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an : 94 THE MARINE REVIEW THE TAY AND DISTRICT ae Caledon Shipbuilding & Engineering Co., Ltd., Dundee.................004. oe 3 13,427 8 12, Dundee Shipbuilding Co., Ltd., Dundee (see also associated firm of the Goole Ship- building & Repairing Co., Ltd., Goole; The Humber)..........5......-. 6 4,670 1 100 Wviontrose Shipbuilding Co., Montrose. 6 oo. fo. Se is vce es oe ee 1 60 ao Tous. a 10 18,157 9 12,288 THE DEE AND THE NORTH Fiatl, Russell & Go;, Ltda Aberdeen «5 iwi ses ac eee ee ee 17 5,682 19 ee John Duthie Vorry Shipbuilding Co., Aberdeen... 05.5. 50 0. 4 BAIL 17 as Alexander tiaile& Co; ltd. Aberdeen. 02. wc ieee 10 2,195 11 , Wee Cr Stepuen, banit. eve ee 11 957 Aberdeenshire: Coast and Moray. Firth: Pirms. 225k ae Ges ok wee es 49 2,544 oe Bors cures ected 101 14,849 47 9,608 ako 741,067 431 627,647 Grand Totals for Scotland.. . 469 35-foot channel and, with the lowest water plane steadily receding, it will take probably more than dredging be- fore a 35-foot channel is obtained." Water Still Receding Mr. Surveyor goes on to say that he is convinced that the low water ' plane has subsided in the last 40 years anywhere from 2% to 3 feet, and that this fall has practically all taken place mm the last 25 'years. He thinks the three causes of the subsidence are the deforestation of the St. Lawrence basin, the enlarging by dredging of the controlling sections of the river, and the diversion towards the Mis- sippi river by the Chicago main drain- age canal of a large volume of water which formerly passed to the sea via the St. Lawrence river. It is likely that one of the first actions of the new executive will be to consider this report and to urge the government to take steps to pre- vent further lowering of the water level in the St. Lawrence. . Internal Combustion Engines The navy department is continuing the development of the Nuremburg type of internal combustion engines for experimental installation in the fuel ship Maumee at the navy yard, 'New York. The plans for the engine cost the government about $32,000, which includes a license to manufac- Cure: bureau of steam engineering showed that the Nuremburg type, which promises to be satisfactory for the purposes of driving the fuel ship, was the cheapest obtainable. Another en- gine might have been purchased, but it would have necessitated about $100,- 000 for the right to manufacture. Some of the Diesel engine people wanted almost the entire available $250,000 for engine plans they would supply, according to reports. Having had some experience with the Nu- remburg type, it was explained, and recognizing the advantage of having a concern in this country familiar with its construction and design, it was decided that it would be more advantageous to adopt the Nuremburg engine than any of the other types. Negotiations conducted by the- For the present and until large in- ternal combustion engines reach a higher state of development, the naval engineers prefer the steam turbine for the propulsion of battleships, not- withstanding the fact that at ordinary cruising speeds the turbine is less economical than the reciprocating en- gine. However, the engineers are encountering considerable difficulty with some of the battleship turbines now in use, involving delays in re- pairs. There has been some trouble with the main turbines of one type and with the cruising turbines of an- other type. In several of the destroy- ers the blades have been stripped from the cruising turbines, but there has been no trouble with the larger or full-powered turbines of this type. For high power and for speed above 20 or 21 knots the expert naval view is in favor of the turbines. Green Bay Harbor By A. G. Wells Among the great projects, of which there are very many worthy ones, for the development of our water- ways, calling for millions upon mil- lions of dollars, there seems to be danger of some of the smaller ones, which can be brought into practical use by the expenditure of much smaller amounts, possibly, but a few thousands, where far better propor- tionate returns can be obtained, being overlooked. In other words, are there not many practical and entirely feasible water- ways, where nature has_ provided nearly everything required, but. still calling for a little of man's assistance, to make her gift available? Is it not wise, in fact, good public policy, to have such cases promptly improved, even while the bigger prop- ositions about which the writer has naught but favorable comment, are being exploited. We believe that the current readers of THe Marine Review are more vi- tally interested in what promises early returns, that the present genera- tion may receive some of the advan- tages, by increased business and prof- its, whether they are manufacturers, March, 1914 dealers, vessel owners, or otherwise interested. ; One of these comparatively small, but highly important places, we be- lieve to be in what is known as the Green Bay Harbor. There are few places that have shown as rapid an increase of shipments, compared with 'the amount of money expended by the government on harbor improve--- ments, as at Green Bay, Wis. So far this expenditure has been used ip dredging to secure an 18 ft. channel into Fox river, where it enters the waters of Green bay. This improve- ment has been taken advantage of quickly, but as the dock frontage within Green Bay city is quite lim- ited and mostly improved, why is it not good business and public policy, to extend that 18 ft. channel along and up Fox river to Depere, the head of the lake level, thereby making available further room for dockage, for nearly five miles on each side of the river, or 10 miles of frontage in all, accessible the entire distance, by the great systems of railroads, the Chicago and North Western and the Chicago, Milwaukee & St. Paul, also the Green Bay & Western. In addi- tion to these, it affords transportation by river boats, up Fox river to Lake Winnebago and the Wolf and upper Fox river beyond, affording excellent and cheap transportation facilities, through a very prosperous and popu- lous territory. Already there is a 16-ft. channel to © Depere, and several coal docks and manufacturing plants located there, which are now only kept from making larger extensions because of the lack of another 2-ft. depth of channel, a small portion of the way only. An estimate made some years ago, - indicated that an 18-ft. channel could be opened as a continuation of the channel into Green bay, and all the way on to Depere, at a Gost of not to exceed $40,000. There is no question but such an improvement would be quickly taken advantage of by individuals and cor- porations increasing shipping and ter- minal facilities between Green Bay and Depere, and that it would be one of those cases, first referred to, where quick results would be ob- tained, for a very moderate expendi- ture: There may be other, equally as ur- gent demands in the line of smaller propositions, but we know of no more available or practical harbors needing further improvements, or which will afford better returns for the money called for in order to make it one of the largest and best on the great lakes.