THE EVOLUTION OF THE LIGHTSHIP. 115 



within the last year the world, especially Great Britain and the United States, has been doing 

 a great deal of research work in the rolling of ships, and the question arises whether this 

 midship section given on Plate 54, as designed, is the best selection of midship section to resist 

 rolling of an anchored ship. It so happens that our Navy has been pushing forward research 

 into this problem further, I believe, than any other navy. This important work includes in- 

 vestigations in determining the relations of shapes and body form to rolling. We all supposed 

 that a log would not roll in waves — there is no form line or pendulum that the waves can get 

 hold of. Naval Constructor Taylor finds, however, that there is a condition in which a log 

 may be made to roll when subjected to the action of waves. In his investigation, which ex- 

 tends over quite a large number of models, some of the forms of which were given in his paper 

 presented at this session, he finds, I understand, that there is a large difference in the rolling of 

 these models with a given wave force impressed. It would therefore seem to me that this, 

 which is probably the most searching and far-reaching work on this subject that has yet been 

 undertaken, and by far the most practical, as it has all been conducted actually in water, 

 should be consulted before the final lines are determined upon for ships of this class. 



Professor Goold H. Bull, Member: — I had the honor of serving on the Trenton for one 

 cruise and part of another, part of the cruise in which she was lost, and the hawse pipes were 

 a source of trouble during all of her sea experience. We had to fit jackasses — jackasses are 

 simply big plugs made of manila rope — these jackasses were fitted in the hawse pipes when 

 we were at sea and at anchor. During a pampero in Montevideo Harbor, which was prob- 

 ably nearly as strong as the gale at Samoa, the surging of the chain would loosen the jack- 

 asses and they had to be fastened several times, but the water was coming in through the 

 hawse pipes all the time. We lost a man during the anchorage at Montevideo through that 

 cause. The loss of the Trenton was not due to that entirely, but to the fact that she lost her 

 rudder early in the gale, and they could not steam out on that account, otherwise I think she 

 would have been saved. From what I saw of hawse pipes placed low, as those were, on the 

 gun deck, it was rather a faulty construction in that case. 



Mr. F. L. DuBosque, Member of Council: — It would seem to me that a lightship would 

 require no hawse pipes ; the factors which would cause a ship to change her position seem to 

 be the effect of the currents, waves and winds, and it appears to me that the mooring should 

 be attached to the stem lower than the usual hawse pipe permits. A line drawn between the 

 center of lateral resistance and the anchor would seem to show the correct position of the 

 attachment to the stem. 



If the fore foot were cut away as much as possible I believe yawing would be reduced. 

 Our experience in towing shows that the tow-line should be attached to the towboat as far for- 

 ward of the rudder as possible. If attached at the stern the rudder has very little effect. 



Dr. F. a. Kolster, Radio Division, U. S. Bureau of Standards (Communicated) : — Mr. 

 Cook's mention of the possible use of radio signalling apparatus on lightships and in light- 

 houses for the purpose of transmitting signals during fog is of great interest and impor- 

 tance. 



The most serviceable and important field for radio-telegraphy lies in promoting safety to 

 life at sea and aiding navigation. 



