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22 but the curves on plates 8 and 9 will show, particularly on an average from one curve to the next, that whatever we could attribute as the increase due to the 9-in. keel could be assumed to vary in that proportion for the 3-in. keel. I believe that even if my word- ing is not as good as I would like, that you get the conception. Now, we have found also that with the best work that we can do it is very difficult in this case to determine the amount of resistance. closely enough, so that one could assert from the experiments on the 3-in. bilge keels only that the resistance did or did not increase proportional to the friction. We put on the 9-in. bilge keels purposely so that we should be able to get a better determination. We also extended the bilge keels to make them strong, some 19 ft. long insteaad of 15 ft. long, and 1 report no result, because we got no result, namely, we got practically the same thrust and power with and without these extensions to the bilge keel. If we compute the added resistance for the increment in length of the THE MARINE REVIEW 3-in. bilge keel, we will find that amounts to about one pound and a half, and our thrust mechanism will move with an increase of about 2 pounds, and so you will see to get this result does not signify very much. Dispersion at Full Working Rate As to the question raised by Mr. Sperry, I may note that the proto- type of the Fulton is the Sotoyomo, a navy tug, with an approximate speed of 10.3 or 10.4 knots per hour, and that the curves given on the several plates, which extend only to 6.5 knots, are in the proper relation, by the theory of similitude, so that these diagrams show the dispersion at the commercial rates, at the full working rate. But I believe it to be practically impossible to propel the Fulton, with any development of power you will put into her, up to 15 knots. What the curves would do in that case would be difficult to pre- dict, and not particularly useful. There has been a question raised as to how the bilge keel were put on. They January, 1914 were made, as stated in the body of the paper, of good three-quarter in. thick oak, and were bolted on with- out any fillet, which corresponds, as nearly as our scale would admit, with the ordinary practice. I did not understand the question raised by Mr. E. A. Stevens Jr.,' or else I do not .see how it is possible to answer it. As I understand it, .there is some question as to the ef- fect of ratio of beam and depth on the ship as to the bilge keel for that ship. Of course, we cannot produce any answer from the experiments which were all made on one particu- lar boat. Failing a proper reply, if Mr. Stevens will kindly make his question clearer to me, I shall be glad to answer him at length. FE. A. Stevens Jr.:--I asked if you had any information as to whether the resistance of bilge keels increased in proportion to beam over length of the ship? Prof. C. H. Peabody:--I am _ very sorry. to..say, Mr. Stevens, that our experiments did not shed any light upon that question.: An Unsinkable Ship Mr. George H. Dickie and William Gatewood Contribute Papers Upon Somewhat Similar Lines HE third paper read was George W. Dickie's paper "On the Pos- sibility of Building a Large Passenger Liner That Would Not Un- der Any of the Known Mishaps at Sea Lose Her Buoyancy or Stability and Sink", an abstract of which was read by Secretary Cox, as follows: This paper seeks to point out a possible solution of the above prob- lem as applied to a certain type of vessel, viz.: the large, modern, pas- senger liner. New and ever-increas- ing laws concerning life-saving appli- ances have created a grave problem for the aval architect, both as 'to carrying heavy top weights and litter- ing a large area of deck space with life boats and rafts. In brief, the sug- gestions embodied are the fitting of a double upper deck and so arranging the watertight subdivision below the lower member of this deck that the ship would prove both seaworthy and unsinkable under the most aggra- vated conditions of flooding. The ad- vantages to be considered in this ar- rangement as opposed to the draw- back of wasted space are as follows: ~The space between the two members of the upper deck would be utilized for cold' storage rooms, air - ducts, water and steam piping, stores, etc. The fire mains would at all times be under direct control. All horizontal piping and ducts through living spaces would be done away with. Communi- cation to and from engine room, fire rooms, dynamo room and_ ven- tilating and refrigerating rooms would be through a_ continuous watertight passage fitted with au- tomatic watertight doors which would operate from the influx of the sea. In a ship .so constructed and practicably, at least, unsinkable, would it be necessary to carry the great number of life boats now deemed necessary and which, with the great freeboards of our ocean liners, are utterly useless except in the event of a moderate sea and the speedy ar- rival of assistance? Structure of Vessels As William Gatewood's paper, en- titled "Structure of Vessels as Affect- ed by Demand for Increased Safety", was along similar lines it was deemed best to read it before Mr. Dickie's pa- per was discussed, being abstracted as follows: In this paper it is suggested that the basis for further precautions, which ought to be taken in the struc- ture of vessels as a result of the de- mand for increased safety, should be the number of lives involved; and, further, that greater precautions should be taken for the lives of the passengers than for the lives of an equal number of the crew. It is suggested also that the pro- pelling machinery should be protect- ed by a double bottom and, where a large number of lives are involved, by wing compartments. It is further suggested that sub- division by transverse bulkheads, combined with suitable freeboard, is the logical method of preserving buoy- ancy and stability; that the proportion of the length of the vessel which may be damaged without danger of found- ering should regulate the spacing and height of the bulkheads; and that for a coastwise steamer of standard type, carrying passengers small in number compared with the Atlantic liners, no other subdivision would seem _ neces- sary.: Steel hatch covers are recommend- ed for fire protection.