Submarine Cargo Ships and Tankers 377 
principal aim to give sufficient hydrodynamic data covering a variety of sizes of submarines 
for anyone studying the subject to make his own power estimates and draw his own conclu- 
sions. As power is only one of many factors, however, I did endeavour to call attention to 
other features in such ships, and, as Admiral Brard says, the relative importance of each of 
these will vary from ship to ship according to the purpose it is to serve. 
In conclusion, I would like to make a few remarks on the philosophy of the theme of 
this symposium —high performance ships. I have tried to show in the paper that the naval 
architect and naval scientist have long been aware of the possibilities —and problems — of 
using submarines for commercial purposes, and how they have to a large extent been waiting 
for a propulsion plant independent of atmospheric air. From time to time —and indeed in the 
introductory proceedings of this conference —comments are directed against us to the effect 
that we have only increased the speed of ships twofold in a hundred years, whereas our 
aerodynamic friends have done it tenfold in fifty years. I would like to suggest, neverthe- 
less, that we have made some progress in that time — from the old SAVANNAH to the new 
SAVANNAH in a hundred years seems quite a step, as does that from the old Cunard 
BRITANNIA of 1840 to the QUEEN ELIZABETH of 1940. As a naval architect and scien- 
tist, I feel that we have not altogether failed in developing our science. 
One of the great problems from which we have always suffered, and which I have tried 
to bring out in the paper, is the continual insistence in our particular art or science, which- 
ever you like to call it, that ships must always pay for themselves in the economic sense. 
This, I think, is where our aeronautical friends have had a terrific advantage. We have 
striven for years to get just one research ship of our own on which to carry out the many 
full-scale experiments necessary for the progress of our science, but to no avail. The 
aeronautical engineer designs an aircraft, and builds one, two, three, or more prototypes for 
development testing, and is undeterred if some of these, and many millions of pounds, go up 
in smoke in the process. I believe that if we were given similar opportunities in the way of 
government support for research and development, and if our steps were not continually 
dogged by this attitude that every ship built must be a commercial success, we would make 
a great deal faster progress. 
