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Experts on Port Development Declare War Success and Commercial In- dependence Can Be Effected by Improving Freight ports of the United States bears a close relation to the winning of this war as well as to success in the economic struggle afterward. How to prepare for this day when port termi- nals will replace howitzers was dis- cussed at the sixth annual convention of the American Association of Port Authorities in ‘Cleveland, Sept. 11-14. Moreover, the efficiency of freight hand- ling behind the docks not only will determine much of the growth of com- merce in the postbellum conflict, but will be a factor in bringing peace in the present war, the delegates were told. The convention was opened Sept. 11 with an address of welcome by E. S. Griffiths of the Cleveland river and har- bor commission, and a response by the president of the association, W. G. Ross, Montreal. The delegates were entertained at a luncheon reception by the chamber of commerce, at which Calvin Tompkins, New York, former commissioner of docks. was the prin- cipal speaker. Mr. Tompkins pointed out how the world’s shipping is being administered as a great unit, with an efficiency , never before attained. The results of this work show what can be done and what probably will be done, at least in a measure. after the war is over. Papers were read during the day on the following subjects: “Establishment of Exact Lines for Port Planning,” by Charles W. Staniford. chief engi- neer, department of docks and ferries, New York City; “Administration of New York Canals.” by Maurice W. Williams, engineer in charge of me- chanical equipment of barge canal ter- Baw co-ordination of work in minals; “Legal Status of Submerged Land and Littoral Ownership,” by Judge Robert M. Morgan, common pleas court, Cleveland. Colonel Lansing H. Beach, United States engineer, de- scribed canal operations in various parts of the country. How “Water-Borne Traffic on the Great Lakes” has grown in about half a century from a few small cargoes to one of the greatest tonnages in the world was interestingly told by Harvey D. Goulder, general counsel of the Lake Carriers’ association. In 1679, the GrirFIn, of about 45 tons. was built. She made one trip and was never heard from again. In the forties of the past century a great statesman, in speaking against a land grant for a canal to con- nect Lake Superior with the lower ‘the waters, said one might as well propose to project commerce up into the moon as into the upper lake region. A few years later the state of Michigan made the improvement and the freight move- ment through the Soo that year was 14,503 tons. In 1916, it was 92,000,000 tons. The general opening’ of navigation, © Mr. Goulder said, might be fixed as 1855, the date of the opening of the canal. The growth in lake traffic has resulted in cheaper manufactured prod- ucts not only along the lakes, but in every part of the country, as the cost of carrying grain and ore on the lakes is only. about one-tenth the cost on the railroads. In the evening a motion picture lec- ture on the handling of bulk freight on the lakes was given by J. D. Carey, of the Cleveland river and harbor com- mission. The Wednesday session was devoted to the discussion of the resolution adopted at the Montreal convention a year ago, calling on the interstate com- merce commission to investigate ter- minal and port conditions. and ex- pressing the need for increased terminal efficiency through pooling and the joint use of terminals. This matter has al- ready been taken up with the com- mission. The discussion was opened with a general presentation of the prob- lem of port terminal efficiency in its relation to the economic situation in Americas and to the preparation for trade expansion when peace comes, by Edward F. McSweeney, Boston. Millions of dollars have been spent on docks, he said, but much of it’ was wasted because there was no vision in planning. Facilities back of the docks were in isolated groups, controlled by separate railroads. Duplication of work, delay and congestion resulted. How Wooden Ships Are Built---V (Concluded from page 376) most universally at the present time. In some old ships the frames are square to the load waterline instead of to the keel. In such cases, the neces sary allowance must be made. To determine whether or not the frame is horizontally square to the keel, the following procedure may be adopted : A point is selected on the middle line of the keel at some distance from the 383 - fulfilled, H. Baars Handling Facilities frame to be horned, as it is termed, and two other points are marked at equal heights on each sidé of the frame, Say at a frame head. The distance from these latter points to the point on the middle line of keel: will be equal if the frame is horizontally square to the keel. It is not necessary to horn every frame in this way nor to check its vertical inclination, since by the aid of ribband battens, when one frame is set correctly a number of others can be set by reference to it. It is, how- ever, advisable to institute checks at intervals. The breadth of the ship at the different frame heads also should be checked from time to time, so that by plumbing and horning, the frames of the ship can be so shored and secured as to insure her external surface being of the designed form. Putting on Arch Straps’ The general method of reinforcing the frames of a wooden ship. with . steel strapping have been discussed in a previous chapter. When arch strap- ping, using 14-inch universal plates of the type shown in Figs. 75 and 76 is. employed, the frames must be mortised out properly to let in the straps, so the planks will rest on a fair surface. The method of doing this is clearly indicated in Fig. 76, which also. shows how the butts of the straps are fastened together and how the straps are bolted to the frames. The upper part of the steel arch where it rises to a point above the main deck is shown in Fig. 75. This form of strapping costs about $3000, including about $1500 for labor and fastenings. Near the stern of the ship, the frames must be carefully heeled to the dead- wood. Fig. 82 shows how this is done. It also shows how the deadwood is clamped together by means of chains and wedges before it is edgebolted. Alleging that it chartered the Amer- ican schooner W. H. Ciirrorp for voy- age from Pensacola, Mobile or Gulfport to a safe port on the west coast of Italy, and that the agreement was not & Co., Pensacola, Fla., have sued the McIntyre Lumber & Export Co., Mobile, for $60,000. Dr. S. B. Grubbs, for several years in charge of Federal health service at Boston, has been detached for field service. His place will be taken by Dr. Donald Currie, Honolulu,