INTRODUCTORY PROCEEDINGS. xxxix 



Since the loss of the Titanic, much stress has been laid upon the need of more 

 lifeboats, and more life rafts. Indeed, as the laws now stand, it is quite within 

 probability that there may be more lifeboats and rafts than can be properly and 

 quickly handled in time of trouble. 



I have frequently gazed upon the great steamers that now cross the sea and 

 then turned to look at the Ufeboats. The thought that at any time one should be 

 compelled, by stress of weather or accident, to leave the ship and put off for safety 

 in the comparatively tiny lifeboat seemed rather absurd. It is infinitely more 

 important to make the steamer itself safe than to depend upon the lifeboat, or, at 

 worst, upon the life raft. We must build our ships so subdivided by decks and 

 water-tight bulkheads — without doors where possible — that even an injury Uke the 

 Titanic's would not cause her to founder. 



Further, we must be sure that the plating shall always have such ductiUty 

 that ruptures in case of severe indentation shall be reduced to the minimum. 



Do not infer that the plating of the Titanic was not of this character. Of this 

 I have no knowledge and it is rather certain that no plating could withstand the 

 shock caused by such a mass, traveling at so great a speed, coming in contact with 

 a mountain; but we have seen plating so broken by collisions that warrants the 

 statement that sufficient care has not always been taken in the quahty of plating 

 used on ships. 



It will be impossible at all times to make bulkheads and decks as indicated, 

 for such a demand faithfully executed might destroy the earning power of the ship ; 

 but there are many conditions that can be made better, and we must do what we 

 can in designs and construction, educating owners if need be, to at least closely 

 approach the desired absolute safety, safety in spite of the possible fallibility of that 

 human judgment which cannot be — and should not be — entirely eliminated. 



One more word in reference to the Titanic — a tribute to those in the engine- 

 rooms at the time of the disaster. In our work we meet and know this class of 

 men. Far below in the depths of the ship they well knew, long before those on 

 deck, of the fatal hurt the ship had received. Of those directly employed by the 

 steamship company who were called to their places as a matter of regular duty; 

 and of those on assumed duty in behalf of the builders who were at the time in no 

 way responsible for the management of the ship, not one was saved. There were 

 many glorious examples of heroism on deck, but none more glorious, none showing 

 greater self-sacrifice than the examples given by that splendid engineer corps, 

 remaining below, awaiting the end without the slightest possible chance of Ufe. All 

 honor to those true brave men ! 



You have just elected as your president for the next term Col. Robert M. 

 Thompson, a gentleman well and favorably known the country over as a man of 

 great public spirit, evidenced continually by his interest in affairs national and 

 international, and whom to know is to respect and honor. I tender him and the 

 Society my congratulations. He can still widen the results of his public efforts, 

 and the Society has secured a most admirable presiding officer, who will carefully 

 watch its interests. 



