302 DESIGN AND CONSTRUCTION OF PASSENGER STEAMERS. 



With regard to deck houses, they would not be as extensive as is common on modern 

 liners. With regard to the effect of increasing beam on the steel weight, there is, as stated 

 in the paper, an increase in this item; it becomes a question of economy how much fuel is 

 saved and what is the capital cost of that operating economy. I believe the operating econ- 

 omy is frequently more than enough to justify the cost. 



Referring to Mr. Smith's comment, detailed reference to the machinery of the new ships 

 and its performance was avoided as not coming within the legitimate scope of this paper. 

 The various methods of ship propulsion now available are most interesting, and adequate 

 discussion of them is in process of formation, as is evidenced by other papers presented at 

 these and similar meetings. 



Mr. McFarland's remarks on watertube boilers are to the point ; he has added informa- 

 tion on new work of which I was not aware. 



Mr. Anderson's suggestion of a later paper on the machinery of these new liners is a 

 good one. Perhaps the Society will be able to secure such a paper next year; it is some- 

 thing that would be valuable, because not any too often do you get a chance to compare 

 different types of machinery in identical ships. 



Mr. Sperry's optimism in the matter of high-power Diesel engines opens up a vision of 

 economy in ship operation that will go further than appears at first sight; it will lower 

 the size of ship needed to do the work as well as actual fuel per mile. 



Mr. Petersen speaks from an owner's point of view, and that is very welcome at these 

 meetings and something we could well have more of. I am glad he backs me up in the mat- 

 ter of more beam and in the question of arrangement of saloons and galleys. The question 

 of interchangeable rooms is an important one in several trades. As to the justifiable length 

 for transatlantic liners, I have no set views, but have tried to urge the claims of the 750-footer 

 as giving a ship large enough for comfort and good driving qualities. The SOO-footer is out 

 of it as a modern proposition ; the 600- footer is small if you want speed in the present sense 

 of the word. The 1,000-footer is out of joint with the present condition of world finances. 



Mr. Norton strikes a note that needs emphasizing — the comfort, service and conve- 

 nience of the passenger. How familiar we are with the old game of crowding in as many 

 rooms, miscalled state rooms, as possible. We cannot expect a ship to be a favorite that does 

 not come out well along the lines Mr. Norton indicates. In a pinch, people will submit to a 

 term on ships of the opposite character, but such ships do not develop passenger service in 

 the real sense; they merely give a lift to a fellow who has to take the road. 



In conclusion I want to thank the gentlemen who have contributed so much of value to 

 this discussion and to thank you all for your kindly reception of the paper. 



The Chairman : — I as sure that we thank Mr. Rigg for this very stimulating paper. 



We will now take up Paper No. 11, entitled "The Influence of Shape of Transverse 

 Sections upon Resistance," by Professor Herbert C. Sadler, Member of Council, and Profes- 

 sor E. M. Bragg, Member. The paper will be presented by Professor Sadler. 



Professor Sadler presented the paper. : . . 



