The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

October, 1917 lifeboats to accommodate every person on board, and in addition thereto shall carry a sufficient number of approved life rafts to accommodate at least 25 per cent of the total number of per- sons on board. Before entering the war zone, all the lifeboats and life rafts shall be cleared away and made ready for launching, and the master or officer in charge shall assure himself that all the required equipment is in the lifeboats and life rafts, in good order, and ‘ready for immediate service. Steamers which are not equipped with mechanical davits shall have all the lifeboats swung out (weather permit- ting) and ready for immediate launch- ing before entering the war zone. Future Construction Cargo vessels contracted for after May 1, 1917, and serving trades within the war zone, shall be equipped on each side with lifeboats of sufficient capacity to accommodate all persons on board based upon an allowance of 15 cubic feet per person, and in addi- tion thereto shall be equipped with a sufficient number of approved life rafts to accommodate at least 25 per cent of all persons on board. Recommendations Reliable information is to the effect that many or nearly all of the lives that have been lost from vessels after attack has been due to the fact that, in many instances, the boats have been launched while the ship has had considerable way, either ahead or astern, and that engineers have been compelled to abandon the engine room while the engines were still working. It is suggested, therefore, that the bridge watch, or the master, assure themselves, if possible, that the en- gines are at rest and the way off the vessel before the boats are launched. It is also strongly recommended that, due to the possibility of the boats on the weather side of the ship not being available, the full lifeboat capacity on cargo ships be carried on each side so that full capacity may be available at all times. It is strongly and earnestly recom- mended that on all vessels entering the war zone, or the dangerous areas, the passengers and crew be kept fully prepared (so far as may be possible or the navigation of the vessel per- mits) for speedy and immediate dis- embarking, or abandoning ship in case of emergency, and that the crew be furnished with life preservers of such character as to allow the free use of the arms in rowing and boat launch- ing. All should be warmly clad with- out unnecessary or hindering in- cumbrance. ‘ The requirements and suggestions herein set forth should be met prompt- ly and generously, and it is expected that all concerned will co-operate in making better and safer conditions in the navigation of dangerous areas. Local inspectors, however, will not unnecessarily delay vessels from pro- ceeding on their voyage to ports of the allied governments if it is not possible to meet these requirements previous to the appointed time of departure. Capt. Joseph M. Lewis, Boston, su- perintendent of the Scott Wrecking Co., died from heart disease recently. THE MARINE REVIEW ~- He had been associated with the Mer- ritt & Chapman Wrecking Co. and com- manded many vessels owned by the Boston Tow Boat Co. Country’s Need of Im- proved Terminals To the Editor of THe Marine Review: “The problem is not solved with the providing of ships. The railroads and the seaboard terminals are just as es- sential to the business of foreign trade. Many difficulties now exist in the move- ment of goods from the interior to the sea-going vessels in the harbor. Foreign countries have realized this fact and have provided elaborate terminal facili- ties in such cities as Liverpool, Ant- werp, Hamburg, Rotterdam and other European ports. In all these instances the purpose has been to reduce the cost of handling freights. In contrast with this specialization abroad. the American has relied upon natural harbor facili- ties, and the failure of a co-operative relationship between steamship, harbor, and railroad is just being realized. Any real headway in foreign trade must de- pend upon the meeting of these condi- tions. America must develop cheaper ships, less expensive operation, better harbor facilities, and a working arrange- ment with railroads at seaboard ter- minals.” The above is to be found on pages 197 to 198, Vol. 2 of the Alexander Hamilton Institute course in modern business. The immediate attention to this is of the utmost importance for the handling of general cargoes. Bulk car- goes, such as wheat, ore, cement, coal, cotton, etc., have been given attention in our harbors, but mixed or general cargoes have not. The principal objections to the present method of handling general cargoes in the ports of this countrv are as follows: There are no cranes on our docks and the docksheds are used for long time storage. The ships tackle is too slow, giving an average dispatch of only 10 to 15 tons per hour per hatch, while prop- erly developed dock cranes have a ca- pacity of from 25 to 40 tons per hour per hatch, which again may be increased by using the ships tackle to load to or from barges. In forwarding material to Europe this would increase the capacity of our ship- ping 10 to 15 per cent both now and in the future, while it would cut down the cost of handling materially, and in- stead of having to build new docks, the capacity at present docks would be in- creased about three times. A dock shed used for storage is an economic disaster, as it resolves itself into the use of property worth $100,000 to $1,000,000 per acre as l-story ware- house property, which in itself is abso- } 363 lutely ridiculous. Dock sheds should be used for assembling outgoing and for sorting incoming cargo only. If any long-time storage—48 hours or more— is desired, this should be done in ad- joining warehouses, connected with the sheds, preferably by mechanical con- veyor such as a monorail carrier system of if not feasible on account of local conditions, by truck, car or barge. In most cases present docks may be remodeled to handle general cargo along these lines at not an excessive cost, although a new dock development may have the advantage of being able to run a track between the water and the dockshed. While this is not as important as may be thought at first analysis, it is of special advantage when forwarding heavy machinery and freight from open car, also in coaling the land side of the vessel, while taking on cargo. The water side may then be coaled by’ barge. To take our place in foreign com- merce this development is ultimately needed, and with the shortage of bot- toms such as exists at present, every dock-owning corporation and individual in this country should give this their immediate attention. A. H. Lam, Portland, Oreg. Lake Levels and Winter Navigation To the Editor of THE Marine Review: I note in the August issue of THE Marine Review, several letters relative to the question of winter navigation on the lakes. It seems to me, however, that one of the most vital points affecting this ques- tion has been overlooked, namely, the effect of an open channel on the water levels of the entire water route in question. The ice forming as it does a natural dam, to a marked degree tends to hold back the water and, conse- quently, maintain a higher water level throughout the summer season. The partial removal of this obstruction would have a very marked’ effect on the lake levels, and would undoubtedly cause the expenditure of a very large sum in dredging, etc., to overcome the results. Outside of this I do not see any great difficulty in maintaining all-year navigation in the lakes with the possi- ble exception of some difficulty in the operation of canal locks. Very truly yours, S. Matheson, New York. The old steamer Saronic, which was rebuilt, has been named the W. L. KENNEDY. The steamer was built at Sarnia in 1882.