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116 For end-on impact the collision bulk- head is quite satisfactory, and should be fitted a distance of from 5 to 10. per cent of the vessel's length from the stem. Impacts that take place clear of the stem will not as a rule extend very far into a vessel, but on account of first cost, upkeep and reduction of hold capacity, an inner skin ought not to be made compulsory except in the largest passenger vessels, say, over 700 ft. in length. This should extend to some distance above the water line, and for a length of about 30 per cent of the length of the vessel abaft the collision bulkhead. Bilging Calculations Regarding bulkhead subdivision, Dr. Bruhn places very little faith upon bilging calculations, and thinks that the length of the holds may be just as satisfactorily limited in some arbitrary way, the best method being to specify definitely the maximum length of holds permissible in any particular vessel, with due regard to dimensions and freeboard, and avoid the question as to what are safe conditions and assumptions. It is not very evident here what he means. Whatever way the question is tackled some standard must be adopted upon which to base the recommendations, and in setting up such a standard assumptions have necessarily to be made. Of course, as he points out, the particular condi- tions under which the 1890 commit- tee state that a vessel must be con- sidered able to float are open to crit- icism.. They assumed a freeboard of only 3 per cent of the molded depth, which they evidently settled upon "with due regard to dimensions, etc', to use Dr. Bruhn's own 'words. On account of the small number Of passengers carried on a cargo steamer, and the life-saving appli- ances that are carried, no more addi- tional subdivision is recommended. As regards passenger steamers, for similar reasons there is no call for any improvements in the smaller vessels up to about 250 ft. For ves- Seis from 250 to 300 ft. one or two bulkheads should be fitted between the machinery space and the holds. For vessels of 300 ft. and over, he rec- ommends the use of curves, as shown. These give the maximum length of holds permissible in percentages of the length of the vessel and for the various distances of the centers of the holds from the stern. Freeboard is measured to the bulkhead deck, and _ intermediate values may be obtained by interpolation. Lengths between THE MARINE REVIEW 500 ft. and 1,000 ft. are also dealt with by interpolating. These curves must be used as follows: For vessels between 300 ft. and 350 ft. the length of holds from amid- ships to the fore peak is not to be less than indicated by Fig. 1, and if the engines are amidships there is to be at least one bulkhead fitted be- tween the after peak and the ma- chinery space. For vessels between 350 ft. and 400 ft. the length of each of the holds between the peaks is to be as shown by Fig. 4. For vessels between 400 it. and 500 ft. the combined length of any two of the holds from amidships to the forepeak, and the length of any one of the remaining holds, is to be as indicated by Fig. 1. For vessels over 500 ft. the com- bined lengths of any two holds be- tween the fore and after peaks should not be less than indicated by Figs. 1 and 2, These limits are selected arbitrarily, and are put forward as a basis for adopting the proposed rules. Any damage that may affect more than two holds can only be satisfactorily dealt with by providing an inner skin. As Dr. Bruhn points out, it is very inconvenient to be tied to a certain length of hold, and if the bulkheads are carried up high an allowance should be made for this. This would no doubt cause some inconvenience to the passenger space, but the safety of vessels as now built cannot be ma- terially increased without. causing some inconvenience to passengers or designers. By the use of curves such as he suggests it is possible to make both take a share in bearing the bur- den. Stability of Ship No official regulations regarding the stability of the ship when flooded are recommended. Regarding longitudinal bulkheads, these should not be made compulsory on account of the danger of capsizing if a side compartment is bilged. If they are fitted they should be carried up to a good height. Watertight flats are only recom- mended for very large vessels, and should be confined to the space be- tween the collision bulkhead and the foremost boiler room bulkhead, at a good distance above the waterline, having watertight trunks to the height of the bulkhead deck, Speaking on the question of life- Saving appliances, Dr. Bruhn is of the opinion that the 1890 committee March, 1913 were wrong in suggesting that no part of the usual additional boats, rafts, etc., required by the board of trade might be omitted where the bulk. heads were fitted in accordance with the rules recommended by that com- mittee. Subdivision ought to be made compulsory, independent of life-say. ing appliances. But as the size of vessels increases, a relatively smaller proportion of the total life-saving ap. pliances could reasonably be formed of ordinary boats, especially as ¢ol- lapsible boats, rafts, etc., become relg- tively more efficient than ordinary boats, when the size of the vessel] gets larger and the chance of a boat reaching the water safely in rough weather gets less. The paper should give rise to a good deal of discussion, and it will be exceedingly interesting to compare the findings of the committee with Dr. Bruhn's recommendations. They represent a distinct advance on pres- ent practice, and at the same time possess the great advantage of not being revolutionary in character. Hardy Bill Passed The Hardy bill passed the senate in its closing days and is now a law. This bill requires ocean-going vessels of 1,000 tons to carry three licensed mates, who shall stand in three watches. If. their run, however, is less than 400 miles, two mates will suffice. Lake carriers are excluded from this provision. The bill also contains the following' provi- sions: "That nothing in this section shall be construed as to prevent local inspectors from increasing the number of licensed officers, on any vessel subject to the inspection laws of the United States, if in their judgment such vessel is not sufficiently manned for her safe naviga- tion; Provided, that this section shall not apply to fishing or whaling vessels, yachts or motor boats as defined in the act of June 9, 1910. "That it shall be unlawful for the master, owner, agent or other person having authority to permit an officer of any vessel to take charge of the deck watch of the vessel upon leaving or immediately after leaving port, un- less such officer shall have had at least six hours off duty within the 12 hours immediately preceding the time of sail- ing, and no licensed officer on any ocean or coastwise vessel shall be required to do duty to exceed nine hours of any 24 while in port, including the date of arrival, or more than 12 hours of any 24 at sea, except in case of emergency, when life or property is endangered."