The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

June, 1910 ordered (June 5, 1910) for the. Pacific fleet. He has had <a total of less than two years' engine room experience and has been three months as chief engineer aboard ship. He could not get a license as second assistant engineer in the mer- chant service. Such are a few of the facts regard- ing the Pacific fleet and it is typical of the whole. Does any sane man be- lieve that a navy so 'officered is ef- fective. : We have had impressed upon us the necessity and nature of the long and thorough trainings of our naval officers, and we have rested serene in the belief in their efficiency, but it requires neither imagination nor ad- ditional evidence to forecast our hu- miliation in the day of battle, fue reports of the admiral and the navy yard commandant were not the truth; they were made deliberately and THE Review believes, to cover up the facts. Tue Review has here made public but a part of the disgraceful record and is prepared to verify every assertion made and more, and without going outside the department. Now note the sequel. A statement made public in Washington in the last week in March, noting the return of the Maryland, West Virginia and California from the. target practice previously referred to, stated that if the boiler repairs reported necessary were authorized, together with the wo forward cylinders of the West Vir- ginia (the damage to which was earlier denied), the yard force would have to be increased from. 2,400 to 3,100 and to work three shifts, to get the ships ready by Aug. rz. Seven hundred men four months to "make minor repairs." Tue Marine Review maintains that as at present constituted our navy is merely of straw, and submits that its case is made out. It belongs to every citizen, the press, and congress to demand a rehabilitation at the hands of others than the crib-fed incompe- tents now in charge. A PIPE-FITTING KINK. On attempting to bend metal tub- ing of comparatively small thickness and large diameter, the tube will "kink" or "wrinkle" at the inside of the curve if means are not provided to prevent it. For steel and brass tubing two methods are in common use for obviating this difficulty,--heat- ing so the metal may flow, and in addition filling the tube with some compact but flexible substance. The ordinary material used is rosin, which is melted and run into the tube. TAE. MaRINE. REVIEW Ataprominent pipe shop on the Pa- cific coast, where large quantities of steel tubing from 2% in. to 8 in. in diameter, and brass voice tubing vary- ing from 1% in. to 3 in. in diameter, are bent, dry sand has been found to be the best filler. The sand must be "bone dry, Gf, on heating the tube; .if the. sand. is) damp, there is likelihood of an explosion from the steam formed. Another reason for the use of absolutely dry sand is that damp sand is apt to clog in the tube, forming air pockets, which invariably produce a "kink" at the bend. DEVICE FoR FILLING TUBES WITH SAND. The accompanying illustrations show a mechanical device that has been de- vised for rapidly filling the tubes with sand. It was found that hand filling was too slow and laborious to be sat- isfactory; to fill a 12-ft. length of 5-in. steel tubing took three men three hours. The mechanical filler needs but little explanation. It consists merely of a plate, under which is set an air ham- mer to vibrate the tube, a framework of pipe for holding the tube in place and a barrel to hold the sand. The Za/ * tube to be filled has its lower end fitted with a wooden plug and 'is then placed on the overhanging plate of the the the ing machine, the large flange holding lower end roughly in place and short swinging piece of pipe hold- the upper end. The quick-acting gate valve in the barrel is then op- ened and the hammer started by hook- ing the lanyard on the trigger in the notch provided. The pipe is tested from time to time by striking with a mallet, and, of course, sand must not flow too fast. There is a trolley and a block near the. barrel filling it with when it becomes empty. What used to take three men three hours is now done by two men using for sand this device in less than three-quarters of an: hour. NEW YORK PILOTS SCORED. The peititon of the Oceanic Steam Navigation Co., owner of the steam- ship Georgia, for limitation of lability for damage occasioned by the collision which resulted in the sinking of the steamship Finance on Nov. 26, 1908, was granted by Judge Hough in the United States district court, New York, on June 1. The collision took place in a fog in the main ship channel inside Sandy Hook and both vessels at the time were in charge of licensed port pilots, Nichols navigating the Georgic and Dougherty the Finance. Judge Hough, in his filed memoran- dum, says that both vessels were at fault because their navigators failed to comply with article 16 of the inland water rules which requires the stop- ping of the ship's engines when fog whistles are heard forward of the beam. This was. admitted by both pilots. Judge Hough's comments were: "In this as in many other collision cases arising in New York harbor the result is reached with mortification in that I am convinced that the pilots thrust by local law upon vessels of great cost, well manned and equipped, and carrying valuable lives, are guilty not of errors of judgment only, but of total ignorance of the fundamental statutes affecting their calling. The depositions of all the pilots testifying in this cause have been scanned in vain to find any indication of knowledge by them of such matters as the narrow channel rule, or of even a statutory recommendation to stop the engines promptly on hearing a fog whistle forward of the beam."