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20 or wind or both. That is, the stabilizer holds the ship from motion, allowing it to take up any natural central position it chooses and to change this position from time to time, as conditions alter. In one case the ship was turned back and forth with reference to the wind, so as to emphasize the independence of the wind list.. This was shown by the wandering line drawn through the cen- ter of the oscillations in the chart. Fig. 8 shows rolling records while going in the trough of the sea with gyro “on” and “off” in medium wind. The maximum amplitude is marked at several points on the chart, together with the points where the gyro was thrown “on” and “off.” The records show that the rolling of the ship is always due to an accumula- tion of individual wave _ increments. These are seen to increase quite uni- formly from the right to the left when the gyro is thrown “off.” The thanks of the author are due to the many courtesies received from the .owner of this yacht, M.H. Hanna Jr.,. and his officers -and crew. Recent Marine Patents Copies of any one of the following patents can be obtained by sending 15 cents in stamps to Siggers & Siggers, patent lawyers, Suite 11, National Union building, Washington, D. C., if Tue Marine REvIEW is mentioned. 1,145,884.—Ship’s indicator; Edwin A. Fish, New London, Conn. 1,146,059. © Collages life- boat ; Hugo Ernst, Camden, N. 1,146,121.—Propeller ; Theodore Amnelius, So. Framingham, Mass. 1,146,229.—Means for protecting shores and directing the flow of water-courses; John W. Adamson, Fullerton, Neb. 1,146,365.—Internal combustion engine; Ben- jamin F. Stewart, Chicago. 1,146,435. anteena! combustion engine; Walter J. McVicker, Minneapolis. 1,146,440.—Internal combustion or engine; Konrad Nicoll, 1,146,630.—Internal combustion motor; C. Long, Hannibal, Mo. 1,146,781.—Submarine armor; Harry L. Bow- oin, Bayonne, J; M. ‘Bridges, explosion Milwaukee. Elmer 1,146,841.—Oar; Mack Chicora, Miss. 1,146,958.— Breakwater shield for submarine boats; Richard H. M. Robinson, Bridgeport, Conn. 1,147,070.—Boat clamp screw; Charles Bennett, eveland. 1,147,083.—Propeller; Walter I. Gibson, Wash- ington, . 1,147,158. ee Sie boat ; ‘Frederick Fox, Oak- land, Cal. : 1,147,233.—Propeller ; Arthur Hugo Cecil Gib- son, New York. 1,147,313.—Internal combustion engine; Frank Desort, Cleveland. 1,147,370. —Internal combustion engine; Con- radin Alfred Breitung, Seattle, Wash. 1,147,658. epatetor § gene M. Stukes, San An- 1,147,966. __Galepsibie. life boat; John Robert- son Munn and George MacLaren, Glasgow, Scotland. 1,148,052.—Internal combustion engine; Percy Riley, Coventry, England. 1,148,103.—Mine raising apparatus; John C. orato, Lowell, Mass. 1,148,118.—Internal combustion engine; Rich- ard T. Newton, Nutley, and Inglis M. Uppercu, Newark, N 1,148,286.—Internal combustion engine; Chas. F. Buschke, Milwaukee. 1,148,380.—Navigator’s course marker and ange) Edward Yound Haskell, New London, Conn. 1,148,382.— Bulkhead hoist; Homer L. Haw- kins, Santa Barbara, Cal. a epee | Henry L. Benedict, cw ork, THE MARINE REVIEW ake Shi | HE comparatively sudden death ! of Edward Smith, president of the American Ship Build- ing Co., and one of the best known shipping men on the Great Lakes, which occurred Dec. 5, at his home in Buffalo, was a distinct shock to his large circle of friends. Mr. Smith had headed the American Ship Building Co. for a little more than a year, having previously been identified, among many important interests, with the Great Lakes Towing Co., as its president. Taken ill in Cleveland two weeks. ago, EDWARD SMITH he at once returned to his home, where he succumbed to acute heart disease. Mr. Smith was the son of a German revolutionist, one of the famous Forty- eighters, who also died recently, almost a centenarian. He was born in Ger- many 70 years ago. His first position was with the Bennett Elevator Co. After several years in a marine supply business, he became affiliated with Brown & Co., vessel agents, as manag- ing partner, remaining with this firm from 1884 until 1904. During this time Mr. Smith performed an important ser- vice to the shipping industry by his work in’ systematizing the methods of insuring lake vessels and cargoes. A little more than ten years ago, he was elected president of the Great Lakes Towing Co., succeeding Harry Coulby. The rapid development of that firm is largely credited to his untiring efforts and great ability. Mr. Smith was also one of the founders of the famous Counselman’s Line, plying from Chi- ‘cago to Transatlantic ports, with four January, 1916 eader during 1901. In September, 1914, he was chosen president of the vessels, American Ship Building Co., resigning as head of the Great Lakes Towing Co. His time was about equally divided be- tween Cleveland and _ Buffalo. The greater portion of Mr. Smith’s ex- tensive holdings in lake steamship lines -was sold during recent years and, in fact, it is said that he had disposed of practically all such stock at the time of his death. Few men on the Great Lakes have been privileged to enjoy the personal friendship of so large and representa- tive a circle of leaders in marine and financial affairs as Mr. Smith. His personality combined great executive power and decisiveness with a warm and sincere humanity. Not only em- ployers, but the representatives of labor itself, were invariably satisfied, and justly so, with his decisions in matters of difference. He was regarded as an authority on affairs pertaining to marine insurance and many stories are told of his being consulted on such questions in preference to specialists in this line. Though not possessed of technical training as regards the design of ships, he had amassed a store of practical knowledge which was of great service in numerous instances. The late executive was also the possessor of a ready and kindly humor which en- eared him to his friends. He leaves a widow and three sons, Edward N., Harry B. and Eugene L. Smith, all of Buffalo. Charterer to Get Money In cases where the British Ad- miralty requisitions a vessel while under charter, the money paid by the government for such use goes to the charterer, and not to the owners of the vessel, according to a decision recently handed down by an English court. The ruling also declares that when the government is through with the vessel, it is to be turned over to the charterer. Ever since the British government began taking over vessels for war purposes, much uncertainty has pre- vailed as to whether the owner or charterer of a ship was to be paid for its use. In a number of in- stances, vessels under charter in ports far distant from the British isles have been requisitioned by cable, and ques- tion had arisen as to which party the compensation was due. Several cases involving this point have been hung up, pending some authoritative decision by an English court.