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) FE AO Oe MOREE RTE Le PONT Ee ee A Cee Yee | February, 1914 ment is pretty nearly absolutely up to the officers of the ship. ing on in this country today a great agitation with reference to safety of employes. A good many of you know the states are passing compulsory com- pensation laws. We should not go at if in a haphazard "way. li that com mittee is appointed, as I suggest, if they make recommendations for safety appliances on the ships and they have been discussed by the board of di- rectors and have the approval of the association, then think the. Lake Carriers' Association should see to it on every ship in the association that they carry out the. purpeses of the association with reference to safety." There is go- Sketch of Octavius Narbeth Octavius Narbeth, who has during his past two years represented Lloyds Register, at Cleveland, has been trans- ferred to Philadelphia. During his stay on the lakes, Mr. Narbeth won the esteem and respect of all with whom he came in contact. Mr. Nar- beth began his career as shipwright apprentice in Pembroke dock yard, in OCTAVIUS NARBETH 1883, where he received a most thor- ough training. At the completion of his apprenticeship, in 1892, he was transferred to the Chatham yard. Up- on the completion of his examinations, in 1895, he was appointed as admiralty overseer of battleships building by contract at the Navy Construction & Armament Co.'s yard, Barrow-in-Fur- ness. In-1898 he accepted a position as Lloyds surveyor at Middlesborough in Yorkshire, being transferred in 1905 to Hartlepool. He was appointed THE MARINE REVIEW senior surveyor in charge of the Great Lakes in 1912. He is succeeded at Cleveland by Evan Edwards. Address of Harvey D. Goulder At the annual dinner of the Cham- ber of Commerce, Buffalo, at the Ho- tel Statler, on Jan' > 7, "Warvey -D) Goulder, general counsel for the Lake Carriers' Association, was the prin- cipal speaker. In his address Mr. Goulder traced the history of lake trade from the time of the Griffon, noting each step until the construc- tion of the canal at Sault Ste.° Marie, which marked the real beginning of lake trade, and then carrying the sub- ject down to today. He also traced the growth of ves- sels and showed that in point of act- ual freight shipped, Duluth-Superior is the. greatest port in the world, though its commerce is confined to a period of eight months in the year. Buffalo he held to be second. Coin- cident with the growth of the ship he traced the development of dock ma- chinery for handling the bulk freight trade. In his conclusion he devoted attention to the great November storm, relating a talk he had with an experi- enced master who was out in it. "The wind was blowing seventy to eighty miles an hour,' said Mr. Goul- dere "The. seas. were the ereatest that the master had ever seen in a life experience on the lakes. He had his: great ship in the most. perfect trim. A short distance ahead of him was: another 'ship. He was barely able to hold his ship head to, expect- ing any moment to be blown around into the trough of the sea. He saw the ship ahead blown around in that manner, the seas washing over her so that at times they could only see the pilot house and the smokestack. And when she was blown around he .re- marked: to his mate, 'That ship is doomed, and I am afraid it will be our turn next,' and then the snow set in so thick that they saw no more of the ship. "T asked the captain what he en- deavored to do, and what he could have done for their assistance and he said that there was absolutely noth- ing. They could not get to her nor could they launch a boat. 'Within half. an hour, he added, 'we blew around.' He could not bring his ship head to. He finally managed to have ber go off before it, went down some miles, then attempted to bring her around. He let go one anchor and eased the chain to prevent shock and breakage; then he let go of the other anchor, working his engine full speed 73 ahead and finally got her head to with the waves making a clean sweep over his ship, and then both chains snap- ped, but he had succeeded in getting her head to and kept her so. There was some shift of wind which aided, and in the morning, unable to see on account of the snow, the mate sound- ing with the deep sea lead, the captain saw over the side roily and muddy water. The mate reported 22 fath- oms--132 ft. of water. The captain told the mate he could not believe this possible because never in his ex- perience had he ever seen anything but pure limpid water in that place; nor could he believe that the storm could .stir up..a =bottem at, such 4 depth. They repeated their sound- ings until certain that they were in 22 fathoms: Mr. Goulder stated that both own- ers and masters are endeavoring to ascertain whether any possible im- provement in construction or equip- ment will make for better safety, al- though it is hoped that no such storm will come again as will stir up the bottom of a great lake at a depth of 132 At, Seattle Construction and Dry Dock Co. The Seattle Construction. & Dry Dock Co., Seattle, Wash., has put out a very elaborate folder concerning its equipment. The development of this plant since it was taken over from Mo- ran Bros. has been very rapid. It has been developed into the largest ship- building and repair plant on the Pacific coast, covering 27 acres, and is served directly by five trunk railroads. The plant now consists of a 12,000-ton float- ing dock, a 3,000-ton floating dock, and is now adding an 8,000-ton dry dock as well. Deep draught obtains right up to the company's plant, enabling even large sailing ships to reach it un- aided. It is completely equipped with pattern shop, joiner shop, foundry, ma- chine shop, boiler shop, blacksmith and forge shop, bolt shop, pipe shop, galvanizing shop, saw mills, shear legs and various cranes. The new 12,000-ton floating dry dock was finished during 1913. It is the in- tention of the company to immediately increase it to 18,000 tons lifting capac- ity, and it will then be capable of dock- ing practically any vessel on the Pa- cific. The company is prepared to give immediate dispatch to all vessels visit- ing the port. This yard is thoroughly equipped to build or repair anything from a battleship to a tug, and its bus- iness will undoubtedly be greatly stim- ulated when the Panama canal is opened to commerce.