274 DESIGN AND CONSTRUCTION OF PASSENGER STEAMERS. 



those of the Institution of Naval Architects, have been favored with many able papers on the 

 subject; lessons of the war are now at hand, so that detailed treatment of the subject is neither 

 necessary nor does it properly belong in this paper. As the question stands today we have 

 the results of the international convention to work on together with the British Bulkhead Com- 

 mittee's Report, followed up by such papers as those of Abell, Benvenuti, Chamberlain, Denny, 

 Dickie, Donald, Finlay, Foster-King, Gatewood, Hovgaard, Lovett, Orlando, Robb, Wall, 

 Webster, and Welch. As several of these gentlemen have contributed two or three papers, 

 it is obvious that the above list contains much valuable data. We also have governmental and 

 classification society instructions to guide us. 



The war has taught us that a spacing of 40 feet is about the minimum desirable to cover 

 war risks, as a closer spacing gives torpedoes a good chance of blowing out two bulkheads at 

 one explosion. 



There has also been considerable discussion concerning the merits of the one, two, or 

 three-compartment design of ship, compared with the factorial grading of subdivision. 



Before the convention is finally adopted, it appears quite safe to say that a review of the 

 whole situation is in order. Passeiiger ships should, by common consent, be made safer 

 than the "pre-Titanic" regulations required, and already much has been acomplished along 

 these lines. 



Our Pacific coastwise passenger steamers should have more attention in respect to bulk- 

 heads. A rockbound and apparently foggy coast has given us two major accidents this year, 

 the Governor and the Alaska; these vessels were both built before 1912. These acci- 

 dents have been preceded by others of a similar nature in past years. 



The accounts, as we read them in the east, generally run about the same as to the speed 

 at which the ships go down and the by no means light casualty lists which follow their going. 

 It is not intended to cast any reflection on Pacific coast navigation. Here we have vast 

 extents of sandy shores which eliminate the rock-hitting risk, except in the north ; also the 

 danger spots are better known, due to longer acquaintance. The casualties on a rockbound 

 coast are bound to be more severe and sudden, which is another way of saying that we 

 should pay more attention to efficient bulkheading. 



It is proven that good bulkheading will save many a ship altogether, also that the ones 

 it does not finally save it will often keep afloat for hours and thus give full time for rescue 

 work to be made effective. 



ONE-CLASS LINERS. 



As it has developed since the war, this is a relatively new idea and one which has much 

 to commend it; on a large, high-speed liner the de luxe accommodation very naturally and 

 properly occupies the best of the available space. Second class is generally aft and quite 

 limited as to public rooms and promenades. Third class comes in below first, and the forward 

 deck is the airing space, this being frequently so airy that none but ablebodied seamen can 

 navigate with safety. 



What better way to solve the problem than to carry the passengers willing to pay the 

 rates on the larger and faster mail steamers and to give the benefit of the best parts of other 

 ships to people willing to pay cabin rates for passage in slower ships, run at lesser operating 

 costs and carrying relatively more freight. The idea works out well in connection with the 

 moderate sized ships built since the war; it gives greater flexibility in operating fleets, tak- 

 ing care of seasonal changes in business conditions. 



