ON THE MAXIMUM DIMENSIONS OF SHIPS. 33 
fact, which everybody knows, that the great intermediate class of steamers, trading 
on the Altantic, almost invariably go westward without full cargoes because such 
cargoes are not obtainable; and I also believe that experience proves that in the 
average service of such ships employment is not found for their full carrying 
capacity, although occasionally it may be utilized. The conclusion I was arguing 
for was this:—a “quick turn round” and rapid loading or unloading, by abridg- 
ment of periods spent in port, which are necessarily non-productive, is an essential 
feature in commercial success, especially for ships of which the first cost is very great. 
I will leave other points which have been mentioned, feeling sure that those 
who read the paper more carefully, will see how cautious I have been, in criticism 
of existing vessels; and that general statements have been made simply for the 
purpose of illustrating principles. 
The valuable earnings obtained by carrying steerage passengers was referred 
to by Admiral Bowles. In my paper I dealt chiefly with dead weight cargo capacity, 
and assumed that ships compared would be kept to dimensions which give prac- 
tically the same passenger capacity in all classes. The question whether or not 
immigration into the United States should be permitted is one of high policy and 
an Englishman, like myself, would not be well advised even to express an opinion 
thereupon. 
Mr. Nixon anticipates the construction of much larger ships and thinks they 
could be made to pay. I do not profess to be an authority on the subject, but 
must respectfully beg to doubt their commercial success, unless radical changes 
should be made in existing conditions of service. But I go further and assert that 
if vessels of such length were built, and if proportionate dimensions of breadth, 
depth and draught of water are obtained in their design such as naval architects 
would desire to have, other people than shipowners and naval architects will 
necessarily have to concur in the proposition, obviously harbor and dock authorities 
must be consulted and must agree to provide suitable terminal accommodation. 
Moreover in regard to the depth of water there must be limits. These are questions 
certain to require answers, and in the end there will be a decision based on com- 
mercial considerations. 
In dealing with this matter the shipowner and naval architect cannot be 
dissociated from the harbor and dock authorities; although the benefit of the 
nation as a whole will determine action. It is perfectly true, and I have alluded 
to the facts in the paper, that huge sums have been spent on dock and harbor 
improvements in many countries, and up to date in most cases more or less ade- 
quate returns have been made on this expenditure. I have also dwelt on the fact 
that some nations, in order to promote the national well-being, considered as a 
. whole, have embarked on large expenditure which yields no direct return as an 
investment and perhaps never will, although to the nation as a whole it has been 
beneficial. Here again we are upon grounds of high policy, and outside merely 
technical or trade interests. 
In connection with harbor and dock improvements, Mr. Nixon has spoken of 
