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14 November, 1904. He was one of the world's greatest naval architects, and no man was more revered by his brethren on this side of the ocean. "The report of the secretary and treasurer at the last meeting showed a total membership of 733 and during the meeting at that time 63 new mem- bers were added, so that at the close of our 1912 meeting we had a mem- bership of 796. During the past year the society has suffered somewhat by deaths and resignations, but it is be- lieved that these losses will be more than offset by new membership to be acquired during our meeting. Gratifying Growth "It is also a noteworthy fact that a great improvement is shown in the payment of back dues and that it was not necessary tO drop any members after the meeting last year for failure to pay their dues. All those in sub- stantial arrearage either paid up or. showed an inclination to make partial payments. "The financial condition of the so- ciety demonstrates careful manage- ment of our limited resources. We find that our secretary and treasurer has been able, after paying all current bills, to forward $500 to the commit- tee in charge of the Panama-Pacific Engineering Congress, to invest in a certificate of deposit for $1,000, and that a substantial balance remains on deposit. "Tt will be noticed that the society is holding its annual meeting nearly a month later than usual. This change was decided upon by the council in order to accommodate the active and energetic membership, which comes from the Great Lakes, and who, owing: to conditions existing about the mid- dle of November, have never hereto- fore been able to attend our meeting in the numbers desired. We must say that our lake friends have made a strong and persistent effort to arouse interest in this change, and as a con- sequence, we have a large number of new members. "As a consequence of the terrible Titanic disaster, an International Con- ference has been held in London of "the world's foremost naval architects, in order to bring about a world-wide effort to minimize, as far as mortal man is able, the dangers of vessels at sea. "Loam road fo say that the: mem- bership of this society has taken a distinguished part in that conference, the delegates being Admiral Capps, Commissioner Chamberlain, General George Uhler, H. L. Ferguson, A. G. Smith and Prof. H. C. Sadler. "Furthermore, the proceedings of this society have been drawn upon for consideration of this question and THE MARINE REVIEW a large number of papers were dis- patched some time ago to the board of trade for use in its consideration of the subject. "Tt was decided at the last meeting that this society should participate in the International Congress, to be held at the time of the Panama-Pacific Exposition in 1915, and I wish to commend this matter to your atten- tion. You have been sent circulars in regard to this matter and as this congress will be a notable one you would do well to take part. © "You have also received circulars in regard to the memorial to be erected to Sir William White, in London. It is certain that no man ranked higher than he in the profession of naval architecture and marine engineering. One of his most valued awards of merit was his honorary membership in this society, and I am sure that those of you who were so fortunate as to meet him, never met a more perfect gentleman. We could in no more fitting way show our great ad- miration for Sir William White and our sincere regret at his death than by making a substantial response to the invitation of the British Society to join in securing an appropriate memorial to his memory. "Turning now to some matters of technical interest during the past year, we may note that, as might have been anticipated, the loss of the Titanic has had a considerable effect. The sister ship Olympic was withdrawn from service for a number of months while an inner skin was fitted. It was, I think, the general opinion that if the Titanic had had such a double > hull, she would not have been lost. Lifeboat Equipment "The circumstances attending the Titanic disaster (where, owing to the ice fields, the water was quite smooth, and probably all of the people on board could have been saved if there had been enough boats), led to a general demand that seagoing ships should be fitted with ample provision of life boats for everybody on board. _This, in its turn, has caused marked attention to be given to improved forms of cranes, to insure the rapid and safe lowering of the boats. "This audience, well posted on such matters, needs only to be reminded 'that the circumstances of the Titanic's loss were very unusual, and that the calm sea, which prevailed on that oc- casion, could not ordinarily be ex- pected. In consequence, designers and seafaring men generally have been of the opinion that it is more important to make the ship herself as nearly as possible reliable and unsinkable, rather than to place dependence on the boats. This view of the problem had a ' power. January, 1914 striking confirmation recently in the loss of the steamer Volturno by fire. It will be remembered that through the beneficent agency of wireless tele- graphy the doomed vessel was, ma comparatively short time, surrounded by a fleet of other vessels, all anxious to render assistance; but the sea was so rough that it was practically im- possible for boats, even manned by expert seamen, to do any effective work. The opportune arrival of an oil tank steamer, and the subsequent reduction of the force of the sea by the application of oil, enabled the boats to be employed. "We note, also, that in cargo ves- sels, improved methods of construction intended to give maximum strength and capacity with minimum of ma- terial are being employed. The Diesel Engine "With respect to machinery, it may be remarked that the increased use of the Diesel engine has not been so rapid as its enthusiastic admirers anticipated. It was, of course, obvious to all naval architects and marine en- _ gineers that the general use of the Diesel engine depends on the ability to construct single cylinders of large Although we still hear of ex- periments with cylinders of 1,000 and 2,000 H. P., and even rumors of ves- sels that are to have engines with such cylinders, I think I am correct in saying that up to date the largest cylinders which have been used in successful installations are of about 250 H. P. As a consequence of this, 'an equipment of several thousand horsepower means a multiplicity of cylinders, with all the numerous parts requiring care and attention. "In this progress age, it would be exceedingly unwise to say that any problem in mechanics (which does not absolutely defy natural law) is' im- possible, but all who have studied the problem of the Diesel engine will realize that the construction of cylin- ders for large powers is an exceed- ingly difficult one. If a metal could be discovered with all the good qual- ities: of cast. iron and about four or five times its thermal conductivity, the problem would be much simplified. "Ehere. is another aspect. of. the Diesel engine which is not often re- ferred to; namely, that not all kinds of fuel oil are adapted to its use. This' 1s not 'surprising, when it is remembered that some of the oils have a large percentage of silt and other impurities, and it would hardly need to be mentioned but for the fact that, in the early days, it was claimed that any kind of fuel, including pow- dered coal, was entirely suitable. "The most serious commercial draw- back to the Diesel engine has been