In accordance with the practice adopted - by the White Star line on her maiden voy- ages the rate of revolutions for ner engines and the speed of the Titanic had been greatly increased during the outward passage. The force of the blow which could be struck by the ship was equal to that struck by the weight of 1,000 tons falling through a vertical height of 1,000 feet. The total energy was as great as that represented by the simultaneous discharge of a dozen of the largest and most powerful guns mounted in the most recent battleships. If the Titanic had struck the iceberg end on and been stopped, this vast store of energy would have been. to a great extent absorbed in the mechanical work done in injuring and deforming her own _ structure and in shattering portions of the iceberg. It is certain that the ship only grazed the starboard side at a considerable depth below water. Et acs natural t6. find. a: lack' of ex- act observations or records by wit- messes of the time or distance of striking. Twenty to 30 seconds would suffice to put the helm hard over, and 30 seconds more would be ample for the officer of the watch to receive a message from the look- out, so that one minute elapsed be- tween the warning and the collision, in which time the Titanic would traverse 2,200 feet, and the iceberg would have been reported by the look-out at less than four-tenths of a sea mile ahead: of the ship. The graze of projecting underwater por- tions of the iceberg destroyed the water-tightness of the shell plating for 250 feet from the stem, and threw open the five foremost water- tight compartments. The rent inthe ship's side must have been about 35 feet below the water surface, and the water would enter at 40 feet per second, so that one ton of water per second would have entered through each square foot of the area of the apertures, and thus 12,000 tons of water could enter in the first minute with free entry. The passengers and others on the decks