Mr. O. L. FRISBEE, M. A. ENTHUSIASTIC WORKER FOR DEVELOPMENT OF PORTSMOUTH HARBOR By CAPT. JOHN H. PRUETT The subject of this sketch is a native of Kittery, Maine, having first seen the light some fifty years ago on the banks of the Piscataqua. From early childhood he evinced a fondness for the sea. and throughout his life he has taken a keen interest in the Navy and Merchant Marine of his country. He started his career on a coaster, but quit it to work his way through Bates College, Lewiston, Maine, from whence he grad uated with honors in 1883, while in 1896 his Alma Mater conferred on him the degree of Master of Arts. As manager of some of the largest resort hotels in the country, Mr. Frisbee has made a success of life, and his name is a household word with tourists from Maine to California. He is well known in New York from his con nection with the Plant Hotels in Florida and the Prospect House at Shelter Island, Long Island, N. Y. Mr. Frisbee's home is at Portsmouth, New Hampshire, and during the last year he has greatly interested himself in the improvement and development of Portsmouth Harbor. Mainly through his efforts an association has been formed, known as the Deeper Water Harbor Association, and Congress has petitioned to improve the harbor, although as is generally known, it is already the deepest harber on the Atlantic Coast. Among the improvements asked by the association and endorsed by Atlantic Harbor No. 77 and the Grand Harbor at Washington, are the following The erection of a light house at Duck Island, Isles of Shoals; increased facilities for anchorage at Pepperrell Cove; the building of a break water at the lower harbor, and the construction of a dam to secure slack water navigation for the Port of Portsmouth. This last proposal was favorably reported on by the U. S. engineer twenty five years ago, and the association has asked Congress to make an appropriation. When the improvements are completed it is expected that Portsmouth Harbor will hold the key to the commerce of the twentieth century, and in course of time will be r cognized as the commercial mistress of the whole At 1..ntic Coast. On the Pacific Coast, the Port of Seattle presents an exact counterpart, and it is quite within the Founds of human possibility that the trade of this Continent may pass to and from the Orient through these two ports. Mr. Frisbee belongs to a score or more societies and orders, among them the De Witt Clinton Commandery of Knights Templars and the Pepperrell Association, of which he is the founder. This association is composed of the descendents of Colonel Pepperrell, whose son, Sir William Pepperrell, known to fame as the hero of Louisburg, was at one time believed to be the wealthiest man in North America. Sir William sent great fleets from the Piscataqua to all parts of the hemisphere, loaded with fish and other products of the New World, thus securing the foundation of his great fortune from the sea. The Pepperrell Mansion and Pepperrell Tomb at Kittery Point, Me., still reminds us of the ancient glory of the Pepperrells. NEW MARINE PATENTS Prepared for THE MASTER, MATE AND PILOT by Royal E. Burnham, solicitor of patents and counselor in patent causes, 801 Bond Building, Washington, D. C., from whom illustrations and specifications of any patent mentioned below may be obtained for ten cents. 880,895-Boat-detacher. Erik H. Lindman, San Pedro, Cal. 881,068 Distance and course recorder for ships. William C. Forbes, Melbourne, Victoria, Australia. 881,136-Apparatus for regulating the depth of moored floating bodies. Karl O. Leon, Stockholm, Sweden. De 881,148-Apparatus for examining submerged bodies. sire Pepin, Sr., Montreal, Quebec, Canada. 881,324-Steering wheel. Read W. Lowell, Seatsport, Me. 881,393 Ship propeller. Carl J. H. Flindt, Copenhagen, Denmark. 881,417-Life-saving appliance. Charles H. Kruger, Bradford, England. 881,429 Apparatus for coaling vessels. Louis A. de Mayo, New York, N. Y., assignor to De Mayo Coaling Company, same place. 881,446-Apparatus for unloading vessels. Aaron Schwartz, Boston, Mass., assignor to Automatic Rapid Unloading Company, same place. 881,537-Means for propelling ships. William Bethany, Mars, Ark. 881,649--Mechanism for moving hatch-covers. Tulley B. Armstrong, Lakewood, Ohio. 881,650 -Boat. Fortunat Audet, St. Jean des Chaillons, Quebec, Canada. 881,667--Beacon, light-buoy, etc. Robert M. Dixon, East Orange, N. J., assignor of The Safety Car Heating and Lighting Co. 881,697- Marine governor. Lewin D. Kissack, Cloverdale, Cal. 881.775--Screw propeller. Roscoe E. Coon, Portland, Ore. 881,803 -Propulsion of submarine boats. George F. Jaubert, Paris, France. 881,838- Hoisting apparatus for dredges and the like. Robert M. Wilson, San Francisco, Cal. 881,874--Apparatus for unloading vessels. Aaron Schwartz, Boston, Mass., assignor to Automatic Rapid Unloading Company, same place. 883.412- Hydr carbon motor (for boats). Abbot A. Low, Horseshoe, N. Y. 883,423- Ship cleaning apparatus. Arthur R. Rogers, Jonesport, Me. 883.455-Boat. Albert H. Friedel, Cleveland, Ohio, 883.507 Protecting piles against worms, etc 883.588 83.635 883.664 Philip F Aptel, Seattle, Wash., and Ralph L. Earnest, Portland, Ore. Invisible air chamber and sponson for canoes Caleb B Thatcher, Bangor, Me. Bucket for dredgers. George Francis, Chelsea, Mass. Torpedo boat. Frust A. Nelsen, Christiana, Norway, assignor of one halt to Bernard Crafton, Chicago, Ill 884038 Sea sounding apparatus. Murray T Parks, Lydd. England 884079 Propulsion of ships. Edward J Duff, Liverpool, 884,143 -Lafe preserver. Herbert W. Fraser, Port Clinton, 884,202 Ohio. Steering gear for ships. Henry Penton, Detroit, 884.474-Reciprocating propeller warden, Iowa. William Dawson, Ha 884,912-Construction of screw propelled ships. John T. Duncan, Cardiff, England 884.936-Appliance for adding to the record speed of ves sels William Laud ihn, Los Angeles, Cal MONARCHS OF THE SEAS CUNARD LINERS "LUSITANIA" AND "MAURETANIA," THE LARGEST The actual construction of the Lusitania was commenced in September, 1904, when the keel and double bottom were laid on the ways prepared by Messrs. John Brown & Co., Limited, Clydebank. The hull was sufficiently advanced for launching in June, 1906, and on the 7th of that month the steamer was successfully transported to the River Clyde. She sailed from Liverpool on her maiden trip on Saturday, September 7, 1907, and on arrival in New York met with a magnificent and never-to-be-forgotten reception. The Mauretania was built by Messrs. Swan, Hunter & Wigham Richardson, Limited, Wallsend-on-Tyne. She left Liverpool on her initial transatlantic passage on November 16, 1907. The keel plates of the vessels are 5 MAURETANIA" feet and 334 inches thick, and are flush outside with the ship's bottoms. Associated with these flat keels are the vertical keels, 5 feet high and I inch thick, to which vertebra are attached, directly or indirectly, the frames and beams which make up the steamers' skeletons. The double bottoms are divided by the vertical keels and transverse frames into compartments in which water ballasts may be carried. In fact, the vessels are not only double bottomed, but double sided, the double bottoms being carried well up the ships' sides. This is only one precaution in the direction of securing unsinkability. The lower decks are completely water-tight. Below them are the orlop and lower orlop decks, and above are the main, saloon, upper, promenade, and boat decks. It is necessary, of course, that there should be means of communication between one water-tight compartment and those contiguous, and on the Mauretania, as on board the Lusitania, the doors at, or below the water-line, are of a special type, and can be closed automatically from the navigating bridge, and that in a few seconds. In all, the Lusitania and Mauretania possess 175 water-tight compartments. so that it may be claimed for them that they are as unsinkable as ships can be. DOME OF DINING SALOON MAURETANIA" The Lusitania and Mauretania comply with the British Admiralty requirements as armed cruisers, and are fitted with armaments of 12 6-inch guns and 12 light quick-firing guns. These guns represent their offensive powers. With the view of protection, their rudders and one set of their steering gears are below the water-line, and in the way of the engine and boiler rooms there are side bunkers which, filled with coal or water, will be equivalent to an armor belt round the vulnerable portion of the ships. Attached to the hulls of the ships along their midship sections are bilge keels. These preventions to rolling are the widest fitted to any ship and will ensure steadiness during any weather conditions. Both the Lusitania and Mauretania carry eighteen lifeboats under davits, in addition to a large number of liferafts, and have the submarine signalling apparatus. The passenger accommodation on these vessels is unsurpassed. First class passengers can choose between dining a la carte in charming white and gold Empire salons, or table d'hote in an elegant dining room faced with mahogany. On the Lusitania everything has been designed to look as little like a ship as possible. The fire-places are quite pen. The windows are shaped and curtained as in a private house. The elevators are conveniently located in the centre of the ship, alongside the stairways. The combined music room and lounge is extremely beautiful. Finished ( STATE ROOM LUSITANIA in satin-wood, with attractively designed tables, chairs and settees, the ladies may now join their escorts for after-dinner coffee. The staterooms are as handsome as the skill of the first decorators in the world can make them. The regal suites consist of two bedrooms, a dining room, reception room and bathroom. There are Sheraton dressing tables, brocaded settees under the windows, brass bedsteads, and the walls are adorned with delicate tapestries. Every electrical device tending to comfort will be found in these rooms and passengers can telephone to any part of the ship by simply calling up "Central.' In addition to the other many special features, there is a veranda cafe and a fine orchestra of skilled musicians. The high standard already set for second class passengers in the Caronia and Carmania has been excelled in the Lusitania. Their dining saloon extends the complete width of the ship and is surmounted with a handsome dome. In addition to an attractive reception room and smoking room, there is also a lounge on the boat deck, a unique feature for second cabin passengers. The staterooms are situated on three decks, are large and airy, with many two-berth rooms. Probably the greatest advance in late years has been in third class accommodation. Passengers in this class in the Lusitania are all berthed in rooms, served at tables by competent stewards in a big, cheerful dining room, made bright by many windows and containing a piano for their entertainment. They have large promenade space, both covered and on deck, and in addition there are smoking rooms and a sitting room for ladies. Speaking broadly, the prevailing aspect of the public rooms in the Lusitania is one of lightness and brightness, the outcome of a liberal use of light colored enamels and gilt. In the Mauretania, on the other hand, costly woods, in their natural colors, are relied upon for decorative effect, producing what might be described as an impression of handsomeness and substantiality. Both schemes of decoration are successful in their own way, and preference for the one or the other will ditter according to the taste or temperament of the ind vidual. Some more detailed idea of the principal rooms in the Mauretanita may be given. The dining saloon and upper saloon are in oak in the Francis I. style, beautituly carved In the man entrance hall and staircase the desi, n is Ita ian Renaissance, carried out in French warut, and the same style in the same wood with the addition of stamwood inlay is used with the effect in the smoking room. The Library is done in sycamore of a beautiful grey shade, and is furnished in Los XVI. style, and the same style is carried out in the lounge and music room in mahogany, with large (Continued on page 57 |