city under Barbieri, Natalucci, Aldega, and Liszt. He composed a pianoforte quartet (first heard in 1866), which established his reputation throughout Italy and Germany. In 1877 he was appointed professor of pianoforte at the Academy of Santa Cecilia, Rome. In 1896 he founded the Nuova Società Musicale Romana. His compositions include a Requiem Mass (1896); Symphony in D; Concerto in G Minor; Two Quintets with the Piano; and other symphonies, overtures, concertos, and also pieces for the organ. Sgambati greatly admired Wagner, and his own work is somewhat Germanic in character.

SHACKLETON'S EXPEDITION (THE IMPERIAL TRANSANTARCTIC EXPEDITION). See PoLAR RESEARCH, Antarctic.

SHALLENBERGER, WILLIAM SHADRACH. Former member of Congress from Pennsylvania, died April 15, 1914. He was born in Mt. Pleasant, Pa., in 1839, was educated in the schools of that town and at Lewisburg University. He served as first lieutenant and adjutant in the 140th Pennsylvania Volunteers from 1852 to 1864, and was wounded at Gettysburg and at Todd's Tavern. From 1877 to 1883 he was a member of Congress from the Twenty-fourth Pennsylvania District. From 1897 to 1907 he was assistant postmaster-general.

SHEEP. See STOCK RAISING.

SHELBY, DAVID DAVIE. American jurist, died Aug. 22, 1914. He was born in Madison Co., Ala., in 1847, and studied law at Cumberland University. In 1870 he was admitted to the bar and until 1899 practiced at Huntsville, Ala. He was a member of the State Senate from 1842 to 1844, and in 1889 he was appointed United States Circuit Judge for the Fifth Judicial District.

He

SHELDON, ANDREW FLINT. An American physician and soldier, died Jan. 4, 1914. was born in Huron, Wayne Co., N. Y., in 1831, and graduated from the University of New York in 1852. He practiced medicine at Lyons, N. Y., until the outbreak of the Civil War, when he was appointed assistant surgeon of the Seventh New York Cavalry. He served with this and other regiments throughout the war, acting for a time as executive officer in the medical director's office at Washington. He was subsequently commissioned by President Lincoln as surgeon of the United States Volunteers, and after twenty months' service was placed in charge of the Campbell United States General Hospital at Washington, where he remained until he was mustered out of service in August, 1865. He was commissioned lieutenant-colonel by President Johnson for meritorious services. After the war he returned to his native home where he practiced until within two years of his death. He invented a field hospital tent which was adopted throughout the service.

SHERMAN, SAMUEL STERLING. An American educator, died Nov. 23, 1914. He was born in Vermont in 1815, and graduated from Middlebury College. At the time of his death he was the oldest college alumnus in the United States. For several years before the Civil War he was president of Howard College, now in Birmingham, Ala., and the Judson College for Girls, now in Marion, Ala. During the Civil War he was president of Milwaukee College, now known as Milwaukee Downer College. He removed to

Chicago in 1878 and was a resident of that city for the remainder of his life.

SHIPBUILDING. Shipbuilding, as well as ships and shipping generally, was an important topic in the year 1914, on account of the great European War in which commercial as well as military supremacy was involved. Whether Great Britain should continue to rule the seas and Germany be halted in her progress towards a vast mercantile marine were not the least of the questions at issue. Many merchant ships were under construction, though naturally the amount of construction varied in the various countries. The conditions of the war soon established the fact that Germany, Belgium, and Austria-Hungary were struck from the shipbuilding trade, while the United States in its effort to secure shipping of its own under the American flag was handicapped by the various conditions involved in its statutes and the general state of its shipping as well as uncertainty and lack of precedent under international law. Never before was so much interest paid to shipbuilding and shipping. While some impetus had been given to American shipping by the construction of the Panama Canal, nevertheless it was in view of the war and the internment of German and Austrian ships in various ports that the question was brought forcibly before the American people, as their commerce was vitally concerned.

Looked at from the world's standpoint the shipbuilding industry in Great Britain was in good condition, although costs of production were extremely high, and rapidity of workmanship was called for both by the government and private owners. Nevertheless, the industry proceeded with the coöperation of labor unions and shipbuilders, and while numbers of workmen were called into the military service yet the labor unions withdrew all restriction on labor, granting permission to work overtime to any extent, and to shift from yard to yard in accordance with the emergencies on the most pressing naval work. Furthermore, private yards working on naval contracts were enabled to draw workers from mercantile yards whenever they required them, and an extraordinary degree of elasticity in shipyard and engine-shop labor was manifested, so that greater progress was made on present naval work than would have been possible in times of peace.

Germany launched in 1914 a larger tonnage than did the Clyde, and if there had been no war it is hard to say to what extent the German mercantile marine would have been augmented. Nearly 200 vessels of over half a million tons displacement were launched. In France the work of the shipyards was interfered with, as many workers were being called to the military service. In Austria-Hungary very little work was done, and the British engineers, who had assisted in the newer plants, left the country. In Belgium after the war began the shipyards and engine shops were being used by the Germans for the manufacture of munitions of

war.

Llody's Register of Shipping in its annual return of shipbuilding throughout the world during the year 1914, for obvious reasons_does not give the warship work done in the European countries, and consequently the figures deal exclusively with merchant work.

The largest vessel completed at the Fore River yard was the battleship Nevada, of 27,500 tons displacement and 26,500 indicated horsepower, while other naval work included a destroyer, the submarine tender Fulton, and two submarines, both the submarine tender and the submarines being fitted with Diesel engines. The engine for the Fulton was of about 1000 horsepower and was the largest single Diesel engine so far installed in an American ship. The merchant work turned out by the Fore River yard consisted of the freight steamers Atlantic and Pacific. The merchant tonnage of the Newport News Shipbuilding & Dry Dock Co. included the bulk oil freight steamers John D. Archbold and John D. Rockefeller, the Mallory freight steamships Neches and Medina, and the collier Edward Pierce. The work on hand included the battleships Pennsylvania and Mississippi and two revenue cutters.

At the Maryland Steel Company, Sparrows Point, Md., the last three of the American

Hawaiian Steamship Company's freight steamers, the Washingtonian, Iowan, Ohioian, of 6649 gross tons each, were completed during the year. There were under construction at the Maryland Steel Company's yard two colliers for the Panama Canal, of 10,650 gross tons and 7200 indicated horsepower each.

The New York Shipbuilding Company, Camden, N. J., during the year delivered two large oil steamers of 5188 gross tons and 2650 indicated horsepower each for the Gulf Refining Company; the collier Hampden, of 4725 gross tons and 2100 indicated horsepower, for the Coastwise Steamship Company; the municipal ferry Mayor Gaynor, of 1634 gross tons, for New York City, and four car floats for railway service. The output also included a protected cruiser of 2600 tons displacement, fitted with Thornycroft boilers and Parsons turbines, for the Greek government. The work in hand at the end of the year included the Argentine battleship Moreno, of 27,630 tons and 49,300 horsepower, equipped with Curtis turbines; United States battleships Oklahoma, of 27,500 tons and 26,240 indicated horsepower, and the Idaho, of 32,000 tons and 37,000 horsepower. The former is propelled by reciprocating engines and the latter by Parsons turbines. There were also four destroyers and the destroyer tender Melville. Two large merchant vessels were also under construction, one of which is an oil tanker for the Gulf Refining Company, which is a duplicate of the two delivered; and the lumber steamer William O'Brien, of 5528 gross tons and 2000 horsepower.

the

The total output from the Jackson & Sharp plant of the American Car & Foundry Company, at Wilmington, Del., amounted to 10,451 tons, which is considerably in excess of the output from any other wooden shipyard in the United States. The tonnage consisted principally of seagoing barges, car ferries, and dump scows.

The Harlan & Hollingsworth Corporation, Wilmington, Del., built the coastwise oil or lumber steamer Francis Hanify, of 2588 gross tons and 1720 indicated horsepower, and several excursion and ferry-boats.

William Cramp & Sons' Ship & Engine Building Company, Philadelphia, Pa., completed several naval vessels, including one submarine, two destroyers, and the gunboat Sacramento, and at the end of the year had under construction the two turbine passenger ships Great Northern and Northern Pacific, of 8255 gross tons and 25,000 horsepower, the car ferry Henry M. Flagler, for the Florida East Coast Railway, and five destroyers for the United States navy.

Out

SHIPBUILDING ON THE GREAT LAKES. side of the work of the American Shipbuilding Company and the Great Lakes Engineering Company comparatively little construction was undertaken on the Great Lakes. The vessels built by the American Shipbuilding Company included the bulk freighter Howard M. Hannah, Jr., of 6204 gross tons and 1760 horsepower, built at Cleveland; the bulk freighter Robert L. Ireland, of 6387 gross tons and 1600 horsepower; and the bulk freighter William D. Crawford, of 6385 gross tons and 1800 horsepower. The Great Lakes Engineering Works built the passenger steamer South American, of 2662 gross tons and 2500 horsepower, for the Chicago, Duluth, & Georgian Bay Transit Company; a bulk freighter of 6311 gross tons and