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February, 1915 no means was any attempt made to arrive at definite conclusions, else we would have been there yet. It was a matter of such intricate technical ex- pression that it is almost safe to say that no large group of even most highly trained professional men could in any reasonable limit of time evolve a set of rules which would with any de- gree of safety be made into law. That was one of the very curious features developed in the discussion. The com- of which I was a member, were very strongly in favor in the be- ginning of trying to develop some gen- eral regulations which would at least control the subject and compel the most serious attention thereto on the part of designers. One of the first obstacles we ran against was the rather strong opposition, not of those who owned ships, but of those who designed and built ships, as to the practicability of developing suitable and __ satisfactory regulations. Incidentally, in the heat of discussion there developed the fact that certain very large vessels, well known, which had longitudinal subdivisions, and which longitudinal subdivision presum- ably added very much to the safety of the vessel in the popular mind, at least, also had instructions given to the officers on board that, in the event of mission, accident, these longitudinal bulkheads would be practically out of com- mission by opening the doors, and the fear of producing the very result which, according to the testimony of Mr. Reid, happened in the case of the Empress of Ireland in the St. Lawrence river. If a large amount of side was opened to the sea, and an intervening bulkhead confined that water to one side of the vessel, it might result in disaster to the vessel. I mention this matter of stability in connection with the London. conference to show that it was not overlooked, but in the very free discussion which en- sued on bringing up the question, the practical difficulty of doing anything satisfactory in any reasonable time was so great, that that particular subject had to be left to the skill of individual designers, and I have no doubt that if designers are not unduly limited by owners, the results will be very satis- factory; but if they are limited by owners in such a way as to impair the integrity of the design under certain conditions of damage, then it does seem to me that a naval architect of the right professional feeling will deliberately de- cline to have his name associated with such design, and I feel quite sure that such a stand by eminent professional men would prevent any one interested in taking any chance in such a serious technical matter. THE MARINE REVIEW Annual Report Lighthouse Board The annual report of the Commis- sioner of Lighthouses to the Secretary of Commerce for the fiscal year ended June 30, 1914, indicates that the efficiency of the service has been increased by the reorganization of July, 1910, and that the work is more economically performed. Up to July 1, 1914, there has been an increase of 2,485 or more than 21 per cent, in the number of aids maintained over the corresponding number on July 1, 1910, while the total general appro- priations for the support of the service for the fiscal year 1915 are about $320,- 000 less than those for the fiscal year 1911. The United States Lighthouse Ser- vice maintains aids to navigation on all coasts under the jurisdiction of the United States, except the Philippine Islands and Panama, and also on the principal interior rivers. This service is charged. with the maintenance of aids to navigation along 46,828 statute miles of coast line and river channel. On June 30, 1914, there were 5,562 persons employed in the Lighthouse Service, including 93 technical force, 143 clerical force, and 5,326 employees con- nected with depots, lighthouses and vessels. During the fiscal year there was a net increase of 677 in the number of aids to navigation maintained, the total at the end of the year being 14,198. Of these 5,004 are lights of all classes and 567 are fog signals. The total number of aids in Alaska, including lights, fog sig- nals, buoys, and daymarks, in commis- sion at the close of the fiscal year was 319, including 108 lights, representing an increase of 71 lights since June 30, 1910, or ‘nearly 200 per cent. Improvements in aids to navigation have been made as follows: Flashing or occulting lights were installed in place of fixed lights, at 67 stations; incan- descent oil-vapor lights were substituted for oil-wick lamps at 37 stations; acety- lene or oil-gas lights were substituted for oil lights at 73 stations. Attention is invited to the fact that incandescent oil vapor is now used as the illuminant at 268 stations, comprising nearly all the principal seacoast lights in the service. Careful attention was given at the General Lighthouse Depot, Tompkins- ville, to the manufacture and standardi- zation of various articles, and substantial savings were effected in the cases of parts heretofore purchased. At this depot apparatus and supplies are tested, and experimental work is done for the improvement of equipment and apparatus of the service. Improvements have been made in con- nection with oil-vapor lamps, electric lamps, post lanterns, lens clocks, fog sig- 61 nal apparatus, etc. A type of torch for starting internal combustion oil engines more quickly is of value in the event of sudden fog. The use of electric lights for harbor lights has been extended where a reliable source of supply is available, and such installations have in general been equipped with automatic devices for substituting another lamp or for calling the keeper, in case of failure. During the fiscal year 45 tenders and 66 light vessels were in commission. The new tender Laurel was launched and will be completed during the present fiscal year. The construction of new light ves- sels Nos. 96 and 98 was well advanced, both vessels being launched, and both will be completed during the current fiscal year. A contract was awarded for the small tender Fern, for service in the inside waters of Alaska. Plans are also under way for the construction of four additional light vessels, and two tenders. Systematic inspections have been con- tinued in the various lighthouse dis- tricts, of the technical work, and of business methods, and property accounts. A standard method of cost keeping has been continued in effect which is useful in preparing estimates, planning work, effecting economies, and compar- ing relative efficiencies. A number of additional improvements and economies have been introduced in the administra- tion of the service. Several new works under special ap- propriations were completed during the fiscal year. Those of .principal impor- tance are as follows: Newark Bay Lights, N. J.; Negro Point Light and Fog Signal, N. Y.; Buffalo Breakwater North End Light & Fog Signal Station, N. Y.; protection by riprap at Sand Island Light Station, Alabama; improve- ments at San Juan Depot, P. R.; store- house for oil, Woods Hole Lighthouse Depot, Mass.; a new system of lights for St. Marys River, Mich., isolated oil houses at 38 light stations, and a dwell- ing for the keeper at Kauhola Point Light Station, Hawaii, were also com- pleted. Much other important construc- tion work was in progress at the end of the fiscal year. During the fiscal year 1914, services in saving of life and property were rendered and acts of heroism performed by employees of the lighthouse service on vessels or at stations on 124 occa- sions. Recommendation is renewed for legis- lation authorizing the retirement of em- ployees of the lighthouse service on ac- count of age or disability incident to their work, which is the practice in the lighthouse services of most other coun- tries. The appropriations for the mainte- nance of the lighthouse service for the fiscal year 1915 are. $5,151,630.