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March, 1916 time, trouble is sure to ensue if any steamer fetches-up on the bottom. Un- der such conditions, rear end collisions are almost inevitable resulting in ex- tremely expensive and vexatious delays to navigation in general. The channel is likely to be completely blockaded. At one time last year a congestion involv- ing 100 ships resulted from vessels going aground in the channel at Lake St. Clair. Mr. Coulby suggested the erection of semaphores at the heads of the Livingstone channel and the St. Clair canal in order to control the intervals between down-bound steamers. He also recommended a double chan- - nel at Port Huron, each waterway to be 800 feet in width instead of a single 1,600-foot channel which has been sug- gested. In pointing out the advantages of the double channel, he stated that in all walks of life there is always some fellow who wants to take his half of the road out right in the middle. With two channels, separated by a ridge, such a practice would be impossible and danger of head-on collisions would be absolutely eliminated. Captain S.C. Allen, -Pittsburgh Steamship Co., chairman of the Lake Carriers’ Association committee on aids to navigation, stated that his practical experience led him to prefer two chan- nels at Port Huron instead of a single 1,600-foot waterway. He also said that owing to the unsatisfactory conditions Gn Lake St.. Clair, the fight keepers should be provided with telephones which would permit them to communi- cate with authorities in Detroit and Marine City in case of grounding or other accidents. Boats Run Too Close In further discussion of Mr. Coul- by’s suggestions, Capt. T. E. Murray, of the Cleveland Cliffs Iron Co., Cleve- land, stated that in his opinion the boats have been permitted to run too close together in the Livingstone channel. He agreed with Mr. Coulby that where steamers are only a quarter of a mile apart they have little opportunity to avoid a rear end collision in case of grounding. ‘ Owing to the fact that the vessels travel at different speeds, Capt. Murray recommended that navigation through the canals be regulated accord- ing to distance rather than time, stating that if the vessels are kept a mile apart serious accidents will be avoided. In an informal rejoinder, Mr. Coulby stated that he preferred a definite time interval on account of the difficulty of estimating distances. With reference to the proposed im- provements in the vicinity of Port Huron, Capt. Ralph J. Lyons, Great Lakes Steamship Co., Cleveland, stated that in his opinion the channel at the rapids should be widened 200 feet and THE MARINE REVIEW. that this work was more important than the establishment of two channels opposite Port Huron. The discussion was closed by the passage of a resolu- tion introduced by Mr. Goulder direct- ing the committee on aids to navigation to investigate the subject thoroughly and report to the executive committee. Welfare Results Gratifying In his report as chairman of the wel- fare plan committee, J. H. Sheadle of the: Cleveland. -Chiffs Iron ‘Co., © viee president of the Lake Carriers’ Associa- tion, stated that the human element is the most important feature in a. con- sideration of the relations between the employer and the employed. Continu- ing, Mr. Sheadle described the gradual drawing apart of employer and em- HARRY STONE ploye in the period of industrial ex- pansion following the civil war. He explained that misunderstandings began to develop with the complex relation? created by the employment of thousands of men and told the efforts later put forth to solve the difficulties that have arisen and improve the conditions of the employed. Mr. Sheadle’s remarks are reported in detail in another part of this issue. The afternoon session was featured by a report on the activities of the steamboat inspection service in connec- tion with the seamen’s act, presented by Frank B. Smith, chief engineer, Pitts- burgh Steamship Co., chairman, com- mittee of engineers. Mr. Smith pointed out that ring buoys are now apportioned according to the length of the ship, “without regard to the trade in which the vessel is engaged. A 600-foot Great Lakes bulk freighter, therefore, must have as many ring buoys as the largest 89 passenger steamships operating under the American flag. The new law pro- vides that vessels 600 to 800 feet in length shall have 24 buoys, of which 12 must be luminous. These buoys cost $3.82 each with an additional $3.50 for lights. The cost of fitting out a 600- foot freighter with ring buoys under the seamen’s: act, therefore, is $133.68. There is some doubt, Mr. Smith stated, whether the inspection service will require the installation of an oil room aft, in addition to the regular oil locker forward. He pointed out that- waste cans equipped with self-closing covers are required, although it has been demonstrated that spontaneous combustion never occurs in waste soaked in petroleum products. Mr. Smith also outlined briefly the general features of the Alexander bill intro- duced in congress on Dec. 14,1915. This bill deals with the equipment and management of the engineers’ depart- ment on the shipboard in considerable detail. The speaker also deprecated the present practice of leaving so many de- tails up to the option of the local in- spectors. Although the steamboat in- spection department is complaining that it has insufficient men to conduct its operations properly, at the same time it is spreading out and continually at- tempting to increase the range of its activities. More Young Engineers Needed Mr.. Smith also. urged -the necessity of action to provide a larger number of assistant engineers, suggesting that this could be accomplished by amending the present government regulations. The question of wages for the en- suing season was not taken up at the meeting, but the matter has been given some attention by members of the ex- ecutive committee. However, it is quite certain that some changes will be made in the Lake Carriers’ schedule for 1916. The matter will be handled by the executive committee and no action may be taken until shortly before the men go to their boats. Carrying charges were cut in 1914 and 1915 but no reduc- tions were made in the Lake Carriers’ schedule, and the men on the boats re- ceived the same wages as they did in 1913. Ore rates have been advanced 10 cents a ton for 1916 and the men will get some of the returning tide of prosperity. The Grain Clearance Corporation, which guarantees the outturn of cargoes was operated at a loss in 1915, and wound up the season with a deficit of $10,000. In view of these circumstances the Corporation proposed a revision of its arrangement with the Lake Carriers. Accordingly, a resolution was _ passed providing for the appointment of a com- mittee to meet with the Grain Clearance