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March, 1914 tendency to roll the ship over, rather than assist in righting her. It is quite apparent that the smaller vessels are better sea boats than the big modern ships. The form of wave on the lakes is too short to lift these very long and heavy freighters THE MARINE REVIEW which has usually marked the conduct of the men in the larger ships to- wards those in the smaller vessels. Structurally there is noted a tend- ency to return to a 24-ft. center hatch, though a ship with hatches spaced 24 ft. centers is no stronger than one 15 fore and aft direction. In the more modern vessels built with 24-ft. hatch centers the opening fore and aft has been 12 ft. It is to be noted else- where that the new Carruthers is to have her 24-ft. center hatches spaced with openings 10 ft. 6 in. fore and aft. Chief Engineer Mayberry's Statement I am chief engineer of the steamer Howard M. Hanna Jr. We left Lorain on Saturday, Nov. 8, 1913, at. ten Ocigck in He morning, with # tou Garga 3 coal, about 9,100 tons, bound for Fort William, Ont. We _ passed Port Huron Sunday - mornimne, shortly after 5- o'clock: 1 went on duty Sunday morning about 6 o'clock. With me in the en- gine room were the second as- sistant engineer, John Cunning- ham, and Joe Dewey, oiler. We have three firemen on the boat and one was on watch. When we passed Port Huron, the weath- er-was good and it was also: fait and clear when we passed Harbor Beach, at: about 11-30, but at that time the wind was blowing quite hard; the direction then being about northwest. After passing Harbor Beach, the wind shifted some and became about north. Be- fore half past one or two o'clock the weather was hazy, but there had been no snow, but about that . time; about half past two, it be- gan to snow. The wind contin- ued about north, sometimes be- ing a little to northeast and other times to northwest. The boat made small headway, although the engines were all right and we had a sufficient supply of coal. About two o'clock I went down in the engine room. I was running the siphon and pumps to keep the water out. I put up canvases over the dynamo so as to keep them running. Everything went well until about 6:30. Then the oiler's door was smashed in on the star- board side, and the two engine room doors went in and the win- dows. At. that time. the 'water was rushing in the engine room awfully. About 7:30 the chief engineer's room's windows and doors went in and then it seemed one after the other went in just as they came. Then the cook's room and dining room went. The woodwork was carried away, part coming into the engine room and part went overboard. The water kept coming in until we went on the beach at ten o'clock. Lights didn't go out until we went on the beach. Engines didn't stop until we went on the beach. The smoke stack bent over before we struck and was carried away about the time we struck. Throughout the entire storm until we went aground the engines and all the machinery of the boat were work- ing perfectly and we had all nec- essary fuel. When tthe ship fetched up about ten o'clock Sun- day night she was about 600 to 1,000 ft. northeast of the Port Austin reef light and heading northwest by north. The port side of the vessel was on the reef and the starboard side evidently free because we were unable to get bottom by sounding. The waves continued to dash over the vessel. All hatches were carried away and it was impossible to go from one end of the ship to the other until: about two o'clock Monday afternoon, when the sec- ond assistant engineer went for- ward and = narrowly _ escaped drowning in doing so. Shortly afterwards some of the forward crew came aft; the engine room crew stayed in the kitchen and mess room. Tuesday morning, about nine o'clock, nine of the crew went ashore in the only boat of the ship that had not been car- ried away. Tuesday forenoon, about ten o'clock, the Port Austin life saving crew came out to the Hanna; the life saving crew first took six of the Hanna's crew ashore and then came back and took the rest. This accounts for the 25 men of the Hanna's crew. 'Monday afternoon, when the sec- ond assistant went forward and when the forward crew came aft, it was noticed for the first time that the ship had broken in two at about No. 7 hatch; at first the break seemed to be 3 in., but when we left the vessel on Tues- day, it seemed to have increased to about 7 or 8 in. And when we left the steamer, she was full of water and all the upper works carried away. . Throughout the storm I was in communication with the forward end of the boat and with the cap- worked perfectly until after we went aground. I am sure that the steering gear of the vessel worked all right, because the chains pass through the engine room and | could see and hear them working all right. Several times and at different times throughout the storm the captain telephoned me, asking me if the engine was work- ing all right, and | informed him that it was, and he told me they were trying to hold the vessel into the sea, but were unable to do so. I do not know of any- thing going wrong with the steer- ing gear at all until atter the vessel fetched up. All there was to it is that the vessel got into the trough of the sea and could not be worked out and the heavy wind and sea carried her until she went aground. All the men on the engine room crew worked the best I have ever seen men work anywhere, and every man did his full part even when the water was coming into the engine room in torrents. Per- sonally I do not know of anything that could have been done that was not done and I lay the dis- aster altogether to the terrific storm that we encountered which was the worst I have ever known in all my years of sailing. 'About 8 o'clock Sunday night the heavy sea coming over the after end of the boat washed away part of the woodwork and carried part of the woodwork and the steward's wife down the engine room stairs, the steward's wife landing at the foot right beside me, but so far as I am now ad. vised, she was uninjured. We had plenty of steam until the vessel went aground. The fire room crew had been increased as the storm increased, so we had no trouble on that account, but immediately when the vessel went aground water came into the boil- er room and the fires were put out. When we left Lorain we had in the coal bunkers probably 300 tons, so that when the vessel went aground, we had probably 250 tons of fuel coal. and therefore breaks over and pun- ishes the vessel instead of lifting and passing under it. One of the direct results of the storm has been to bring the masters themselves into closer relationship and to break down the barrier of reserve tain by the telephone, which with hatches spaced 12 ft. centers, There are obviously, however, less hatches to attend to and the danger of loosened hatch covers is reduced accordingly. In the older type of vessels with hatches 24 ft. centers, the hatch openings were 9 ft. in a The vessel with hatches spaced 12-ft. centers has an obvious advantage in loading ore, as the pockets are also spaced 12-ft. centers, but in unloading tests made a few years ago showed but little appreciable difference be- tween a 12-ft. center boat and a 24-ft.