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74 ton. The model experiments were car- ried out on a draught corresponding to 13. ft. mean, or 5,410 tons displacement salt water, trim 10 in. by the stern. The mean draught during the trial on Nov. 14 determined by the observations before and after the runs was 13 ft. % in., trim 12 in. by the stern, or 5,430 tons displacement. The course is one knot long from marks on Jamestown Island at the north end to marks on Rose Island at the south end. The depth of water varies from 20 to 23 fathoms. The steamer made her regular run from New York to Fall River and after discharging passengers and freight was taken down the bay to the course, where 11 runs were: made, starting at about 10:45 and ending at about 2:30. During the first runs the tide was flood, changing to ebb at about 12:45. Time over course, total revolutions of engine on course, and steam pressures, were recorded, and all cylinders indicated at 'beginning and end of run. These results were tabulated and curves of speed and revolution, and speed and indicated horsepower, plotted and the mean curves drawn, The first four runs were at 29.77 revolutions per minute, speed 20.05 knots or 23.09 statute miles, indicated horsepower 12,000. The _ correspond- ing effective horsepower from model tests was 5,950, which gives a propul- sive co-efficient of practically 50 per cent. The apparent slip, figuring at the outside of 'buckets was 29.92 per cent or practically 30 per cent. It will be seen from the table that the propulsive coefficient varies 'be- tween 50 and 52 per cent and the slip between 28 and 30 per cent at the various speeds, As mentioned the service speed of this steamer varies from 16 to 22 stat- ute miles per hour. The corresponding indicated horsepowers for these speeds are 3,100 and 9,050. This speed trial was conducted under the regular running con- ditions of the steamer, as to coal, crew, oil, etc. The coal was the regular buck- wheat size of the same quality regul- arly supplied. No difficulty was ex- perienced in maintaining a constant steam pressure during the full speed runs. In fact, on the first run over the course the steam pressure in- creased three pounds, This is the greatest variation in steam pressure on any of the runs. All runs were made with throttle wide open and variations of speed obtained by the adjustable cut-off on the high pressure cylinders. It may tbe noted that the last two runs were made with a steam THE Marine REVIEW pressure of 126 lbs. as it was impos- sible to obtain the desired low revolu- tions on these runs with the adjust- able cut-offs, with full boiler pressure without throttling the engine. I would like to draw especial atten- tion to the 22-mile speed, at which the indicated horsepower was _ 9,050 and the 16-mile speed, at which the indicated horsepower was 3,100, as showing the different requisites of power necessary for a steamer in the particular service in which this vessel runs. Mr, F. L. Du Bosque. Mr. F. L. Du Bosque: Throughout the civilized world the American steamboat has been looked upon with wonder, and it seems to me when we compare the features which are given to us, as existing in this 'boat, we can think that the idea is justified. In thanking the authors for the paper, we should not forget that the development of this type of vessel has been due to a master mind, a man who from boyhood has followed the American steamboat, as a_ special course of study--lI refer to one of our vice-presidents, Mr. Stevenson Taylor, to whom I think we should feel under great obligations for developing the type of boat we have had explained to us here. . The statement of the iprogressive speed trials, which have been submit- ted, conclude, as they must have hoped, everything that could be de- sired in describing this vessel. Mr. Mason S. Chace. Mr. Mason S. Chace: I iam sure we all feel indebted to Mr. Berry and Mr. Gardner for the great generosity with which they have given us the complete details of this vessel, many of whicn are often regirded as con- fidential by the naval architect. They have even gone so far as to furnish us with the detailed subdivisan of the weight, and a lot of other things. We Americans are perhaps prone to be proud of all we do in ship building, and oftentimes when we build a ship, we claim she is the best in the world, when perhaps we are not justified in doing so--but we make a claim that Sie is c¢ither finer or faster, etc., but I am sure we can all feel positive in making a statement which will not be questioned when we say that the boats of the Fall River line, of which this is an example, are absolutely the finest ships for inland water service that exist in the world. They are in a class by themselves, and are the most comfortable and complete ves- May, 1909 sels for that character of service that exist in the world, and when we are proud of these vessels, we are proud of something that is distinctly Amer- ican, and are not exaggerating when we say that they are the best of their kind in the world. ae Mr. Clinton H. : Crane. Mr. Clinton H. Crane: In view of what Mr. Du Bosque has said about the goodness of our steamers, it may be interesting to tell you of the com- ment of one of the best known battle ship builders in Great Britain. Some two weeks ago Dr. John Ingalls, of Point House, was visiting this country, and he made a trip on the steamer Commonwealth. The day after, in my office, he was extremely enthusiastic about this vessel. All of us who know Scotchinen, know what a rare thing it "is for a Scotchman to 'become enthusiastic, and when we find a Scotchman enthusiastic over the work of another nation, it means a great deal. Paper from J. W. Miller. Mr. Stevenson Taylor: Mr. Pres- ident, I received this morning a letter from Mr, Jacob W. Miller, of the New England Steamship Co., inclosing. some remarks on this paper, which he has asked me to read. They are as follows: "Messrs. Berry and Gardner have modestly limited their paper on the steamer Commonwealth to technical details. I feel, however, that the dis- cussion would be incomplete, unless I added a few words of general com- mendation for those gentlemen who had so much to do with the planning and construction of the vessel. Plans and specifications for a steamer may be most complete, but the perfected ship means the constant supervision of all details by conscientious persons, and one of the great secrets of the success of the Commonwealth, and her popularity with the traveling public is due to the continued watchfulness of the gentlemen who have written the description of the new steamer of the New England Navigation Co. "The craft which today ply Long Island Sound are creatures of evolu- tion, and in order to fulfill modern demands, each successive steamer must be an improvement over the previous one. The men who build them, and the men who run them must have had long experience relative to the needs of the special service. The Navigation Company was there- fore most fortunate in obtaining the advice of Mr. Stevenson Taylor, 4