24 ON THE MAXIMUM DIMENSIONS OF SHIPS. 
history of our Lake traffic is probably the best we can call upon to show what 
that means in the development of large ships. In the ’80’s we deepened our 
harbors and the approaches to 16 feet; in the ’90’s we increased this to 18 feet, 
and lately we have increased it to 21 feet. The response has been so remarkable 
as to be almost a miracle in the development and use of greater tonnage for carrying 
trade on the Great Lakes. We not only have done that, but last year I was in 
Buenos Aires, and I find that they, too, appreciate the advantages of deeper harbors, 
and as fast as they can deepen them they are doing so, and the response is even 
greater than you would expect, in other words, the commerce of the port is running 
away from them, and they cannot provide as fast as needed the facilities for the 
larger ships that are coming there. 
As regards some of the shippers not possessing the necessary enterprise to 
deepen their harbors and docks, I will only say that those cities that show the 
greater enterprise will reap the greater reward, and in the course of time the other 
cities of this country and other countries, that see their neighbors getting ahead 
of them, and taking away the business which ought to go to them, will rise to the 
occasion and deepen the ports of their cities to suit the greater draught of vessels, 
if it is required by the interests of commerce. 
Sir William refers to the Panama Canal. I quite agree that 40 feet seems to 
be the low limit for that particular canal, and it is probable that ships will want 
to use that draught, at least. Ships will come deep laden with coal to serve their 
uses that far, and then coal on the other side, and be able to use the deeper draught 
at the point of departure. 
As regards our own harbor, I remember a few years ago coming back from 
England, just as we finished our new Ambrose channel, of which we were so proud. 
The commander of the ship told me he was going up the new channel. In going 
up the channel early in the morning we twice had to slow down for a little sailboat 
not over 16 feet long, which, secure in its right-of-way, came cooly down the 
channel, when it should have taken its course in another part of the harbor. 
I think those who know something of the handling of commerce in this harbor 
must realize that the time is coming shortly when there must be a drastic regula- 
tion in favor of the great interests centered here, the merchandise of which is 
carried in ships of great bulk and size, that will require that no vessel shall move 
in the harbor of New York, or at least in the channels through which the great 
steamers pass, unless under power control. We must have such a regulation if 
we are to rise to the responsibilities of the occasion. 
Of course, we must not assume that all vessels should be larger because some 
must be. 
The author says: ‘‘It will not be disputed that one essential factor in framing 
a shipbuilding programme for any war fleet should be the consideration of the 
harbor and docking accommodation which will be available, in case of war, for the 
reception and repair of the largest vessels.” Admiral Bowles has told you some- 
thing of the history regarding our first battleships which were to be made 8,500 
