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IN THE ENGINE ROOM. THE ENGINEER IN NAVAL WARFARE. The North American Review for May contains a most able symposium under the above title, which consists of a discussion of the most important military topic of the age by such eminent authorities as Commodore George W. Melville, Engineer-in-Chief of the U. S. Navy; W. S. Aldrich, professor of mechanical engineering in the University of West Virginia; Ira N. Hollis, an ex-naval engineer and professor of engineering at Harvard; Ira N. Hollis, of the American Society of Mechanieal En- gineers; and President George Uhler, of the Marine Engineers’ Beneficial Association. The views of the last mentioned we give in part, first, as they seem to furnish to lake engineers and their friends the best preparation for what the others have to sap, The ex- tracts are given with the kind permission of the North American Review. Mr. Uhler says in part: ‘The system and licensed tonnage of our merchant marine comprises 6,919 steam vessels, on which serve 21,006 licensed masters, mates, and pilots, with 17,530 engineers for duties relating to the motive power. In our navy, before the ending of the civil war, there: were 2,463 deck officers and 2,279 engineers. It will be seen that with the business methods of the merchant service in peace, and for the needs of the navy in warfare, the number of officers below deck is nearly equal to that doing duty above. ‘The entire force of merchant engineers, as given above, would not be available in the event of war. Of the steamers there are 8,000 engineers whose licenses do not permit them to take charge of a watch on a sea- going vessel. We have remaining then, about 2,500 steamers with 9,000 engineers. While we have no official physical examinations, it is safe to say that of the latter number at least one-sixth would be debarred, by constitutional impairments or by injuries received in line of duty, from entering the naval service, which re- ceive only men in perfect health. This would leave, as possibilities for war requirements, a force of about 7,500 licensed engineers. “During the year 1864,the time of its maximum strength the regularly commissioned navy consisted of about 600 vessels, including about 100 on the western rivers. In addition to these the quartermaster’s department of the army built, purchased, or otherwise employed about 650 steamers of over 150 tons measurement, and the ‘other military departments had undoubtedly 150 more _vessels of such sizes. We have, then, an approximate total of 1,400 steamers. Should we have, in future, both coasts and the lakes to defend, it wonld be but a moderate estimate which would give us 2,500 steamers for all war purposes. In the construction, repair and maintenance of these the engineers of the merchant marine would have a work which would fully occupy their whole force. War would stimulate, not depress, business on the rivers and a part of the lakes, so that the commercial demand for engineers in their localities would be increased rather than lessened. ‘‘Despite the substantial pensions and other benefits whice should result from such a course, the records of our organization show that very few ever enlist in the navy. Its whole system is distasteful to them, exalting as it does one class of officers unduly, while it minimizes the importance of the engineers. Yet we hear constantly that in time of emergency the engin- eers of the merchant marine will seek these difficult and dangerous positions, whicn in time of peace have no attraction for them, and yet an excess of deck officers is maintained for unexpected emergencies in the navy. while no provision is made for the sudden needs of the engine room. “Our merchant vessels are not over-crowded with en- gineers. There are hundreds of tug boats running with asingle engineer, and official records show that it is not unusual for one of these men to remain continuously in the engine room for over twenty-four hours, sleeping only when the engines are stopped. This evil has been considered by our association, which proposes that it shall be corrected. ‘The man who presumes to know tells us that the lo- comotive engineer will be transferred to the mercantile marine. Will railroads stop running in time of war? Will not their traffic be increased rather than dimin- ished? The locomotive driver is undoubtedly at the THE MARINE RECORD. head of the artisan classes, but itis not always requi- site that he shall have a trade. It is not expected that hey shall make repairs, since all overhauling is done at terminal stations. On the other hand, the necessi- ties of the merchant service require that those in charge of the engines shall be able not only to manipulate but repair them. “The only man who seems- unaware of these and other engineering conditions, within and without his service, is the sailor or officer of the American Navy. Since he - has possessed for a century nearly all of its honors and emoluments, the reform of the naval organization sys- tem will never take place with his approval. It must come from Congress. ‘The distinguished Engineer-In-Chief of the Navy is not only a friend, but an honorary member of our or- ganization. For years Commodore Melville has studied the problem as to the most effective use upon force in wart and our executive officers have confered with him repeatedly in regard to it. Therecan be no better man than he, with his years of experience and his wide knowledge to suggest a measure which shall utilize for the national defense, the Marine Engineers’ Beneficial Association, a body which is powerful both in number. and influence. ‘The full measure of its patriotism and of its regard for law and order has been signally shown on more than one occasion. The maritime bodies of Cnicago know that it was the conservatism of the Marine Engineers which prevented the great strike of 1894 from being a success, and which saved that munici- pality from being turned over to riot. In conflict be- tween labor and capital our people have invariably won. Nearly all of onr people have trades; and if it shall ever be necessary for them to leave their ships, they can earn a living elsewhere and prolong the contest indefinitely. ‘The force of the Naval Reserve, as officially stated, is something less than 5,000 men. ‘The rosters of the or- ganization of the various States show that but three en- gineer officers have been authorized in the entire com- plement; and yet the Naval Militia receives national bounty, and is under the control of the Navy Depart- ment. A naval reserve cannot be efficient which fails to recognize the engineer as an integral part of its force. If, in peace weare denied entrance to this body, wherein are we fitted for usefulness in war? “Signal failure has always resulted from the attempt of others to do the work of naval engineers, and yet there are too few of the latter in our service. They have been crowded out of our war ships to make room for an excess of deck offers. Our organization now realizes the power which it possesses. We propose that Con- gress, and not the regulations prepared by a few sailors, shall settle the question as to how we shall co-operate with naval engineers. ‘This is under discussion by the 100 local associations which compose our membership. “There should be extended to the navy the system of the Merchant Marine, which gives engineers immunity from the interference of mates on deck. The directors of our corporations find this necessary; with this system in our navy we should hear no longer the complaints as to the unsatisfactory organizations of our warship.”’ Mr. Uhler concludes with a few comments on the now pending legislation in Congress, and especially com- mends the Wilson-Squire engineering and educational bill. Eyngineer-in-Chief George W. Melville opened his paper with quotationr from high English, French and American engineering authorities, printed within a fortnight of each other, all dwellings upon the growing importance of the naval engineer’s duties. He con- tinues: ‘‘This is the age of the engineer, and he will be the great factor in modern warfare, whether the con- test be waged by land or by sea. The rapidity with which the division of an army can be moved by mechan- cal means may decide the destiny ofa nation. ‘The efficiency of the modern battleship, which is a series of separate compartments, must depend upon others beside the commander, It will be influenced by the endurance of the firemen behind the ram, that un- seen stoker whose station is in front of theroaring fur- naces. The training of men around the decks will be a simple matter compared with the organization of an efficient force in the engineand fire rooms. The trained engineer is acombatant in naval warfare, for he is not only exposed to all the dangers from the ram and the torpedo, but also to the perils that confront him in the management of boilersand engines, “to define his. worth. “Advantages have been given me to study the ques- tion of how our engineering personnel should be edu- cated. It is imperative that they receive military train- ing, but the safety of our fleets demand that all shou'd obtain more engineering instruction than is now given — at the Naval Academy, when the cadets assigned to tke Engineer Corps are given but one year in,.marine en- gineering. ‘The co-operation of the many scientific col- leges and schools should be secured without delay.” Commodore Melville concludes as follows: ‘‘In build- ing battleships without providing for atrained and suf- ficient corps of naval engineers, there is a royal road to disaster and defeat, There is a path to victory found by recognizing the fact that the advent of the engineer, with his industrial methods, isa direct gain to 7 effi- ciency and glory or the oad service... “Tf the engineer is not worthy of official edeopaaion: and of some of the emoluments of the naval service, as he stands in that magazine of death, with clear train and steadfast courage, holding in his firm grasp, the heart strings of the ship, then a new lexicon is required If he falls. beneath a maze of wrecked machinery or within a blast of scalding steam, or sinks to ocean depths in the closed compartment, either he dies as heroes die, and his career has-been honorable, or the world needs revision.”’ g THE GOODRICH LINER. IOWA. The passenger steamship Iowa, whicn is being rebuilt for the Goodrich Transportation Co., by Burger & Bur- ger at Manitowoc, will be placed on the Chicago-Mil- watikee run as soon as completed, which will be some time in June. She will be one of the most elegantly fitted steamers upon the lakes, having seventy-six state- rooms, capable of accomodating 156 passengers. Twenty-four of the staterooms will be on the hurricane © deck, giving an unobstructed view of the lake from both sides. The new steamer will be 215 feet in length and thirty-five feet wide on the main decks. A deep steel plate will extend fore-and-aft and close ‘unider the beams, the whole forming a very strong truss, all under the cabin deck, stronger and superior to the old style arch. The hull will be sheathed with iron, thus en- abling her easly torun through ice during the winter months. The engines will be of the compound type, with 950 horse power. ‘Two boilers of the Scotch type with a capacity of 150 pounds working pressure will furnish the necessary steam. perio f iar: et SP Past National President George P. Wilson, of the Marine Engineers’ Beneficial Association, is now with the Magnesia Sectional Covering Co., With headquarters at Philadelphia, Pa. I With each copy of Beeson’s Inland Marine, Directory for 1896 sold by us, we will furnish FREE a copy of — “Ts RECORD Directory of Masters and Engineers. if rr VISIBLE SUPPLY OF GRAIN. As compiled for THE MARINE RECORD by George F. Stone, Secretary Chicago Board of Trade, May 2 1896: WHEAT. CORN. OATS, RYE, BARLEY ear SR Slag Bushels. | Bushels | Bushels, | Bushels, | Bushels, Albany coco esccnccces|ssce sey Sen 30,000 Baltimore . 34,000 692,000 Boston ,... 3,000 135 000 Buffalo, ..... 1,209,000} 894,000 GOSS ANOAES \ sicin a oniellivie Cereeea euall law cacfuacpiel all aemcelnimning Chicago ....cc.ccccecs 15 817,000] & 725,000 6 aHlOAt . sa cartis 5) ovwezauen o's | yrciein’y civ'o's wh empieaes aw & Cincinnati, . 8,000 2.000 Detroit. ,......,00see8 261,000 21,000 sat “goats tthe, SUM ik. oe eel tees ake as Duluth and Superior. 11,911,000 95,000 OAR ews owen) o eeslee bdisnapelid: 17.000 Kansas City,, 164,900 Milwaukee... ten 2,000: i afloat ‘ siyaieds bil iagg Minneapolis, .... v.se.{ 18,715 000] 57,000 Montreal...........+.| 844.000 15,000 New York. coco... 50s 202.000} 556,000 “ afloatie G65. SATE AOR ihan ed oee loc eases on loca be bl eae ieee QSWEZO on oe oS enceje's oinle de ceaniatt 54,000).. Peoria , 15,000 36.000 Philadelphia 105,000} 125,000 St, Louis .. 1,041,000 319 000 Ke afloat Rance 138,000)... Toledo...... 629,000 au. 000 (Co BHORU acs oe alone cain’ AG Toronto ..... 16,000 ” 22000 On Canali cis ieee 205,000 142,000 On Lakes, ........... 2,295,000) 1,706,000 On Mississippi = 179,000 Grand Total, ..,...... 55,519,000) 11,319,000) 8,240,000) 1,494 900} 1,138,000 Corresponding date S96 Sos seacceee ces 62,196,000) 9,354 000} 5,816 000} 127,000 402,000