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o€ the machines for the earlier types, and we got permission from the govern- ment to rebuild it, because it gave us the first opportunity, the easiest, quickest opportunity of getting infor- mation about the performance of the new type. Having' done that, we wanted to investigate its action thor- oughly; and that is all I meant by that: Governor on Jupiter As to the possible failure of the gov- ernor on the Jupiter which Command- er Robinson has mentioned, it would have no more effect than if you had a governor on some other ship and took it off, because the Jupiter is not dependent on the governor. There is a hand-operated throttle valve you can run her by, without any trouble and as an emergency stop. That is on the turbine, in case you should break the shaft. She has the same devices that are used on all turbines, with a friction breaker, which allows the main stop valve to close. We use a type of valve which has a tendency to close by the steam equalizing. It is a reliable means of stopping, so that the governor could be entirely left out and the ship still be operated. The question of operation at light load would only simplify the electric- al problem, because you have less load on the turbine, that is all. The tur- bine will run at any speed assigned to it, and run at very small load. In that case the electrical efficiency would still be very good, because you could lower the magnetic density. It is not like running an ordinary form of motor at light load, because we are not tied up to any particular voltage. We are making electricity for this specific purpose, and all copper and iron in the motors and generators is available for the most advantageous use if we adopt the best voltage. With. reference to the paragraph in the paper which has been criticised, and with regard to' what I have said, I want to say that there is no one who has more respect for the engin- eers of the navy and naval officers gen- erally than myself. I used to be in the navy myself, and some of the men I have criticised I am very fond of, The only thing which can be taken from a paragraph of this sort,. it Bcetis tO. me, 1s that it is simply a voluntary statement of -opinion.. It does not read to me like an indict- ment of anybody. I think I have very good reasons for all these va- rious items as mentioned in that para- graph. I also think that some of the engineer officers of the navy have not investigated these points as they verified. years then. THE MARINE REVIEW should have done. I have invited them to investigate them, but there has not been a man sent to Schenec- tady to investigate electrical propul- sion. There was a man detailed to report on them, but never to study the conditions. There is a great deal in what I have been saying which is easily the sub- ject of analysis and investigation. I have done an immense amount of work on this thing in between times, and am doing it simply as a matter of engineering interest. I have a mat- ter of important engineering work to do, and there is nothing I want to do so little as to lose my reputation as a successful engineer. I have a great deal more at stake than any of these . naval officers have. If the machine fails, it is not their fault, they would not be blamed, and I would spoil all I have done. Study and Analysis There is a great deal of this thing which by study and analysis can be verified, and these things that I say I think are all things which can be I pointed out, when I first came before this society on this sub- ject, that we had two fire boats op- erating in Chicago for a couple of They have much more complicated electrical apparatus on them than these big ships would have. They are absolutely neglected, as far as the electrical details are concerned, treated in the roughest way imagin- able, and they are never subjected to any electrical trouble and are entirely immune from any such troubles. I sent one of my men to Chicago to make a test of the apparatus and he found some of the brushes hanging out of the holders. He said, "How does this happen?" They replied, "The General Electric man left it that way." "When was he here?" "About a year ago." The dust was accumulated all over the stuff, and they did not know how to fix the apparatus, and yet it had run perfectly and never any trouble. I am perfectly justified in. all the statements I make about reliability and efficiency and all those things, be- cause they are matters of general knowledge and matters applying to every industry except the propulsion of ships. And the Jupiter, further- more, has demonstrated and is demon- strating--Mr. Anderson speaks of the troubles in the turbine--there has been one little bolt that broke loose, unfortunately, before the ship: was ready to run. They did not stop her until they heard a noise, and then they stopped the machine to fix if given February, 1914 because going on a trial trip. One hour's work would have put the tur- bine in shape to make nine-tenths of her regular speed, if not the whole, there was nothing broken, but some- thing loose, which was clattering in the buckets in one stage. Since the Jupiter has been standing at the Mare Island navy yard ready to run, other methods have been fitted in two bat- tleships, and I think that the navy is making a mistake in not trying to expedite a knowledge of this thing, and to realize its importance, because all other branches of engineering do realize the importance of the turbine. I. will make my statement broad enough to cover the gearing as well as the electrical propulsion, because I have great faith in the possibilities of gearing. Sir Charles Parsons has designed a great many ships, and they have all been successful, so far as I know, and I think they will be, be- cause everything the man has done has been successful. He is a very great man. As I understand it, Mr. Parsons had a ship ready to run be- fore they began to talk about it in this country. The Chairman:--I beg your pardon, that is not correct. . They had be: gun to build the first experimental .gearing at the Westinghouse works. before the Vespasian was fitted up. Ore Unloading Record for 1913 No ore or coal loading or unloading records were broken on the _ lakes during 1913. The most rapid dispatch in unloading obtained during 1913 was the unloading of the steamer George W. Perkins, with a cargo of 10,762 tons of Savoy ore on Aug. 21, by the © installation of four Hulett electric un- loaders on the Ashtabula & Buffalo Dock Co.'s dock, at Ashtabula Harbor. The Perkins went under the ma- chines at 6:30 a. m. and left at 10:30 a. m., making the total elapsed time four hours even. Three of the ma- chines worked four hours flat and the fourth machine three hours and forty minutes. The average tons per ma- chine per hour was 672 and for the plant per hour, 2,747. This record, of course, while good, does not compare with the records made in 1912 and pub- lished in the 1912 report.. The port of Philadelphia is much agitated over the fact that Secretary Daniels has decided to establish the new 1,700-ft. dry dock at Norfolk in- stead of League Island. Numerous meetings are being held to protest against the selection of Norfolk. SS a ar