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236 Mary's Falls canal and St. Mary's river, during which time the first great masonry lock at the Sault, then by far the largest canal lock in the world, was built. When this work was completed, Mr. Noble became resident engineer on the construction of an important bridge over the Red river at Shreveport, La. From 1883 to 1886 he was. general assistant engineer to the Northern Pacific Railroad. In the year 1886 to 1887 he was resident engineer on the construction of the Washington bridge over the Harlem river, which at the time was the largest arch bridge in existence. For the seven years follow- ing Mr. Noble was resident engineer on the construction of several very large and important bridges over the Missis- sippi at Memphis and Alton; over the Missouri, at Bellfonten, Leavenworth; and over the Ohio, at Cairo. In 1895 he was appointed by President Cleve- land a member of the Nicaragua canal board, which visited central America and examined the route proposed for a Nicaraguan canal and also the Panama canal; the board completed its work on Nov. 1, 1895. In that same year--1895--Mr. Noble 'received the degree of LL. D. from his Alma Mater; he received a similar de- gree from the University of Wisconsin in 1904. Mr. Noble was appointed by President McKinley in June, 1899, a member of the Isthmian canal commission. This commission had charge of the selection of the best canal route across the isthmus; the Panama canal has been constructed substantially on the lines given in the report issued by it. While on this commission, Mr. Noble, together with his colleagues, visited Europe to examine the existing canals there, and to look into the data which the French Panama Canal Co. had in Paris; they also made several trips to Central America to consider more fully the various Central American canal routes. Consulting Engineer Panama Canal In 1905 Mr. Noble was appointed by President Roosevelt a member of the International Board of Engineers to recommend whether the Panama canal should be constructed as a sea-level or as a lock canal. This board consisted of thirteen members, of whom five were nominated by foreign governors, and Mr. Noble was one of the minority of five Americans who recommended a lock canal. The views of the latter were adopted by the government and_ the canal has been built in accordance with their recommendations, In March, 1907, Mr. Noble was one of the three appointed by President Roosevelt to visit the Panama canal, with the object of investigating the THE MARINE REVIEW conditions regarding the foundations of some of the principal structures. This duty was completed in a few weeks. He was obliged to decline a similar appointment two years later. From the very inception of the plan by the United States to build an Isthmian canal, and from the commencement of the preliminary investigations and sur- veys to the adoption of the final plan, and the commencing of the actual con- struction of the canal, Mr. Noble was continuously identified with the project, and deserves as much credit for the solution of the engineering problems as anyone who has been connected with this great work. Deep Waterways Commission To revert to earlier work of his in other spheres, we may state that in July, 1897, Mr. Noble was appointed by President McKinley a member of the United States Board of Engineers on Deep Waterways, which carried out surveys and drew up estimates for a ship canal to be built from the Great Lakes to deep water in the Hudson river. In Nov., 1901, the city authori- ties of Galveston, Texas, appointed him, in. conjunction with «Mr; Henry. GC: Ripley and General Robert, the three forming a board of engineers, to devise a plan' for protecting the city and suburbs from inundation. They recom- mended the building of a solid concrete wall over three miles long and 17 ft. in height above mean low water, the raising of the city grade, and the mak- ing of an embankment adjacent to the wall, The whole of this work was estimated to cost about three and a half million dollars, and the plan recom- mended by the board has since been carried into effect. From 1902 to 1909 Mr. Noble was chief engineer of the East river division of the New York extension of the Pennsylvania railroad, - 'and had entire charge of this most dificult piece of work, involving, as it did, a very accurate survey across Manhattan, and the construction of the foundations of the Pennsylvania station, of land tunnels, and of the East river tunnels, all of which included difficult and most troublesome work. Since 1909 Mr. Noble had engaged in general consulting engineering practice, his firm's name being Noble & Wood- ard. Probably the most important work he dealt with in his Capacity was in relation to the dry docks built for the United States government near Hono- lulu. He was also for a time consulting engineer to the Quebec Bridge board, consulting engineer for the Board of Water Supply, New York City, and for the Pubile Service Commission of the First District of the State of New York. June, 1914 Mr. Noble was past-president of the Western Society of Engineers, of the American Society of Civil Engineers, and of the American Institute of Consulting Engineers. In 1910 he was awarded the John Fritz medal for "notable achieve- ments as a civil engineer." In 1911 he was elected an honorary member of our own Institution of Civil Engineers, a distinction which he most thoroughly merited. In 1912 he received the Elliott-Cresson medal of the Franklin Institute "in recognition of his dis- tinguished achievements in the field of civil engineering." Mr. Noble married, on May 31, 1871, Miss Georgia Speechley, of Ann Arbor, Michigan. They have one son, Mr. Frederic Charles Noble, a graduate in engineering of Ann Arbor University, 1894, who is now following his en- gineering profession in New York City. The subject of our memoir was deeply interested in all questions which concerned the engineering profession, and during the last few years of his life he took a most active part in the organization and upbuilding of the American Institute of Consulting En- gineers. He rarely missed a meeting of the institute or of its council. His unfailing good humor, his kindliness and sweetness of disposition, his sound com- mon sense and good judgment, his youthful mentality, his quick and sure , perception, and his modesty, invariably impressed his colleagues with whom he worked on many committees. A Rare Character He possessed a combination of strength, gentleness, tact and discern- ment rarely met with. He was uni- versally respected by all who had any business dealings with him. The plain workman, the man with the pick and shovel, the contractor, the technical engineer, or the president of a great corporation, all appreciated the nobility, simplicity and honesty of his character. His personality was such as to evoke the faithful and enthusiastic loyalty of his subordinates, and the deep, strong and lasting affection of all those who were honored with his friendship. His loss will be deeply felt, not only by the engineering profession, of which he was a most distinguished member, but by every one who had the good fortune to know him. The steamer L. C. Waldo, which stranded on Manitou island, Lake Su- perior, in the gale last Nov., has been released by the wrecker Favorite and taken to Portage. It is the intention to bring her to a Lake Erie port for examination. The underwriters have settled for the Waldo as a constructive total loss.