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January, 1916 broke off three of her four pro- peller blades with the result that the vibration was so excessive the cap- tain could not continue the voyage. In another case, however, a _ vessel broke of all but one of her propeller blades in leaving Escanaba harbor, and not only was she able to continue on her way to Lake Erie, but she ac- tually made the trip at a speed of 9 miles an hour as compared with a normal rate of 11 miles. Mr. Sperry described the now famous experiments of Herr Schlick on Lusrranta and told how the vibration was traced to an improperly set propeller blade by means of the pallograph. Among other papers presented at the twenty-third general meeting are the following: “The Application of Small Steam Turbines for Auxiliary Purposes on Board Ship,” by W. J. A. London, chief engineer, Terry Steam sLurbine Co;, Hartford, .Conn,, and Ff. DD. Herbert, sales. manager, Terry Steam Turbine Co., New York; “The Submarine of Today and Tomorrow,” by ‘L. Y. Spear, president, New Lon- don Ship & Engine Co., Groton, Conn., and “Superheated Steam in Marine Practice” by H.: B. Oatley, chief’ en- gineer, Locomotive Superheater Co., _30 Church street, New York. The meeting concluded with a din- ner at the Astor hotel, Friday even- ing, Nov. 19, at .which there were many prominent speakers. Prepared- ness against war was the keynote of the program. Col. Robert M. Thomp- son, president of the society, acted as toastmaster. Initiating the evening’s discussions, he said that the day is at hand when the country must be up and doing if it is to be prepared to defend itself from any possible enemy or enemies. He declared that a nation that spends $155,000,000 an- nually for chewing gum can certainly afford to be generous concerning so vital a matter as national prepared- ness for defense. Assistant Secretary of the Navy Franklin D. Roosevelt said that he was certain the administration’s defense program would go through the coming congress, while President Joseph W. Powell, of the Fore River Ship Build- ing Co., declared that the ship builders of the country were not trying to hold up the government in the matter of warship contracts and that these ship builders realized to the fullest extent the patriotic side of their profession in do- | ing their best to uphold and further the national defense program of the government. H. A. Wise Wood said he could not endorse the naval program submitted by Secretary Daniels, because, in his opinion, it did not go far enough. ‘He said the program could be likened to a compromise between two factions regarding the bridging of a dangerous stream. One wanted to bridge it and the other did not, and so they com- promised by building a bridge half across the stream. The dinner was the largest in point of ‘attendance the society has ever held, and among those present were Major Gen. Leonard Wood, command- ing the eastern department of the army; Rear Admiral Nathaniel R. Usher, the commandant of the New York navy yard; Rear Admiral Caspar F. Goodrich, U. S. N.; Homer W. Ferguson, general manager of the Newport News Ship Building & Dry Dock Co.; Stevenson Taylor; Captain A. P. Niblack, U. S. N.; Rear Admiral Washington Lee Capps, of the naval bureau of construction; Captain Gaunt, the naval attache of the British em- bassy; Captain Nomura, the naval attache of the Japanese embassy; EIl- mer A. Sperry, Henry A. Wise Wood and Captain W. Strother Smith, U. S. N. a A Grand Stand Finish The season of navigation on the Great Lakes during 1915 was longer than usual, closing on Dec. 12. This was due to the fact that the movement did not get well under way until August and a vast volume of freight had to be moved after that date. Un- derwriters, foreseeing the situation, an- nounced early that they would extend insurance until Dec. 12 under excess rate of 1 per cent. This is the first time that such announcement was made before Nov. 30. In the past this has been predicted on weather conditions from Nov. 30, but this year the in- surance was extended and the matter of weather left to the judgment of the masters of the vessels. While ore was moved at a flat rate all season, some slight premiums were paid for the movement of coal to Lake Michigan during November. The grain rate, how- ever, was a perfect bonanza to vessel owners all summer and fall. The grain market was really of a runaway character, the rate mounting to 6 cents early in the fall, when 2!4 cents is the usual figure for that time of the year. Several of the large class of vessels made small fortunes on each trip. The grain rate was really better during the fine sailing of October than it was in the heavier weather of November, but it was high enough all fall for vessel owners to earn excellent dividends on their investments. The ore rate for 1916 has been fixed at 10 cents above the rates for 1915, or 50 cents net to the ship from the head THE MARINE REVIEW | 7 of the lakes, 45 cents from Marquette and 35 cents from Escanaba. In addi- tion, ore prices have advanced 75 cents per ton over the 1915 rate and it is expected that by the first of the year sales approximating 50,000,000 tons will have been made. The predicted ore movement for 1915 is about 55,000,000° ‘tons and the existing fleet is well able: to take care of it, though the coal ship- pers will doubtless be squeezed for ton- nage. The season ended with only four total losses of vessels, which is a very good record. The underwriters have’ enjoyed a profitable year. More Ship Building Foreign shipping companies have fig- ured in an important way in further contracts for vessel construction placed during the last few weeks with Atlantic coast and other yards in this country. Norwegian interests have placed orders for six vessels. Two of these were placed with the Camden Ship Building Co., which several months ago’ ac- quired the old Roach ship building plant at Chester, Pa., and has carried out the extensive rehabilitation of the plant. This is the first large order that this yard has taken. These ves- sels are to be turbine-driven of about 10,000 tons displacement each. The -same buyers have closed with. the American Shipbuilding Co. for four boats which will be of a size permit- ting them to pass through the Wel- land canal; (It is” said: that: this 16 the first time American yards have been able to compete with foreign builders for Norwegian construction. The Standard Oil Co. continues to be a large builder of tank _ ships. Within the past several weeks, it has closed contracts for four additional vessels of this type, two of which will be constructed by the Maryland Steel Co., at Sparrows Point, Md., and two by the Harlan & Hollingsworth Corporation, at Wilmington, Del. These boats will be about 10,000 tons gross each. The A. H. Bull Steam- ship Co. has ordered two 5,000-ton vessels from the Maryland Steel Co.; the Coastwise Transportation Co. :a 12,000-ton boat from the New York Shipbuilding Co.; the Munson line two 5,000-ton boats, one from the Maryland Steel Co. and the other from the Newport News Shipbuilding & Dry Dock Co. The Matson Navi- gation Co. has placed a 9,000-ton boat with the Union Iron Works. Recent awards raise to about 90 the number of vessels placed with Atlantic yards since the present active ship building movement was inaugurated a year ago. All leading yards are busy.