Full text of "Pacific merchant marine"

How the Foreign Ship Trust Grafts on the
Western Producer

The Use of Oil As a Protection at *>ea
Notes Of Pacific Coast Ports

Editorial

Report of the Special Board of Engineers
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Existing Conditions During Construction of
The Suez Canal (Continued)

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COMPETITIVE EXAMINATIONS under the Rules of the U. S. Civil

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EXAMINATIONS TO BE HELD IN THE SPRING OF 1909

Agricultural inspector, Philippine Service. '

Aid, Coast and Geodetic Survey.

Apprentice plate cleaner, tranferrer, and engraver.

Assistant, Philippine Service.

Assistant examiner. Patent Office.

Bookkeeper (men only), Philippine Service.

Civil engineer. Departmental Service.

Civil engineer, Philippine Service.

Civil engineer and draftsman.

Civil engineer and superintendent of construction.

Civil engineer student.

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Pharmacist, Public Health and Marine-Hospital Service.

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Pacifi

^%77

Merchant Marine -

Volume II

SATURDAY. MARCH 20. 1909

Number I

HOW THE FOREIGN SHIP TRUST GRAFTS UPON

THE WESTERN PRODUCER

By .J(HIN A. rKNTt>N

Then- iieviT has bofn in |M>liti<"al history a ylranwr
example of piiblii' ineii standing in their own light an»l
striking at the welfare of their constituents than that
priM«'ntetl by those Hepreseniativea in CongresH from the
middle West who have voted of late years against the
RiMtKevelt plan of aiiling and encouraging Ameriei>ii
Rteamsliip linea to South America and the Orient.

Mr. Taft haa pointed out that the uphuihiing of nnr
ii«ean shipping is the one thing in which the Republicin
party has faileil to keep its pronii.ses to the |>eo|)le. It
ii. I because a few Repn»sentatives of middle West-

II ^ have joine«l the soli»l Demoeratie opposition

■ I defeat the reeomnu'iulatioiis of the Presi<lent and the
pletlges of tBe (Jovernment. These statcsemen appar-
'•Btly have asHumetl that the buiUling and maintenance
of ocean steamships was an in<lustry which bciu-fited only
the .seuboard states on the Atlantic and I'aeitie. As a
matter of fact. Ohio. Indiana. Illinois, .Michigan. Wisccm-
■in, Iowa. Minnesota and Nebraska have more to gain
through the service of an atlequate American ocean fleet
than any other section of the nation.

Why is this so? liecause these mid<lle Western states,
together with the cotton states of the South, produce
moat of the commmlities which the I'nited States sends
over seas to foreign customers. We are depeinlent now
on our rivals in trade to deliver these American gotnls:
and our Kuropean and Asiatic rivals are keen to take
advantage of their opportunity.

The ureal department store* of Cliicago, Cincinnati.
8t. Louis. Milwaukee and Omaha do not depend upon
rival stores acro.ss the street for their delivery service.
The great newspapers of these cities wouhl not dream
of permitting their com|)etitors to handle their circula-
tioB. Kvery man of business knows that, so long as
human nature is what it is. his rival will never give him as
giMid a delivery service at as low rates as he provides
for his own ijoods.

This is exactly so in our trade with South America and
the Orient. The merchants and manufacturers of Ku
rope, who own all the few and poor ships that ply
bttween our |M>rt8 and Braxil and Argentina, take good
care to a«'e that it costs more to send a case of American
machinery or a barrel of flour to Rio Janeiro or Buenoa
Ayr»'s fnun New York than it costs to send a like com-
modity fnim (Ireat liritain or the Continent.

So on the Pacific, where British and Japanese suhsi-
diwtl competition ia at this very moment driving off the
last American shifts. When our ships have gone, these
foreigners will step in and form combinations to squeeze
our export tra«le for all that it is worth.

Do you doidit this? It is exactly what has happened
on the Atlanlic Oi-ean. A few weeks ago the news-
papers anno\mced a meeting in lA>n<lon of the foreign
'•ompanica that monopolize the carrj'ing trade between
• ur ports and South America to arrange a tnist or "com-
'ine" and increase fn-ight rates. This meetinjtwas pre-
-ide<l over by the head of the Hamburg-American Co..

the greatest Oerman shipping line, which took fast steam-
ers out of its .New York service in our war with Spain
and wdd them to the Spanisii Ailmiralty to "bum. sink
atui destroy" the commerce of riie .Vmerican nation.

This European ship trust haa ailvanccd rates from 50
to UN) per c<>nt within a short time on the provisions and
other pr«Klucts of the Mississippi Valley. Those few mid-
dle Western Congressmen who vtded against President
Roiiscvelt and in favor of defeating the ocean mail bill
last Ma.v unwittingl.v. |>erha|>s, but none the less surely.
betrayed the interests of their people.

.\nother European ship trust that dominiitcK tlie t-nrry-
ing trade between our I'aeitie Coast and Europe has raised
frei'_'bls on the Pacific more than 40(> per cent and wrung
its profits oijt of the fMiekets of our Western wheat grow-
ers. There is another European steamship trust in our
trade with the Philippine Islamls. The Stars and Stripes
float over Manila Bay. but an American ship cannot get
a homeward cargo in Manila harbor, and the last two
K'eamships in this trade are jtist being withdrawn.

Pn*sident Roosevelt regards th<' rebuilding of our mer-
chant navy as second in importance onl.v to the construc-
tion of the Panama Canal. Judge Taft in his address of
acceptance declares strongl.v in favor of the immediate
enactment of the ocean mail bill, which was halted by
the opposition of thirty odd middle Western nu-n at the last
st>»sion of Congress. This bill pn)vide8 for swift and
regidar steamship communication under the American flag
with the chief countries of South America, with Japan,
(.'hina. the Philippines and Australasia. It does not pro-
pose to give one dollar to fa.st passenger ships to Europe,
and the total expenditures under it are limited expressl.v
to the present net profits of our ocean mail service, or
about ♦.3,6nO.0<X) a year.

This hill, if it is enacted, will break the grip of the
greedy European ship trusts. It will enable us to de-
liver our own goods to our own customers. It will In-
crease the sales of the flour of the Northwest, the pro-
visions of Nebraska. Kansas and Iowa, the machinery of
Cleveland. Chicago. Detroit. Cincinnati. St. I.<ouis and
Kansas City. Eastern labor and capital may build these
ships, but they will carry chiefly Western cargoes. The
Western men who fail to stand by President Roosevelt
and Judge Taft but vote as the foreign ship monopolists
would have them, aeainst this ocean mail bill, are. as I
have said. delil>erately. and as I now wiy aifain. bdrayinK
the interest of their constituents.

ENGINEERS ON CANAL.

Full

Text of the Report of the Special Board of Engineer*
Submitted to Congress by the President.

WastiliiKlnn. February H. 190».

Sir: In accordance with jrour iniitrurtlnnii. we hsvA visited
the isthmian ranal. in rompany with Hon. William H. Taft, and
have examined the work In prosTe«a and the plans for tbe
iitnir tares as far as now devolnpMl.

We have Klren especial consideration, under the Instructions
of Mr. Taft, (o tbe foundatinns for the Ostun dam. and the
faaslbUlty of conatnictinK and inalntalninK thereon a itafe dam

■•M at "T^mt Maa Fltla," rs Mavkr« S«rr««

PACIFIC MERCHANT MARINE

for retaining water at eighty-five feet above sea level.

We have examined the slides in the banks of the canal and
the surveys, plottings and sections that have been made of
them. The subsidence in the fills in the toes of the dams and
in the railway embankments has also been examined, and we
have considered the effect of the qualities of materials thus
disclosed upon the construction of the various works and upon
their ultimate stability.

We have also considered the evidence that has been accumu-
lated as to the permeability of the different materials and the
possible loss of water by percolation through the bed and banks
of the future Gatun Lake; and the question whether such loss
of water by seepage would result in materially reducing the
water supply or in undermining and ultimately crippling the
structure.

Gatun Dam.
The Gatun earth dam is the central point of discussion, and
. we were instructed by Mr. Taft to give it first consideration in
■the light of all new evidence.

we are satisfied, both from the records of the experiments
that have been made and from our own personal examination
of the materials, as seen in cuts now open and as disclosed by
samples from test borings, that there will be no dangerous or
objectionable seepage through the materials under the base of
the dam, nor are they so soft as to be liable to be pushed aside
by the weight of the proposed dam so as to cause dangerous
settlement.

We are also satisfied that the materials available and which
it is proposed to use are suitable and can be rea'dily placed to
form a tight, stable and permanent dam.

The type of dam now under construction is one which meets
with our unanimous approval. It is a combination of rock fill
and hydraulic fill, in which the exterior faces are to be com-
posed largely of rock of all sizes obtained from the canal
excavation, dumped and laid on slopes much flatter than are
ordinarily found in earth dams, while the interior of the great
mass will consist of clayey material obtained by hydraulic
dredging from large deposits at a little distance from the dam
and carried by water through pipes to the places where it is to
be used. The material as delivered is a mixture of earth and
water. The material held in suspension slowly deposits, finally
forming a solid, water-tight embankment. The pond necessarily
maintained on the top of the dam during construction tests the
embankment at all stages of its growth, searches out any weak
points and leads to the closure of any voids or cracks.

The most practical question in the construction of the Gatun
dam is the possible slipping and sliding of the materials under-
neath and in the body of the dam. The materials, speaking
broadly, are of a clayey nature, generally impervious to water,
but sometimes slipping when subjected to heavy unbalanced
pressure or on high steep slopes when saturated with water.
In this respect the materials differ radically from the sandy
and gravelly materials which have been frequently used in the
construction of other earth dams.

In order to build a dam of these clayey materials that will
be stable and permanent, it is necessary that the slopes should
be fiatter than would be needed to secure the stability of a dam
of siliceous, sandy or gravelly materials.

The evidence that has been accumulated as to the degrees
of slope that are stable with these materials seems to us con-
clusive. The fact that the materials are slippery does not
mean that a dam built from them is necessarily less stable than
a dam built of materials that do not slip so easily. It does
mean that, in order to secure stability and permanency, the dam
must be built with a greater thickness at the bottom.

The dam as proposed is more than a third of a mile in
horizontal thickness at its base, including the rock fill portions.
The design upon which the work is now being prosecuted
abundantly fulfills the required degree of stability and goes far
beyond the limits of what would be regarded as sufficient and
safe in any less important structure.

As a matter of convenience and economy during construction,
materials have been piled up on slopes much steeper than those
contemplated in the finished work. Generally, the materials so
placed have remained in position, but in some cases slips have
occurred. The occurrence of these slips is of no serious con-
seauence either in the practical execution of the work or in the
ultimate stability of the structure. We can readily understand
how incorrect deductions may have been drawn from these
occurrences, especially by those not fnlly informed as to the
character of the materials and the ample dimensions and much
less steep slopes of the proposed structures in their final form.
We were requested to consider the proper height for the
crest of the Gatun dam, and after consideration concluded that
it could be safely reduced twenty feet from that originally

proposed, namely, < to an elevation of 115 feet above sea level,
or thirty feet above the normal level of the water against the
dam. We are also of the opinion that the sheet piling recently
projjosed under the base of the dam may be safely omitted.
The narrow cutoff trench now in progress through the upper
earth stratum on Gatun Island and elsewhere and designed to
be refilled with sluiced material should be continued.

Changes in these respects will facilitate the work of con-
struction and will reduce somewhat the cost of the proposed
work.

A full study of all the data at hand, and of the materials,
and of the plans that are proposed with the above modifications,
leaves no doubt in our minds as to the safe, tight and durable
character of the Gatun dam.

Changes in Plan of Canal.

It was suggested to us by Mr. Taft that we give special con-
sideration to those changes which have been made in the plans
of the minority of the board of consulting engineers of 1905
since the adoption of the project.

Change In Position of Lower Pacific Locks:
One of the most important of these changes is the moving
of the lower locks on the Pacific end of the canal from La Boca,
on the shore of Panama Bay, to Miraflores, about four miles
inland.

This change involved abandoning the construction of two
earth dams at and near La Boca and the substitution of about
four miles of deep-sea level channel 500 feet wide from La Boca
to Miraflores in place of a wider channel through the lake that
would have been created by the dams.

Before this change was made work had been commenced
upon the toes of one of the dams. The material had been piled
up to a considerable height on slopes steeper than were capable
of being supported by the underlying material. Under these
conditions settlements occurred with lateral displacement of
some of the underlying material. Your board, after carefully
inspecting the ground and the partially completed work, is of
the opinion that these settlements cause no reason to doubt
the stability of the proposed dams. We are unanimously of the
opinion that stable and water-tight dams of substantially the
proposed dimensions could have been constructed on the pro-
posed sites without recourse to dredging out the underlying soft
material.

The report of the minority of the board of consulting
engineers of 1905 recognized that an objection might be made
from a military point of view to placing locks on the shore of a
bay, exposed to guns of hostile ships. We now understand that
the controlling reason for the change was a military one. This
change in the plans will result in an increase in cost of the
canal by an amount judged from evidence at our disposal to
be not less than $10,000,000. We are informed, however, that
this change would greatly lessen the cost of fortification.

Increased Width of Canal.

Another change is the increase of the minimum bottom
width of the canal from 200 feet to 300 feet This applies to a
length of about 4.7 miles in the Culebra cut We understand
that this change will increase the cost of the work by about
$1.3.000,000. The work upon the excavation of the Culebra cut
under the revised plan has now so far advanced that this
widening will not delay the comj)letion of the canal.

The widening will permit ships to pjiss one another in this
portion of the canal, as they may under the original plan in all
other portions, and will otherwise facilitate navigation through it.

If slides occur after the completion of the canal, the wider
canal is not as likely to be blocked as a narrow one.

We understand that this change was authorized directly by'
you on the presentation of its advantages by the chief engineer,
and we merely call attention to it as one reason for the increased
cost of the canal.

Increased Size of Locks.

Another change is the increase of the dimensions of the locks
from 95 by 900 feet to 110 by 1,000 feet. The increase in width,
we understand, has been made in compliance with a request
from the general board of the Navy Department, in order to
allow the passage of the largest war vessels contemplated.

A large increase in cost is involved in these enlarged
dimensions.

Changes in Breakwaters.

An important change is proposed in the location of the break-
water at the Atlantic end of the canal. The plan provisionally,
adopted b.f the board of consulting engineers of 1905, and
adopted for the purpose of estimate by the minority of that.

Sold at Oceanic Pharmacy. 14S Kant St.

PACIFIC MERCHANT MAHINE

board, waa for a breakwater generally parallel with the channel,
which Included less than one-third of Llnion Bay; whereas the
breakwater In the location now proposed will protect the entire
bay and furnish a (nore commodious harbor not only for ships
using the canal, but for all other shipping which makes use of
the port. A considerable increase in cost is Involved In this
change.

We had an opportunity to view the present harbor durins
what Is said to have been the only severe norther of the past
two years, and have no doobt that a good breakwater Is a desir-
able adjunct to the canal. We are not prepared to pasa on the
precise location, form or cost of this.

A change of less Importance has been made at the Pacific
end by relocating the dredged channel leading to deep water and
Increasing Its width from 300 to 500 feet and by constructing
a breakwater from the shore at La Boca to Naos Island with
iimterlal excavated from the Culebra cut This breakwater,
now under construction, serves to prevent currents across the
ranal cut and tends to prevent deposits In the dredged channel
and to Increase the safety of navigation. The breakwater may
also serve to carry a roadway to Naos Island. These changes
Involve some additional expense.

Present Condition of Work.

It has been suggested that we re|>urt upon the condition of
(be work and the progress being made, and. If found possible
in the time at our disposal, upon the probable time of completion.
Organization.

We have seen the work under way on all parts of the canal.
We have become acquainted with the engineers In responsible
liosltlODs and have noted the orguniration and equipment.

It is our Impression that the work Is well organised and is
being conducted energetically and well.

The work Is done by day labor and not by the contract
system.

The men are well paid, well housed, well fed and well cared
for In case of sickness or accident. Houses, furniture, fuel,
water, drainage and lights are furnished to employees without
cost. Roads are built, schools supjHirted and Young Men's
Christian Association buildings provided, which are practically
club buildings. Parts of the running expenses are also paid.
The iireniises are cleared and drained and the grass kept cut.
The climate Is especially adapted to outdoor life, and the ample
ix>rrhes, entirely enclosed by bronse-wire screens, give the
greatest facility for this. We are especially pleased with the
architectural arrangements of the houses. They are admirably
adapted to the climatic conditions.

* xiiiri.o \i> OK i-i,*r I \us \T riKU ii, i kixtiiii ti..
1 >n this pier PrcalUent Houaovalt and Secretary Koot held their (arswell reception. The pier accommodates six ships.

Relocation of Panama Rallrosd.
The allnement of the Panama Railroad has been materially
"hanged south of Gatun. This change- was made because It was
<| that the swamp near the Gatuiictllo River would not
ort the very high railroad embankment required, if made ,
ordinary slopes, and a line crossing at a point higher up
river was selected, which does not, however, materially
•ase the length of the railroad. The construction of the
■oad will cost much more than was estimated by the minority
i)f consulting engineers, who were unable to pro-
of the proposed location. The recent change In
Hoitiiuii iiiiKrils more ample and convenient anchorage Imme-
diately alMve the locks.

Other Changes,

Some further changes or additions which have not yet been

fiiiiv worked out have been mentioned to us as likely to be

!" as the work progresses, namely, the dredging out of a

ill anchorage basin Immediately downstream from the Oatun

s. another for anchorage and room for turning of long ships

" l.a Hoca. and possibly another Just below the MIraflores

s. These can all be delayed until the comple'.lon of the

I -vork of canal excavation and lock building, and then

iited by the dredges that have done the main work. The

k ran thug be done without additional eqnipment and at a

.,... price per cubic yard.

Bachelor quarters and hotels furnishing meats at moderate
prices are also provided by the Oovernnient.

Hospitals are provided, free medical attendance Is furnished
to eni|iloyees, and medical attendance at low rates Is supplied
to families of employees.

A limited amount of free trans|>ortatlon. namely, one excursion
trip each month to any station, is furnished on the Panama
Railroad to employees, and half rates are given In all other
caseK. and also half rates to families of employees. Free trans-
portation in some cases, and In all other cases transportation
at rt-duced rates to and from the Isthmus, is provided to em-
ployees and their families.

Six weeks' leave of absence each year, with full pay, is given
to all monthly employees, and this Includes not only office and
engineering forces, but also the mechanical forces on the
monthly basis.

The medical and sanitary department Is especially to be
commended for its success In exterminating yellow fever and
controlling malaria, and for other measures which have made
the isthmus a thoroughly healthful place In which to live.

The cost of the sanitary department, which represents the
cost of keeping the Isthmus healthful, amounts to about 12.000.000
per vear. This is a large sum. but the work Is well done, and
any decrease In the efficiency of the sanitary service might

S*M at -That Maa Plt«a," T3 Mar ket S(re««

PACIFIC MERCHANT MARINE

readily prove disastrous to the prosecution of the main work. part to the adoption of an eight-hour day for most of the work

We believe that in no other great construction work has so instead of a ten-hour day. In part to the much greater expendi-

much been done tor employees in the way of furnishing neces- ture tor housing and care of employees and lor auxiliary works

slties, comtorts and luxuries of life at the cost of the work as than was anticipated, and in part, In our opinion, to the evident

has been done in this case, 'ihis is one reason for the high cost purpose to make the estimates ample and to provide liberally

of the canal. tor contingencies.

Progress and Time of Completion. When tne work at Panama is completed, in addition to having

We have exam'ined diagrams and statistics showing the the canal, the United Stales will own the Panama Uailroad and

amount of work accomplished by years and by months since the steamship line operated in connection therewith.
the work was taken over by the United States, and showing Type of Canal.

the amounts of the various classes of work remaining to b^ j^ ^.^^ ^^ ^^^ ^^^^ ^^^^ ^^^ ^^^^ ^j ^j^^ j^^l^ ^.^^^j_ ^^ ^^^^

done and the estimated rates of progress and times required gjj ^jn ^ ^ overrun the estimate of the minority of

for completion, it has been impossible tor us to check these ^^^ ^^^^^ ^^ consulting engineers of 19u5, and that the excava-

in detail, but we have compared them with other estimates, ^^^^ .^ ^^^ Culebra cut is being made somewhat more rapidly

and with the work obviously done, and they seem reasonable ^^^^^^ ^^^ anticipated, we have considered in a very general way

to us. m the light ot this showmg we see no reason why the ^^^ relative cost and time of construction of a sea level canal,
canal should not be completed as estimated by the chief ^^^^ ^^ ^j^^ j^^^^^.^ ^.^^^^^ ^^^,^ operated to increase the cost

engineer, by January 1, 191o; m tact, it seems that a somewhat ^^ ^^^ j^^.j^ p^^^^, ^^^^^ operate with similar effect to increase

earner completion is probable if all goes well, but in view of ^^^ ^^^^ ^^ ^j^^ ^^^ j^^^, ^^^^^ ^^^ ^^ ^^^ present time there

possible contingencies it is not prudent at this time to count on ^^^ additional factors of even greater importance to be con-

an earlier date. r t r \a/ u sidered as affecting the time of completion and cost of

Cost of Work. ^ gg^ jgygj canal. One of these Is to be found in the

In examining the expenditures thus far made it must be borne Gamboa dam, proposed to be neany 200 feet in height above

in mind that large sums have been paid for steamships, dredges, i^g foundations, which would be about sixty feet below the

steam shovels, locomotives, cars, tracks, shops and all the normal river level. Prior to the construction of this dam a

equipment that is necessary to prosecute a work of this magni- long and deep diversion channel must be provided of far greater

tuae, and also that large sums have been spent for dwellings, magnitude than that for the Gatun dam, which has been about

oiiices, buildings of various kinds, for waterworks, sewers, paving two years in progress and is not yet completed.
and other equipment, and that these expenditures have been Judging by the time required tor the construction of dams

made, in large measure, for the whole work, and that correspond- of similar magnitude in the United States, it is probable that

ing disbursements hereafter will be very much less in proportion ^ere work on the Gamboa dam to be started as soon as pos-

than they have been to date. sible this one feature of the sea level project of the board of

Colonel Goethals has presented to us an estimate of the consulting engineers of 1905 could not be completed until after

quantities of materials and the cost involved in the construction ^jje time required lor the completion of the lock canal. The

of the canal as now planned, including all disbursements thus construction of this dam at Gamboa for the control of the

far made and the estimated amounts required for completion. chagres is an essential preliminary to the excavation of the sea

These cover the greatest width of excavation, the increased size level canal for the thirteen miles from Bohio to Bas Obispo,
ot locks, the extra canal channel required by moving the Paciflo Furthermore, in addition to the Gamboa dam, the sea level

locks from La Boca to Miraflores, the improved harbor arrange- project provides for building for the control of tributary streams

ments at Colon and all other changes which have been adopted three large dams, the sites of which have not been examined,
or which are now seriously contemplated. The payments to Work is already far advanced on nearly all parts of the lock

the New Panama Canal Company are included, and also the canal, and a change in the type would result in abandoning

payments to the republic of Panama and the cost of sanitation work done which represents large expenditure.
and zone government, for which items the board of consulting Under the plan now being carried out, the River Chagres

engineers of 1905 stated that it presented no estimates. and each of the other rivers on the isthmus tributary thereto

The estimates and allowances so made seem ample to us. jg made an ally of the project. The waters of these rivers are

In some items it would seem that considerable reductions could handled economically and in such a way as to facilitate the

be made, but, on the other hand, the work is large and novel operation of the canal. With the sea level project these rivers-

and unforeseen contingencies must be expected, so that it may instead of being allies would be enemies of the canal, and floods

be that the aggregate estimate as presented is not too large. in them would greatly interfere with the work.

After deducting $15,000,000, representing the estimated receipts The excavation of the canal would be carried to forty feet

from the return of money loaned the Panama Railroad, and from or more below sea level and to a much greater depth below the

the collection of water rates to cover the cost ot municipal bottoms ot the valleys in which the upper streams now flow,
improvements made in Panama and Colon, and from miscel- it would further be necessary to cut long and large diversion

laneous sources, this present estimate of the complete cost of channels on each side of the canal for streams entering the

the lock canal amounts to $360,000,000. Chagres Valley. The cost of such lateral channels to protect

In making this estimate no reduction has been made for t^g Culebra cut alone from the comparatively small streams

whatever salvage may be realized from the construction plant formerly entering it, including work done by the French, has'

at the termination of the work, which plant has cost to date probably been not less than $2,000,000. The channels required

about $30,000,000. for the lower valley ot the Chagres would be necessarily much

The cost of the canal as estimated in 1905 is frequently longer, larger and far more expensive,
stated to be $140,000,000, but this is incorrect, as the minority d i, c ♦■ 1 1 ^ vu ♦ \

report expressly excluded sanitation and zone government and "°«='< txcavation unaer water,

the payment to Panama and the French company had already Much has been said about the economy ot excavating rock

been made. Adding these amounts, using the present estimates under water by modern appliances as compared with the cost

ot sanitation and zone government, we have in round numbers of such excavation in the dry with steam shovels after blasting,

the following: ' We concur in the opinion of those in charge of work at the

F^timatP nf the ininoritv of the board of consultine isthmus that it is more economical, where the conditions are

engineers for t"e cosf of cot^rtuon, ex'^sW^^ favorable, to excavate rock in the dry than by any under-water

sanitation and zone covernment $140 000 000 process now in use. Experience is not yet available to us

Payment" made to the ripubrof Panama' and to'the^ ' ' which will justify the belief that with the depth of cut and the

New Panama Canal Comnanv 50 000 000 quality of rock found on the isthmus, the general adoption of

Sanitltiorand^oife governSas-now-e^ 2?;o5oSo subaqueous methods would prove more expeditious or cheapen

£i..u ^ c 6 ^^1^^^^^^ j^ .^ probable that more economical subaqueous methods

™ J , J217 000 000 will be sometime developed, but it would not be wise to base

' ' a change in plan of important work upon prospective results

The difference between this cost and the total cost as now jq be obtained by any method not yet thoroughly tried,
estimated is therefore $143,000,000. Of this amount nearly one- p th w

half can be accounted for by the changes in the canal and tartnquaKes.

appurtenant works to which we have already referred, and the It has been suggested that the canal region is liable to

remainder is to be attributed mainly to the higher unit cost of earthquake shocks and that a sea level canal would be less

the different items of the work, caused in part by the higher subject to injury by earthquakes than a lock canal,
prices for plant, supplies and labor which have prevailed in the We have seen, in the city of Panama, the ruins of an old

United States since the estimate of 1905 was made, and which church, said to have been destroyed by fire, containing a long

made it necessary to offer very high wages and special induce- and extremely flat arch of great age, which convinces us that

ments in order to obtain the requisite force in a locality where there has been no earthquake shock on the isthmus during

the reputation for health was not good in the earlier years, in the one hundred and fifty years, more or less, that this

Sold at Steacy'B lVe«« Uepot, 3 StiMiurt St.

PACIFIC MERCHANT MARINE

gtnijcture has been la existence, that would have Injured the
work proposed.

Dams and locks are structureH uf grt-at stability and Uttle
•abject to damage by earthtiuukc >ihu<'ks. The successful re-
sistance of the dams and ri's«-rvuirt> suiiplytng Sao Francisco
with water, even when those structures were located near
the line of fault of the earthquake, gives coatldence In the
ability of well 'designed masonry structures and earth em-
bankments to resist earth<iuake shocks.

We do not regard such shocks as a source of serious dam-
age to any type of canal at the Isthmus, Ijut If they were so
their effect upon the dams, locks and regulating works pro-
posed for the sea level canal would be much the same as
upon similar structures of the lock canal. The (Jamboa dam
for contrulling the floods of the Chagres in connection with
the Kfu level canal provides for a lake having an area of
tweuty-uiue square miles when full, and If Ibis water were
suddenly let loose Into the sea level canal It would seriously
Injure large portions thereof and wreck ships therein. A
similar result would be reached if the other three dams of
the sea level canal retaining lakes, having an asgregmte area
of ten square miles, were to be suddenly destroyed.

Water Supply.

We believe that the sutllclency of the water supply for
lock canal has never been seriously questioned. It Is true
itiat during the dry season the natural flow of the streams
would not be sutltclenl to furnish the water required for nu-
merous lockages. There' would even be times when the natural
flow would not sulllce to make good the loss by evaporation from
the surface of the water In Gatun l.,ake. During the rainy season
there is a great excess of water which can be readily stored in
Gatun l.,ake with Its area of lt>3 square miles. It is proposed to Nil
this lake during the rainy season two feet above its normal level
and to draw It as needed during the dry season. It is computed
that by dniwlng It live feet below normal level, which draft would
leave forty feet of water through Culebra cut, the supply In a dry
year would be sutllclent to serve from thirty to forty lockages
up and an equal number of lockages down dally. E^ch lock-
age might consist of a single large vessel, or a fleet of smaller
vessels capable of l)elng In the lock at one time, as Is common
at Sault Ste. Marie. For comparison the published record
shows that an average of only twelve ships per day passed
through the Suez tZanal In 1907.

Ultimately, If needed for Increased traffic, additional water
may be held from wet seasons and made available in dry
ones. This may be accomplished either by raising further
the high water level In (Jatun I.Ake or by lowering the low
water level In the lake, this lowering being accompanied. If
necessary, by the deepening of the canal, or storage may be
provided by an entirely Independent reservoir, for which there
are excellent sites.

From our examinations in the neighborhood of Gatun dam
we can flnd no reason to apprehend Important loss of water
by seepage through the ridges surrounding the lake, while In
our judgment the bed of the lake will be practically Impervious
to water.

The water supply In sight Is so much greater than any
need that can be reasonably antlcl|>ated that the best method
of securing more water when the time of need arrives does
not require to be considered now.

Conclusions.
Your board is satisfled that the dams and locks, the lock
nates, and all other engineering structures involved in the
lurk canal project are feasible and safe, and that they can
be depended upon to perform with certainty their respective
functions.

We do not flnd any occasion for changing the type of canal
tbat has been adopted.

A chniigp to a sea level plan at the present time would
add srercly lo the cost and time of construction, without com-
p. ■ • -*, either In capacity of canal or safety of

n;, ce would be a public misfortune.

»Se cm mm in tii'' detailed designs that have been adopted, or
that are under consideration, some matters where other arrange-
me..!.. >).... ii..,<.. .,ow considered seem worthy of study. As
lli> ues are of a tentative nature and do not In

air main questions herein discussed, they are

ncK taken up in this report.

Very respectfully.
FREDERIC P. STEARNS. .lAMES D SCHtTYLER.

ARTHUR P. DAVIS. I8HAM RA.NDOI.PH.

HENRY A. AU.BN. JOH.N R. FREE.MAN.

ALl.EN HAZE.V.
The PRESIDENT.

SOUTHERN COAST.

Redondo.

llu- I'liaiiiber ol' Couiinerce of Keduiulo Miiiiouuce that
.'i!.''>i ».000 will he expended ou a new pleasure pier iu the
near future.

San Diego.

Hids have heeii ealh'd ft»r l>y lite San Diojjo Investment
C-oinpany lor two paaaeuger buata, to be titled with all
modern eonveniencea, one to have a carrying capacity of
20 1 and the other 7.').

Captain Fred Hilton of the power aloop Hercules re-
ports that the sloop Star has heen capturetl off the Lower
(..'alifoniia coast for poaching. Ini|uiry at F^nsenada,
where the Star is .said to have been taken, failed to re-
(•ei\e )i eiinfiriiiiilion of the report.

HAWAIIAN NOTES.

.V reaolution reeoiiiiiieiKJiiiu' tliat Congreaa siupend,
to stifh time as the paasage of a siibNidy bill, the existing
coastwise shipping lawa, in so far aa they pertain to
Hawaii, was defeated by a comfortable majority. The
object of this resolution wa« to allow the foreign ships
to carry freight and passengers between Hawaii and the
mainland coast ports, it being claimed that so much time
elap.ses between the sailing of American steamships that
it works a great hardship on Hawaiian travelers.

The Japanese fishermen of the islands are attracting
an unusual amount of attention at the present time be-
cause of the fact that they arc e(|uipping their fishing
sampans with the most powerful and effective engines
on the market. As the local fishing industry does not
in any way warrant such unusual expenditures the Jap-
anese had some ulterior purpose and in the course of
developments it has been discovered that they arc carry-
inu on an extensive and perfectetl system of smuggling.

Another alarming feature of the case is the case with
which these sampans ciin be converted into passenger
boats. In the event of international troid>le it is esti-
mated that fifteen thousand men could be landed at
obscure points aroimd the island with the aid of these
saini)ans.

Honolulu. — A report has been circulated from un-
known sot'irccs that the l'. S. army transport liogan had
received no injury from her recent stranding, but while
there has been no official report made as yet, the Marine
Exchange received a cablegram stating that the Logan
was badly strained and leaking forward. An investiga-
tion will be hehl shortly to fix the responsibility for the
acciilcnf.

LOCAL NOTES.

The torpedo boat Farragut eolli<led with the S. S.
Davis while in San Diego, and upon arrival at Mare Island
was compelleil to go on the drydock. At the time of the
aceiilent tin- I)a\ Is was attempting to cross the bow of the
Farragiii

The 'li>.M> Ki.-Mii Kaisha Co. will shortly enter into
active competition for the Atlantic trade, and the com-
pany is at the pres«'nt lime building four steamers which,
when running, will make Hambtirg a terminal port.

Forty vessels are preparing to depart fi>r the salmon
ftslieries of the north in the course of the next two weeks.
Tlin-e thousand men will be required this season, and
while in former seasons it was usually a hard problem to
seetire enouirh hands, this season there is no scarcity of
m-n

SnM at Prrrr Xcws Btaad, Saa Fraarlaea

PACIFIC MERCHANT MARINE

THE USE OF OIL AT SEA

(U. S. Hydrographic Office, Washington, D. C.)

Brief Rules for the Use of Oil to Protect Vessels in Stormy Waters

From the prize essay submitted to the Hamburg Nautical Union by Captain R. Karlowa of the Hamburg- American Steamship Company
n the illustrative figures, the flowing lines represent the spreading oil and the arrows denote the direction of the wind and sea

Fig.l.

Fig. 2.

Scudding before a gale, Fig. i,
distribute oil from tlie bow by
means of oil bags or through waste
pipes. It will thus spread aft and
give protection both from quarter-
ing and following seas.

If only distributed astern, Fig. 2,
there will be no protection from
the quartering sea.

Steaming into a heavy head sea,
Fig. 9, use oil through forward
closet pipes. Oil bags would be
tossed hack on deck.

Lying-to,totackorwear,Fig. 10,
use oil from weather bow.

Cracking on, with high wind
abeam and heavy sea, Fig 11, use
oil from waste pipes, weather bow.

Fig.n.

Fig. 3.

Fig.4.

Running before a gale, yawing
badly, and threatening to broach-
to, Figs. 3 and 4, oil should be dis-
tributed from the bow and from
both sides, abaft the beam.

In Fig. 3, for instance, where it
is only distributed at the bow, the
weather quarter is left unprotected
when the ship yaws.

In Fig. 4, however, with oil bags
abaft the beam as well as forward,
the quarter is protected.

A vessel hove-to for a pilot. Fig.
13, should distribute oil from the
weather side and lee quarter. The
pilot boat runs up to vnndward I
and lowers a boat, which pulls |
down to leeward and around the
vessel's stern. The pilot boat runs
dovn to leeward, gets out oil bugs
to windward and on her lee quar-
ter, and the boat pulls back around
her stern, protected by the oil.
The vessels drift to leeward and
leave an oil-slick to windward,
between the two.

Fig.l2.

Pilot Boat
Znd.Pog.

Fig.5.

Fif.6.

Fig. 13.

Lying-to, Fig. 5, a vessel can be
brought closer to the wind by using
one or two oil bags forward, to wind-
ward. With a high-beam sea, use oil
bags along the weather side at inter-
vals of 40 or 50 feet.

In a heavy cross sea. Fig. 6, as in
the center of a hurricane, or after the
center has passed, oil bags should be
hung out at regular intervals along
both sides.

Towing another vessel in a heavy
sea, oil is of the greatest service, and
may prevent the hawser from break-
ing. Distribute oil from the towing
vessel forward and on both sides, Fig.
13. If only used aft, the tow alone
gets the benefit.

Fig.l4.

Fi|.7.

Kg. 8.

Drifting in the trough of a heavy
sea. Figs. 7 and 8, use oil from waste
pipes forward and bags on weather
side, as in Fig. 8.

These answer the purpose very
much better than one bag at weather
bow and one at lee quarter, although
this has been tried with some success,
see Fig. 7.

At anchor in an open roadstead, use
oil in bags from jib-boom, or haul
them out ahead of the vessel by means
of an endless rope rove through a tail-
block secured to the anchor chain.
Fig. 14.

Sold at Oceanic PharmacT, 148 Baat St.

PACIFIC MERCHANT MARINE

In addition to the foregoing there are other cases where
oil may be used to advantat;e, such as lowering and hoist-
ing boats, riding to a sea anchor, crossing rollers or snrf
on a bar. and from life-boats and stranded vesuels.

Thick and heavy oils are the best. Mineral oils are
not so effi'ctive as animal or vegetable oils. Raw petrol-
eum has given favorable results, but not so good when
it is refined. Certain oils, like cocoanut oil and some
kinds of fish oil, congeal in cold weather, and therefore
are useless, but may be mixed with mitieral oils to
advantage!

The simplest method of distributing oil is by means
of canvas bags about one foot long, filled with oakum
and oil, pierced with holes by means of a coarse sail
needle, and held by a lanyard. The waste pipes forward
are also very useful for this purpose.

The Ilydrographie Office will be glad to publish .short
accounts of the use of oil to prevent heavy seas from
breaking on boanl. The reports should always describe
the state and direction of the seas, spec*! of the ship,
kind of oil, method and place of applying the qame,
amount used, and whftt effect it had.

NORTHERN NOTES.

Portland.

Work on the jetty at the mouth of the Columbia will
start in April, and all possible haste will be made to
bring the work to a termination, although it is hardly pos-
sible that the jetty will be completed this summer.

The California and Oregon Coast S. S. Co. have had
plans drawn up for a new boat, to operate between
I'ortlatid and Coos Hay. Hids will soon be called for and
the comi)any expect to have the boat running within live
months.

The S. S. Vulcan, while towing a raft of logs up the
river from the lower Columbia, broke a crank pin. com-
pletely crippling the port side machinery. Immediately
following the breaking of the crank pin the cylinuer
heads of the engine blew out. The engine is a complete
wreck and a new one will be installed.

The Olsen & Mahoney people, owners of the barken-
tine Wrestler, have decided to dispose of the wind-
jammer upon her arrival at her destination in Peru.
Olsen & Mahoney are disposing of all their wind-jammers,
superseding them with steam schooners, in pursuance of
a policy adopted by the several companies operating on
this coast.

The Port of Portland Commission has called for bids
on a steel hull river towboat. The bids will be opened
at the meeting on Thursday, April 8. The dimensions of
the boat are 2H feet long, 45 feet wide and 8 1-6 feet
deep.

The steamer J. Cochran has been purchased by San
Francisco cai)italists, to operate on Ptiget Sound. The
steamer is a stern wheeler and was built ten years ago
at a cost of ♦105.000.

The pilot schooner Joseph Pulitzer will be sold by the
Columbia River Bar Pilot .\s.sociation to the Port of Port-
land Commission for $12,000.

Congress at the last session appropriated $8.1.5,000
for river and harbor improvements on the Willamette and
Columbia rivers, between Portland and the sea.

The S. S. Senator will be taken off the Portland-San
Francisco run in the near future to prepare for service
between Puget Sound and Alaska during the summer.

S*I4 at Pcrrr News 9«a

A steamer which is to take the run of the Senator
was recently purchased in the East, but it is doubtful
whether it will arrive in time to assiiine its duties n|»in
the Senator's leave.

A reviseil set of regulations have been received by the
U. S. FJngineers from the office of the Assistant Secretary
of War. limiting the speetl of steam vessels, whether
propelled by screw or wliei-I. t'> eiu'lit miles an hmir wliile
within the harbor limits

Portland. — The council at a recent meeting appro-
priated $2.r)(K) for a new patrol and harbormaster's launch.
The plans and specifications have been prepared and bids
will be called for next week. The hull and engine will
be estimated separately. The boat is expected to attain
a speed of 14 miles an hour.

Seattla.

A resolution was passed by the Seattle Chamber of
Commerce strongly recommending a steamship line to
ply between the Pacific and Atlantic coast and to be
subsidized by the Government or else encourage<I by a
mail contract.

A unique salvage contest has been decided in the
local courts which will be of vast importance to maritime
interests. The schooner W. A. Ilolden is held liable for
salvage to the amount of $3,102 and her cargo to the
amount of $1,748.

The W. A. Ilolden was at the time in danger of
stranding on the rocks at Waddah Island and had already
displayed distress signals when the steam schooner
Charles. Nelson, belonging to the Charles Nelson Co., came
to the' rescue and towed the Ilolden out of danger.

.Judge Ilanford states that, notwithstanding the fact
that the master of the Ilolden stipulated that he would
pay only for towing, the Nelson is entitled to salvage.

PERSONAL.

Captain Thomas Stream of the schooner tJeorge W.
Watson is being held to answer for a charge to do great
bodily injury. William Miller raised a disturbance on
the Third-Street wharf Friday, when he and the captain
had a row. which resulted in sending Miller to the Mari-
time Hospital, ('aptain Stream is out on $250 cash bail.

Captain C. P. Kinney, master of the British ship Sena-
tor, has resigned to accept a position as Assistant Marine
Superintendent for the Grand Trunk Pacific R. R. Co.
He will be stationed in Victoria for the present to super-
intend the building of two river steamers for the company.

Captain Beers, a well known Seattle shipping man, has
purchased the stern- wheel river steamer H. J. Corcoran,
now laid up at Antioch, Cal.

II. M. Tait of Montreal has been appointed agent for
the Canadian Pacific R. R. Co., with head<iuarters in
Seattle.

Captain S. H. Scammon. of the S. S. Dalles City, has
l)een arrested for exceeding the Rpeetf limit within the
Portland harbor.

Chas. Basset, a well known marine engineer of Seattle,
was comi)elled to undergo a serious operation recently at
the Providence Hospital. He was not expected to live
for several hours before the operation, but he is now
recovering rapidly.

J. Gaston, chief engineer of the S. S. Lansing, is in the
hospital, recovering from an attack of la grippe.

■< •■■ Ttum t lmaa

PACIFIC MERCHANT MARINE

COURT NOTES.

The suit filed against William J. Wood by the Franklin
Machine Company to recover $1,200 for work performed
and material supplied to the launch Fighting Bob was
decided against the defendant. According to the de-
cision the Franklin Machine Companj^ is entitled to work
performed on the engines, less the value of the machinery
in its uncompleted condition.

Portland — The Port of Portland Commission have filed
suit against the owners of the steamer Bailey Gatzert for
$25,000 damages. About two years ago the Gatzert ran
into and sank the dredge Portland.

Victoria — In the case of Dunsmuir vs. C. P. R., Judge
Martin of the admiralty court rendered a decision award-
ing the tug Pilot, owned by the plaintiff, $2,200 for
having saved the steamer Otter when she was in danger of
stranding at Ladj'smith last summer.

Seattle — The decision of the Seattle court, in the suit
filed against the P. C. S. S. Co. by John T. Nelson, was
confirmed by the State Supreme Court. Nelson, while
engaged in loading the steamer Ramona, received injuries
by the falling of a plate of iron, which compelled him to
have three toes amputated. The court awarded the
plaintiff $1,825 and costs.

NOTE UPON THE CONTINGENT OF LABORERS ON
THE WORKS OF THE SUEZ CANAL COMPANY.

Cairo, April 14, 1863.

The fertility of the soil depends in Egypt on a single
fact, the existence of the Nile, whose annual floods 'come
to refresh and ferLilize the soil. Deprived of irrigation.
Egypt would be nothing but a desert. It exists only by
the force of the phenomenon of periodic floods, whose
return is, happily, as regular as the revolution ui the
planets.

But the river does not if self extend its bounties be-
yond its shores. Hence the necessity of recourse to aili
ficial means to manage and direct the waters in such man-
ner as to spread them over Ihe most distant parts of the
territory ; hence the need of a vast system of canalization
and of embankments and dykes, the upholding of which
may not be neglected a single day, without exposing part
of the country to barrenness and ruin.

But it may be assulned as certain that these tracts of
land requiring general and continuous attention, as well
as great executive means and considerable outlay, would
never be reclaimed if they were abandoned to the careless-
ness of individuals whose resources are, besides, too limited
to suffice for the attainment of the end.

It pertains to the local administration to provide for
this, and it cannot provide for it unless by temporary
drafts by young laborers, who thus discharge their per-
sonal obligations to the country.

Placed on the confines of Africa and Asia, washed on
one side by the Red Sea, on the other by the Mediterran-
ean, Egypt is the s"hortest and most direct route between
the western and eastern world — the central point of the
vast relations which at this day connect Europe and"
America with Oriental Africa, the Indies, China, Oceanica.

The Egyptian Government, struck with the benefits
which would spread over its own territory, could it any
longer delay to open to the advantage of all nations the
great channel of communication which secures its moral
existence just as the upholding of its inland canalization

assures its material existence? Could it avoid supplying
the contingents of woriimen necessary to the completion
of these indispensable works of public usefulness?

Its right had not been disputed by England, and it Irad
been very severely tested at the solicitation and to the
satisfaction of British agents on the work of the railroad
from Alexandria to Suez, where, on the section from Cairo
to Suez, especially, it may be said the rails are laid on
thousands of Egyptian skeletons.

But the Egyptian Government understood that the im-
memorial right of drafting laborers for works of public
benefit must be enforced on humane conditions ; and
that in' place of being a gratuitous duty — that is, a toll
which is still levied in many European countries — it should
be a source" of gain to its people.

The Suez Canal Company has had the honor, by paying
their laborers, by watching over their health and welfare,
of inaugurating the new system of the abolition of com-
])elled labor, which his Highness Ismail Pacha declared he
would extend thenceforward to all other works in Egypt.
In fact, there will be no more compelled labor, from the
day when labor is everywhere justly recompensed, as
it now is on th^ isthmus.

The convention made on this head with the Egyptian
Government is dated July 20, 1856, and is thus expressed :

We, Mahommed Said, Viceroy of Egypt, desiring to
assure the completion of the works of the Suez canal,
to provide for the good treatment of the Egyptian laborers
who will be employed there, and, at the same time, to
watch over the interests of the farmers, owners, and con-
tractors of the country, have established, in concert with
Mr. Ferdinand de Lesseps, as president, founder of the
(Universal Company of the Suez Canal, the following regu-
lations:

Article I. — The laborers who shall be employed on the
company's worlv^ shall be supplied by the Egyptian Gov-
ernment on the a])plication of the engineers-in-chief, ac-
cording to their need.

Article II. — The i)ay granted to the workmen shall be
fixed, according to the average price paid on the works of
private persons, at the sum of three piasters a day, not
including the rations, which shall be furnished by the
company to the value of one piaster. In cases where it is
sure that the laborers who ask it are able to provide for
themselves, the ration shall be given to them -in money.
The duty of supplying poiable water, in abundance, for all
the wants of the laborers, shall be at the charge of the
company.

Article III. — The nunil)er of laborers employed by the
(;ompan}' must earn at the rate of four piasters a day — 120
piasters — say twenty -fraircs for thirty days' labor.

At this time, and in the ordinary condition of the
ground, the contingents of laborers are paid at the rate
of forty centimes the meter cubic. When they receive
forty centimes, they do in twenty to twenty-five days, at
most, a stint of sixty cubic meters, which gives them 120
piasters, or twenty francs.

On difficult ground the cubic meter is paid' for at
seventy centimes, but then the stint is reduced. In this
case the laborer does not earn less than twenty francs. It
sometimes happens that they earn thirty, and even forty.

As to good treatment, of which they are the objects, it
has become publicly notorious. The number of sick is
insignificant, and the mortality is less among the con-
tingents of the isthmus than in the most salubrious villages
in Egypt.

FERD. DE LESSEPS.

Sold Ht Steacy'a Nenii Deput. 3 Steuart St.

PACinC MERCHANT MARINE

Pacific Merchant Marine

O/Trce 95 MARKET ST., SAN FRANCISCO, CAL.
r E l! K P H O N K DOUGLAS 4325

THOS. C. BUTTERWORTH
A. B. BUTTHRWORTH
M. DAVIS

Bdinr
Adnflitial DcpwtmcM

Publinhtd by the Pacific MerchatU Marim Publishing Co.
in San Francisco, Calijomia, every Saturday morning in the
interest and development of the Pacific Merchant Marine.

WILL BE SENT TO ANY ADDRESS In ikt UNITED STATES
$4.(X) a \ear $2.00 Six Months

ADVERTISING RATES ON APPLICATION

AJdrcai All Communicmlioni (o (he Pacific Merchant Marine

The cluHint; days of the present seiuiiou uf C'ongreaa
has witneHsed the defeat of the ship subsidy bill, and the
last hope of rehabilitating Amcrii-an c-omniercc on the
Pacific by subsidies remain but a nicmory. I'acific Coast
ports have contributed their just proportion of revenue
lo the I'nited Slates '1 reasury. have answered every
appeal to sufTcring humanity with proverbial hospitality;
have furnished their full quota of every demand made
upon their resources without affecting their unlimited
supply; have yet in their possession the key of the (gate-
way lo the commerce of the world. Admitting our inabil-
ity to compete with more favored parts of the t'nited
States in the mattt-r of raw materials and therefore
manufacturing industries, much n>maiiis in itossession
of Pacific Coast States upon which these very raw
materials and manufacturing centers must depend for
their future success. To surpass the prosperity of many
of the Kastern States is a eonnneiidable ambiticm. backed
by the items on a balance sheet of Pacific ("oast resources
eomparcil to Atlantic Coast resources; the Pacific Coast
should not concede a penny. Two-thirds of 9(),(J0O.0O0
inhabitants and the resources which maintain them can
never be made to balance with :K).(MK).(NN) inhabitanta and
unlimitctl resources whereby to maintain 2<Hl.tK)0,()0<).

The Moses who shall kuuU- us from the wilderness may
try many trails before meeting with success; may travel
the by-roads of excessive friMght charges, unjust discrim-
ination by Congress, earth<piakea. industrial strife and
the thousand and one other paths by which he hopes to
succeed, when, weary and foot-.sore. he sinks beside the
mutilated figure of Pacific Coast cimunerce. but with a
sufficient hope left for a final effort, and enters upon the
open path of truth which soon briniis him to the broad,
well paved road, nja<ie brilliant by a sunshine which only
a California sun can prmiuce, whence he has traveled with
rj«newe«l hope and vigor, and passed to right and left the
dazzling mines of gold and silver and quicksilver, the
forests of giant trees ane vines
and wineries, the fisheries and canneries: when he has
reached the engraved tablet of imperishable stone upon
which is written the following statistics, the products of
one Pacific Coast State for the vear 1908:

Wheat (centals) 8,500,000

liarley (bushels) l'O.ikHi.iioO

Corn (bushels) l,h')O,iH»0

Oats (bushels 4,;Ut<l,iKK)

lieet sugar (pounds) 1 1 "0

Butter (pounds) i K)

Cheese (pounds) 1U,UUU,UU0

Condensed milk (cases "f 4j< eHns).. J7riiwin

lieans ( pounds) ... 8.'),0i

Hops (pounds) 14,7«»<r,nui>

Wool (pounds) 14.5(Xt,lKK}

Honey (pounds) 5,250,000

Oranges (car loads) 27.5(10

Lemons (ear loads) ."».(HMi

Fresh fruita (car loads) 27,UUO

Dried fruiU (pounds) IIO.OOO.OOW

Almonds and walnuts (pounds) 22,0(X).(K)0

Canned fruits (cases) 5.(XtU.000

Wines aii<l brandy (gallons) 47.0(Mt,(KX)

(Quicksilver (cask's, 75 lbs.) (flasks).. 17,000

From lluH partial list he desires to see and learn more,
and proceeds on his way to finally reach the (iolden Gate,
through which he views the eastern shore of the great
Pacific Ocean; there he sees a clamoring multitude, com-
posed of nearly one-half the population of the earth,
bound by the chains of exclusion from participation in
the bounties which we enjoy, but ever n'ady and capable
of learning and imitating. Here, occasionally, his vision is
obstructed by a ship of the I'nited States, while more
often his sight is entirely dimmed by the ships of other
nations. Too true, alas, he realizes his journey is not
ended, but which way to turn he knows not.

There are in the mainland of the Inited .Slate» _->j
streams navigated for an aggregate of 26,115 miles, and
as much more navigable by improvement. There are also
forty-five canals, with a milea^re of 2. 189.05, besides nu-
merous abandoned canals. On lake and sound routes there
is large traf!ie, but the navigation of rivers and canals
is too small for definite reeonl. The cost of water carriage
averaging about one-fourth that of rail carriage, and our
railway freightage, during 1906, reached 217,00(».0(H»,(KK)
ton-miles at an average rate of 0.77 cent, the shipping of
one-fifth of our freight by water would have saved over
$250,(XKI,0(X) to our producers and consumers.

Oovemor Oillett of California has expressed himself
very forcibly, and from personal observalion. reganling
the repeal of the cclebrattHi crimp law in the State.

S«'ctions ♦»44 and 645 of the Penal ('ode of California
are as follows: "Everj- person who entices seamen to de-
sert from any vessel lying in the waters of this State, and
of which they have shipped for a term or 'voyage, unex-
pired at the time of such enticement, is guilty of a mis-
demeanor.

"Every person who harliors or secretes any seaman,
knowing him to be ship{)ed. and with a view to persuade
or eimble him to desert, is guilty of a misdemeanor."

These ari' the laws in qu(>stion and were adopted in
Febniary, 1872. when existing conditions warranted ex-
treme measures of legislation as a protection to seamen on
the Pacific Coast. Change<l conditions, however, aroused
the interest of various organizations, and the repeal of
this law was brought to the attention of the Legislature at
Sacramento, and at one time was advocated by the Ship
Owners' Association of the Pacific Cvsst. The present
Legislature was appealed to. and much time consumed in
considering the matter. Labor representatives on the one

9*M ■« rmrrr l««wa StaBd, S«a Pr«a

PACIFIC MERCHANT MARINE

side advocating the repeal of the law and the Ship Owners'
Association on the other repudiating their former opinions,
the bill was finally passed, but Governor Gillett, in his
veto, evidently has given the subject due consideration,
and finally vetoed the repeal of the law.

The law was brought into existence at a time when
the seafaring man was entirely at the mercy of an organ-
ized group of boarding-house masters, supply houses and
liquor stores that sought control of the sailors on the city
fronts, and invariably owned poor Jack, body and soul.
To arrive at such results many flagrant breaches of the law
were resorted to, without recourse by the unfortunate
victim.

Governor Gillett evidently leaned toward the side of
conservative unionism in vetoing the bill, when he stated
in part: "I know that the law has been a great preven-
tive of murder and other crimes ; I do not consider this a
labor union matter, because the law as it stands at the
present time does not hamper any good lawabiding mem-
ber of a union in furthering his ideas, but it does curb the
murderous tendencies of those individuals who bring dis-
grace upon labor. "

SHIPBUILDING NOTES.

Union Iron Works.

Minor repairs to engines of S. S. Ashtabula.
The tug Sea Queen is having stern bearing relined.
Renewing zincs and painting of the revenue cutter
Golden Gate.

Risdon Iron Works.

S. S. Seminole having machinery and deck repairs
made.

Moore & Scott.

Secured the contract for repairs and alterations on
the S. S. San Mateo. The firm will build and install eight
winches for cargo handling and complete extensive re-
pairs. The work will require a large force of men for
the next sixty days.

United Engineering Works.
Repairs to engine and hull of Thomas, amounting to
$2,887.

The bark George Curtis overhauled.
Whaler Karluk being fitted out for cruise north.
S. S. San Jose is being cleaned and painted.
General repairs to light ship No. 70.

G. W. Kneass.

Forty-eight-foot pleasure launch for Santa Cruz. The
launch will be equipped with a 45-h. p. Union gas engine.

W. A. Boole & Son.

Ship Sintram is on the drydock for cleaning and
painting. She is also having a number of new yards made.

U. S. revenue cutter McCuUoeh is having, her decks
recaulked and minor engine and boiler repairs.

A. L. Howard relieved W. J. Brady as chief steward of
the S. S. G. W. Elder.

The place of Second Officer W. Weidlich of the S. S.
Buckman was taken by Third Officer R. C. Brennan. ' R. C.
Barber went as third officer.

George Clemens, third officer of the S. S. G. W. Elder,
was taken to the hospital in Los Angeles while the vessel
was there on her last voyage. His position was filled by
Randall Rogers, formerly second officer of the S. S. Roan-
oke.

Alex. Stouden resigned his position as second officer
of the S. S. Coronado.

William Brown relieved A. T. Nelson as second officer
of the S. S. Daisy Mitchell.

Charles Johnson, formerly first officer of the S. S. Costa
Rica, has been appointed to a similar position on the S. S.
Argo, which runs between Portland and Tillamook.

Second Assistant Engineer William Mooney left the
S. S. San Jose, his position being taken by Ray Jones,
formerly third assistant. R. J. Brady was appointed third
assistant.

J. Brannan has left the S. S. Acapuleo as third assist-
ant engineer, to go as first assistant engineer of the S. S.
Aztec, now carrying coffee from the South American
Republics to Panama.

First Assistant Engineer S. L. Preddy, of the S. S.
Aztec, arrived on the S. S. Acapuleo from the southern
coast.

OBITUARY.

Captain Payne E. Cleaves, a retired master mariner,
and a native of North Yarmouth, Maine, died at Lyle, Ore-
gon, aged 77.

Captain G. A. Edwards died at his home in Los Angeles
from the effects of a stroke of apoplexy, caused by falling
on the deck of the S. S. Santa Rosa, of which he was chief
steward. The exposure as master of vessels in his younger
days caused him so much trouble from rheumatism that he
was compelled to take the position of chief steward.

P. M. BAMBINO

Elxclusive Tailor

Uniforms a Specialty

219-220 Buckeley Bldg.

95 Market Street

San Francisco, Cal.

COLUMBIA RIVER PILOTAGE AND TOWAGE RATES

BAR PILOTAQE

For piloting an inward or outward bound vessel to or from Astoria
over the bar, or fronm within the bar to the open sea, all vessels shall
pay $5 per foot draft, and 2 cents per ton for each and every ton
registered measurement.

The pilot who first speaks a vessel, or duly offers his servicers
thereto as pilot, on or without the bar pilot grounds, is entitled to
pilot such vessel over the .same; but the master may decline to
accept, and may navigate his vessel over .said pilot grounds with-
out a pilot; but, nevertheless, he shall, if inward bound, pay full
pilotage, and if outward bound, one-half of above rates.

RIVER PILOTAQE

For piloting a vessel upon the river pilot ground between Astoria
and Portland, whether ascending or descending, all vessels shall
pay $2 per foot draft and 2 cents per ton for each and every ton
registered measurement; and the Board is authorized to prescribe
a proportionate compensation for pilot service between other points
on said ground, or from one part of a dock to another part of the
.same dock, the charge therefor shall be a sum not exceeding $7.50;
and the pilot shall, on being thereunto requested by the master of
the vessel, be required to do such work, and for such compensation.
Provided, however, it shall be optional with the master or person in

Sold at Steacy'n News Depot. 3 Steuurt St.

PACIFIC MKRCHANT MARINE

charKe cif such vesoel whether he acceptv or deinaiidii the M-rvir«.->
o( auy KUch pilot; Mtd it the master or other itemoii in charge of
any vcaael decUnc* to aceept the NTviceTi of a pilot mi the river pilot
ground aforeaftid, the vewei shall not be liable for pilotaKe.

Columbia Kiver Towafe Tariff From lh« Pacific Ocean or A*loria
to Portland and Kelurn for VeueU Other Than Lumber Carriers.

$.'i«MI.INI

OtN) (Kl
liAtl Uli
700 tMl
750 00
. 800. UO

850. UO

.$15.UU eaeh way

Vcsm-Ih towed from the m-u to Astoria and return only, will lie
eharKe<i 70 [ht cent of thi- rate charKe<l to I'ortluntl and r«?turn.

Ve.HjwU in bullicst towe*! from the .s<>a to .\xt«ria und n-lurii, when
entering the river as a port of call and de|mrlini; without cargo,
will be charged J5 per cent of the rate to Portland and return.

SCHEDULE OF RATES FOR TOWAQE OF LIMBER SCHOONERS
WHEN PLYING BETWEEN PACIFIC COAST PORTS.

From the Pacific Ocean —
To Portland, Ore., or Vancouver, Wash,, and return to Pacific

Ocean, 50 cents per l.tXM) feet.
To .V.storia and return to Pacific (K-ean, 25 cents |M'r 1,000 feet.

Vesael.''

5INJ to

700

tonN

net

ri •«!-'. 1

Over

7{H) to

1000

tons

net

rei;. 1-:

Over

1000 tu

1200

tonM

net

reniM. r

Over

l.'OO to

1500

tons

net

rei{i>t<r

Over

I'ltH) to

I8(X)

tonx

net

riKlM.r

Over

1800 to

2000

tons

net

reKi>t'r

Over

•.'0».0 to

2500

tons

net

regi.-ti-r

Over

J.'JOt) to

3000

tona

net

Haw.ter churKC. .

NOTE. — The above rate* apply only to veweU arriving light or
in ballast. No charge ts then made for hawaer. If vtwsel loadM at
two |>ointM outside of Portland luirbt>r, an additional charge of 10
cents |sr I.Otxi ff«>t is made.

Whi-! irrive with cargo, the rate fwr 1.000 f«<et to both

|>ort.>i ii,. JMive IK increas<-<l by .;5 cents, and a hawwr cliarge

of $15 t'urli uuy is al-Mi made. Charges will Im- c<impul<-<l on the
actual number of feet of lumber earrie<l from Portland. Ore., or
Vancouver, Wasli., subjeet to minimum obaj:|{e based on 3(H*.(HNt
feet of luniber. Tlie rates named from Padfic Ocean and return to

Pacific Ocear! -v-iv • i- for lumber mills inainUining their

own river !• ■ i-n .Astoria ami Portland, Ore., or

VancouviT, U ,iiidK-d by their own Ktcanieni, Astoria

to Portland. Ore., or Vancouver, Wash., and return only. Tin- low-
txMt company reserves the rigjtt to decliiu- to tow veaaeU through
drawbridges at Portland when deemed unsafe, account unfavorable
weather or water conditions.

INSTRUCTIONS AND RATES COVERING HARBOR MOVES AND
LiaHTERAQE.

Moves: \'esMcls will be moved within the harbor llmita uf Astoria
or Portland at a charge of S20 for each steamer naed for each i>

Lighterage: The channel of the Columbia and Willamette I:
having Un-n deepened to admit vuasds drawing 26 feet, in the < .t i.i
of its becoming ne<-essury from any cauae to Uchter veaaels bound
outward from Portland, carrving cargoea of gnun and its products
foreign, such lighterage will be handled free of charge by the tow-
boat com|Miny.

Any necessary lighterage of inbound vesaeU dcstiniHl to Portland
will be handled at a chaive not excee<{ing $1.(X) per tun, weight or
nioaaurenieiit at opUon of tow-boat.

GRAYS H.\RBOR TOWAGE RATES

Towage rates at Grays Harbor are tixiHi on a basis of 40 cents pctr thousand feet of lumber carried outward.

Moving vessels within the harbor limits is done by .•'mall .steamers, without regard to a fixed tariff. IVu.-il clmi;' - f"i thi- .•<er\'ice
run from $2.50 to $10.00, according to distano-.

PUGET SOUND PILOTAGE

Pilotage is not compulsory. If pilot is employjnl by vessel bound in, rate subject to agreement,
in tow, tug-boat masters all being Government licen.sed pilots.

Tugs have full charge of veMela

PUGET SOUND TOWAGE RATES-SINGLE DECK VESSELS

TOSB

UOlo

»o

at u>

»l lo

461 b>

saa .

m (.>

iaa

m In

«o

«0I to

tti i«

700

■m to

7»

ni to

NW .

Wl to

IflOO

Ml to

1300

im to

\!M ....

DOCKING' < ■■" 'n 250 tons, $5.00; 251 to 350, $7,50; 361 to 450, $10.00; 451 to 550, $12.50; 551 to 650, $15.00; 951 to 750, $17.50; 751 to

850 - I to 10011, $.'5.(K).

Towage ' FriL-xT River p<iinls above Steveaton gubject to special rales. "Towage from 8hilahole Bay to Inner Harbor, Ballard;

and Inner Harbor. Hnllard. to .'^hil.-liolc Bay, subject to siM-cial rates.
HAWSKR CHAKGE — Ves.sels .'UNI tons and un<)er, $5.(N) each way Hawser Charge vcMela over 500 tons, $10.00 each way.
Rate from Vancouver to 8ound ports above Port Townsend. on vissels of 1000 tons and over, same aa sea rate to Sound port. Vessels

towing from .sea to Tai^mm or .'Seattle and calling at Port Townx'nd or Port Angeles for orders will be given a direct rate. Captains to

•^'ire agent of t otice of when lug is refiuin-d.

Whistle Signals. — 1 re and aft sails. 2 Whistles, set <«|uare sails. 1 Long and 2 Short Whi.stlcs, haul in port braces. 1 Long

■■•■'' ' <>"•-' ^' ,„. Ill starboard braces. 4 Whistles, take in furl aails. 2 Short and 1 Long Whistle, get anchor ready. 3

Towi I Wliistle, port helm. 2 Whist lea. atarboard helm. 1 l>ong and 2 Short Whistles, fog signals.

Display signals when poning Tatooefa if you wish In be reported. Flash a light when you let go hawser at night.

••M ■« ~Tfca« Was Pitta." TS Marhrt ^trrrt

PACIFIC MERCHANT MARINE

PUGET SOUND TOWAGE RATES— VESSELS OF 500 TONS OR OVER

TO OR FROM CAPE FLATTERY AND THE
FOLLOWING PLACES

TO OR FROM PORT TOWNSEND-AND
THE FOLLOWING PLACES

TO OR FROM PORT ANGELES, ROYAL
ROADS AND FOLLOWING PLACES.

TONNAGE

VESSELS FROM

e
<

1
■9

i
%

III

o
a >

a 8 S

-a

s
>.

«-c5'|

E g

111

li
"1

1 c >

851 to 1000 tons

$125
150
175
200
225
250
275
300
325

»175
200
225
250
275
300
325
350
375

$200
225
250
275
300
325
350
375
400

$225
250
275
300
325
350
375
400
425

$250
275
300
325
350
375
400
425
450

$275
300
325
350
375
400
425
450
475

$300
325
350
375
400
425
450
475
500

$ 30

35
40
45
50
55
60
65
70

$50
60
70
80
90
100
115
130
150.

$60
70
75
100
125
150
175
200
235

$100
110
125
150
175
200
225
250
275

$110

125
150
175
200
225
250
275
300

$175
200
225
250
275
300
325
350
375

$75
100
125
ISO
175
200
225
250
275

$105
125
150
175
200
225
250
275
300

$135
150
175
200
225
250
275
300
325

$150
175
200
225
250
276
300
325
350

$175
200
225
250
275
300
325
350
375

$200

1001 to 1200 tons

225

1201 to 1500 tons

250

ISOl to 1800 tons

275

1801 to 2000 tons

300

20O1 to 2600 tons

325

KOI to 27fi0 tons

350

2751 to 3000 tons

375

3001 to 3500 tons

400

. Hawser charge, $10.00 each way.

Towage to or from Fraser River points above Steveston subject to special rates.

Rate from Vancouver to Sound ports above Port Townsend, same as sea rate to Sound port.

Docking vessels, $25. Vessels towing from sea to Tacoma or Seattle and calling at Port Townsend or Port Angeles for orders will be given
a direct rate. Captains to wire agent of tugs 48 hours' notice of when tug is required.

Whistle Signals. — 1 Whistle, set fore and aft sails. 2 Whistles, set square sails. 1 Long and 1 Short Whistle, haul in port braces. 1 Long
and 2 Short Whistles, haul in starboard braces. 4 Whistles, take in and furl sails. 2 Siiort and 1 Long Whistle, get anchor ready.

3 Whistles, let go hawser.

Towing in Foggy Weather. — 1 Whistle, port helm. 2 Whistles, star-board helm. 1 Long and 2 Short Whistles; fog signals.

Display signals when passing Cape Flattery if you wish to be reported. Fla.sh a light when you let go hawser at night.

HONOLULU PILOTAGE AND TOWAGE RATES

Pilotage is not compulsory, but if foreign vessels and vessels under
American register do not employ a pilot they pay one-half of the
pilotage. American vessels under a coasting license are entirely
free from this charge if they do not employ a pilot.

The pilot fees are based on the following section of the Hawaiian
Civil Code:

Section 1, Chapter 32, Laws of 1884. The compensation of the
pilots at the port of Honolulu sliall be as follows: For all mail
steamers of one thousand tons register and upwards, fifty dollars
in and same out; for all transient steamers of one thousand tons
and upwards, seventy-five dollars in and same out; for all vessels
of war, two dollars per foot on draught of water in and out; for all
sailing ves.sels under two hundred tons register, one dollar and a
half per foot in and out; all other vessels and steamers, five cents
per ton in and same out; for anchoring vessels outside, twenty dol-
lars; if brought into harbor this charge shall be reduced to ten dollars;
for any detention on board a vessel for more than twenty-four hours
the compensation shall be seven dollars per day.

Towboat service to sailing vessels is based on the following scale:

From sea into the harbor, or to sea —

Vessels under 200 tons $30.00

Vessels between 200 and 300 tons 35.00

Vessels between 300 and 500 tons 40 . 00

Vessels between 500 and 800 tons 45.00

Vessels between 800 and 1000 tons 50.00

Ves.sels between 1000 and 1200 tons 60.00

Vessels between 1200 and 1400 tons 75.00

Over and above 1,400 tons, five cents per ton registered tonnage
in addition, towing outside pilot limits as per agreement.

Moves in the harbor —

Up to 1000 tons $10 . 00

1000 to 1400 tons 15.00

1400 to 2000 tons 20 . 00

2000 to 3000 tons 25.00

SAN FRANCISCO PILOTAGE AND TOWAGE RATES

PILOTAGE

All ves.sels under 500 tons, $3.00 per foot draught; all vessels
over 500 tons, $3.00 per foot draught, and 3 cents per ton for each
and every ton registered measurement; and every vessel spoken,
inward or outward bound, except as hereinafter provided, shall pay
the said rates. In all cases where inward bound vessels are not
spoken until in.side of the bar, the rates of pilotage herein provided
shall be reduced 50 per cent. Vessels engaged in the iishing trades
shall be exempt from all pilotage except where a pilot is actually
employed, as shall all vessels sailing under an enrollment, and licensed
and engaged in the coasting trade between the port of San Fran-
cisco and any other port of the United States. All foreign vessels
and all vessels from a foreign port, or bound thereto, and all vessels

sailing under a register between the port of San Francisco and any
other port of the United States shall be liable for pilotage, as above
provided.

TOWAGE

The cost of towage from sea to anchorage varies with distance
and conditions of weather, and ranges from $100 to $250.

For moving a vessel of 2,000 tons net register in the harbor the
charges are approximately:

Docking, City Front $ 30.00

Stream to Port Costa, or Port Costa to Stream 130.00

Stream to Sea 110.00

Fore-and-aft rigged vessels pay, according to size, from $7.50 to
$15 for docking, and from $20 to $50 for towing to sea.

PACIFIC MERCHANT MARINE

NOTICE TO NAVIGATORS, MARINE ENGINEERS,

MARINERS AND SEAMEN

This page will be reserved exclusively for all official notices and information of importance

HYDROGRAPHIC OFFICE

DEPfH AT MEAN LOW WATER. ENTRANCE TO HARBORS

riEB DIKECTORT, ■. T.
>MIKTH or UAaKKT mxcT

F Place

Feet

Date

Remarlu

(irayx Harbor

-21

Feb. 1

Channel changed lUiKhtly to the
south duriiiK tht- iiiimth.

Willaiut Buy

■SI

Mar. 4

N<>. 8 Buuv iiiiii-'inf;.

('iiliiiiibiu ItivcT

\i^

Fob. IG

Nfhaleiii Uiver

I'ill.-.lM.M.k KmV

Mar. J

Chaiint-I shifting about Si niilo
til Biiuthwurd iri now \% nii.e
houth (if the whistling bury.

N iii|(iiiia liay

Fib. 2

Siu.slaw KivtT

OctolxT, November. Deeeinber,
January from 13tol.'> fen-t.but
uftrr .xtorni and high water in
river has fille<l up No wiund-
iiiRs lately.

l'in|u|im IliviT

»W

Mar. 1

South spit makiiiL' elim- to inner
bar buoy. I.' on 8tar-
bonril IuiikI ' iii.

(

Mar. 1

Channel remuin.s about the same.

' livrr

Mar. .'

Channel ha.-< n<it yhiftwl.

lt"KUi- Kiver.

No opiMirtunity for soundingM
hitely; U-fiire ri.-* there wan
7 feet on the bar.

Kluiimth River

F.-b. 1

Hllinlxililt Bmv

Mar. 1

North ehannel very narrow and
crooked, not changing, at
present .

S»o Pt-dro Buy

Feb. iO

No change in channel.

San Dk^n Bay

2«

Feb. 25

No change in ehannel.

TIDE TABI.K TO WKKK ENDING K.\TIRD.\V. APKII. 7.
(kilrlrn C'lste I^ntrmnce lo San Frkndaco Bay.
MARCH

Moon

lull
A
E

■'Ird. qiiar.

New
V.

Dmrol 1

Mo.

?Si

Wr<l.

Tlmr.

Krt.

Man.

Ttiur.

Kri

1 .'

Tlnie uid Heldit of HIcb and Low Water

II.

I(t.

"Vi*

Sun.
Hon.

TucL

Wwi.

18
!•
M

Sua.

Moo.

Tu«&

Wed.

. »*

Thur.

Krt.

B^t*

tka^.

SS:

S»

Wed.

2:04
3:03
3:S0
4:30
0:04
0:28
0:S0
1:14
1:30
1:47
.' Ill
.' 1 1

4:i8
0:02
1:18
2:20
3:1A
4:00
4:5.S
5:45
0:25
1:04
1:42
2:24
3:14
4:08
S:20
1:00
2:10

3.3
3.3
3 3

3 1
2.0
S.I
A.l
5.0
5.0
5
4.«

4 9

.s o

5
SI
3 3
3 2

5.7
5.6

I Thur.
Kri.
A Sat.

E I Sun.

1 I

5.2
5.1
3 4
3 2
APR
2:5N 2
3:40 2.H
4:14 2 1
4:4a 1.7

«:Aa

7:55

8:48

»:.36

10:20

5:08

5:45

«:20

A:.S8

7:40

8:22

0:04

10:02

11:03

12:12

5:48

7:04

8:12

0:15

10:08

11.02

11:58

n::i5

7:20

8:15

0:18

10:24

11:.32

12:42

8:34

7:40

I L

8:35

0:25

10:14

10:55

14:15—0.1
15:00—0.3
15:48—0.3
10:25—0.3
10:57—0.2
11:00 54

11:45
12:24
13:00
13:42
14:42
15 52
1725
10:00
20:08
13:15

5 2
4.0
4.7
4 4

4.2
3.8
3 8
3
4.2
0.0

14 10— 3
15:04—0.5
15:50—0.5
10:35—0.4
17:20 0.0

18:08
12:50
14:00
15:10
10:35
18:02
10:17
20:18
13:40
14:28

0.5
5 5
5 1
4.7
4 4
4.3
4 3
4
0.1
0.2

5 1
5 1
5 I
5.0

15:08 3

15:45 0.4

16:20 7

10:58 0.0.

21:30
23:20
33:00
23:34

17:30
18:00
18::<0
10:08
10:38
20:14
20:.->5
21:4.i
22:.'»

20is7
21:35
22:10
22:43
23:10
23:.'i2

io'sb

10:35
20:20
21:10
22:15
23:32

31:05
21:44

22:14
22:40
23:05
33:30

4.6

4.5
4.0
4.0

1
0.5
0.8
13
1.7
2 1

2 5

3
3 2

i i

4.7
5 1
5.4
5
5.7

5.3
5.3
5.3
».3

Time iiMNl I'ltriHr siamUni i-oth MprMtaii W.

•h— mUlr • ■ :■:'• -hmn 12 — Korrnoon. (trrater »h«D 12— «ft«r-

noon. hlch> r ion lime.

H — Sew Mi> :.. E M ... L'4U«lor. H. •.— f«rtlii'M N. or 8. of Equator:

*• f- — Moon iu apoim of pericee.

nan .Ml.

- -

«.

- -

l.'i

1,'.

PUUI NO.

IU.

Hi.

.CUj

PIK8 KO. 17.

.Jackna

• 10.

• 31.

PMHIe

- SS.

Hniailwav 1

• 3*.

Ur..j.|ttu\ 2

• 37.

\ Jli.JO

■ 51.

Um:n

oirrH or haubt

■TBSST

MMoo-l

ran HO. 30.

MiMlao.3

- 34.

lloward-1

- 38.

Huward-3

* 32.

lluwanl-3

- 34.

tolMND.!

■ 38.

l''aliioat-2

" 40

. Ilarrlaou

■ 42

* 44

I'liion-l

riilnil-2

tlll~ rt

.-.nvvK h I

»-»-n« hi. L'

1.1111,1. .11.1

IV. ^.l;

1 II 111. .1.1
Itraiiiiaii

IAN FKAMCIICO CCSTOM HOUSE HOUKI

Open <lally. rxcrpt Saturday from (a.m. until S n. m. ; Kalunlay from t a. m.
> 11 m. Duiii-s iiiii>t In- (will tirliirr 3 |>. m.: Saturday* lirlore 13 ni.

Surrey. .
Entry. .

aearaooti. . .

Uffldal CertUk-ate and Oath. .

EntorInc :

*.< iHi , titlirtal Crrtinrat** and Oath 80.30

'J :*i !

Claarlaxi:
t2 50 I l'o>t Entry, If anv.
. 0.20 I

•2 00

NOTICE TO MARINERS.
Santa Barbara — California.

(Ust of Mghls. Ituoyii and Uayniarka, Pacific Coast, 1908,

imce 17.)
Notice is hereby given that Santa Itarbara whUtllng buoy,
PS., heretofore reiiorted not sounding, was replaced by a per-
fect buoy March 12.

Trinidad Head— California.
(U8t of Lights and Kog Signals. Pacific Coast, 1908, page 2<.

No. TO, and Ust of Lights, Buoys and Daymarks, Pacific

Coast. 1908, page 40.)

.Notice Is also given that the 4.000-pound bell at this station
was again placed In operation on .March 14, the necessary
repairs having N'on completed.

San Francisco Bay^^alifomla.

(IJat of Ugfats, Buoys and I)ayniark8. Pacific Coast, 1908,

page 2».l

Notice Is hereby given that E^t Brother Shoal Buoy O, a
flrst-clasB nun. found dragged out of ixisiUon, was replaced
March 11, 1909.

By order of the Light House Board.

R. F. LOPEZ. Commander, U. S. N.
Inat>ector Twelfth Ught House District, 81.3 Mutual Savings
Bank Building. 704 .Market Street. San Francisco.

In the Navigation School now meeting at the Mlssioa High
School Hulldtng. the flrst claaa in flnlshing the subject of dMd
reckoning and will shortly take up chart work.

The second class Is commencing the study of middle lati-
tnde sailing. An effort is being made to secure quarters (or
the navigation class In the Perry Building, where it is hoped
there will be a larger attendance.

The light house board. Washington, D. C, will o[>en bids
on Airll 7 for the construction, delivery and equipment of
the first class single screw lightflhlp .No. 94. Specifications
with blank proposals and other information can be had by
applying to the lighthouse board. Washington. D. C.

a^d ■( Orraaip I'liarMTy. I4H ICaat 8t.

PACIFIC MERCHANT MARINE

BUOYS MARK NEW CHANNEL.

To mark the newly-dredged channel of the Columbia River
Che following buoys have been established by the lighthouse
department :

Henricl Crossing buoy, 1, second-class spar, in 24 feet of
cater. Fales' Landing light 132 degrees true (S. B. % E. mag.).
Henrici Landing range front light, 302 degrees 30 minutes
true (N. W. by W. % W. mag.). Warrior Rock lighthouse
339 degrees 30 minutes true (N. by W. 1-3-16 W. mag.).

Henrici Crossing buoy, 2, second-class spar, in 23 feet of
water. Fales' Landing light 130 degrees 30 minutes true (S.
E. % E. mag.) Henrici Landing range front light 309 degrees
30 minutes true (N. W. % W. mag.). Warrior Rock light-
house 338 degrees true (N. by W. 15-16 W. mag.).

Henrici Crossing buoy, 3, second-class spar, in 22 feet of
water. Fales' Landing light 133 degrees 30 minutes true (S.
E. % E. mag.). Henrici Landing range front light 304 degrees
true (N. W. by W. mag.). Warrior Rock lighthouse 334 degrees 30
minutes true (N. N. W. % W. mag.).

Oregon — Willamette River — The beacons of the following
lights have been replaced and the lights relighted:

Swan Island lower light, February 26; Swan Island upper
light, February 25..

Matson Navigation Company

268 Market Street

Phone Douglas 3030

Direct Line Passenger and Freight Steamers and Sailing Vessels to

Honolulu, Hilo, Kahului, Mahukona, Eleele

From

Seattle and San Francisco

For Freight and Passenger Kates apply to

Alexander & Baldwin, Seattle Castle U Cooke, Honolulu

Matson Navigation Company, San Francisco

CLASSIFIED ADVERTISEMENTS

SHIPBUILDING AND ENGINEERING.

i UNION IRON WORKS, 320 Market Street.

OIL BURNERS.

S. & p.. 102 Steuart St. Phone Kearny 620.

BOAT BUILDERS.

GEO. W. KNEASS. 18th and Illinois Sts., S. F.

SHIP PLUMBERS.

ANDERSON BAILEY, 216 Steuart St., S. F.

WIPING RAGS.

THE RAYCHESTER CO., 1448 Folsom St., S. F.

WANTED — To charter, a boat of the river type, equipped for
Sunday excursions, to carry about 400 passengers. Address
manager Pacific Merchant Marine.

WANTED — A thirty-foot seagoing gasoline flush-deck launch,
equipped with an eight or ten horsepower engine of approved
make. Inquire office of Pacific Merchant Marine.

FOR SALE — Thirty town lots at Alvlso; established head of
navigation on San Francisco Bay. Inquire office of Pacific
Merchant Marine.

LIFE-SAVING STATIONS ON THE PACIFIC COAST OF THE UNITED STATES

Name.

State.

Locality.

Waadah Island •. Washington.

Gray's Harbor "

Willapa Harbor "

Ilwaco Beach "

Cape Disappointment "

Point Adams Oregon

Tillamook Bay "

Yaquina Bay "

Umpqua River "

Coos Bay "

Coquille River.

.Just south of Grays Harbor light

.Near lighthouse boat landing

.Thirteen miles north of Cape Disappointment..
.Bakers Bay, one-half mile northeast of light. . . .
.Three-fourths miles southeast of Fort Stevens.

.About one mile south of harbor entrance.

.Near entrance of river, north side

. Coos Bay, north side

. In town of Bandon

Humboldt Bay California Near the old abandoned lighthouse tower.

Arena Cove "

Point Reyes "

Point Bonita "

Fort Point "

Golden Gate "

Southside "

Nome Alaska .

.Four miles south of Point Arena light

. Three and one-half miles north of light

. Near Point Bonita light

.Three-fourths mile east of light on Fort Winfield Scott

.On beach in Golden Gate Park, San Francisco, three-
fourths mile south of Point Lobos

.Three and three-eighths miles south of Golden Gate
Life-Saving Station

. At Nome

Lat

-No

pth.

Lon

g., West.

Deg.

Min.

Sec.

Deg.

Min.

Sec.

124

123

124

123

122

165

DISTRESS SIGNALS

In the daytime —

A gun fired at intervals of about a minute.

The International Code signal of distress indicated by

1.
2.

N. C.

3. The distant signal, consisting of a square flag, having
either above or below it a ball or anything resembling a ball.

4. Rockets or shells as prescribed below for use at night.

5. A continuous sounding with a steam whistle or any fog-
signal apparatus.

All officers and employees of the Llfe-Saving Service will hereafter recognize any of these signals when seen or heard as
signals of distress and immediately proceed to render all possible assistance.

At night—

1. A gun fired at intervals of about a minute.

2. Flames on the vessel (as from a burning tar barrel, oil
barrel, etc.).

3. Rockets or shells bursting in the air with a loud report
and throwing stars of any color or description, fired one at a
time at short intervals.

4. A continuous sounding with a steam whistle or any fog-
signal apparatus.

.Sold nt Steacy'a Newii Depot. S Steuart St.

^»m^^^^

:rs^^

ITH full knowledge of the
magnitude of our duty,
namely: that of the develop-
ment of The American
Merchant Marine in the
Pacific, we propose to publish such
news as will place before the public a
clear and exact statement of every branch
of the Marine Industry as will be brought
to our notice. With this object in view
we have established communication with
every port on the Pacific Ocean. Our
correspondence files contain the names
of writers of Maritime affairs, who have
contributed to the Marine History of
Modern Times. With our present issue.
No. 1, Vol. II, we hope to take our posi-
tion among those who are sincere in
their efforts for the rehabilitation of the
American Merchant Marine.

K-

f
k

Pacmfic

# ^

^ \

SATURDAY, MARCH 27, 1909

VOL, II

NO.!2

CONTENTS

The New Life Saving Steamer Snohomish
Wreck of the R. D. Inman

The Panama Canal, by Lieut. Col. G. W. Goethals

Coast Port Notes

The New Sound S. S. H. B. Kenned

! I

THE CLARA BARTON SANITARY
WIPING RAG

The Clara
Barton Brand
of Wiping Rags
is guaranteed
to be tliorougli-
ly sterilized and

disinfected

THE RAYCHESTER CO., INC.

1448-1460 FOLSOM STREET SAN FRANCISCO

Be sure to have

CHALLENGE METAL

For

High Speed

For
Heavy Pressure

in your important bearings.
Ask about it.

SAN FRANCISCO

SELBY SMELTING & LEAD CO.

SANITARY
WIPING RAGS

Washed and Disinfected

Exclusive Packers of
Soft Cotton Wiping Rags

SANITARY MANUFACTURING GO.

2208 FOLSOM STREET
Phone Market 1195 San Francisco

COLOR WORK A SPECIALTY

The Buckley Cafe

DETJEN-MENGKL CO.. Incorporiled

M I.. OHTJKN. M>a.(er

German Bakery <-onfcctioncry

df-j . . Jill kindi of Cakes to

K esta u ran t o,der at short Notke

Buckley Building, 97 Market Street, San Francisco, Cal.
S. E. Comer Spear St. One block from Kerry Phone Dougbu 2713

GEO. W. KNEASS

Orrica ud Work.

18th and Illinois Street!

Pho»« Markal S*b Frasciaco,

•43 CM.

BOAT B U I L P r R

Baal Malarial aad SO Boali of all

Daacriplioa* For Sala
l-tai; i>ulr«. HalU wid Truck*, liouo
Mover* uid Box Uollrr* Mnutantl7a
on hand. Wood Tumlnc

Steamship Men Take Notice

The National Laundry It Hattreis Rcnova-
tory Company will (Iv* better results both
In quality and price than can be had else-
where. Special ratei and service guaranteed.

O. e. TAIRrirLD. Manager

Plant. SM« 18th Street Phone Market •!

Hard-Wood Lumber Co.

LUMBER SHIPPING

Wholesale and ReUii
807 Fife Building San Francisco

P. M. BAMBINO

Excliuive Tailor
t'Nirocina %nt:tM.T*

219-120 Becketer SUt.

9$ MarkM Slr«ci

Su Fraaeiaca. Cal.

ALKINS QUALITY"

The best facilities backed by
experts in each department
are what made "Calkins Quali-
ty" the standard in the realm
of printed publicitye We print
the Pacific Merchant Marine.

PRINTING

ENGRAVING

BOOK-BINDING

CALKINS

PUBLISHING HOUSE

Calkins Building, San Francisco
Phone Douglas 3140

U. S. CIVIL SERVICE EXAMINATIONS.

COMPETITIVE EXAMINATIONS under the Rules of the U. S. Civil

Service Commission, for the Positions named, will soon

be held throughout the United States.

EXAMINATIONS TO BE HELD IN THE SPRING OF 1909

Agricultural inspector, Philippine Service.

Aid, Coast and Geodetic Survey.

Apprentice plate cleaner, tranferrer, and engraver.

Assistant, Philippine Service.

Assistant examiner, Patent Office.

Bookkeeper (men only), Philippine Service.

Civil engineer. Departmental Service.

Civil engineer, Philippine Service.

Civil engineer and draftsman.

Civil engineer and superintendent of construction.

Civil engineer student.

*Clerk (male and female), Departmental Service.

Computer :

Coast and Geodetic Survey.

Nautical Almanac Office.

Naval Observatory.

Supervising Architect's Office.
Draftsman :

Apprentice, Ordnance Department.

Architectural.

Copyist, topographic.

Engineer.

Heating and ventilating.

Junior architectural.

Mechanical, Isthmian Canal Service.

Topographic, Departmental Service.

Topographic, Isthmian Canal Service.
Electrotyper-stereotyper.
Engineer, Indian Service.
Farmer, Indian Service.
Farmer with knowledge of irrigation.

Fish culturist.

Forest assistant. Forest Service.

Forest assistant, Philippine Service.

Kindergarten teacher, Indian Service.

Local and assistant inspector of boilers.

Local and assistant inspector of hulls.

Matron, Indian Service.

Observer, Weather Bureau.

Pharmacist, Public Health and Marine-Hospital Service.

Physician, Indian Service.

Physician, Philippine Service.

Postal clerk, Isthmian Canal Service.

Press feeder, cylinder and platen.

Pressman.

Railway mail clerk.

Scientific assistant.

Stenographer, Departmental Service.

Stenographer and typewriter, Departmental, Isthmian

Canal, and Philippine Services.
Superintendent of construction.
Surgeon, Departmental Service.
Surveyor, Philippine Service.
Teacher, Indian Service.
Teacher, Philippine Service.
Trained nurse, Indian Service.
Trained nurse. Isthmian Canal Service.
Trained nurse, Philippine Service.
Typewriter, Departmental Service.
Veterinarian, Philippine Service.
Veterinary inspector, Department of Agriculture.

Application forms and information in regard to these examinations may be obtained by addressing the U. S.
Civil Service Commission, Washington, D. C, or the Secretary of the Board of Examiners at the following-named
places: Post-office, Boston, Mass., Philadelphia, Pa., Atlanta, Ga., Cincinnati, Ohio, Chicago, 111., St. Paul, Minn.,
Denver, Colo., San Francisco, Cal.; Custom-house, New York, N. Y., New Orleans, La.; Old custom-house, St.
Louis, Mo. ,

*Open only to legal residents of Porto Rico, Alaska, Hawaii, Mississippi, Alabama, New Mexico, Louisiana*
Texas, Washington, Arkansas, North Dakota, South Dakota, Tennessee, Missouri, Oklahoma, California, Wisconsin,
and Oregon.

Telephone Douglas 1398 Geo. Anderson

BAILEY

Alex P. Bailey

ANDERSON &

[RegisKrcd]

Sanitary and Ship Plumbing

Sheet Metal Work

216 Steuart St., bet. Howard and Folsom

San Francisco

Pacific Merchant Marine

Volume II

SATURDAY. MARCH 27. 1909

Number 2

THE ISTHMIAN CANAL.

By LIEUT. COL. GEO. W. OOETHALS, U. S. Army,
laimiaii and Chief Eugiiieer, Ixtlimiau Canal ConimiMinn.

A ranal oonneetiug the Atlantic and Pacific uceanii has w-
eiipicii public attention fur upward of four ccnturicM, during
which iH-rioii various ruutcK have been pro^Kwctl, each having
certain sipccial or |>eculiar ailvantaifcs. It was not until the
nineteenth century, however, that any detinite action was taken
looking toward its accomplishment.

In 187(3 an organization was (lerfected in France for mak-
ing; sur>'ey8 and collectin); data on which to bas«> the con-
struction of a canal across the Isthmus of I'unanm, and in
1878 a concession for prosecuting the work waa secured from
the Colombian Otivernment.

lu May, 1879, an international cong:ress was convencti under
the auspices of ("erdinand de I>-sseps, to consider the )|uestion
of the l)est location and plan of the canal. Hiis congress,
after a two weeks' session, decided in favor of the Panama
route and of a sea-lev.'l canal without locks. De Leasepa's
•uccess with the Suez Canal made him a strong advocate of the
aea-level ty{>c, and his opinion had cimsideruble influence in
the Hnal ilecision.

Immediately following this action the Panama Canal Com-
pany was organized under the general laws of France, with
Ferdinand de lA'sse|>s as its president. The concession granted
in 1878 by Colombia was purcha.sed by the company, an.l the
«t4>ck was successfully floated in December, 1880. The two
years following were devolp..") feet «leep, with a ruling bottom width of 72 feet,
leaving Colon, the canal passed through low ground to the valley
of the Chagres River at (Jatun, a distance of about (i miles;
theuce through this valley, for 21 miles, to ObisiH>. where. Icov-
ing the river, it crossed the continental divide at Culebra by
means of a tunnel, and reached the Pacific through the valley
of the Kio (irande. The difference in the tides of the two
•K-eans, !) inches in either direction from the mean in the At-
lantic and from !) to 11 feet from the same datum in the
Pacific, was to be overcome and the final currents reduced by
a projwr sloping of the bottom of the Pacific |M)rti(m <if the
canal. No provisions were made for the control of the Chagres
River.

In the early eighties after a study of the flow due to the
tidal differences a tidal hick near the Pacific was provided.
Various schemes were also proposed for the control of the
Chagres, the most prominent being the construction of a dam
at (iomb.m. The dam as projMwied afterwards proved to be
impracticable, an<l this problem remained, for the time being,
unsolved. The tunnel through the divide was also abandoned
iu favor of an open cut. _

Work was prosecuted on the sea-level canal until 1887. when
• change to the link type was made, in order to secure the use
of the canal for navigation as soon as possible. It was ogTe«'d
at that time that the change in plan did not contemplate aban-

iiment of the sea-level canal, which was ultimately to be

• cured, but merely its jxistixtnement for the time being. In

this new plan the summit level was place<l alxive the AixkI line

of the Chagres River, to be supplied with water from that

ream by piimiw. Work was pushed forward until 1889, when

10 companv went into bankruptcy; and on February 4 of that

Near a li<iuidator was appointed to lake chanre i>f its affairs.

Work was suspen<led on Mav 1'). 18a«». The New Panama Canal

.mpanv was organized in October, 1894. when work was again

mumed, on the plau recommended by a eommiiwion of eu-
giiie«n.

This plan contemplated a sea-level canal from Liraon Ray
to iiohio, where a dam across the valley created a hike extend-
ing to Has Ubis|K>, the difference in level being overcome by
two locks; the summit level cxtendctl from Has Ubispo to
Parais«i, reached by two more Iwks, and was supplied with
water by a feeder from an artificial reservoir created by a dam
at Alhajuela, in the upper Chagres \'alley. F'our locks were
located on the Pacific side, the two middle ones at Pedro Miguel
combined in a fliglit.

A second or alternative plan was pro|>o8ed at the same time,
by which the summit level was to Ih' a lake formed by the Bohio
dam, fe<l dirt>ctly by the Chagres. Work was continued on this
plan until the rights an<l pri>|>erty of the new company were
purchased by the United States.

The Unite<l States, not unmiinlful of the advantages of an
isthmian canal, had from time to time made investigations and
surveys of the various routes. With a view to g«ivernment
ownersliip and contn>l Congress directed an invesligntion of
the Nicaragtian Canal for which a concessi«m had been granted
to a private com|>any. The resulting re|s)rt brought alHiut such
a discussion of the advantages <if the Panama route to the
Nicaraguan route, that by an act of Congress, approved March
.1. 188J), a commission was appointed to "make full and complete
investigation of the Isthmus of Panama, with a view to the
construction of a canal * * * to connect the Atlantic and
Pacific oceans • • • and particularly to investigate the
two mutes known resiH-ctively as the Nicaragua route and the
Panama route, with a view to determining the most practicable
and feasible route for such canal, together with the approximate
and probable cost of constructing a canal at each of the two
or more of sjiid routes."

The commission re|M>rted on November 10, lilOl. iu favor of
Panama, and recommended the lock ty|K' of canal. The plan
consisted of a sea-level section fn>m C<don to Kidiio, where a
dam across the Chagres Volley crealeil a summit level 82 to 5)0
feet above the sea, reached by two locks, llie lake or summit
level extendeil from Bohio to Petiro Miguel, where two locks
ctinnected it with a |MHd 28 feet ab<ive mean tide, extending to
Miraflores, the location of the final Im-k. The ruling Ixittom
width of the canal prism was fixed at l.')0 feet, increase<l at the
curves and in the submerged channels. In Panama Hay the
width was fixed at 2(K) feet, and in the artificial channel in
Limon Hay .WIJ feet was adopter!, with turning places 8«0 feet
wide. The minimum depth was Xt feet, and the hicks were
to have usable lengths of 740 feet and widths of 84 feet. The
commission assessed the value of the riglits, franchises, con-
cessiims, lands, unfinished work, plans, and other projierty. In-
cluding the railroad of the New Panama Canal Company, at
$40,000,000.

By act of Congress, approved June 28, 1902. the President
of the Unite.! States was authorized to aci|uire, at a c«>st not
excceiling .14«,(HH).(MMt, the pni|HTty rights of the New Panama
Canal Company on the Isthmus of Panama, and also to secure
from the Republic of Colombia periK-tual control of a strip of
land not less than fi miles wide, exteniling from the Caribbean
Sea to the Pacific Ocean, and "the right • • • to excavate,
construct, and to |Mri»etually maintain. o|)crate. and pnitect
thereon a canal of such depth and ca|»acity as will affoni con-
venient pasaafce of sbipa of the greatest tonnage and draft now
in use."

In event the provisions for the purchas<-, and for securing
the necessary concession from Cidombia could not be carried
out. the President was authorized to secure the riglits necessary
for the constniction of the Nicaraguan Canal.

••M at Tlirt Mu Pl««," Tl Havlut Mrwt

PACIFIC MERCHANT MARINE

The law also provided, after the foregoing arrangements
had been perfected, that "the President shall then, through the
Isthmian Canal Commission * • * cause to be excavated,
constructed, and completed a canal from the Caribbean Sea
to the Pacific Ocean. Such canal shall be of sufficient capacity
and depth as shall afford convenient passage for vessels of the
largest tonnage and greatest draft now in use, and such as
may be reasonably anticipated."

To enable the President to carry out these provisions cer-
tain sums were appropriated and a bond issue, not to exceed
one hundred and thirty millions of dollars, was authorized. By
this act Congress, in accepting the estimates accompanying the
report of the commission of 1901, adopted the type proposed
by the board, or a lock canal.

Pursuant to the legislation, negotiations were entered into
with Colombia and with the New Panama Canal Company, with
the end that a treaty was made with the Republic of Panama
granting to the United Slates control of a 10-mile strip, con-
stituting the Canal Zone, with the right to construct, maintain,
and operate a canal. This treaty was ratified by the Republic
of Panama on December 2, 1903, and by the United States on
February 23, 1904.

The formal transfer of the property of the New Panama
Canal Company on the Isthmus was made on May 4, 1904, after
which the United States began the organization of a force for
the construction of the lock type of canal, in the meantime
continuing the excavation by utilizing the French material and
equipment and such labor as was procurable on the Isthmus.

The question of a sea-level canal was again agitated, and
secured such recognition that the President convened an inter-
national board of engineers, consisting of 13 members, to assem-
ble at Washington on the 1st day of September, 1905, for the
purpose of considering the various plans for the construction
of the canal that would be submitted to it.

The plans submitted may be briefly summarized as — •

(1) That of the commission of 1901, which has already
been explained.

(2) A lock canal with terminal lakes proposed by Mr. Lin-
don W. Bates, and for which three projects were proposed. The
one which he appeared to favor contemplated a summit level of
62 feet above the sea, created by a dam at Bohio, and an in-
termediate level of 331/2 feet above mean tide, effected by a
dam at Mindi. Tliis plan provided four locks — at Mindi. Bohio,
Pedro Miguel, and Sosa. A variant of the plan contemplated
a dam at Gatun instead of at Bohio, showing that, at least for
a 30-foot head, the Gatun location was not considered by him
as unfavorable or offering any difficulties respecting the foun-
dations. His other plans were modifications of this, the sum-
mit levels being 27 or 62 feet, but in each instance the lock
type was advocated.

(3) The plan proposed by Mr. Bunau-Varilla, carried out
the ideas of the first French company, namely, the construc-
tion of a lock canal with a summit level 130 feet above mean
tide, to be ultimately converted into a sea-level canal, or v/hat
he calls the Straits of Panama. The locks were to be con-
structed so that as the levels were deepened by dredging they
could be eliminated, navigation continuing during the enlar!?e-
ment and transformation. The material removed by the
dredges was to be deposited in the lake formed of the upper
Chagres River by a dam at Gamboa, and any suitable loca-
tions in the various pools between the locks. In commenting
on this plan the Board of Consulting Engineers concluded
that—

"After a full and careful consideration of all the features
of Mr. Bunau-Varilla 's plan, the board is of the opinion that
it should not be adopted for the Panama Canal for the follow-
ing reasons :

"1. The construction of the large locks required under
the present law and necessary for the accommodation of the
traffic seeking the canal after its completion makes it quite
impossible to complete the preliminary lock canal even nearly
within the period stated.

"2. The excessive cost of transformation added to the loss
of costly locks and other appurtenant structures required by
the preliminary lock canal.

"3. If the lock canal is likely to be retained for many
years, it should be made for the most efficient service, and not
be encumbered with modifications in lock construction which
would prove inconvenient in use."

(4) A plan proposed by Maj. Cassius E. Gillette, a lock
canal with a summit level 100 feet above mean tide by the
construction of dam across the Chagres Valley at Gatun.

No sea-level plan was submitted for consideration, so that
the board outlined a general plan of its own, and for purposes
of comparison adopted as the lock type a 60-foot summit level
canal. Two levels were used, the summit level was carried
by an earth dam at Bohio, and the intex'mediate level by an
earth dam at Gatun, each dam sustaining a head of 30 feet.
It is to be noted that no difficulties were anticipated in the
construction of these dams, and there was no dread or fear
of the foundations.

As the result of its deliberations, the board submitted a
majority report and a minority report signed by five of its
members, the former advocating a sea-level canal and the
latter a lock canal, with the summit level 85 feet above mean
tide.

The Isthmian Canal Commission, with one dissenting voice,
recommended to the President the adoption of the lock type
recommended by the minority, which was also strongly advo-
cated by the then ■ chief engineer, Mr. John F. Stevens. The
President, in the message to Congress, dated February 19, 1906,
stated:

"The law now on our statute books seems to contemplate
a lock canal. In my judgment a lock canal, as herein recom-
mended, is advisable. If the Congress directs that a sea-level
canal be constructed, its direction will, of course, be carried
out; otherwise the canal will be built on substantially the plan
for a lock canal outlined in the accompanying papers, such
changes being made, of course, as may be found actually neces-
sary, including possibly the change recommended by the Sec-
retary of War as to the site of the dam on the Pacific side."

On June 29, 1906, CongTess provided that a lock type of
canal be constructed across the Isthmus of Panama, of the
general type proposed by the minority of the Board of Con-
sulting Engineers, and work has continued along these lines.
As originally proposed, the plan consisted of a practically
straight channel 500 feet wide, 41 feet deep from deep water in
the Caribbean to Gatun, where an ascent to the 85-foot level
was made by three locks in flight. The level is maintained by
a dam approximately 7,700 feet long, one-half mile wide at the
base, 100 feet wide at the top, constructed to 135 feet above
mean tide. The lake formed by this dam, 171 square miles in
extent, carried navigation to Pedro Miguel, where a lock of
30 feet lift carried the vessel down to a lake 55 feet above
mean tide, extending to Sosa Hill, where two locks overcame
the difference of level between the lake surface and the Pacific.
Nineteen and eight-hundredths miles of the distance from
Gatun to Sosa Hill had a channel 1,000 feet at the bottom, a
minimum channel for 4 1-2 miles through Culebra of 200 feet
at the bottom. The balance of the distance varied in width
to 800 feet, the larger portion of the entire canal being not
less than 500 feet. The depth of water was fixed at 45 feet.
The lake assured a perfect control of the Chagres River.

Certain changes have been made in the original project,
the most important being the withdrawal of the locks from
Sosa to Miraflores, which was recommended and adopted in
December, 1907. This resulted in a change in the direction
of the channel in Panama Bay. A breakwater is being con-
structed from Sosa to Naos Island which, by cutting off the
silt-bearing cross current, which has always been troublesome,
protects the channel against silting.

A second change is the widening of the 4 1-2 miles of
Culebra cut to a width of 300 feet at the bottom. This was
done by executive order and was not made on the recom-
mendation of the commission.

A third change is the location of the breakwaters in Colon
Harbor. The necessity for these breakwaters was made ap-
parent in the latter part of January, when a storm of some
magnitude seriously interfered with shipping. As originally
proposed for both the sea level and lock types, the break-

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PACIFIC MERCHANT MARINE

wateni were parallel to the axiii of the channel excavated in
Ijimon Bay. If so eonstriieted, sufiicient area would not be
given to dissipate the waves enterinj; head on into the chan-
nel, and they would not afford much, if any, protection to
shipping. These breakwaters are to be built out from Man-
zanillo Island and Toro Point, so as to give a sheltered
anchorage, and also an opportunity for such expansion to the
waves as tn break them up.

A fourth change is in the dimensions of the locks. As

proposed by . the minority they were 900 feet by 1*5 feet,

-able lengths and widths. Iliese dimensions were subse-

ii'ntly changed by the commission at the instigation of the

.'sident to 100 feet wide and 1,000 feet long. The width

.IS again increased to 110 feet on the re<'omniendation of

;iie (ieneral Board of the Navy, so as to accommodate any

possible increase in beam of future battlcshi|>s.

The Uatun dam is to consist of two piles of rock 1,200 feet
apart and carried up to (iO feet above mean tide. The space
between them and up to the re<|uired height is to be filled by
selected material de|>08ited in place by the hydraulic process.
During the construction of the north side of the south rock
pile a slip occurred in November last at the crossing of the
French Canal. This was the fifth slip that occurred at this
{)oint. the rock settling to .some extent, but generally slipping
sidowise until the angle of repose was reached. In this con-
nection it is to be noted that the silt deposits in the chan-
nel had not been removed. This slip would probably have
passed unnoticed, as did the former ones, but for the fact
that at the time a flood in the Chagres Kiver had attained
such pro|Mirtion8 as to cover a portion of the Panama Kail-
road tracks just south of Uatun. A newspajjer corresjwndent,
going from Colon to Panama, saw his ofjportunity for a sen-
siitional Ktorj', and attributed the Hood to the dropping of the
(iatun dam into the subterranean lake under the dam and
lo<'ks, which another faker had previously discovered, and
the news of the destruction of the Gatun dam was cabled to
the States.

The slip did not affect the south slope or side of the rock
pile. It was entirely local and did not in any way interfere
with the work. It would not have occurred had stejis been
taken during construction to give the proper slo|)e to the
rock pile, but economy of time and money did not warrant
such precaution. As stated by one of the engineering publi-
cations, "We can state from actual |»ersonal examination
that this incident has absolutely no engineering .significance."

As a result, however, the public is told that dire disaster
will follow the undertaking unless the present plans are aban-
doned and the Straits of Panama constructed, that is a sea-level
canal across the Isthmus 500 to tiOO feet wide. To accomplish
this, however, a lock canal must be built first, and subsequently
lilcned and deepened until the ideal is reached. There is no
ta available for such a canal. With mountains instead of
lulls to be removed estimates are, of course, imp<issible ; so that
the most optimistic figures, suitable alone to the ideal, are
offered as a bait. In any event it is also claimed that Bohio
should have been selected for the site of the dam in lieu of
(iatun.

As between (Jatun and Bohio, at both places the distance
from the natural surfhce to the rock is so great that any attempt
to found the dam on the last-named material will be attended
by enormous cx|>ense. At Bohio the gtirge in its lower strata is
tilled with water-bearing gravel and to make the dam safe the
underflow Ihnmgh these strata would have to be cut off by some
means extending down 16.") feet. No such strata exists at Uatun,
so, for this rea.son alone, leaving out of consideration the ad-
vantages in the control of the Chagres River and to navigation
by reason of the greater extent of lake. Uatun offers the better
site.

Both the majority and minority of the Board of Consulting
Kngineers considered Gatun a suitable location for a dam; the
former adopted it for the typical lock canal used for comparison
with the sea-level canal, the latter for the aVfoot summit-level
canal. The majority, however, feared the existence of an under-
ground flow in case" of the higher dam. but investigations have
failed to disclose any. The great mass of underiying material

is not sandy and gravelly deposits as was supposed, but a mix-
ture of these materials so firmly cemented together with clay
as to make the strata in which they occur imfiervious to water.

I venture the statement, without fear of contradiction, that
the site of no public or private work of any kind has received
such a thonmgli and exhaustive examination and investigation M
the foundation of the dam and locks at Gatun. There is no
longer a doubt concerning any of the underlying strata; neither
the impermeability, nor the ability of the foundations to bear
the loads that will be brought upon them, can be questioned if
the data be carefully and impartially examined. The investiga-
tions fail to disclose any water-bearing strata or the existence
of that underground stream with a discharge e<|ual to the
Chagres Kiver itself, which was recently asserted as a fact on
the floor of the Senate.

In this connection the statement is also made that the change
in the location of the locks at the Pacific end was due to our
demonstrated inability to construct the dams, and that as the
foundation at Gatun is of the same material, it necessarily fol-
low-ed that the Gatun dam is also im|KH>sible of accomplishment.

The majority of the Board of Consulting Engineers in its
report states that —

"The dam at Im Boca, between San Juan Point and the Sosa
Hill, unless carried down to bed rock at that location, would be
placed u|M)n a far worse foundation than that pro|>osed at Gatun
or Mindi. The I>a Bt)ca site is one covered by an oo7.e of mud
or silt, with some sandy material overlying the rock. • • •
Unless some feature e<|uivalent to that of a heavy masonry core
characterized the design of the dam at this ))oint, or unless a
re.sorl be made to dredging down to bed rock or near to it, and
refilling with suitable material, or an earth dam at this location
be made very massive, it would be in grave <langer of being
pushed btxlily out of place by the pressure due to the head of
water in the reservoir."

We found the material in the foundations of these dams not
only worse than at Gatun, ut in nowise comparable. In the
former a covering of ooze and silt, in the latter firm ground
with a few soft or marshy spots.

I know that the Im Boca dams could be built to safely with-
stand the heads of water in the resulting lake by adopting either
the nietho<l of dredging out the ooze or by giving massive dimen-
sions to the 8uperimi>osed structure. The engineering committee
and the majority of the commission preferre*! the former method.
In cither case the cost would exceed the original estimates, and
in addition it is a military blunder to push the locks to and
beyond the proper line of defense, especially when the canal is a
military necessity to this country. That the dams could be built
is evidenced by the fact that the west toe of the Sosa-Corozal
dam was carried across the valley on the ooze as an embankment
for a railroad to be utilized in transporting stone for the Pacific
locks. The charge, therefore, that the dams could not be con-
structed is not true, and the analogy at Gatun does not follow.
Nor is there any truth in the statement that the military
necessity was an afterthought as has been insinuated.

I visited the Isthmus in 1!)0.') with a committee of the Board
of National Coast Defenses, with which I was associated at that
time, for a study of the defenses of the canal. When the loca-
tion of the locks at the Pacific end was fixed, I was directed to
call the Secretary of War's attention to the military necessity
of withdrawing the locks to the interior. This I did, with the
result that in forwarding the rejwrt of the Board of Consulting
Kngineers to the President he calls attention to the fact aa
follows:

"The great objection to the locks at Sosa Hill is the possi-
bility of their destruction by the fire from an enemy's ship.
If, 88 has been suggested to me by officers of this department
entitled to speak with authority on military subjects, these locka
may be located against and behind S<»sa Hill in such a way as to
use the hill as a protection against such fire, then economy would
lead to the retention of this lake. • * * If. however, Sosa Hill
will not afford a site with such protection, then it seems to me
wiser to place the locks at Miraflores."

In forwarding the re|H>rt to Congress, the President calls
attention to the change recommended by the Secretary of War in
the location of the locks on the Pacific side. The so-called after-

S«M at *Tfc«« MSB Plt«»." 72 Market »tTr*i

PACIFIC MERCHANT MARINE

thought appears, therefore, as a conclusion reached long before
I had any connection with the work.

Discredit is also thrown on the Gatun dam because there has
. been a desire to reduce the height from 135 to 10a feet. The
original height was arbitrarily fixed to secure an excess of
weight, so as to fully compress the underlying material supposed
to be largely silt deposited by the river. Subsequent investiga-
tions show that the supposed compressibility does not exist; that
a marine, not a river deposit is encountered. The greater the
height of the dam the greater the dilHculty of constructing the
upper portion, and the greater the cost, both in time and money.
From present available data, if the lake should take the total
discharge of the Chagres River, the water surface would not ex-
ceed 90 feet ; the top of the locks, 92 feet above sea level, would
permit escape of the water long before it could reach the crest
of the dam. Why then go to the expense of extra height of the
dam, and what is to be gained thereby? Assuming the crest of
the dam as 100 feet wide, uniform slopes from the rock piles
would give a height of 105 feet, and this height was suggested.
Because as an additional reason it was mentioned that the press-
ure over the base would be more uniformly distributed by a
dam with the cross section proposed, the opponents of the pres-
ent project, without ascertaining the facts, point to the change
as a desire to secure a uniform base pressure, and use it as an
argument against the stability of the foundation.

Much also has been made of the fact that in the testimony
before one of the congressional committees mention was made
of securing the stability of the superstructure by balancing the
dam on the underlying material. Naturally the testimony is read
and discussed in such a way as to leave the impression that the
entire dam is to be so constructed. The ground to be covered
by the dam is crossed by three water courses, the Chagres River,
the French Canal and the West Diversion, and between these
streams the ground is undulating, Spillway Hill reaching a
height of 110 feet above sea level. It is not remarkable or unprec-
edented that there should be depressions which undrained be-
come soft with the excessive rainfall. Except for these the
ground is fii'm. It is in the crossing of these soft spots that slips
have occurred and are liable to occur, and to which the balancing
method referred. They are relatively small in extent and when
drained or filled cause no trouble, as experience at the La Boca
embankment clearly proves.

As previously stated, the Gatun dam satisfactorily solves the
problem of the control of the Chagres, and there should be no
doubt in the mind of anyone who impartially examines the data
that the solution is not only feasible, but absolutely safe. As
there has never been any question raised as to the safety and
stability of the dams at Pedro Miguel and Miraflores, with the
Gatun dam accepted, other things being equal, the relative merits
of the lock versus sea-level canal must rest upon the ease and
safety of navigation otfered by the two types.

In the sea-level type offered in lieu of the lock type already
described, the Chagres River is controlled by a masonry dam
across the valley at Gamboa 4,500 feet long, 750 feet of which is
subject to a pressure due to a head of 170 feet during the ex-
treme flood stages of the rivei'. Proper sluice gates are proposed
for discharging the river into the canal. The difference in tides
is overcome by means of a lock on the Pacific side in the vicinity
of Sosa Hill. While provisions are made for damming or divert-
ing some of the streams that would otherwise enter the canal
prism, not less tiian 22 flow directly into the canal, with no pro-
vision to control the currents or check the deposits of material
carried by them during flood stages.

The prism of the canal is to have a bottom width of 150 feet
through the earth sections, or for nearly one-half its length, and
a 200-foot bottom width through the rock sections. Nineteen
miles of the length are made of curves so that the proposed sea-
level canal is not a wide, straight, and open channel, connecting
the two oceans, but a narrow tortuous ditch, with varying cur-
rents of unknown strength, impeded by a lock, and threatened by
a dam resisting a pressure due to a head twice as great as that
at Gatun.

To be sure, the partisans of the sea-level type are now propos-
ing to eliminate both the Gamboa Dam and the tidal lock by
making the channel so wide as to reduce the currents that result

from the discharge of the Chagres and the difference in tides,
but fail to explain how they purpose to control or divert the
Chagres, the bed of which will be 50 feet above the water surface
of the canal at the juncture. As data is not available for pre-
paring accurate estimates for even such a sea-level type as was
originally offered, neither they nor any one else can offer any
flgures as to time and cost of construction of such a canal as they
now advocate.

In any comparison, thei-efore, we must confine our attention
to the lock type as now building, and a sea-level canal as offered
by the board of engineers, and not by the idealist.

So far as the two prisms are concerned, for ease and safety
of navigation the lock type is better because of the greater
widths of channels, fewer and easier curves, and freedom from
objectionable and ti-oublesome currents, both from the Chagres
and its tributaries. This must be admitted by all, but the expon-
ents of the sea-level type concentrate their attention on the ob-
structions and dangers that the locks constitute in the lock type,
and also on the dangers that will result from the failure of the
Gatun dam, forgetting that at least equally great disaster must
follow the failure of the Gamboa dam. The lock in the sea-level
canal is not mentioned, probably because the danger is not so
great, since there is but one.

Experience shows that the risks to ships in narrow wate^'ways
are material and important. In such a channel as the original
Suez Canal the delays and losses to commerce were great, and
the danger to ships considerable; although the benefit of the
widening is striking, this is true even now.

It is well known that the narrow channels connecting the
Great Lakes have been obstructed repeatedly by vessels aground
or wrecked in such a manner as to block traffic. Even in the en-
trances to our seaports there is a frequency of accidents, which
illustrate the difficulties encountered in navigating narrow and
tortuous channels.

Accidents in locks have been relatively few, and none of a
serious nature have occurred at the St. Marys Falls Canal dur-
ing fifty-four years of its use. The risks to ships in such a nar-
row waterway, as proposed for the sea-level canal at Panama,
far outweigh all hazards in the proposed lock canal, provided
the latter is built so as to minimize the chance of accident at the
locks. This is met by providing every possible safety device, by
building the locks in duplicate and by the installation of a system
by which the vessels will be controlled by powerful electric
machinery on the lock walls, thus avoiding mistakes on the pait
of the vessels' crew or engine-room staff, which once led to an
accident at the Manchester Ship Canal.

Again, it is objected that the size of the locks limits the canal
to vessels which can use them. This is true. The present lock
designs provide intermediate gates dividing the locks into lengths
of 600 and 400 feet. About 98 per cent of all the ships, includ-
ing the largest battleships now building, can be passed tlu'ough
the 600-foot lengths, and the total lock length will accommodate
the largest commercial vessels now building, which, 1 believe,
are 1,000 feet long and 88-foot beam.

It is true that ships may increase in size so as to make the
present locks obsolete, but the largest ships now afloat can not
navigate the present Suez Canal, nor the proposed sea-level canal
at Panama. It must also be remembered that the commerce of
the world is carried by the medium-sized v.essels, the length of
only one of the many ships using the Suez Canal being greater
than 600 feet.

The General Board of the Navy is on record that 110 foot
width will be ample for the future needs of the Navy, and naval
construction of the future will be limited not alone by the locks
of the Panama Canal, but also by the available dry docks. Ships
that can not use locks 1,000 feet by 110 feet can not use a 150-
foot sea-levelcanal, nor can this be so easily and economically
increased and maintained as is made to appear by its advocates.

Increasing the width of Culebra cut, as recently ordered, from
200 to 300 feet is advanced as an argument to show that the
locks are too narrow. Ships do not navigate the locks in the
sense that they do the canal prism, and the wider the channel
the easier will be navigation. On account of slides that devel-
oped in Culebra cut considerably more additional work was made
necessary in the upper reaches of the divide than was contem-

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PACIFIC MERCHANT MARINE

plated, and the advantages of the increaiied width to navigfatiun
were so great, compared with the relative amount of material
to be removed in order to secure it, that the President ordered it.
Hy this aetion the width of the I<m-Ics is in nowise ealled into
i|uestion.

Hie water supply for lockages wan so exhaustively treated by
the minority of the boanl that it has not been calkMl into ques-
tion by anyone wiio has carefully o«>nsidered the re|H)rt and data
submitted therewith. Recently, however, the theiiry has been
advanced that the water of the lake may seep through the ad-
jacent hills or through the bottom, and is significantly referred
to as a nxHitcd question. This |M>ssibility is emphasized by the
seamy (piulity of the rwk when exjMMsed. The French plans,
with l^iliio I<ake. were the result of careful and protracted study
and investigation, and nothing of the kind was anticipated. The
commission of lilOl was not in doubt of the resisting |M)wer of
tiie hill covering such a flow. The re|s>rt of the geologist on the
general formation of the ctuntry does not lea<l to any such dread
or fear. The reservoirs, constructed in the hills of the same
ireological formation as the entire lake area, are not affected by
any such leakage or seepage. At Hlack Swamp, an extensive
area between Bohio and (jaluii, the water stands above the level
of the Chagres — which is within half a mile — and also above sea
le,vel the level of the water remains unelianged, clearly indicating
no such leakage.

Toward the close of the last dry season certain measurements
of the Chagres at Kohio indicated a less discharge there than at
(tamlwut: this was subsecpiently exploded by other observations
which showed that the first ones were in error. Notwithstanding
this, and in spite of the many evidences of the tightness of the
earth covering, the possibility of a flow thnmgh the hills was
advancetl and was sei7.ed u|>on as another argument against the
ItH'k type.

The Board of Consulting Engineers estimated the cost of the
look ty|)e of canal at !fi;W,"05,'2(H), and of the sea-level canal at
$24 7,021, (WO, excluding the C4)st of sanitation, civil government,
the purchase price, and interest on the investment. Tliese
sums were for construction pur|)oses only.

I ventured a guess that the construction of the lock ty|)e of
canal woulil approach .f.iOO.OOO.OOO, and without stopping to
consider that the same causes which led to an increa.se in cost
over the original estimates for the lock caiuil nuist affect etpially
the sea-level tyi>e, the advocates of the latter argued that the
excess of the new estimates was an adtlitional reason why the
lock ty|>e should be abandoned in favor of the sea-level caiml.

The estimated cost by the present commission for completing
the adopted project, excluding the items let out by the Board of
Consulting Kngineers, is placed at .'i!2!>7,7(i().0<)0. If to this be
addetl the estimated cost of sanitation and civil government until
the completion of the work, and the .1!.")0,000,000 purchase price,
the total cost to the United States of the lock ty|»e of canal will
amount to .$37.1,201,000. In the pre|)aration of these estimates
there are no unknown factors.

The estimate<l cost of the sea-level canal for construction
alone sums up to if477,()01,000, and if to this be aided the cost of
sanitation and civil government up tt> the time of the comidelion
of the canal, which will be at least six years later than the lock
canal, and the jMircliase i)rice, the total cost to the I'nited States
will aggregate $.'>(J.{,000.()00. In this case, however, parts of the
estimate are more or less conjectural — such as the cost of divert-
ing the Chagres to permit the building of the (Jaml)oa dam and
the cost of constructing the dam itself. Much has been said •)f
the disadvantage of the seamy nx-k in connection with s<ime
exiieriments made at Spillway Hill test pit and of the so-calle«l
"indurated clay," yet these same disa<lvantages apply to the
foundation at (Jamboa and the same class of material must be
dealt with. The cost of constructing and maintaining a channel
through the swamps of the lower Chagres is an unknown factor,
and no schemes have been developed for controlling the vari<>us
streams that are encountered an«l that must Ik- reckoned with
along the route of the canal. So that the sea-level estimates
iiave not the accuracy of those for the lock type.

(To be continued. I

NORTHERN COAST.

Seattle — McKeiizie Bros, of Vaia-oiiver have reehart-
ered the Norwegian steamer Transit. The Transit will
run between British Columbia and Alaska.

I'ortlajjd — Captain A. L. Belts, who was in charge of
the steamer Olsen and Mahoiiey when that vessel collided
with the Buniside-slreet bridge, was completely exoner-
ated by V. S. Inspectors Edwards and Fuller. The gist of
the tcstinn>ny was that cn>ss currents were the direct
cause of the acei«lent. Captain Betts stated that there
would be a terrible nuirine disaster if some steps were
not taken to protect the bridnres. It would be a very
easy and inexpensive matter to protect the bridges with
dolphins, according to the captain.

Seattb' — The Marine Hospital Service issued orders
that the fumigation of all vessels arriving in Puget Sound
should be stopped. This practice was instigated about a
year ago on account of the bubonic ])lague scare of
San Francisco. Ijoeal steamship men are pleased with
the order to rescind the precautionary measure. And
although it may have been imperative at the time there
has been no danger for a long period.

Victoria — The Canadian Pacific H. H. Co. is to have
a new' steel twin screw of greater dimensions than the
company's steamer Charmer. Plans and specifications
are now being drawn up and bids will be called for
shortly.

Eureka — The new slip constructed by the county is
now completed ami is a great improvement over the old
one. as it provides a separate landing for row boats and
launches.

Seattle — Gov. Hay has signed the bill appropriating
$2r>(),000 to construct the Lake Washington Canal. Work
will commence on the project in June and the canal will
be of the lock type, .')() feet wide and 17 feet deep, making
it a sufficient size to allow the pa.ssage of all Puget Sound
steamers from the Sound into lakes Union and Wash-
ington.

Portland — The Port of Portland Commission have de-
cided to convert the pilot schooner Joseph Pulitzer into
a motor boat by installing engines powerful enough to go
against the tide and currents when the wind is unfavor-
able. The unreliable service rendered. I»y tbe schooner in
the past has been cause for just complaint from sea cap-
tains.

An immense water apoiit narrowly escaped striking the
oil tanker V. S. Porter while off the southern Oregon
coast. This is the first water spout reported in three years,
the last one almost collided with the steam schooner Andy
Mahoney.

Victoria — The marine department purchased the steam
trawler Newington from K. J. Fader for .1i42.fH)0. The
vessel will be use<l as a lighthouse tender.

The schooner I^izzie S. Sorenson of Seattle is in the
bay for repairs. A 150 horsepower gasoline engine will
be installed, and upon completion of the repairs the
schooner will proceed to Seattle to outfit for the whaling
season.

The Ship Owners Association of the Pacific Coast
have petitioned the Lighthouse Boanl of Washington for
a higher onler light at Point Arguello. The prt-sent
fourth onler light penetrates the thick, stormy weather
prevalent in that section but a very short distance from
shore.

The eighteen mutinous Chinese, who composed the
crew of the Ilendrik Ibsen, were deported on the Nippon
Maru. thus ending the complications that it was feared
would arise in the case.

Sol4 at Ferrr Kews Slaad, Saa FraarUro

PACIFIC MERCHANT MARINE

LOSS OF THE R. D. INMAN.

An unfortunate error brought total destruction to
the steamer R. D. Inman on Saturday night last, shortly
after leaving this port, en route to Portland.

The story is best told in the words of Captain
Chester J. Lancaster, and by recalling to mind the un-
usual weather conditions of Saturday night at about
the time the steamer w^s wrecked.

"Leaving the harbor at 6 o'clock," said Captain
Lancaster, "we proceeded towards the heads, being in
ballast; apprehension was felt from weather condi-
tions prevailing at the time if in cargo ; reaching the
north channel fairly under way, and while on the bridge
with Second Officer Ivar Ulvestad, I observed what I
supposed to be a burning vessel on our eastward bow,
and immediately ordered our course to be altered to
render assistance to the distressed. Shortly after chang-
ing our course we were startled by the dreadful news,
breakers ahead, from the look-out at the bow, and almost
momentarily the vessel crunched on the reef, this be-
fore the engines could be stopped. Not until the masts
and smoke-stack listed to starboard did I know that
our vessel was helpless. The crew had no difficulty in
reaching the beach, only 500 feet distant."

The R. D. Inman was built in Marshfield, Oregon, in
1907, at a cost of $120,000, had a gross of 763.12 and
427.80 net tonnage, 186^^ feet long, 39 feet breadth and
depth of 14 feet, with cargo capacity of 1,000,000 feet
of lumber.

P. S. Loop, managing owner of the R. D. Inman,
stated that the vessel would be a total loss, was insured
for $100,000, and would be adandoned, and that by the
process of wrecking $10,000 could be saved by the re-
moval of the machinery.

Much sympathy has been expressed for Captain Lan-
caster, being a young man and capable seaman, having
held several positions of trust on this coast, is well and
favorably known, this being his first serious accident,
and presumably while on a mission of mercy. Captain
Turner remarked that there is a strong current, with a
set inshore, where the steamer left her course. The
pilots claim that Captain Lancaster is not the first to
have been misled by beach fires in this vicinity, and
who have been prompted by the same charitable motives
which brought disaster to Captain Lancaster.

CHANGES AMONG SHIP'S OFFICERS.

W. Mooney went out on the S. S. Washtenaw as
second assistant engineer.

A. Moncaster, formerly first assistant engineer of the
S. S. Mongolia, has been appointed chief engineer of the
S. S. Siberia, relieving J. Morris.

B. Townsend relieved J. Hansen, G. L. Harris re-
lieved C. R. True and 0. M. Pettingill relieved J. Mc-
Carthy; these were the changes among the junior engi-
neers on the S. S. Siberia.

E. Mooney, first assistant engineer of the S. S. Rose
City laid ofi' for one trip on account of sickness in the
family. His place was taken by Second Assistant En-
gineer C. Stevens. Third Assistant Engineer E. Lahti
went out second assistant and L. Kenny was appointed
third assistant.

Second Officer Barneson is off Ihe S. S. Rose City. His
position was taken by Third Officer Parker. Fitzsim-
mons was appointed third officer.

Captain R. J. Dunham, formerly of the S. S. Roanoke,
has been appointed master of the Portland-Tillamook
steamer Argo. He succeeds Captain E. Anderson, re-
signed.

C. Barr has left the S. S. Siberia as fourth officer.
His place was taken by C. Clarkson, formerly fifth officer.
F. Leach was appointed in his place.

The officers of the S. S. Umatilla are Captain Thos.
Riley, First Officer T. Matheson, Second Officer W. Harri-
son, Third Officer A. Mondini, Fourth Officer G. Harris,
Chief Engineer P. Shepard, G. Osborn, first assistant;
A. Johnson, second assistant; H. Towle, third assistant.

Captain Hall has relieved Captain Gielow, temporarily,
on the S. S. City of Topeka.

B. Jackson relieved J. Scoby as first officer of the
S. S. City of Pueblo.

J. Turner relieved H. Haward as second assistant en-
gineer of the S. S. Col. E. L. Drake.

J. McEwing has left the S. S. Olsen and Mahony as
second assistant engineer, his place being taken by Ray
Gunzell, formerly second assistant engineer of the S. S.
Buckman.

H. Eraser went out on the S. S. Buckman as second
assistant engineer.

Billie Jackson went as first mate, relieving J. Scoby
on the City of Pueblo.

Fourth Officer J. Hftiger has left the S. S. City of
Pueblo.

HONOLULU NOTES.

The investigating board have recommended the sus-
pension of Pilot Milton N. Sanders, who was in charge of
the U. S. transport Logan at the time of the stranding.

Hawaii — The navy department has completed the re-
vision of the plans and specifications for the new dry
dock to be constructed at the Pearl Harbor naval sta-
tion. Hawaii, to meet the requirements of Congress. The
original plans and specifications proposed a dock 1,200
feet in length, but Congress refused to appropriate suf-
ficient funds for a dock of this size, as a result the length
was shortened to 620 feet. The only other change on
the revised, plans is the elimination of the inner dock.
At the present size the docks will hold the largest battle-
ship in the course of construction or even contemplated.
Bids on the revised plans will be open May 22.

Sold «t Oceanic PImrmaey, 148 Kast St.

PACIFIC MERCHANT MARINE

NOTES.
The Kitano-Maru, a new Japanese liner built for the
Nippon Yusen Kaisha Co., was recently launched at the
MitKa Uishi Hhipyards of Nai^asaki. The Kitano-Maru is a
double screw steel steamer of 8.U00 tonu gross, with three
decks. She is 465 feet lonff, 56 feet wide and 34V1; feet
deep, fitted with triple expansion surface eoudensing en-
gines, capable of developing 7,300 horsepower.

The Psaka Shosen Kaisha Co. is having three sister
ships built at the Kawasaki Dockyard, Kobe. The first of
the three has just been launched. Tacoma Maru is the
name given the new ship. The steamers are to be 6,000
tons gross with a displacement of 11,500.

The German steamer Ella of the Jebseu line was seized
at La Union, Salvador, by the Government of the republic.
An armed giiard was placed on board and the steamer's
papers seized and taken ashore to be subjected to a rigid
examination. It was thought that the steamer, or those
on board, were spies of Nicaragua, with which republic
Salvador is at war.

Captain Chas. F. Pond, U. S. inspector of the light-
house district comprising Oregon, Washington and Alaska.
has commenced the survey of the Yukon River and is
collecting data prior to compiling a report regarding the
feasibility of establishing fifty-eight day marks along that
river in American territory to cover a stretch of 1,500
miles. A result of the survey and a report will be sent
to the lighthouse board.

The volume of the traffic on this river, during the
months it is navigable, surpas.ses the average conception,
and although many less- important rivers nearer home have
attracted and been given more attention the traffic on the
Yukon warrants the expenditures proposed for safety
a|>pliances.

The new lumber wharf to be built by the state at the
foot of Sixteenth street, is to afford accommodations to
all lumber firms operating from San Francisco on an
e<iual basis. The drydocks will be removed shortly. Six
steamers can be accommodated at the same time when
the proposed lumber wharf is completed.

The Salvadorean gunboat President, recently engaged
in combat with the Xicaraguan gunboat Momotombo, was
formerly the old tug President of San Francisco. The
Salvadorean government bought it and, mounting a few
guns on it, created a navy. Their navy at the present
time consists of the Presidente, a cruiser, and a fully
e<iuipped rowboat, modem in every respect.

After carefully investigating the cause of the explo-
sion on the steamer Weitchpie, U. S. Inspectors John K.
Bulger and O. F. Bolles decided that Fireman Elmer
Dennis, who lost his life in the accident, was responsible.
The explosion was caused by low water in the boiler.

The schooner Marconi, owned by the Simpson Lum-
ber Co., laden with 1,000,(X)0 feet of lumber, was wrecked
on the South Spit near Coos Bay bar and is a total loss.
No insurance was carried on either the schooner or the
cargo and the approximate loss is $60,000.

The New York Shipbuilding Co. of Camden, N. J., is
building two revenue cutters of the highest type, to be
detailed on the Pacific coast when completed. The cutters
are the Tahoma and Yamacraw. and they will be stationed
in the vicinity of Puget Sound for the relief of distressed
vessels.

THE SNOHOMISH IN A CLASS INDIVIDUAL.

The Snoliitinisli, which arrived in this port on Satur-
day, en route from Norfolk to Neah Bay. has the distinc-
tion of being the first vessel built by the Government
exclusively for life-saving at sea; e<iuipped with every
modern convenience and practical device that ingenuity
could devise, the Snohomish will enter the service equal
to every possible emergency and whim of the elements.

Immediately following the wreck of the steamship
Valencia on the coast of Vancouver Island, three years
ago. when 136 lives were lost owing mainly to lack of
equipment of rescuers, who were unable to reiuler as-
sistance. Congress appropriated :|i200.(HK) for the con-
struction of a life-saving vessel, to be stationed at Neah
Bay.

She was built by the Pusey and Jones Company, at
Wilmington. Del., is 152 feet long. 29 feet breadth, and
draws 15 feet 6 inches, with coal bunkers fully laden;
has a 1200 h.p. engine of the triple expansion type, driving
a single screw, insuring a speed of 14 knots. The main
feature, however, of the Snohomish is the new breeches
buoy. The buoy is provided with automatic reel, which
travels on a powerful nistless cable 1600 feet long. By
this means passengers of a distressed vessel may be
landed on the deck of the Snohomish regardless of the
condition of the sea.

The metho<l of c(mnecting a distressed vessel with
the life-saver required new and special apparatus, which,
from a number of tests, has pntven highly efficient and
satisfactory. This apparatus consists of a line-throwing
gun which will carry a whip line 1600 feet from the

S*M at Ferry News StaB^ Baa Fraaeiac*

PACIFIC MERCHANT MARINE

Snohomish, and to which is attached the life saving
cable, and by which means the cable is brought to the
distressed vessel.

Other appliances include fire-fighting devices, power-
ful suction pumps, self-baling and righting life boats
and rafts, search lights, wireless telegraph, water distil,
and built in detail for the service required, and also foi
the rough weather peculiar at Cape Flattery.

The Snohomish made the trip from Norfolk in com-
mand of Captain Francis A. Levis, making an average
speed of about ten knots for the trip, or ninety-eight days.
Captain Levis left this port with the Snohomish on Thurs-
day and will place the vessel in commission at Neah Bay
in the shadow of Cape Flattery.

Almost coincident within the hour of the arrival of
the Snohomish in this harbor. Captain Levis was called
upon to give a finishing touch of his 15. 000-mile voyage
and to test the life-saving qualities of his vessel, to which
he readily responded, putting to sea immediately for
the scene of the wreck of the R. D. Inman, but upon ar-
rival found the Inman beyond aid and the crew safely
ashore.

SHIPBUILDING NOTES.

Contracts will soon be let by the California & Oregon
S. S. Co. of Portland, Oregon, for a new boat, sister ship
to the Alliance, to operate between Portland and Coos
Bay points.

Major Wood of the Quartermaster's Department at
Seattle, Wash., has received authority from Washington
to prepare plans for a steamer to be built by the U. S.
government, to run between Seattle and Forts Worden,
Casey and Flagler. She will be about 400 feet long,
capacity of 150 tons freight, and 150 passengers, to cost
about $48,000. Bids will be called for as soon as plans
and specifications are complete.

The keel of the new 450 ft. liner for the Matson Navi-
gation Co. was laid March 15 at the yard of the Newport
News Shipbuilding Co.

Union Iron Works.

The S. S. James M. Donohue has left the yard after
undergoing extensive repairs.

The Governor Markham is on the dry dock, having
the temporary wheel replaced by the permanent one.

The dry docks at the foot of Sixteenth street have
been moved to a position between the wharves at the
shipyard. The new location of the docks will place the
Union Iron Works in a position to complete work in the
least possible time, as this is the only concern in San
Francisco having a dry dock connected with the shops.

N. 0. S. S. Argyll is at the yard for a general over-
hauling, including engine and boiler repairs.

The S. S. Lansing is undergoing miscellaneous engine,
boiler and hull repairs.

Moore & Scott.

The rumor is confirmed at the office of the Moore &
Seott Iron Works that this firm has taken over the ship-
building plant of W. A. Boole & Sons, Oakland, and that
the possession of the plant, consisting of about nineteen
acres of land, in addition to a first class shipbuilding
equipment, will be acquired about the end of the month.
It is proposed to build a ways capable of lifting a vessel
of 5,000 tons. The firm intends to go in for the larger
repair work coming up on the bay, in competition with
the other large shipbuilding concerns. The price paia for
the ways is said to be $300,000, and the firm will spend an
additional $200,000 in further installations of tools and
equipment.

The installation of the winches and hoisting gear for
the San Mateo is being rushed to an early completion.
Owing to the early date at which the vessel is required it
has been necessary to run a night shift on the work. The
eight winches being built for the steamer will be com-
pleted within the contract time of five weeks. The San
Mateo is now laying up in Oakland Creek, but it is ex-
pected that the vessel will be brought to the new yard
recently acquired by that company in the estuary. The
winches are there being installed and it is po.ssible that
while there the vessel may be placed on the dock for
overhauling and painting preparatory to her entering
in the northern trade under her new charterers.

The state fire tug Governor Markham has been turned
over to the Moore & Scott Iron Works for a thorough
overhauling. The tug has been placed on the Sixteenth
street dry dock, where a new propeller is being installed
and the tail shaft refitted.

This firm has also a large force of men on the State
Dredger No. 3, which is receiving an annual overhauling.

One of the local launch companies of San Francisco
bay is having a launch built at the yard of Stone & Van
Bergen. The dimensions of the boat are 53 feet in
length and 13 feet beam, will draw 6 feet of water and will
be equipped with a 100-h. p. local standard gasoline en-
gine. The vessel will be used for towing purposes and a
large space on the for'd deck can be used for deck cargo.
There will be a cabin at the after end of the vessel, where
the handling gear will be installed, and also accommoda-
tions for two men.

The Yamashito Marine Engineering Co. bought the
British steamer Adato, which went ashore at Ashima,
for $3,000. The Adato was a steel steamer of 3347 tons,
330 feet in length, 45 feet beam and 16 feet depth.

SOUTHERN COAST.

Santa Barbara — Captain Gilbert, skipper of the
schooner Baltic, recently found a stick of dynamite in
the hold of the vessel. The crew of the boat recently
struck for higher wages, and more help, but it is not
thought that they would use such dastardly means to
gain their end.

San Pedro — The San Pedro and Wilmington pilot bill,
drafted by Assemblyman Leeds, passed the Senate and is
now in the hands of the Governor. The shippers pro-
tested against the one-half pilot dues proposed to be
charged deep water vessels entering the harbor of San
Pedro whose masters declined the pilot's assistance. A
compromise was reached by exempting from taxation
coast-wise trade along the Pacific seaboard, from Victoria
to Mexico inclusive.

San Pedro — The Jebsen-Ostrander S. S. Co., now oper-
ating two .steamers, the Ella and Erna, between British
Columbia. Mexico, and Central American ports, intend
to put six steamers on that run and inaugurate a fourteen-
day schedule. The four new steamers to be put on the run
are on their way to the coast from Germany.

South Bend — The steamer Shoshone, while outward
bound for San Francisco, was swept by a heavy sea,
which washed deckload. mainmast and cargo booms over-
board. A member of the crew was swept overboard and
drowned. The vessel was forced to put back to South
Bend for repairs.

Sold at SteacyV Kewu Depot. 3 Steuart St.

PACIFIC MERCHANT MARINE

Pacific Merchant Marine

Oj??« 95 MARKET ST., SAN FRANCISCO. CAL.
TELEPHONE DOUGLAS 4325

THOS. C. BUTTERWOKTH
A. B. BUTTF.RWORTH
M. DAVIS

Hditor

Gvttcral MwiM**'

Advcr1i»in4 Dcp«rtA«*<

Publinhed by the Pacific MeirhaiU Marine Publinhing Co.
in San Francisco, Calijomia, ei-vry Saturday morning in the
inlereM and development of the Pacific Merchant Marine.

WILL BE SENT TO ANY ADDRESS in Ihe UNITED STATES

$4.00 a Year $2.00 Six Months

ADVERTISING RA1ES ON APPLICATION
Addreit All Communication* to the Pacific Merchant Marine

The earliest development of the merchant marine in
the modern sense of the word was in the Mediterranean,
which existed 1,(MK) years before Christ, when the island
of Hhodi'H posses-sed a Hourishin^' eoninierce and merchant
marine governed by a code of laws which in part is the
foundation of all modern maritime laws, and from which
dates the beginning; of a study of this subject. And safe
to say there i« not another subject in the historj' of the
civilized nations of the world which has consnmtHl more
real time and energy than that of their commerce. This
applies eipiatly to the citizen and statt'sinan. Variotis
nations have honored their military officers in recogni-
tion of their achievements in warfare. Lacking material
of this kind, ret'ourse was made to earnest thinkers in
l)ohalf of the nation's resources. This latter class in-
variably consisted of men versed in political economy
and (pialitied to discuss this subject in a masterly way.
and usually to the advantage of those they repre-
sented. Few records of impeachment are known of those
who have failed to give at least reasonable returns for
the services required of them, if unfortunate enough
to have been overlooked by a now appreciative com-
munity. The knowledge of having leame<l the truth and
a <letermination to be true to it remained and invariably
proved the fouiulation stone upon which the iiMlividual
became identified with the nation's history and pros-
perity.

"International trade." said John Stuart Mill, "in be-
coming the principal guarantee of the jwace ctf the worM.
is the great permatient security for the iniinterrupted
progress of the ideas, the institutions and the character
of the human race." Obliterate this statement from the
writings of the earnest truth seeker and sincer*' thinker,
and the popularity of P^ngland's greatest philosopher
would be incomplete.

Picture Theodore Roosevelt as never having occupied
the presidential chair of the I'nited States, but add to
his biugrai)hy his efforts in behalf of rehabilitating the
American merchant marine; accept e%-ery statement
made, criticize his actions and advice on this subject as
severely as many have done in other of his official acts;
analyze, twist, turn, inspect, do what you will with his
efforts in this direction — then find sufficient reason by

which to raise Mr. Roosevelt to the highest pinnacle occu-
pied by American statesmen.

^lany other American statesmen will pass into his-
tory for their efforts in behalf of the American merchant
nuirine. but as a whole much remains to the discredit of
Congress for the past fifty years which has |>ermitted
$2(K).(K)0.000 per year to be taken ont of the pockets of
American workmen to be paid t4i aliens; and this in face
of the fact that, according to the V. S. constitution, Con-
gress is given the power to regulate commerce with for-
eign nati«uis. and among the several states, otherwise in-
terprete«l to ve«t in Congress exclusive power to regu-
late shipping u|M>u the navigable waters of the I'nited
States and as to tlie American vessels upon the high
seas; that the same Congress has allowed the carriage of
over-seas trade to dwinille to the extent that American
vessels arc now carrying less than Id per cent of the
exports of the I'nited States; that the total tonnage of
American steamships engaged in foreign trade is ex-
ceeded in several instances by foreign private ownershij).

This argument may be combated by the fact that we
are the n>ost prosperous and happy nation of the earth,
but the statement does not establish our increase to
prosperity and happiness at a ratio with the decline of
our commerce.

If the argument mentioned has merit, let us apply
it in the same sense but from another source. If the
workingman earned $'.i ]>er day fifty years ago, and the
capitalist made $9. the capitalist owne<l 7.') per cent of
the wealth of the country. Hut if the workman earned
$6 per day this year and the capitalist earns $24. the
capitalist owns 80 per cent of the wealth of the coiuitry;
and while we may be prosperous and happy we occupy
a false |)osition compared to fifty years ago. or in other
words we are 5 per cent less prospen>us and happy.

COURT NOTES.

John (Javin has begun a libel suit against the Pacific
States Trading Company for ♦lO.lKKt <|amages for injuries
receiveil while a member of the crew of the John F.
Miller. The ves,sel and ten of the cn;w were lost at
Hear Harbor, Alaska. Uavin lost three fingers and his
feel were frozen.

The following marine decision by the V. S. Circuit
(k)urt of Appeals is of interest to 8hipiM>rs: The time
when a vt^ssel was ready to load or discharge, and con-
se(|uenll.v when the lay days commence*! under a charter
party, is a i|uestion of fact, and the finding of the trial
court thereon, based on the conflicting evidence, will not
be disturbed by an Appellate Court, unless clearly errone-
ous.

The H. I). I^ndixsen Shipbuilding Company of Plureka
lost a suit for ^lO.fXH) instituted against it by Alexander
McCarren. McCarn-n. while engaged in shifting lumber
in the defendant 's .vard. received injuries to his leg which
necessitated amputation.

The escape of an Afghan from the S. S. Siberia has
brought to the attention of the immigration authorities
the large number of detaine<l aliens that have managed
to esca|K> in the last few months. That the escapes
received outside aid the authoriti<«* have no doubt, and
suspicion in this particular case rests on N'. Miurea. a
Japanese, and Wan Shau. a Chinese, members of the
steward's department on the .Siberia. Both men were
before the commissioners and subjected to a rigid exam-
ination, but as the evidence against them was not com-
plete their hearing was continued.

S*M at Ferrjr Newa •«■■<, •>■ rraadaa*

PACIFIC MERCHANT MARINE

SCHOONER YACHT MARIAN.

The latest addition to the already extensive yachting
fleet of San Francisco Bay was launched Saturday, March
20, from the shipyards of Stone & Van Bergen at Harbor
View. The yacht was built for A. L. Meyer, a capitalist
of San Francisco and member of the Golden Gate Yacht
Club.

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The vessel is 70 feet 6 inches long, 13 feet 6 inches
beam, draws 9 feet 6 inches of water and 14 feet 6 inches
with the centerboard down. Sawed cedar frames, 2-inch
planking and 3-inch ceiling. The cabin is finished in
mahogany and poplar. Three staterooms, a large galley,
refrigerator box, two toilets and a complete Presto Lite
plant for lighting purposes are among the extensive cabin
equipments.

Deck arrangements of the vessel are complete in every
detail and no expense has been spared by Mr. Meyer to
make his vessel not only the finest looking vessel of her
class on the bay, but the most commodious.

The vessel was christened the Marian by Miss Ethel
Stone, and immediately following the launching a trip
was taken on the bay to test the vessel's qualities. The
vessel proved satisfactory in every particular.

C. F. Morel is having a 17-foot by 5 feet 6-inch pleasure
boat built, to be equipped with a 3-h. p. eastern Buffalo
engine.

J. F. Hanify's handsome yacht Martha is having a new
set of cedar spar stepped.

The fast yacht Presto, flagship of the Corinthian Yacht
Club, is on the ways at the yard, to be placed in readiness
for the coming season. New decks will be put on the
vessel before she is again placed in commission.

The sloop Freda has been purchased by Joe Tracy, the
veteran Corinthian yachtsman, and is on Klarmans' ways
in Tiburon, undergoing an extensive overhauling.

Commodore Berry's sloop Nixie, and Captain Chas.
Miller's Yankee are back at their berths of the Corinthian
Club, after having been in winter quarters up river since
the end of last season.

Mysterious Pete Swanson is building a 60-foot pleas-
ure launch for Honolulu parties. There has been some
speculation as to who the prospective owners are, but
Pete is keeping their identity a dark secret.

It has been reported that Andrew Thorne has his yawl
Seven Bells up for sale, and intends to give up the yacht-
ing game.

Preparations are being made for the coming Corin-
thian opening, the latter part of April, and as this will
probably be the last opening held at the old clubhouse,
which is to be torn down preparatory to the erection of
a new $20,000 building, a particularly large attendance
is expected.

STUART B. DUNBAR

211 Buckley Bldg.

Market & Spear Sts.

San Fnmcisco

NAVAL ARCHITECT

Phone Kourny 4731
Yacht* & Work Boats of All Class** D«sign«d & Construction Superintended

Matson Navigation Company

268 Market Street Phone Douglas 3030

Direct Line Passenger and Freight Steamers and Sailing Vessels to

Honolulu, Hilo, Kahului, Mahukona, Eleele

From

Seattle and San Francisco

For Freight and Passenger Bates apply to

Alexander & Baldwin, Seattle Castle & Cooke, Honolulu

Matson Navigation Company, San Francisco

COLUMBIA RIVER PILOTAGE AND TOWAGE RATES

BAR PILOTAQE

For piloting an inward or outward bound vessel to or from Astoria
over the bar, or from within the bar to the open sea, all vessels shall
pay $5 per foot draft, and 2 cents per ton for each and every ton
registered measurement.

The pilot who first speaks a vessel, or duly offers his services
thereto as pilot, on or without the bar pilot grounds, is entitled to
pilot such vessel over the same; but the master may decline to
accept, and may navigate his vessel over said pilot grounds with-
out a pilot; but, nevertheless, he shall, if inward bound, pay full
pilotage, and if outward bound, one-half of above rates.

RIVER PILOTAQE

For piloting a vessel upon the river pilot ground between Astoria
and Portland, whether ascending or descending, all vessels shall
pay $2 per foot draft and 2 cents per ton for each and every ton
registered measurement; and the Board is authorized to prescribe
a proportionate compensation for pilot service between other points
on said ground, or from one part of a dock to another part of the
same dock, the charge therefor shall be a sum not exceeding $7.50;
and the pilot shall, on being thereunto requested by the master of
the vessel, be required to do such work, and for such compensation.
Provided, however, it shall be optional with the master or person in

Sold at Steacy'a News Depot. 3 Stenart St.

PACIFIC MERCHANT MARINE

charge of such vessel whether he accepts or demands the aervicea
of any such pilot; and if the master or other per!«f)n in charge of
any vesv-ifl declines to accept the services of a pilot on the river pilot
ground aforesaid, the vessel shall not be liable for pilotage.

Columbia Kiver Towage Tariff From the Pacific Ocean or Astoria
to Portland and Return for Vessels Other Than Lumber Carriers.

Vessels 500 to 700 tons net n-gLster $.'>UO.0O

Over 700 to 1000 tons net register 550.00

Over lOtX) to 1200 tons net register . UOO.OO

Over 1200 to 1500 tons net register 650.00

Over 1500 to 1800 tons net register 700.00

Over 1800 to 2000 tons net register 750.00

Over 2000 to 2500 tons net n^ister 800 .00

Over 2500 to 3000 tona net register 850.00

Hawser charge $15.00 each way

Veaaels towed from the sea to Astoria and return only, will be
charged 70 per cent of the rate charged to Portland and return.

V'e.<.sels in ballast towed from the .sea to .\storia and return, when
entering the river as a port of call and departing without cargo,
will be charged 25 per cent of the rate to Portland and return.

SCHEDULE OF RATES FOR TOWAOE OF LUMBER SCHOONERS
WHEN PLY! NO BETWEEN PACIFIC COAST PORTS.

From the Pacific Ocean —

To Portland, Ore., or Vancouver, Wash., and return to Pacific

Ocean, 50 cents per 1,000 feet.
To Astoria and return to Pacific Ocean, 25 cents per 1,000 feet.

NOTE. — The above rates apply only to veaaeU arriving light or
in ballast. No charge is then made for hawser. If veaael loads at
two |><>ints outside of I'ortland harliur, an additional charge of 10
cents per 1,000 feet is made.

When vcMela arrive witii cargo, the rate per 1.000 fe«<t to Uith
ports indicated above is increased by 25 cents, and a hawser charge
of $15 each way is also made. Cliarges will be computed on the
actual number of feot of lumber carried from Portlaud, Ore., or
Vancouver, Wash., subject to minimum charge baaed on 300,000
feet of lumber. The raK-s named from Pat-itic Ocean and return to
Pacific (Jceiiu, apply on vessels for lumlx-r mills maintaining their
own river towage service iM'twei-n .\Ktoria and Portland, Ore., or
Vancouver, Waah., ami when handled by their own steamers, .\storia
to Portland, Ore., or N'ancouver, Wasli., and return only. The tow-
boat company reserves the right to decline to tow vt^-ls through
drawbridges at Portland when deemed unaafe, account unfavorable
weather or water c<inditions.

INSTRUCTIONS AND RATES COVERING HARBOR MOVES AND
LIQHTERAOE.

Moves: Vessels will be moved within the harbor limits of Astoria
or Portland at a charge of $20 for each steamer used for eat'li move.

Lighterage: Tlie channel of the Columbia and Wilhtmetu* Uivcrs
having been deepeni-d to admit vessels drawing 25 feet, in the event
of its l>ecoming necessary from any cause to lighter vess<'ls bound
outward from Portland, carrving cargoes of grain and its products
foreign, such lighterage will be handled free of charge by Uie tow-
boat com|>any.

Any necessary lighterage of inl>ound vessels destined to Portland
will bo handled at a charge not exceeding $1.00 per ton, weight or
measurement at option of tow-boat.

GRAYS HARBOR TOWAGE RATES

Towage rates at Grays Harbor are fixed on a basis of 40 cents per thousand feet of lumber carried outward.

Moving vessels within the harbor limits is done by small steamers, without regard to a fixed tariff. Usual charges for this service
rim from $2.50 to $10.00, according to distance.

PUGET SOUND PILOTAGE

Pilotage is not compulsory. If pilot is employed by vessel bound in, rate subject to agreement. Tugs have full charge of vessels
in tow, tug-boat masters all being Government licensed pilots.

PUGET SOUND TOWAGE RATES-SINGLE DECK VESSELS

TONS

ISO to

}Sl to

351 to

451 to

501 to

551 to

aoi to

«51 to

701 to

751 to

851 to 1000

1001 to 120O

1301 to 1500

210
ISO
450

sot

550

too
ato.

700

750
850

BETWEEN CAPE FLATTERY AMD

}

t «
45
SO
SS

s»

ao
ss
as

100
125
ISO
175

IBS

100
105

115

lao

175

225

I 75

90
102
M(
IIS
122
128
134
140
l«

$85

105
120
128

lis

143
ISO

158

las

215
225
210

275

110
128
137
145
155

171
180
223

Its

lis

135
145
155

las

175
185
IS5
230
2S0
275
300

BETWEEN FOBT TOWN8END AND

IS
17
10

m
n

23
34
2S

28
30
3t
40

31
38
40
43
45
48
SO
55

70.

128

43
47
50
55

ao
at

73
80
«0

BETWEEN FOBT ANQELEB AND

• 2*

30
35

38
40
43
45

48
SO

75
HO
125

52
S7

72
75
88
MS
I2S
145

IIS
135
IW
175

• S3

78
83

80
•7
MS

IIS
128

183
188

ISO

70
8S

80
MO
M8

IIS

123

lao

140
ISO
175
200

145

88
MO
lis
135
ISO
175

It'

• as

80
85
M3
IM
118
125
133
148
155
175
200
225

• ••

133
140
148
155
l<3

m
us

DOCKING— 150 to 250 ton.s. $5.00; 251 to 350, $7.50; 351 to 450, $10.00; 451 to 550, $12.50; 551 to 650, $15.00; 651 to 750, $17.50; 751 to

850, $20.00; 851 to 1000. S.>.'>.(X).
Towage to or from Fraser River points above Stev<'ston subject to special rates. *Towage from 8hilshole Bay to Inner Harbor, Ballard;

ami Inner Harbor. Ballard, to Shil.shole Bay. .subject to .special rates.
HA\V.s;i;u CHARGE — Vessels 500 tons and under. $5.00 each way; Haw.ner Charge vessels over 500 tons, $10.00 each way.
Rate from Vancouver to Sound ports alwve Port Townsend, on vessels of KKK) tons and over, same as sea rate to Hound jK>rt. Vessels

towing from sea to Tacoma or Seattle and calling at Port Townsend or Port Angeles for orders will be given a direct rate. Captains to

win' agent of tugs 48 hours' notice of when tug is n-quircd.
Whi.stle Signals. — 1 Whistle, set fore and aft sails. 2 Whuttles, set square sails. I Long and 2 Short Whistles, haul in port braces. I Long

and 2 Short Whistles, haul in starboard braces. 4 Whistles, take in furl nails. 2 Short and I I>ong Whistle, get anchor ready. 3

Whistles, let go haw.ser.
Towing in Foggy Weather. — 1 Whistle, port helm. 2 Whistles, starboard helm. 1 Long and 2 .Short Whistles, fog signals.
Display signals when passing Tatoosh if you wish to be reported. Flash a light when you let go hawser at night.

Sold ■( •Tkat Maa Pltls," 72 Market Street

PACIFIC MERCHANT MARINE

PUGET SOUND TOWAGE RATES— VESSELS OF 500 TONS OR OVER

TONNAGE
VESSELS FROM

TO OR FROM CAPE FLATTERY AND THE
FOLLOWING PLACES

TO OR FROM PORT TOWNSEND AND
THE FOLLOWING PLACES

TO OR FROM PORT ANGELES, ROYAL
ROADS AND FOLLOWING PLACES.

•3

1
1^

3
S

lis

I'll

g
1-

1
s

93 C

Sis
Ss6

a oj

>5 g

1-1

£•3

1""

ID O

Jll

d
pa

g
s
S

S51

to
to
to
to
to
to
to
to

1000 tons

$125
150
175
200
225
250
275
300
325

$175
200
225
250
275
300
325
350
375

1200
225
250
275
300
325
350
375
400

$225
250
275
300
325
350
375
400
425

$250
275
300
325
350
375
400
425
450

$275
300
325
350
375
400
425
450
475

$300

325
350
375
400
425
450
475
500

$30
35
40
45
50
55
60
65
70

$50
60
70
80
90
100
115
130
150

$60
70
75
100
125
150
175
200
235

$100

125
160
175
200
225
250
275

$110

125
150
175
200
225
250
275

soo

$175
200
225
250
275
300
325
350
375

$75
100
125
150
175
200
225
250
275

$105
125
150
175
200
225
250
275
300

$135
150

175
200
225
250
275
300
325

$150

175
200
225
250
275
300
325
350

$175
200
225
250
275
300
325
350
375

$200

1001

1200 tons

225

I'm

250

1501

1800 tons

275

isni

2000 tons

300

2001

2500 tons

325

^51

2750 tons

350

3000 tons

375

»)0I

3500 tons

400

Hawser charge, $10.00 each way.

Towage to or from Fraser River points above Steveston subject to special rates.

Rate from Vancouver to Sound ports above Port Townsend, same as sea rate to Sound port.

3 Whistles, let go hawser.

Towing in Foggy Weather. — 1 Whistle, port helm. 2 Whistles, star-board helm. 1 Long and 2 Short Whistles, fog signals.

Display signals when passing Capo Flattery if you wish to be reported. Flash a light when you let go hawser at night.

HONOLULU PILOTAGE AND TOWAGE RATES

The pilot fees are based on the following section of the Hawaiian
Civil Code :

Section 1, Chapter 32, Laws of 1884. The compensation of the
pilots at the port of Honolulu shall be as follows: For all mail
steamers of one thousand tons register and upwards, fifty dollars
in and same out; for all transient steamers of one thousand tons-
and upwards, seventy-five dollars in and same out; for all vessels
of war, two dollars per foot on draught of water in and out; for all
sailing vessels under two hundred tons register, one dollar and a
half per foot in and out; all other vessels and steamers, five cents
per ton in and same out; for anchoring vessels outside, twenty dol-
lars; if brought into harbor this charge shall be reduced to ten dollars;
for any detention on board a vessel for more than twenty-four hours
the compensation shall be seven dollars per day.

Towboat service to sailing vessels is based on the following scale:

From sea into the harbor, or to sea —

Vessels under 200 tons $30.00

Vessels between 200 and 300 tons 35 . 00

Ves.sels between 300 and 500 tons 40 . 00

Vessels between 500 and 800 tons 45 . 00

Vessels between 800 and 1000 tons 50.00

Vessels between 1000 and 1200 tons 60.00

Vessels between 1200 and 1400 tons 75.00

Over and above 1,400 tons, five cents per ton registered tonnage
in addition, towing outside pilot limits as per agreement.

Moves in the harbor — •

Up to 1000 tons $10.00

1000 to 1400 tons 15.00

1400 to 2000 tons 20.00

2000 to 3000 tons 25 . 00

SAN FRANCISCO PILOTAGE AND TOWAGE RATES

PILOTAQE

All vessels under 500 tons, $3.00 per foot draught; all vessels
over 500 tons, $3.00 per foot draught, and 3 cents per ton for each
and every ton registered mea.surement; and every vessel spoken,
inward or outward bound, except as hereinafter provided, shall pay
the said rates. In all cases where inward bound vessels are not
spoken until inside of the bar, the rates of pilotage herein provided
shall be reduced 50 per cent. Vessels engaged in the fishing trades
shall be exempt from all pilotage except where a pilot is actually
employed, as shall all ves.sels sailing under an enrollment, and licensed
and engaged in the coasting trade between the port of San Fran-
cisco and any other port of the United States. All foreign vessels
and all vessels from a foreign port, or bound thereto, and all vessels

sailing under a register between the port of San Francisco and any
other port of the United States shall be liable for pilotage, as above
provided.

TOWAGE

The cost of towage from sea to anchorage varies with distance
and conditions of weather, and rangt^s from $100 to $250.

For moving a vessel of 2,000 tons net register in the harbor the
charges are approximately:

Docking, City Front $ 30.00

Stream to Port Costa, or Port Costa to Stream 130.00

Stream to Sea 110.00

Fore-and-aft rigged vessels pay, according to size, from $7.50 to
$15 for docking, and from $20 to $50 for towing to sea.

PACIFIC MERCHANT MARINE

NOTICE TO NAVIGATORS, MARINE ENGINEERS,

MARINERS AND SEAMEN

Thu page will be reserved exclusively for all official notices and information of importance

HYDROGRAPHIC OFFICE

DEPTH AT MEAN LOW WATER. ENTRANCE TO HARBORS

rizB oiaEOTOBT. s. r.

Mowm or MAUBT snunT

Place

Feet

Date

Remarks

Grayi) Harbor

Mar. 18

Channel changed itlightly to the
south during the month.

Willapo Bay

Mar. 4

Channel slowly working south-
ward.

Columbia River

Feb. 16

Nohttlcin River

TUIamook Bay

Mar. 2

Channel xhifting about H mite
to southward in now i-{ mile

south of the whistling buoy.

Yaquina Bay

Feb. 2

Siiulaw River

3«

Mar. 16

Channel gone to north end «(
jetty and beacon on high bank
mark.« channel now.

Umpqua River

»>i

Mar. 1

South spit making close to inner
bar buoy. U-ave same on star-
board hand crowiing in.

Coos Bay

Mar. 1

('bannel remains about the same.

Coquille River

Mar. 2

Channel ha.s not t-hifted.

Rogue River.

No opportunity for soundings
lately; before rise there was
7 fei't on the bar.

Klamath River

Mar. 10

Entrance at present immediately

opixifite mouth of river.
North channel very narrow and

Humbi)ldt Bay

Mar. !

crooked, not changing, at

present. About 13 feet at Itiw

water in south channel.

Sim Pedro Bay

Feb. 20

No change in channel.

.Bay

Feb. 25

No change in channel.

TIDE TABLE TO WEEK ENDINQ SATURDAY. APRIL 7.
Ooldrn Gate Entrance to Sui Francisco Bay.
MARCH

■ Mom

Dwrof

Time and Beigbt of High and Low Watv

Mo.

T. H.

Mon.

0:52

3 3

«:S«

5.5

14:15—0.1