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338 opportunities for contamination of goods. 3. Protection of dry bulk food- stuffs from dust, flies, rats, mice and dirty hands. 4. Cleanliness in walls, utensils and refrigerators. 5. Exclusion of dogs and cats. 6. Better protection for goods now stored in stationary bins under the floors, THE MARINE REVIEW back-shelving or counters or wun- protected under the counter. 7. Toilet facilities. 8. Protection from flies and dirt on fresh fruits, vegetables, figs, dates, honey and other articles to be eaten without cooking. 9. Non-employment of persons. ie 10. Discouraged diseased spitting on the September, 1914 floor. Every enterprising grocer should be eager to comply with these ten requirements. The photographs ac- companying this article were taken in the store of Charles Lamy & Sons, Buffalo, one of the dealers supplying vessels of the Lake Carriers' Associ- ation, and certainly leave little to be desired in the way of cleanliness, Lake Ship Construction | An Article in the Toronto Mail Siaris Some Very Interested Discussions in Lake Circles : HE Toronto Mail and Empire re- cently published the following item from its London correspondent : "The heavy losses caused by the No- 'vember. storms on the Great Lakes still forms a subject of discussion in marine underwriting circles here, although the bulk of the liability has had to be borne by the American market 'owing to. the refusal of Lloyds and the British com- panies to accept the risks at low pre- miums. The hope is now expressed that as regards the classification of the steamers employed, the requirements of Lloyds Register will be adopted as ex- tensively as those for ocean-going ves- sels, some of the boats at present em- ployed being, it is feared, lacking in longitudinal strength. In fact, the rules of Lloyds for lake steamers were formulated after a careful investigation of the conditions under which they are usually employed, and it is believed that if they were more generally observed the disasters would not occur on such a large scale again. If not, it is likely that insurances will in future be diffi- cult "to effect, om this side at all events." The Canadian Railway and Marine World asked J. M. Smith, manager of the Collingwood Ship Building Co. for his opinion on this subject and he re- plied as follows: "It is quite true that many of the ships built in the American shipyards on the Great Lakes are not built as strong as Lloyds requirements call for. There are a number of ships, however,, that are built quite as strongly as Lloyds rules call for, and most of the latter are classed in the Great Lakes Register, which is an offspring of Bureau Veritas, which might be termed French Lloyds. We have found that the requirements of the Great Lakes Register are very complete, and the given dimensions of materials are very intelligently worked out, and ships built to class in this register are quite. up to any requirements of British Lloyds. * founder. There are some ships built on the lakes that are classed in Lloyds Regis- ter, they are good ships, but they are not any better nor any stronger than the ships that are classed in the Great. Lakes Register. It would be much bet- ter in the long run for the .shipowners if all ships were: built equal to the re- quirements of "some "good. classification society. I believe it is true that some of the ships that were lost may not have been built quite up to the require- ments of such classification societies, but the majority of them were good ships. Some of the older ships may have been lacking in longitudinal strength, but I think that the most of the ships that have been built on the lakes in recent years are. quite strong enough for the service. "The steamer Wexford, which was lost off Goderich, was built to class in Lloyds Register, and although she was an old ship she had been repaired and rebuilt until she was a good sound ship. I believe that the Regina, which was lost at the same time, was built to class in the British Corporation. The James Carruthers, which was lost somewhere above Goderich, was built to the highest classification of the Great Lakes Regis- ter, and was, without doubt, the strong- est built freight ship on the Great Lakes, and it was not want of strength that caused any of these three ships to They were all fitted with good machinery,' and had plenty of power, but, no doubt, they met a condi- tion out on Lake Huron that could not be compared with ordinary heavy gales, possibly they encountered something of the nature of a cyclone sweeping down the centre of the lake. "The shipping trade on the Great Lakes has developed a distinct type of ship where large cargoes are carried on a moderate draught of: water. The ships are built for a moderate price and are operated at a moderate cost, they are very suitable for the trade, no . of the officers or crews. requirements of the. doubt, however, many little improve- ments will be added to them from time to time. : "I do not think that the ships that fuondered in the storm last Novem- ber were lost through carelessness on the part of the owners, or on the part My own belief is that they encountered an unusual storm, and the high winds, combined with an extremely violent snow storm and zero weather, made a combination that was almost impossible to contend with, and I think all of those ships would have reached port safely if they could have turned around and run be- fore the storm, but, unfortunately, Lake Huron narrows down to about a quar- ter of a mile wide where it enters the St. Clair River at Port Huron and the waters are shoal for a good many miles before entering the river, and the ship masters knowing this would not dare to run for the river, and, no doubt, they turned to fight it out. Possibly the ships were thrown in the trough of the sea, and if so they would have little chance of recovery. "We have built over 40 vessels here during the past 12 years, and they were all built equal to Lloyds require- ments. The most of them have been for service on the Great Lakes,' and . a few for service on the sea coast." Another man, apparently very well posted in lake affairs, but whose name is not given writes the Canadian Railway and Marine World as fol- lows: "There is nothing in the statement © of the Mail and Empire's London cor- Mespondent. So far as I have -heard, and I would be certain to hear of it, there has been no question raised yet by the underwriters in connection with the seaworthiness of lake steamers, either Canadian or United States, as they recognize that, with exceptional storms, there is always danger of ships being lost, and it is that risk which