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July, 1885 U NDER date of May 19, 1885 the bureau of navigation addressed a communication to the collector of customs at Oswego, N. Y., refusing permission to change the name of a certain steam vessel, summarizing its reasons as_ follows: “The name GENESEE does not seem to be in any manner objectionable and the bureau is constrained to decide that the facts demand its retention.” Bureaus and bureaucrats are apt to be a bit stiff- necked in the exercise of authority but we believe that the present in- cumbents of office are decidedly more cbliging judging from a recent visit to Washington. * * * In view of the fact that today nearly 60 per cent of the American merchant marine burns oil the account given in the MARINE RECORD (then the name of the MARINE REVIEW) 40 years ago, of one of the first marine oil burning installations is of great interest. * * * Two tanks were placed on the fer- ry steamer Solano which plied be- tween Port Costa and Benicia. Pipes conducted the oil (waste obtained by refining petroleum) to the furnaces and a jet of steam distributed the greasy stuff which burned with a roar- ing noise and fierce heat. The account goes on to say that the experiment proved entirely satisfactory and saved one half in the cost of fuel, none other being necessary where this heretofore worthless commodity was used. It was predicted that other steamers and perhaps shore plants would be similarly equipped. Devel- cpments beyond the most optimistic prophecies of the time have been made. July, 1895 E ARE told that the S. S. Sr. Louis of the American Line at- tained an average speed of a little better than 18 knots, with a maximum of 19% knots, on 16,000 indicated horsepower at 85 revolutions per min- ute, on her first voyage across the Atlantic. Better speed, it was said, From the Old Log Book Stray Items About the Great Lakes, Atlantic, Pacific and Gulf Coasts and Inland Rivers from MARINE REVIEW Files of 10, 20, 30 and 40 Years Ago could be expected later on as_ the engines were not hard pressed. A full description of the machinery is then given. * * * Though 30 years have passed since this performance was recorded and we now have trans-Atlantic liners that can average 25 knots, the speed then made would not be considered slow today. In other words for sea going vessels we came to the practical maxi- mum of speed some time ago. Speed is not likely to be increased, but safe- ty, comfort and luxury will be stressed more than ever in competition for passenger travel. Yet we cannot help but feel, should an American flag merchant ship or any other for that matter attempt to capture the trans- Atlantic blue ribbon for speed, that - the Cunard line would not relinquish it without a great struggle. Tenta- tive plans are probably all ready to meet any such move. ek, fot Six new composite gunboats were to be built for the navy, three of these were to be propelled by full sail power and a single screw. The ac- count said that a sailing speed equal to that under steam power was to be expected. And this was only 30 years ago! July, 1905 OHN H. DIALOGUE & SON, Camden, N. J. had just completed the freighter LEwIs LUCKENBACH for Lewis Luckenbach of New York. A complete description, illustrated with midship section, inboard profile and plan drawings, was published in the MARINE REVIEW of that day. The freighter had three Scotch boilers and one triple expansion reciprocat- ing engine and her dimensions were; length overall 3862 feet, beam 48 feet and depth 28 feet. * * B After the death of the_ senior Dialogue the firm was liquidated and the son, who recently died, spent the latter years of his life as the highly respected and well-liked marine super- intendent of the Luckenbach Steam- ship Line. 266 An editorial rejoices over the pur- chase by the Isthmian Canal com- mission of two American built ships for the important mail freight and passenger service between New York and the Canal Zone. It pointed to the premature exultation of for- eign companies when they felt as- sured that the vessels would be bought abroad. * * * Like the poor, the _ struggling American merchant marine is always with us; today as it was 20 years ago. Let us hope that an impression has now been made upon the national consciousness and that something really constructive will be done in the next congress. * * * The Fore River Shipbuilding Co. had been awarded a contract for a twin screw turbine passenger and freight steamer by the Southern Pa- cific railway. In the 20 years that have passed this company has steadily progressed in its steamship activities. July, 1915 HAT American shipping had _ be- gun to feel the effects of the Great War is clear from a story of the crippling of the freighter NEBRAS- KAN on May 25. The chief engineer reported seeing to starboard a white streak in the water at right angles. The attack the article goes on to say constituted the gravest infringe- ment of the rights of American ships in the 11 months of warfare. The historic importance of this and other attacks on American ships is that the cumulative effect caused our participa- tion, in the war and the ultimate de- feat of Germany. * * * The story is told of the orders of the interstate commerce commission, divorcing railroads and_ steamship lines, in its administration of the then recently passed Panama Canal act. This act provided that it was un- lawful for any railway to control or have any interest in any common car- rier by water, operating through the canal or elsewhere, with which the controlling railway competed or was likely to compete.