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flag, we must secure that flag’s posi- tion on the trade routes of the world. This cannot be accomplished with a dying fleet, but with a virile, ever- growing merchant marine that in modernity and efficiency ‘can uphold its position in competition with the best the foreigner can produce. The work of providing such a fleet proper- ly comes within the scope of members of this society, including as it does the shipbuilder and shipowner. It is certain that action in this di- rection must be inaugurated and that without delay. As understood, the problem of providing the future mer- chant marine. resolves itself into a continued activity in the improvement of our passenger tonnage and in pro- viding cargo ships and ships for spe- cial service. In the mail contract and loan provisions of the merchant ma- rine act of 1928, the machinery ex- ists for assuring this country a pas- senger fleet. With some slight modi- fications in amplifying the mail rates, there need be little concern as to the replacement of obsolete passenger ves- sels. When needed additional new ships will be built. But in the class of cargo vessels the same conditions do not exist. It is here the society can undertake the initiative and pre- pare definite suggestions for the guidance of those whose function it will be to instigate the program. Action by Society Proposed The steps leading up to such action must be the determination of the ton- nage needs of the shipowners; the minimum cost at which the shipbuild- ers can construct this tonnage; the basis upon which the shipowner can proceed with new ships; and finally how the differential in construction and operation costs can be met. The advancement in the art of ship and engine design has been so rapid in the last few years that the cargo vessels we now have are practically obsolete. Improvements in underwa- ter ship lines with the corresponding decrease in resistance coupled with greater efficiency in propelling ma- chinery have placed the modern cargo ship far ahead of our old war-time vessels. We are fast reaching a point where we can no longer afford to run these ships in competition with those of more modern design embodying higher speeds and less operating costs. With the exception of the 15 inland states every state in the union main- tains active shipyards on the sea- coast or on our Great Lakes or rivers, these states comprising 57 per cent of the area of our country and 88 per cent of our total population. In addi- tion to this there is no industry like shipbuilding that touches more inti- mately the industrial life of a coun- try; and yet, I regret to say, few people outside of that industry realize this fact. Many feel that aid to ship- ping is something that is given to a special favored few. The public fails to realize the industries that are di- rectly benefited by every ship that is built. A careful study of this problem has developed that 50 per cent or more of the cost of a ship is expended for materials and equipment purchased by the shipbuilder, and is widely dis- tributed throughout our country to the mines, the rolling mills, the forest products, electrical machinery, plumb- ing and hardware, tools, linen, cot- ton and woolen goods, together with the thousand and one items that go to complete a finished ship. Increase In Air Transportation As evidence of the increasing im- portance of aircraft in the world-wide transportation network, we note that American-owned airplanes engaged in regular scheduled transportation of mail, express and passengers are fly: ing this year at the rate of over 51,- 000,000 miles per annum, an increase of 40 per cent over last year. Ameri- can air services are carrying passen- gers at the rate of 1,000,000 per year, J. Howland Gardner President Society Naval Architects and Marine Engineers or more than 100 per cent increase over last year. This past year has witnessed the extension of airlines to all important parts of the Western Hemisphere and the speeding up of service by improved equipment and the reduction of weather and flying hazards. The navy dirigible AKRON, commissioned this year, is a likely forerunner of a long- distance, load carrying, commercial airliner. The Do-x, by its flight from Europe to South America to New York, has proved the feasibility of a huge flying boat, and the 40-pas- senger Sikorsky, just placed in South American service, has demonstrated that big amphibians are practical for passenger and mail carrying. The development of the catapult for propelling airplanes from the deck of a vessel has been so satisfactory from a military standpoint that nearly all new ship designs of the United States MARINE REviIEw—December, 1931 navy provide for airplanes as stand- ard equipment. The establishment of a regular ship-to-shore service for mail and passengers is under consideration by various steamship companies, and the newest liners are being equipped with airplanes for this purpose. A few yacht owners have recently in- stalled aircraft on their vessels and there is an increasing tendency to make provisions for an airplane in yacht specifications. This use of air- planes in conjunction with ships is a thoroughly modern _ development, which we should regard with interest and prepare to take advantage of to the fullest extent. With the rapid advancement in the art of vessel and machinery design the question of safety of the vessel has always been of the utmost importance. This has been specially marked in the subdivision of vessels, and in the equipment for fire detection and con- trol. Our United States steamboat inspec- tion service under the guidance of General Hoover is giving these mat- ters very special attention. It is to be regretted that the United States has not yet ratified the 1929 international convention on safety of life at sea. It is earnestly hoped that the congress will pass the necessary legislation to make these rules effec- tive, as far as the United States is concerned. On the members of this society, naval architects, marine engineers, and those who are responsible for the op- eration of our great ships there rests a tremendous responsibility. I can- not urge upon you too strongly the in- creased use of fire resisting material in the construction, and especially in the superstructure of vessels. There has been a continued im- provement in fire-fighting equipment and fire detecting devices. It is your responsibility to see that fire-resisting material is used wherever practical. I do not wish to be an alarmist, but I do think we should look ahead to even further improvements. We can, however, view with satisfaction the records of the past. Transportation by water is remarkably safe. A careful study of statistics will demonstrate the safety of transporta- tion by water as compared with other modes of transportation. The United States steamboat inspection records for the ten years 1918 to 1927 inclu- sive show that for passengers travel- ing on vessels there was a loss of only one life in 4,104,642. This is certainly a record of safe transporta- tion, and I am sure that the next ten years will show even greater improve- ment, for our ships are now and will be better and safer than ever before. Technical Papers Presented EVENTEEN papers were presented during the two day’s meeting of the society, Nov. 19-20. These papers and complete discussions, oral and writen will be published in full in the 13