292 DESIGN AND CONSTRUCTION OF PASSENGER STEAMERS. 



full of suggestions, facts, figures and conclusions. The subject has been probed so thoroughly 

 and extensively that individual discussion must necessarily be restricted, and my remarks 

 will only refer to a small portion of the paper. 



This is an opportune time for the consideration of passenger steamers on account of the 

 shortage of this particular class of tonnage, as noted by Mr. Rigg and confirmed by the large 

 number of inquiries for plans and prices for vessels of this type during the past two years. A 

 considerable number of contracts would, no doubt, be consummated with little delay if the 

 purchaser were assured that present costs and rates would prevail for several years. 



Not only does this apply to passenger steamers but to many vessels suitable for special 

 trades, some of which have been referred to in this paper. 



Our new merchant marine built during the war was not based on a prearranged, well- 

 thought-out program, but on a hit-or-miss plan, resulting in an unbalanced fleet for either war 

 or peace service, including a multitude of vessels worth less than scrap and very few suitable 

 for special trades. On this account it seems evident that passenger steamers and vessels for 

 special trades are the ones shipbuilders must depend upon in the immediate future for new 

 orders. 



Mr. Rigg has devoted considerable space to the trend of design, length, and cost of 

 high speed. While it is true that the present high costs of construction — and, we might add, 

 operation — have put a damper on the building of floating palaces of the largest and fastest 

 pre-war types, it is not understood that even vessels such as the Mauretania, Aquitania, Im- 

 perator, Vaterland, etc., were especially profitable before the war or compared favorably in 

 return on the investment with intermediate types of the Adriatic or Franconia class. The 

 largest and fastest pre-war types were the result of keen competition from an advertising 

 point of view between Great Britain and Germany and also between steamship companies. 

 The cost of advertising is now too great to indulge in on such a scale. 



It is doubtful if the trend of design for intermediate steamers or passenger steamers for 

 special trades is towards smaller dimensions or slower speeds. The average dimensions and 

 speeds for the Pacific trade have certainly been materially increased, and, at least in one case 

 for that trade, still larger and faster vessels are contemplated. Designs for new steamers, 

 larger and faster than any previously employed, have recently been completed for not less 

 than four different trade routes. Designs were also submitted not long ago for a steamer to 

 cross the Atlantic in less, than three days. This steamer, however, was not to cross the widest 

 part of the ocean. 



In connection with the cost of high speed and fuel savings possible for high-speed, mod- 

 erate dimensioned vessels, Mr. Rigg gives a table of figures on page 279 and another on page 

 281 which leave much to the imagination. If displacements and coefficients had been included, 

 the data would be more complete. In working backwards I believe I have determined in 

 close approximation the values used by Mr. Rigg and the resists given appear to be suffi- 

 ciently close for comparison of shaft horse-power and fuel, except possibly the shaft horse- 

 power for the 700-foot steamer at 30 knots. 



I do not quite follow Mr. Rigg so far as his conclusions from these tables are concerned, 

 and perhaps he could make them more clear in his concluding remarks. The heading. Cost 

 of High Speed, might preferably be termed Cost of Fuel for High Speed, as there are numer- 

 ous other elements entering into the cost of high speed. It is not clear whether or not 760 

 feet is recommended as the limit of length up to 30 knots. The table on page 281 seems to 

 indicate that 760 feet might not be the most desirable limit. This table also does not seem 



