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Ss" SS SS ake Carriers’ Stand is Ay Department of Commerce is Pleased With Announced Inten- tion to Obey Seamen's Law—Correspondence is Published HE announced intention of the ; vessel operators of the Great Lakes to comply fully with the provisions of the seamen’s law, has attracted much favorable com- ment. In like ~ degree, given government officials for their action in assisting operators to meet the peculiar situation caused by the law going into effect only a month before the close of the season of navi- gation. Inspectors are advised to consider the intent of the operator, and if satisfied that the law will be complied with, to avoid such steps as would render hardships to vessels busily closing their season’s opera- tions. To secure a clearer interpreta- tion of the government’s viewpoint on disputed provisions of the law, William Livingstone, president of the Lake Carriers’ Association, and Harry Coulby, president of the Pittsburgh Steamship Co., recently conferred with William C. Redfield, secretary of com- merce, at Washington. This example of team work is fur- ther borne out by correspondence be- tween Mr. Redfield and Mr. Living- stone, recently made public by the former. Mr. Redfield brought up the question of safe operation of ships during the closing weeks of the sea- son in the following letter: Will you permit me to lay before you cer- tain suggestions on matters of deep mutual concern and to ask that you kindly give them thoughtful consideration? If I am correctly informed, pressure upon the transportation’ companies on the Great Lakes is likely to be unusually severe this fall up to the very close of navigation, This will arise from the need for transporting the largest possible tonnage of ore to supply the active iron and steel industry through the winter and also from the enormous crops of the northwest, for the prompt handling of which sufficient railway facilities may not al- ways be available. The situation, therefore, may call for the fullest use of all obtainable vessels as late in the season as practicable. Under these circumstances risks may _ be taken which would under ordinary circum- stances be avoided. Under the_ pressure of supposed necessity cargo capacity may be taxed to the utmost and precautions may be neglected in the rush of work which may well mean the loss of life and property should a severe storm catch vessels unexpect- edly during the coming boisterous weeks. I refer of course to freight vessels only. It is not my wish to criticise in advance or to assume any purpose-of neglect. In two important respects, however, the department has no power under the law to control dan- gerous practices if and when they exist, and it is concerning these in particular that I now appeal to you’ to warn vessel owners in advance of the danger that may follow if these matters are neglected. As regards the overloading of vessels, the power of the department would end when the inspector called the attention of the captain or other controlling officer to the fact of such overloading. If, however, the captain or owner chooses, the vessel may proceed and the law can not stop her. The same is true as re- gards the trimming of cargoes and the stow- ing of goods. As to both these it may be said that the self-interest of owner and captain approval is: Motor Ship Co. would lead to taking proper care. Experience, however, shows this is not always so. Many owners, many captains, doubtless the greater number by far of both, will take care in such matters. Some captains, however, will hesitate to take the care they wish if they feel the owners are pressing them for time and cargoes. Some owners will take risks for a great stake that their own sober judgment would not ap- prove were the reward for passing the risk less visible. In both cases the responsibility that exists toward the crew of the vessel is- overlooked, and I can not too strongly urge on you that this is a_ grave responsibility which can not be set aside. I trust, therefore, that you will take such measures as will bring these matters promptly and plainly to the attention of the members of your association and that your great in- fluence will be thrown strongly in favor of exceptional care in these directions. Mr. Livingstone’s reply was as fol- lows: The views expressed in your letter of Oct. 7 correspond exactly to my own ideas, and I heartily reciprocate. your views, and I am pleased to ak also that I am sure they are reciprocated by the whole of our executive committee. 5 Perhaps one of the best expressions in that line, is to enclose a copy of a circular which Mr. H. Coulby, president of the Pittsburgh Steamship Co., (the largest single fleet on. the lakes, comprising over 100 steamers) has sent out to his masters, which you will note reflects your views thoroughly as to safety and judgment to be used. In this connection I desire to call your attention to one fact in connection with our lake navigation which I think will interest you materially, and that is this, that on ac- count of the limited draft of water in channels connecting the Great Lakes, the danger of overloading our modern ships is eliminated, and the side hoppers in the modern ships makes them practically self-trimming. It is true, however, that we have a minor percentage of our vessels that are not strictly modern and do not have all these advantages, but on the other hand, they do not draw as much water as the larger modern vessels, carry smaller cargoes, and have all the life- ‘saving appliances and aids to safety in navi- gation. I think I am justified, however, in saying that at least 70 per cent of the vessels in our association are strictly modern vessels. I will surely be very glad to co-operate with you in anything that pertains to safety of life, property and ship. As a matter of fact, if we put it on cold- blooded business principles, it is the best course to pursue, and yet we are not unmind- ful of the fact by any means that there is something more in this world than simply dollars and cents, that safety to life comes first, and that by using every possible aid for the protection of life, we of necessity are using every possible aid for the protection of vessel and property. In making public this interchange of letters, Mr. Redfield states that “the attitude of the Lake Carriers’ Association and of the Pittsburgh Steamship Co. is so commendable that it is thought the public should be informed concerning it.” Interesting Oil Carriers HE Baltimore Dry Docks & | Ship Building Co., Baltimore, is building four steel self-propelled bulk oil carriers for the Transatlantic These boats were designed by Cox & Stevens, naval architects, New York. The vessels are all of similar construction, their lines being shown in the illustration on the. facing page. They are de- signed to carry 4,500 tons on 22-foot draught with a cruising speed of il knots an hour and a cruising radius of 8,000 miles. The vessels are being built on the Isherwood system. The boats are of the. two-deck type, with triple screw, internal combustion Bolinders engines. A Scotch boiler will be installed in the after end for heating the cargo oil and the living quarters. This boiler will be fitted for burning oil, Two. continuous steel decks will extend from stem to) stern and poop, réspectively. The dimensions of the vessels are as follows: Feet. Length over all ...¢.475.... 0020s e 7. 306 Length between perpendiculars........... 293 Beam, molded 22s. 23 toes ieee s ees cee 47 Depth, molded, to top of main deck: 243% 28 Draught, loaded .....5-.-s cree esses sees 22 The hold will be divided by an oil- tight centerline bulkhead into com- 449 pump rooms, will be provided in the wings. partments for 12 cargo oil tanks, two fuel oil tanks and two connecting cargo hold and bilge pump room forward with machinery space aft. Peak trimming: tanks will be installed at the ends. A continuous expansion trunk will be provided be- tween decks, the trunk extending 24 inches above the deck. Summer tanks Eight large cargo hatches will lead into the summer tanks and one large hatch into the hold. The design provides for a raised forecastle head and poop, navigating bridge aft, over poop, wheel house, wireless and captain’s rooms on bridge. The quarters for officers and crew will be aft, under the poop deck. The vessels will be schooner-rigged with three wooden masts, staysails and trysails. Four cargo booms will be provided on the foremast, two on the mainmast and one on the mizzen- mast for handling general cargo. The vessels’ will be equipped throughout with electrical auxiliaries, including windlass, steerer, deck winches and cargo oil pumps. Cur- rent for driving these machines will be generated by two 60-kilowatt gen- erating sets driven by Bolinders en- gines.