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January, 1914 SE Ne PO eS EPR, Phe though it furnishes also a pen _ pic- ture of the handling of the ship and a continuous graphic record of per- formance under way, showing not cnly the interpretation of signals in the engine room as to speeds, but the promptness with which they are an- swered and even momentary varia- tions in speed under way. For instance, one chart showed a stoppage of engines in midlake with- out any shift of telegraph, bringing out the fact that the engines were stopped to secure an oil pipe which THE MARINE REVIEW cator operated by current from the Same source as the engine recording pen 'is fitted under the eye of the master merely to show him what is going on below but is not' considered an essential, or even valuable, feature. THE Review believes it to be a sub- ject for regret that its inventor an- nounces that there is no present in- tention to offer the apparatus for gen- eral use. It was developed as a mat- ter of interest only and to demon- strate a belief arising out of several instances of extensive damage at- 35 charged at the rear of the dock, thus leaving the front always open for the delivery of fuel. There are 24 ft. of water in front of the dock. This fuel dock is of crib construc- tion, 100 ft. wide, and 800 ft. long, and has a storage capacity of 20,000 tons, while the fuel pockets hold 800 tons, thus insuring a full supply of fuel at all times. The dock has its own power plant, and is lighted by electricity; it is of solid and massive construction, the cribs being solidly filled with rock. THE NEW FUELING DOCK OF THE PITTSBURGH COAL CO. AT LIME ISLAND, 'ST. MARY'S RIVER had worked loose, although not: noted in the log, and started ahead again without notice to or from the bridge. It also brings out variations in steam pressure and the consequent change in engine speeds, not apparent in the regular log without comparison of hourly counter reading and checking of averages. The Brownell passed through the terrible gale of Nov. 10 on Lake Huron and the engine record chart of that date brings out engine room conditions more clearly than any description. Although a high-powered ship, on two occasions it was found impossible to keep her head to sea at the permissible engine speeds. The chart shows the beginning of influ- ence of sea on engine speeds at about Point Aux Barques, and from then on gradual increase in racing and the enormous range in the efforts to bring her back head to sea at which times the speeds varied almost in- stantaneously from 15 to 95 revolu- tions per minute. As these engines are 54-in. stroke, the piston speed varied from 135 to 855 ft. per minute. There is no mechanical connection whatever between the different parts of the apparatus, even the operating current .for the two recording pens being derived from different sources. A visual speed and direction indi- tributed to mistakes in signals, in some of which the signal actually given and the responsibility for the damage incurred was open to serious doubt. Its description, for which we are indebted to H. Penton, of Babcock & Penton, engineers and naval archi- tects, New York and Cleveland, is of- fered as he says "merely to illustrate the results obtained in an effort to. work out an interesting and always present problem'. That it has- been solved we think will be agreed. * Lime Island Fuel Dock The Pittsburgh 'Coal Co/e new Lime Island fuel dock was put in operation in September last. The re- sults achieved fully warrant the state- ment that it is the fastest fuel hand- ling plant on the Great Lakes, as by actual test, the largest steamers have received their fuel supply at this dock in the space of five minutes. The location of the dock is ideal for its purpose, as it is situated but 1,000 ft. off the main channel, and steamers bound in either direction can reach the dock without rounding to. On account of the natural protection afforded by Lime Island, and the nar- rowness of the channel, vessels are able to reach the dock in all kinds of weather. The cargoes of coal are dis- Canada Steamship Line The board of directors of the Can- ada Steamship Lines announce the election of the following officers: James Carruthers, president, Mon- treal; William Wainwright, vice presi- dent,. Montreal; M. J. Haney,, vice president, Toronto; J. P. Steedman, vice president, Hamilton; J. W. Nor- cross, managing director, Montreal; C. A. Barnard, K. C., general counsel, Montreal; F. Percy Smith, assistant to president and secretary, Montreal; F. S. Isard, comptroller, Montreal;, J. I. Hobson, treasurer, Montreal. J. W. Norcross, managing director, announces the following appointments, effective Jan. 1, 1914: W. E. Burke, assistant manager, Montreal; H. Foster Chaffee, passen- ger traffic manager, Montreal; L. A. W. Doherty, freight trafic manager, Montreal; Gilbert Johnston, mechan- ical superintendent passenger steam- ers, Montreal; Thos. Henry, operating superintendent passenger steamers, Montreal; Peter Paton, assistant oper- ating superintendent passenger steam- ers, Toronto; H. W. Cowan, operat- ing superintendent freight steamers, Toronto; J. J. Phelan, purchas- ing agent, Montreal; R. Duguid, super- intendent engineer, Toronto; W. H. Featherstonaugh, superintendent of hulls, Toronto,