unassisted in adverse winds and generally cold weather during which motor troubles obliged them to land at three obscure places along the shore of the bay.

The primary object which has dominated the work so far is the eventual use of the aeroplane from ships of the Navy as an aid in scouting, in reconnoissance of an enemy's mine fields or other defenses, and in communicating between ships or between ships and advanced bases or between the fleet and a cooperating force on shore.

In order to render it possible to use these machines from shipboard without the necessity for employing additional auxiliary vessels specially equipped for the purpose, efforts have been made to develop hydro-aeroplanes, by which it is anticipated that systematic training in their use may be carried on eventually from the ship as a base. The results so far have been fairly satisfactory, but further improvements now in sight will doubtless improve the efficiency of these machines for use in this way.

Due attention is being given to the test of aeroplane motors and the development of aeroplane wireless outfits. In the department organization this comes naturally under the cognizance of the Bureau of Steam Engineering. The general architecture of aeroplanes and hydroplanes comes naturally under the Bureau of Construction and Repair and the training of aviators and aviation mechanics under the Bureau of Navigation. For this reason no specific appropriation for aviation is requested this year, except under the Bureau of Navigation to cover aerial training and for navigating instruments, as it is intended that all bureaus will do their share in providing specific parts of new outfits under their appropriations for equipment, just as boats, which cost much more than aeroplanes, are now provided. When the department is satisfied that the development has advanced sufficiently to justify issuing these machines to ships as part of their equipment, a few will be issued to the fleet for a thorough study of their usefulness and of the measures required for their further improvement.

PACIFIC COAST COALS.

During the past year the department has continued its efforts to ascertain whether there are steaming coals obtainable from mines on the Pacific coast suitable for naval use, but so far the department's efforts to obtain suitable coals have not met with success.

Actual steaming tests aboard two of the armored cruisers of the same class have been made of six representative coals mined in the State of Washington, and three kinds of coal mined in British Columbia. The coals thus tested were the best obtainable and were selected after exhaustive inquiry regarding the kinds of coal most probably suited for naval needs. In this connection the department has had

the valuable cooperation of the Department of the Interior, Bureau of Mines, which bureau, in addition to furnishing the department, before and during the tests, the information at its command, has had practical representatives actually present to observe and assist with the work of tests on board of ship. Prior to the commencement of the tests the vessels selected for the purpose were given an overhauling so that the state and efficiency of their machinery and boilers might be as similar as are the designs of the machinery, boilers, and hulls.

The department has directed the formulation of plans for further tests of western coast coals, to be conducted when suitable ships are available, and the work of selecting representative coals mined in British Columbia, Utah, Colorado, Wyoming, and New Mexico is now being prosecuted.

The department understands that analyses of coals from Resurrection Bay, Alaska, indicate that coal does exist there equal to the best coal mined. Steps should be taken to develop this coal for use of the Navy on the Pacific coast.

HYDROGRAPHIC OFFICE.

The Hydrographic Office merits the careful attention of Congress. In this office are prepared the charts, sailing directions, and Notices to Mariners and Hydrographic Notices so necessary for the safety of our fleet, and of great value to our merchant marine.

There are two separate duties which require the technical knowledge of naval officers: First, the gathering of information, showing errors and changes and the correction of the charts and sailing directions accordingly; second, the supply of the necessary charts and sailing directions to the fleet.

This office is slowly adding to the number of its charts so as to become self-sustaining. The necessity of procuring charts from abroad has been embarrassing in time of peace, and might become of serious moment in time of war. Funds should be provided for making our own charts.

The Pilot Charts are of value to our fleet and merchant marine. By their wide distribution the office obtains volunteer observers from every sea, and thus obtains much of the information on which the final corrections of charts depend.

Upon the report of a committee of Congress, not the Naval Committee, the number of naval officers employed in this office is limited to two. This number is inadequate to insure the accuracy so necessary to the safety of our fleet. It would seem folly to attempt an economy of a few thousand dollars where millions are at stake. A small error might lead to enormous loss of life and property, and in time of war might lead to a national disaster.

It is due to the officers and men whose reputation and lives are involved, and to the American people who have so much money invested in our ships, that all instruments of navigation and safety appliances should be the best that the present knowledge of the art can afford.

The Hydrographer of the Navy has instituted an improvement in the method of producing charts which will make it possible, at much less expense, to prepare a complete set of charts of the world. for the use of our Navy. We are now depending upon British Admiralty charts for about 50 per cent of the charts used by the Navy. Under the old process, existing prior to 1910, to engrave the two thousand and odd charts which are now purchased abroad would cost about one million and a half dollars. By the new process of photolithographing on zinc it will be possible to do this same work for about $200,000. Besides being very much cheaper, the new process is immensely quicker and has other minor advantages.

NAVAL OBSERVATORY.

Besides the valuable work done at the Naval Observatory in astronomical work pure and simple, it is engaged on investigation and computation of the greatest value to the Navy and merchant marine. It prepares the annual Nautical Almanac and Ephemeris in general use by all navigators, and in addition has charge of the testing and issue of all nautical instruments used by the Navy, including chronometers. Under the observatory is also the time service, by which the correct time is sent out daily all over the United States by land wires, and to vessels at sea by wireless.

While the scientific work of the Naval Observatory is of great value its practical usefulness must be for the benefit of the Navy and merchant marine. As our merchant marine increases in size its purely nautical character will be increased, and such astronomical work as can be performed at the civil observatories of the country will undoubtedly decrease in extent.

A plan is now under consideration by which the activities of the Naval Observatory, Hydrographic Office, and Compass Office will be consolidated. If this can be satisfactorily effected the production and issue of all charts, sailing directions, nautical instruments, and other information necessary for safe navigation can be placed under one head, thus insuring greater efficiency and coordination and doubtless greater economy.

PAUL JONES CRYPT.

In accordance with the authorization contained in the naval appropriation act approved March 4, 1911, the department has engaged the services of architects for the preparation of estimates, plans, and

specifications for the completion of the Paul Jones crypt at the Naval Academy. The plans have been approved, and it is expected that work will be commenced on the crypt within a short time and will be completed before June of next year. The cost will be within the appropriation of $75,000 made in the last naval appropriation bill.

EIGHT-HOUR LAW.

It was feared that the application by the act of June 24, 1910, of the provisions of the eight-hour law of August 1, 1892, to the construction of naval vessels might deter bidders and prevent the placing of contracts for such vessels, but an acceptable proposal for building battleship No. 35, provided for by the act of 1910, was received in answer to the department's advertisement. Likewise the two colliers, No. 9 and No. 10, authorized by the same act, for which no satisfactory proposals were received when advertised for in 1910, have since been contracted for after readvertisement.

The act of March 4, 1911, goes somewhat further in the application. of the eight-hour day for persons employed in the construction of naval vessels, forbidding payment to contractors unless they establish and maintain the eight-hour day for their employees, and leaving questions of compliance with the law to the determination, ultimately, of the Comptroller of the Treasury. That officer, in answer to a request from this department, rendered a decision defining the scope of the law so that all builders are definitely informed as to what will be required of them in regard to the matter. What the effect will be on the bidding for the battleships provided for by the act is problematical.

The submarine boats authorized by the act of 1911 and covered by the provisions thereof relating to the eight-hour day were submitted to competition, and acceptable proposals for their construction were received from the Electric Boat Co. and the Lake Torpedo Boat Co. It is not possible to say whether other builders or designers of submarine boats were prevented by the eight-hour-day provision from submitting proposals or to determine the extent to which the cost of these latest boats is to exceed previous prices as a result of said provision.

NAVY PENSION FUND.

In accordance with the provisions of section 3667 of the Revised Statutes, which reads: "The Secretary of the Navy shall annually submit to Congress estimates of the claims and demands chargeable upon and payable out of the naval pension fund," it is reported that the balance on the books of the Treasury to the credit of "Navy pension fund" (interest) on June 30, 1911, was $439,838.40. On July 1, 1911, $72,829 was, in accordance with the provisions of the

act making appropriations for the naval service approved March 4, 1911, transferred to the credit of the appropriation "Naval Home, Philadelphia, Pa., 1912," and the remainder, $367,009.40, in accordance with the provisions of the act making appropriations for the payment of invalid and other pensions approved March 3, 1911, was transferred to the credit of "Navy pensions, 1912," on the books of the Interior Department.

PENSIONS OF INMATES OF NAVAL HOMES.

I renew my recommendation made last year that legislation be provided placing inmates of naval homes on the same footing as inmates of soldiers' homes in regard to their pensions. The law requires that the pensions of such inmates of naval homes be paid in for the benefit of the Navy pension fund. In the case of inmates of soldiers' homes, such pensions are held intact for their benefit upon discharge, or, under certain circumstances prescribed by law, a portion may be paid to a deserted wife or a dependent child. The same law should apply to pensions of inmates of naval homes.

SPECIAL LEGISLATION.

The department renews its recommendation that special legislation having for its object the promotion, reinstatement or other advancement of particular officers be avoided, except in special cases where such a course would result in particular hardship or injustice.

LEGISLATION.

MISCELLANEOUS.

Certain measures are recommended which I would be glad to have enacted by Congress. These relate to (1) consolidation of examining and retiring boards; (2) administration of oaths by boards of inquest; (3) authorizing a reserve of personnel for the Navy and Marine Corps; (4) the administration of discipline in naval landing forces, authorizing division commanders to act upon the records of summary courts-martial and to convene general courts-martial, authorizing commanding officers of naval stations outside the continental limits of the United States to convene courts of inquiry, and fixing the relation between the commanding officer of a naval transport and the commanding officer of a marine battalion embarked thereon; (5) amendment of the law relating to the payment of death gratuity to conform to the similar provision now in force relating to the Army; (6) naturalization of naval aliens; (7) providing for a uniform method of promotion of certain officers of the Navy; (8) providing for issue of medals of honor to officers of the Navy and Marine Corps not now entitled to receive them; (9) providing