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March, 1916 tertainment and profit, but they pro- vide them with an opportunity to se- cure jobs, and when there is no open- ing on board ship they find them something to do ashore. As an illus- tration, the Duluth office found em- ployment ashore for 73 men the past season when there was nothing im- mediately offering aboard ship. Moreover, the men everywhere, ap- pear to exercise an individual moni- torship in their attitude toward the assembly rooms, for there has been very little disturbance and few ejec- tions for disorder. It has come to the point where the men themselves are keeping order and are jealous of any misconduct that disturbs the normal operation of the rooms. The Lake marine savings plan is growing annually. Commencing in 1911 there were at the‘end of that season 391 bank accounts in force; at the end of 1912 there were 909 accounts, with 1,145 at the end of 1913, 1,317 at the end of 1914, and at the end of last season 1,919 accounts remained in force. The merit of this plan does not lie in the sum total deposited, but rather in the effect upon the men of the spirit of thrift. It automatically makes a different kind of men out of them. We have to get close to the indivi- dual to realize the actual work the Lake marine savings plan is doing. It cannot be gotten at by merely con- templating figures. You must get in touch with the man himself. There is a gulf as wide as the seas between the man who has money in hand and the man who is strapped. One takes a courageous front view of life be- cause of independence, while the other takes the discouraged view of one beaten. Besides the seamenship schools, so successfully held last winter, a num- ber of the progresive officers on the ships conducted classes, holding ses- sions each trip during the season just closed, and the interest was so great that they report that never before have they had the crews of such quality as they had last year. Maintaining Good Health The general health of the men man- ning the ships this past season has been excellent, but there is one point that must be further emphasized, and that is the water supply. Areas of supply have been marked out and are well followed, but something more should be done in this direction. There should be an entirely inde- pendent piping system for drinking and cooking water tanks. The matter was taken up by the welfare plan committee last season, and the fleet engineers committee THE MARINE REVIEW called into conference. The fleet en- gineers unanimously.came to the con; clusion that every ship should beso © equipped. So that there might be some data to intelligently proceed in this mat- ter three separate owners made such an installation on one of their boats, the cost of one being $71.63, of an- other $48.19, and of a third $107.09. It will be noted that the cost, even under varying conditions, is small. low to ‘ay “HE annual report of the Great ; Lakes Protective Association for 1915, presented at Detroit, Jan. 21, contained some pertinent suggestions on winter moorings, portions of which are as follows: “All vessels should be moored with good Manila lines or wire cables, suf- ficient in number and satisfactory to the inspector. In all exposed places and also in places where freshets or floods are liable to occur, all vessels shall use one of the anchor chains for mooring, carried to the dock with a long lead and made well fast. One anchor and chain to be at all times ready to drop. “Winter mooring of vessels. will not be approved at wooden elevators, they may be taken to the elevators for prompt loading or discharging, neither of which shall be unduly pro- longed, and on completion, they must be moved well clear of the elevator and properly moored for the winter. “In rivers and slips, where freshets are liable to occur, vessels shall be moored singly to the dock, no two being abreast. Mooring will not be approved alongside of river banks. where freshets or floods are liable to) carry the vessel onto the bank. © “All vessels must have a competent . shipkeeper aboard at all times, ex-, cept where proper day and _ night watchmen are in charge on the dock, whose duty it is to watch the ves- sels moored thereat. Where two ves- sels of one fleet are moored close together, one ship-keeper will be con- sidered sufficient for the two vessels. “At old docks and docks where piling is poor, mooring will not be approved unless new piling is driven, in a manner satisfactory to the in- spector. “Both light and loaded vessels mooring under the breakwater at Buffalo, shall be moored head to the breakwater, distance therefrom not to exceed 50 feet, utilizing every ring in the breakwater, which will leave the vessels approximately 50 feet apart. One of the anchor chains. 90 fath- 99 It would seem then that with such .an installation, the observance of the proper water areas; and care of the system when installed, that adequate provision would be made for a safe water supply. The United States government pub- lic health service is now making a study of this question, and we be- lieve that it is. in the line of the progressive work of this association matter, to lead: in this not follow. : oms long should be used forward, di- vided into two 45-fathom shots, run cut from each hawse pipe, securely fastened aboard the vessel to the . windlass. The outer end of one chain should be shackled to a ring in the breakwater. A bight of the other chain should be shackled to a ring, and one bow anchor left shackled on the end of this chain and dropped into the water close to the break- water. In addition to the above for- ward fastening, a good hawser at least 10 inches in circumference (which must be practically new) should be run from each side of the bow to the rings.in the breakwater .and securely fastened thereto and on board the vessel; it should be so At- ted that the surge of the vessel will be taken on these hawsers before fetching-up on the chains. “The mooring aft should consist of two anchors of the same weight as the bow anchors. The bow anchor not in use may be taken aft together with 90 fathoms of chain, and an ad- ditional anchor secured. The chains should be run out of the stern chock in two parts, with bight of chain se- curely fastened aboard the _ vessel. The two anchors should be shackled to the ends of the chains and run out and dropped the full length of the chains. Mooring by Anchors “In the event that more vessels wish to moor than the rings in the breakwater will accommodate, such vessels shall moor head to the break- water, not less than 150 feet apart, with two anchors down forward, and two anchors aft, the same weight of bow anchors with 45 fathoms of chain out to each anchor, provided that the position of the vessel and holding ground is satisfactory to the underwriters’ representative. Under no circumstances shall a vessel not permanently moored, moor alongside or make fast to another vessel al- ready permanently moored.”