G.—ENGINEERING. 123 
but that after 1880 proportionate breadth became rapidly greater. An 
analysis of data available to me confirms this view, and that it is not now 
uncommon to find a proportion of eight beams to length, or even seven 
and a half. 
As to proportionate depth to length, that is difficult to trace, as number 
of decks, type of superstructure, and style of ship has varied so much; 
but I think I can trace a proportionate diminution in main-hull depth 
to length from about 1875 till 1895, but the proportionate depth seems to 
be rising since then. ; 
The draught increased along with the increase in length, and the ports 
_ were constantly improved in depth, while new dry docks and floating 
docks kept pace. Perhaps no better example can be given than the port 
_ of Southampton, with its “longest in the world’ floating dock, of which 
we shall be hearing during these meetings. 
Increase in draught is usually the most economical way of increasing 
carrying capacity or speed, hence the desire of naval architects for ample 
depth in ports and canals. Lloyd’s original freeboard tables stated 
freeboard in terms of depth with a correction for any departure in length 
from the standard either way, but freeboard might have been equally 
well stated on a length basis with a correction for depth varying from the 
standard. When a curve of draught for the same proportion of depth to 
length is drawn with length as a base, it is seen at once that draught is 
proportionately less for the longer ship, and, as Lloyd’s original tables were 
based on the current practice of the day, it is to be presumed that prac- 
tical sea experience is responsible for this. Mr. Foster King’s 1912 analysis 
_of practice, as might be expected, shows the same thing. In the early 
eighties, however, experience was limited to about 400 ft. in length, and 
subsequent experience has shown that these and the longer steamers 
might safely be loaded deeper than the original rules contemplated. 
__ Ihave mentioned that at a certain time there appeared to be a reduc- 
tion in relative depth to length, but this may have had no effect on draught, 
_ due to the allowances for erections above the freeboard deck. Since 1915 
the regulations for water-tight subdivision have come into play, and, as 
the easiest way to gain long compartments, within the regulations, is to 
increase the freeboard ratio, vessels relatively deeper in proportion to 
length are being built. 
_ I need not point out that the depth of water in the Suez Canal had a 
commanding effect on draught; the Canal authorities, however, have 
constantly been deepening the Canal since its opening to traffic, and I 
noticed the other day that Messrs. Alfred Holt found that the port of 
Colombo and not the Canal was now the limiting factor in their largest 
hips. 
The above is a brief sketch of the change in size and in proportions. 
Let us now turn to consider the change in the provisions for the comfort 
and convenience of the passenger. 
In the earlier days of steamships the first-class were in a poop, and 
jhe accommodation was very much in the style of the old sailing-ship—a 
w of cabins at each side with the dining-tables in the centre. There 
§ no separate lounge, writing-room, or smoking-room ; when meals were 
‘over the dining-tables were cleared and the room became a writing-room 
2 
or lounge. Smoking was not allowed there, but a piano was sometimes 
at 
ee 
