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December, 1925 president. 9. “Torsional Vibration in the Diesel Engine,” by Frank M. Lewis, member. 10. “The Launch of the Airplane Carrier, U. S. S. Saratoga,” by Ern- est H. Rigg, council member..- 11. “An Analysis of a Failure of Keel Blocks in a Dry Dock,” by Lieut. Commander Everett L. Gayhart, C. C., U. S. N. member. 12. “Some Matters Relating to Large Airships,’ by Commander Gar- land Fulton, C. C., U. S. N., a mem- ber. 13. “The Aerodynamics of Yacht Sails,” by Prof. Edward P. Warner, member and Shatswell Ober, visitor. 14. “The Double Acting, Two-Cycle Ou Engine,’ by Olav E. Jorgensen, member. Many of these papers represent long periods of study, research and experimental work and are a valu- able contribution to the art. Kothny, executive engineer of the C. H. Wheeler Mfg. Co., brought out in his paper that the cost of fuel consumption and operation of steam vessels could be reduced from 5 to 10 per cent by applying vacuum de- vices used in power plants ashore. Thomas H. Frost, physics instruc- tor at the Massachusetts Institute of Technology, pointed out that his studies on the effect of the radius of the fillets on the stresses around rectangular opening in plates makes it possible to find the proper radius for the fillets for the width of the hole, the width of the plate and the limiting stress. Admiral C. W. Dyson suggested a simple method of design- ing propellers and deplored the lack of systematic information about pro- pellers on American ships. In regard to the increased effi- ciency possible with the latest de- velopment of contrapropellers Olav Overgaard, chief engineer of the Gold- schmidt Corp., called attention to an increase in speed of .75 knot for an American ship fitted with this device. Capt. William McEntee. C. C.. U. S. N., in a paper on model ex- periments with river towboats com- paring stern wheel and tunnel pro- peller types estimates that a stern wheel towboat for the same tow and speed would require 650 shaft horse- power as against 700 shaft horse- power for a twin screw tunnel tow- boat. However with the slower run- ning machinery of the stern wheel boat the machinery weights and dis- placement of the boat would be con- siderably greater than for the pro- peller boat. Brig. Gen. T. Q. Ashburn, U. S. A., Gi. MARINE REVIEW in his paper on transportation on inland waterways comes to the fol- lowing conclusions after five years’ experience in the operation of gov- ernment facilities on the Mississippi and other waterways: 1. The utilization of our great REAR ADMIRAL D. W. TAYLOR President of the Society of Naval Architects & Marine Engineers streams by common carriers is the only fair means of distributing the benefits of cheap transportation. 2. The rehabilitation of common carriers upon our navigable interior waterways can only be accomplished by governmental pioneering. 8. There were various handicaps to the restoration of water transpor- tation in full vigor by government operation, that delayed, restricted, and hampered the accomplishment of the object sought, and such handicaps were avoidable. Prof. Herbert C. Sadler and Frank E. Kirby discussed the design of pas- senger vessels for the Great Lakes with particular reference to the GREATER BUFFALO and GREATER DE- TROIT, the two new large steamers recently built for the Detroit & Cleve- land Navigation Co. This paper is a most complete and: authoritative work on the subject and the two sister ves- sels mentioned are fully described and illustrated, both hull and ma- chinery. An important paper was contributed by Frank M. Lewis on torsional vibration in the diesel en- gine. This discussion is timely and of great value in helping to solve this difficulty. He makes the state- ment that it is generally considered better practice to raise the critical speed above the operating range if it 457 is possible to do so, rather than to lower it. E. H. Rigg, naval architect, New York Shipbuilding Corp., contributed an interesting and valuable paper on the launching of the airplane carrier U. S. S. SaratocaA. He made the remark that to lower 26,000 tons (the actual weight of the vessel) 36 feet vertically and at the same time to move this weight 1000 feet horizon- tally, was a job that demanded a certain amount of respect and caused considerable anxiety until it was safely accomplished. Methods em- ployed in snubbing the speed were discussed. After the reading of the paper Admiral Taylor suggested that Professor Keith of the Massachusetts Institute of Technology be requested to submit a written discussion. Mr. Rigg suggested that a complete re- port on the launching of the airplane carrier LEXINGTON would be valuable as supplementing his own paper. Commander Garland Fulton, C. C., U. S. N., presented a paper on large airships. He concluded by saying that mishaps to such ships should not cause cessation of determined efforts to overcome difficulties, pointing out that loss of vessels at sea does not deter from the continued use and de- velopment of ships. Mr. Sperry in the discussion following the reading of the paper suggested the elimina- HERBERT C. SADLER Professor of Naval Architecture, University of Michigan tion of the danger of gasoline by the development of diesel engines for power. The final paper of the ses- sions was contributed by O. E. Jor- gensen, consulting engineer, Worth- ‘ington Pump & Machinery Co., on