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A Frank Discussion of the Crew Question Compiled by the American Steamship Association—British Legislation a Help Not a Hindrance HEN one is seeking success W in any undertaking, the log- ical and most important thing to do is to study the methods that have produced the desired results by those who have been successful in similar undertakings. The mercantile marine of Great Britain today, in size and importance, far surpasses that of any other nation; that it has been operated in the past with success equaled by few countries, and sur- passed by no other, there can be no argument. The question naturally arises, has Great Britain obtained her supremacy on the seas by adopting legislation similar to that now pend- ing in congress? It also may be pertinent to inquire, if the bills in question are enacted into law, will they bring forth, or assist in creating, “the great merchant fleet” which Presi- dent Wilson, has so eloquently stated the country must have. Should the contemplated legislation become a law, every ocean and coastwise sea- going merchant vessel of 1,000 gross tons and over, propelled by machin- ery, must have in her personnel three licensed assistant engineers and one chief engineer (also licensed); this irrespective of the size of engines, quantity of machinery on board, or importance of engineering work to be performed. Likewise a machinery-propelled ves- sel of 200 gross tons, and less than 1,000 gross- tons, engaged in similar service (on routes of any length), and a similar vessel (machinery-pro- pelled) or from 100 to 200 gross tons, engaged in trade at sea on routes of more than 24 hours, must have on board three licensed engineers. It is interesting to note that Great Britain has obtained her supremacy on the sea by making it possible to legally operate any machinery-pro- pelled vessel with a maximum of two licensed engineers, this irrespective of size, power, length of voyage or other consideration. Only Two Licensed Engineers Under British law there are but two licensed engineers required for merchant steamers, viz., first class en- gineer and second class engineer, without variation as to tonnage. This requirement is covered in section 92 of the British Merchant Shipping Act of 1894, which now reads as follows: “Every British foreign-going ship and every British home trade ship, when going to sea from any place in the United Kingdom, and every for- eign steamship carrying passengers between places in the United King- dom, shall be provided with officers duly certificated under this act ac- cording to the following scale: “If the ship is a foreign-going steamship of 100 nominal horsepower or upwards, with at least two engin- eers, one of whom shall be a first class and the other a first class or second class engineer duly certifi- cated; If the ship is a. foreign- -going steam- ship of less than 100 nominal horse- power, or a sea-going home trade passenger steamship with at least one engineer who is a first class or second class engineer duly certificated. The bill discussed in the accom- panying article in H. R. 8036 and is intended “to regulate the officering and manning of vessels.’ Our staff representative at Washington ad- vises The Marine Review that there is little likelihood of this bill be- ing passed at this session. Adjourn- - ment has already been protracted beyond the time originally set and there are several important admin- istration measures still to be acted upon. But it brought up again next year. it now! probably will be Kill In explanation of the words “for- eign-going ship” and “home trade ship,” the British statute says the following: “Foreign-going ship” includes every ship employed in trading or going be- tween some place or places in the United Kingdom, and some place or places situated beyond the following limits; that is to say, the coasts of the United Kingdom, the Channel Islands, and Isle of Man, and the Continent of Europe between the River Elbe and_ Brest inclusive. “Home trade ship” includes every ship. employed in trading or going within the following limits; that is to say, the United Kingdom, the Chan- nel Islands, and Isle of Man, and the Continent of Europe between the River Elbe and Brest inclusive. “Home trade passenger” means every home trade ship employed in carry- ing passengers. Thus it will be seen that a foreign going ship of small power (less than 100 nominal horsepower) can operate to any part of the world with only one licensed engineer, who may be an engineer of the second class. Like- wise a passenger ship of any size or power of machinery may _ operate coastwise, and to nearby territory in France, Belgium, Holland and Ger- 305 many, with only one~ licensed en- gineer, who may only have a second class certificate. Cargo vessels of any size or power are allowed by the above laws to operate coastwise, or ~° to nearby foreign countries, without any licensed engineer. Sixteen Grades of Engineers Compare the British requirements with those of this country at present in force. Under the general rules and regulations of the board of super- vising inspectors of steam vessels, which, pursuant to that act of Feb. 14, 1903, have the force of law,. the following sixteen grades of marine engineers’ licenses are prescribed for our merchant marine: Chief engineer of ocean steamers. Chief engineer of condensing lake, bay and sound steamers. . Chief engineer of non-condensing lake, bay and sound steamers. Chief engineer of condensing river steamers. Chief engineer of non-condensing river steamers. First assistant engineer of ocean. steamers. First assistant engineer of condensing lake, bay and sound steamers. First assistant engineer of non-condensing lake, bay and sound steamers. . First assistant engineer of condensing river steamers, Second assistant engineer of ocean steamers. Second assistant engineer of condensing lake, bay and sound steamers. Second assistant engineer of non-condensing lake, bay and sound steamers. Second assistant engineer of condensing river steamers, Third assistant engineer of ocean steamers. Third assistant engineer of condensing lake, bay and sound steamers. In addition to the above sixteen grades specified in the rules, the United States local inspectors’ of steam vessels make a practice of stat- ing on an engineer’s license the maxi- mum gross tonnage of the vessel .on which he may serve. This limitation is irrespective of power of ship, or engineering skill necessary to success- fully perform the duties required. The gross tonnage of a vessel is no criterion of the quantity or quality of engineering labor or skill neces- sary to operate it safely and success- fully, and it is surprising that an en- gineers’ association, composed of. prac- tical men, should have used the ton- nage standard in their endeavor to make laws to govern the number of men to be employed on machinery- propelled vessels. The accompanying table shows six- teen groups of vessels, in each group of which the vessel with the greatest tonnage has less horsepower, and re- quires less engineering labor, skill and knowledge than the vessels with the