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might of the nation. American youth of ambitious character, ideals inten- sified by fascinating work, passed along to his successors the importance of our country, emphasized in foreign ports. Traditions of the sea, the hid- den mystery of foreign ports, com- bined to form the lure which pulled at young imaginations and drew them from the comforts of a life ashore to that more rigorous life afloat. The ascendency of steam over sail not only failed to destroy this fas- cination, but by increasing the scope of traveled parts has accentuated it. Ports hitherto rarely visited, now, in the mad rush for foreign markets, are frequently reached. The depart- ure of a ship, to the watching boy on the dock, brings forth visions of pic- turesque, indefinite, ports afar, and he is consumed with a longing to go there, to be on that ship. To the boy brought up in inland communi- ties, the longing to see strange peo- ples, to hear different tongues, is just as strong. For the good of the fu- ture of our shipping, the development of the country, and for the greatest benefit to the boy himself, the most important consideration is: How shall he gratify that longing? Days ot Dog Navigation In the days of the sail the boy’s impulse could be satisfied only by suf- fering the hard knocks, the rough life, of shipping before the mast, or by signing on as cabin boy. The pros- spective mariner of eighteen then learned his navigation only through the kindness of some skipper, his sea- manship from the end of a belaying pin, his sailoring from the bellow of the “bucko” mate. The development of steam introduced new factors into the life of the seaman, yet, without detracting from the previous require- ments of his calling. Not only must he know seamanship and navigation, but he must learn the problems of single, twin, and quadruple screw ship handling as well. The intrica- cies of engineering opened up a new field, that of the marine engineer. In 28 Starboard side main deck. Looking forward Under sail. the early days of steam opportunities for gaining knowledge in that line of endeavor were most limited. Engi- neering was learned only from the practical end of a shovel, and the re- pair of frequently broken down ma- chinery was the instructor. The days of ‘dog... navigation,” where the captain knew his ship’s position along the coast by the bark of the dogs on the beach are gone. Science, coming to the aid of the navigator, has introduced new, com- plicated, apparatus, radio beacons, time signals, electric helmsmen, radio compass stations, the sonic depth finder, and many other improvements, all having for their aim, greater ac- curacy, greater rapidity, and greater safety for the vessel. Scientifically trained officers, men capable of understanding the intrica- cies of the modern bridge, are in de- mand. The average green hand, even if he is exceptionally intelligent or in- dustrious, has a long, hard, uphill, struggle to overcome the handicap AUTVUTLUUUTEUUUEHULOOAUUCOAALUCOAAT CGH A class of cadets under instruction on deck. This as- sembly is often an informal oc- casion. On board New York schoolship New- port ANNDDNYOUNTUTU DTT VEN TUL ETTY LUTTE MARINE REVIEw—January, 1931 that education imposes. Changeg conditions in the present stages of ag. _ vancement in the maritime world has precluded the methods of learning which past generations of officers haq available. Even though the average span of life has increased, the great. er quantity of knowledge to be ap. sorbed cuts down the time to do it in, Competition is keener, and the com. plexity of machinery aboard the mod- ern merchantman requires well edu- cated men on the bridge. Apparent Simplicity of Fuel Oil The engine room in a modern, high speed, turbine driven ship having small tube, high pressure, superheated steam boilers, presents an unknown maze of intricate machinery in which the old-time chief engineer would be lost. The multitude of constantly changing improvements to gain an in- crease in efficiency, and thereby lower the operating costs, requires continual study by the chief engineer of the present merchantman to keep abreast of the times. It is a far ery from shoveling “black diamonds” into the hungry, double-ended, fire tube boiler to the apparent simplicity of fuel oil. Under the old regime the only school for youngsters was the school of the “black gang,” on the wrong end of a slice bar. The road to learning was a lengthy one from fireman, to oiler, and finally, years later, with only such intermittent study as was pos- sible when off watch, the coveted “ticket” was theirs. Today there is not time to serve this long apprentice- ship. The need for a school for maritime education was recognized as far back as 1874, when the federal govern- ment loaned the United States sloop- of-war Str. Mary’s to the state of New York for that purpose and appropri- ated $25,000 annually to assist in its expenses. This ship was condemned in 1907 and was replaced by the U.S. 5S. Newport, a thousand-ton gunboat. barkentine rigged, but having the ad- ditional advantage of steam which the Sr. Mary’s lacked. This vessel be- came the schoolship Newport and ever since then has been graduating approximately twenty-five boys each year to serve later as officers in our merchant marine. To the states of Pennsylvania and Massachusetts two other naval vessels were loaned by the government and a similar amount appropriated annually to assist in their support. And, finally, during the last session of congress provision was made for a fourth schoolship to be located in California. The course on the Newport is of two years’ duration, years well spent in obtaining a practical education in navigation, seamanship, and engr neering. The evils of long apprel ticeships in these days where time 18 all important are overcome. ‘The search for a nautical education, al ways a more difficult course to fol