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o2 these two sets of results and it is much to be regretted that if Mr. Fletcher has the curve and data he speaks of, that he should not find it possible to publish them, for then a direct comparison could be made and he would have something to substan- tiate his statements, while now we are asked to accept them unsupported as they are by a single scrap of evi- dence. It should be quite apparent to any one that the turbines were not doing their best so far as revolutions were concerned, but we have distinctly stated that we wanted service condi- tions and we got 'them. For the benefit of Mr. Winship, I would say that the 27 in. was not the reading, but the correct vacuum, after deducting an error, of approximately two inches from the ship's gages. It was not convenient to check these gages before the test and therefore the error was not known at the time. All gages furnished by the Institute of Technology, and several that were loaned by the Crosby Steam Gage & Valve Co., were tested both before and after, the trip. If a much greater vacuum is to be obtained on the Governor Cobb it would certainly be necessary to re- set the gage hands, for with the point- ers hovering around 'the 29-in. mark, the engineer is not likely to speed up the air pump to any great extent. It is possible that an error similar to that affecting the gages of the Cobb also affected the gages of the Har- vard, at the time Mr. Winship found 29% in. vacuum. It is also interest- ing to note that readings of the boil- er gage on the Governor Cobb had to be corrected approximately seven (7) Ibs., but the engineers had apparently not suspected it. We are gratified that such men as Mr. Taylor and Mr. able to put upon our results the same interpretation that we ourselves placed. The results, while evidently falling be- low the expectation of some of our members, are pretty closely in line with results reported from abroad and are not unfavorable to the turbine as compared with the reciprocating en- gine. To. conclude let me say that the charges of incompleteness are mani- festly unfair, the charge of misleading untrue, and the charge of inaccuracy absolutely false. A man who jumps at conclusions that are not justified, or one who fails to comprehend defi- nite distinctions, or one who does not figure correctly, is very likely to be misled by his own errors and should Burleigh were - THE Marine REVIEW be very careful how he discusses such - a paper as this. In behalf of the authors, I wish to assure the president that their "casti- gation" was taken in good part and that they feel honored that the so- ciety should have devoted so much time to this paper. ATLANTIC COAST GOSSIP. Office of the MARINE REVIEW, 1005 West Street Bldg., © New York City. Trans-Atlantic passenger travel, both east and westbound, has increased to such extent that the year 1907 shows nearly double the figures for 1904. The pas- senger movement for last year was 972,- 640 greater than for the year 1906. The westbound, or travel from Europe to the United States, reached a total of 1,699,- 340, which is 200,000 in excess of the combined east and westbound travel for 1904. Eastbound travel for 1907 consist- ed of 1,257,328 persons, the increase be- ing apparent in every class. The east- bound steerage rush, which occurred dur- ing the last two months of. 1907, was mainly responsible for bringing the total steerage figure for that year to 550,045, whereas the westbound steerage num- bered 1,364,688. The annual report of the Panama Rail- road Steamship Co. shows a loss from operations for the fiscal year ended June 30 of $37,158. For the four months of this fiscal year to Oct. 31 the deficit has been $64,101. The Government Steam- ship Co. runs in competition with several lines to the Isthmus, its principal com- petitor being the Hamburg-American Steamship Co., which has a regular line of steamers sailing weekly from New York to Colon and South American ports. The Cunard liner Pannonia, while 1la- boring in a severe westerly gale encoun- tered on the voyage from the Mediter- ranean to New York, was hove to while the surgeon, with the assistance of a surgeon passenger, performed an opera- tion for appendicitis on one of the steam- ship's coal passers. Methods of cure without an operation had been resorted to, but the man's condition became such that an immediate operation was impera- tive. To allow the surgeons to work, the big liner was stopped for one hour. The British steamship William Cliff, which successfully towed the disabled steamship Cambrian more than 1,000 miles, has arrived at Liverpool. The Cambrian was picked up in mid-Atlantic, on Dec. 16, with a broken shaft, and af- ter experiencing considerable trouble through the hawsers parting, was eventu- ally towed to Crookhaven, wuitl he. Sicula Americana Steamship Co., of Messina, controlled by William and George Pierce, of the firm of Pierce Brothers, who are also owners of the steamers employed in the service under the Creole line, of which Hirzel, Felt- mann & Co., 11 Broadway, New York, are the agents, have appointed that firm general agents of the Sicula Americana Steamship Co. The company now main- tains a fortnightly service from Naples, Messina and Palermo to New York, and handles an extensive passenger and freight trade. Steamers arriving at New York have reported sighting, near Batnegat, N. J., the mast of a submerged schooner. A vessel's yawl which came ashore at the Harvey Cedars life saving station show- ing signs of having been hastily cast off, gives further evidence of a disaster at Seas Off that poimt- A five-masted schooner, with foresail hanging over the side and jibboom broken, has also been reported in the vicinity of Barnegat. Captain T. A. Curtis and crew of the schooner Thomas A. Ward wish to ex- tend their thanks to the captains and offi- cers of the following vessels: Schooners Amazonense, Apache and Judge Penne- will for their kindness and timely rescue from the waterlogged schooner Thomas A. Ward. The Regina D'Italia, of the Lloyd Sa- baudo, against which was an attachment for $1,067,690 was filed recently, sailed last Saturday for Italian ports. Vice Consul Cesare Conti, general agent of the line, filed a bond to secure payment of the attachment. The attachment was obtained by Hugh Laing, agent of Sir James Laing & Sons, Ltd., ship builders, England, the papers stating that the money is due for ves- sels built by the firm for the company under contract of Aug. 6, 1906, with interest from that date. The Thomas W. Lawson has been abandoned by the London Salvage As- sociation, as it has been found impossi- ble to save the big schooner. The entire cargo is also a dead loss. Because of the demand for facilities at Boston, plans have been prepared at the navy department for a third dry dock at the navy yard, the dock to be 500 feet long with beam and depth sufficient for any vessel. The Gloucester schooner fishing Ag- nes V. Gleason was wrecked on Ban- tam Ledge, Me., on Monday, while mak- ing for Boothbay harbor, and will prob- ably be a total loss. Capt. Gilman Gal- 3 ;