INTRODUCTORY PROCEEDINGS. xxxiii 



3,000 gross tons, and the placing by the Emergency Fleet Corporation of contracts for 42 

 concrete ships totaling about 200,000 gross tons. 



The details, advantages and disadvantages of building reinforced concrete ships have re- 

 ceived a great deal of attention from the officials of the Emergency Fleet Corporation, and 

 it is fair to presume that their investigation has warranted the contracting for four ships of 

 this class of about 2,500 gross tons and 38 ships of about 5,000 gross tons each. 



This same question has been also under examination and discussion in Great Britain, 

 and na:turally personal designs and views differ materially. Having had no experience in con- 

 crete construction and noting the dififerent proportions of steel in several designs and ac- 

 knowledged contrasts in carrying capacity and speed with like power, I feel that the concrete 

 sea-going ship is still an experiment and that it is quite possible that the emergency which 

 promotes the building of these ships will have vanished before those contracted for will 

 have performed much ser\dce. I note with pleasure that there will be presented at this meet- 

 ing a paper from an authority on the subject, one who has carefully studied the whole subject 

 technically and practically. 



Another innovation even more novel than the concrete ship is the proposed electrically 

 welded ship which has now been under consideration for several months. There has been 

 a vessel (perhaps more than one) manufactured on this plan in Great Britain, but the barge 

 is so small that nothing is proved so far as the building of ocean-going ships is concerned. 

 Electric welding certainly has proved successful in many places and under peculiar condi- 

 tions, so that the proposed construction of a full-size section of a large cargo steamer for 

 complete tests of the method is both interesting and satisfactory. There is also a paper by an 

 authority on this subject which will be especially interesting. 



The fabricated cargo ship and the shipyards for building same will also receive at this 

 meeting well-deserved notice, for nowhere has the broad vision of men along these lines 

 been exercised more than in our own country. 



RECORDS. 



Records of various processes' have from time to time been noted. The number of frames 

 erected in a day, the number of rivets driven ; the few days that have elapsed between the lay- 

 ing of the keel and the launching and again between the launching and the trial trip; the 

 lineal amount of caulking both on wood and steel ships, and so on to absurdity. We venture 

 to say that in every instance of these special records there has been special preparation that 

 the records shall be made. The fact remains that the general results attained in the long run 

 are not in accordance with the records, and it were better to remember that 400 rivets for 

 every gang for a day's work is a more satisfactory performance than an occasional 1,000 

 or more rivets. 



It must, however, be said in justice that the performance of finishing a ship in an un- 

 usually short time and the performance repeated over and over, as has been done, is worthy 

 of the highest commendation. 



THE FUTURE. 



I have said nothing about the navy, for it is evident from the statements published from 

 time to time that the interests and upbuilding of the navy have not only been well taken care 

 of in the recent years of the great war, but that they will also be as well advanced in the 

 future. 



