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April, 1919 all, 27-foot beam and 14-foot 6-inch molded depth. She has a water. tank capacity of 85 tons, steam being sup- plied to her engines at a pressure of 185 pounds by a Scotch boiler, 14% feet in diameter and 12 feet long, with a heating surface of about 2200 square feet and a grate surface of 72 square feet with three 44-inch corrugated fur- naces. The boiler operates under natural draft. Propulsion is by a vertical, inverted, compound engine with cylinders 18x38 inches, with 26-inch stroke. The pro- peller’s diameter is 9 feet, with 12-foot pitch. The auxiliaries consist of an 8-inch centrifugal pump and engine with cylinders 6x6 inches, two feed pumps worked from cross head, air pump worked from cross head, fire pump, duplex pump, 10x6x10 inches, donkey pump 7'%x5x6 inches, steam with cylinders 6x8 steam windlass inches, combined hand and steering gear with cylinders 4%4x4% inches, a five-kilowatt generator driven by a De Laval turbine and one steam-towing machine with cylinders 6x6 inches. The main steam pipe from the boiler to the engine is six inches in diame- ter and has a gooseneck to allow for expansion. The auxiliary steam pipe is three inches in diameter. Directly above the boiler is a steel platform for drying the hawser. The main ex- haust leading to the condenser is a copper pipe, 12 The condenser, circulating and sani- tation pumps are located on the port side of the engine while the fire pump is on the starboard side. Steam is conveyed to the. steering engine through a 1%-inch pipe. : inches in diameter. Has Three-Inch Planking The keel is 12x15 inches and 3-inch planking is used, while the center keelson is 12x18 inches and the ceiling four inches thick, with bilge strakes 6x9 inches. Her timbers are 8xll inches, tapering to 6x6 inches, in double rows, their centers being two feet apart. Some of her deci: beams are a foot wide. There is a stateroom with separate toilet aft of the pilot house for the captain and at the after end of the deck house is a large state room on the starboard side for the chief engi- neer, and a state room on the port side for two assistant engineers. At the forward end of the deck house just back of the galley is a state room on the starboard side for the mates, and a state room for the cook and ¥ THE MARINE REVIEW boy on the port side. The galley is unusually large, being 16 feet long with a maximum width of 15 feet. A large icebox is provided on the star- board side forward and the cookstove is aft cn the port side. The usual sink, provision lockers, coal lockers, mess table and shelves are arranged with respect to the greatest convenience of the cook. U.S. Yards Can Meet All Competitors (Concluded from Page 173) troop and cargo movement. Mr. Hoover's program for European relief required last month more than 15,000 tons of ships per day. Also we have the Belgian relief and other pressing demands such as rationing of Switzerland, Denmark and Italy. Thus it is still a case of ships and more ships. At our best we are sorely neglecting important trades, in- cluding overseas berths for general cargo as well as tonnage for cotton which should now be moving in large tonnage. The results may seem poor and I am ‘sure are most disappointing, and I want to say earnestly to you that we are en- tirely conscious of the situation and are doing everything in our power. We now hope to find the strain easing by the end of April and when navigation from the lakes opens we will have a lot of new ships. While these lakers are small we can put them to work with advantage in certain trades and thus release other ships to other trades. In conclusion let me urge you to con- sider carefully how much our merchant marine means to the industrial and com- mercial structure of the country. I am hopeful that some day we will have a regular line of steamers sailing on regu- lar schedule to all ports of the world, I have strong convictions on the im- portance of coupling the railroad with the ships. We must get away from a lot of old fallacies and by law must sanction and enforce principles which were formerly held unlawful. Instead of divorcing ship from railroad a unified and harmonious program must be worked out. If we are to bring to the whole country the proper benefits of a mer chant marine, the small shipper must be given an opportunity of sending his goods to all overseas markets. In a word the ship must be the extension of the railroad. It should be arranged so that a manufacturer, at say Akron, who had nothing more than one or two cases of his goods to ship to Melbourne or Buenos Aires or Cape Town, could go to the railroad agent and ascertain by reference to the ordinary railroad guide when and from what port the next steamer would sail. And, having his goods packed and delivered, he could go 185 to the railroad agent and secure a through bill of lading so that in turn he might negotiate a draft with his bankers. A brief word as to government opera- tion, I believe it to be impracticable and prejudicial so far as concerns railroads. As to ships, it is utterly impossible. I could pile up numberless arguments and illustrations on this point but I will con- tent myself in repeating that government operation of ships would ‘be absolutely . destructive to our aspiration. In un- scrambling the railroads I trust it will be arranged so that we will have at least two competitive lines to all the principal ports of export and import, and as to: ships, that it will be arranged. by a sort of franchise system, that lines will be encouraged, and supported if nec- essary, by the government in considera- tion of regular sailings, announced a year in advance, and that the government maintain a control as to maximum rates. Surveying the world as our market I have in preliminary form sketched more than 20 lines in regular service to foreign destination. This includes regular sail- ings from Atlantic, Gulf and Pacific ports. Reflect on what this would mean. You are all business men—explanaticn and emphasis by me ‘is not necessary. There is much to be accomplished. The program is short but to clear the road many prejudices have to be over- come and selfish interests stifled. If you see the vision and realize its importance set to work with determination to awaken the public mind. Without a popular and insistent demand we cannot expect to succeed. It must be brought home in a selfish way to all classes of people— the shipworkers, the farmers, the factory workers, the railroad men, the manufac- turers and the bankers. Death of T. C. Morrison Thomas C. Morrison, secretary and treasurer of the Harvey-Morrison Co., vessel operator of Cleveland, died Feb. 26 of pneumonia. He was 33 years of age and had been associated with R. H. Harvey since the incorporation of the business in 1905. nee For eight years the company operated the Jesse SPALDING carrying coal and rails. From 1913 to 1916 the company operated the SPOKANE carrying news- print paper from the Soo to Detroit. Later the company purchased the pack- age freighter LenicH. This vessel was converted into a bulk freighter, the first reconstruction of this kind ever carried out. In 1918 she was sold to Cuban interests. She could not be transferred, however, so the company operated her on the lakes. Mr. Morrison had been associated for 15 -years with his father, Frank Morri- son, who is the oldest compass ad- juster on the lakes. He is survived by his widow.