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come for the year ended Oct. 31, 1931, after providing for total expenses of $22,934.42, was $3075.85. Adding this amount to the balance of Nov. 1, 1930, and deducting $5000 transferred to en- dowment fund, the general fund bal- ance Oct. 31, 1931, was $22,845.01. The endowment fund balance Oct. 31, 1931, was $125,051.85 represented by $16,- 842.02 cash in savings banks and $108,209.83 in investments at cost. From this fund appropriations are made for the society’s scholarship in naval architecture of $1000, a cash prize of $500 and toward the expenses of indexing the proceedings of the so- ciety. It is interesting to note that a to- tal of 125 new members were elected at this meeting, in the following cate- gories: Members, 75, associates, 26 and junior, 24. By this addition the net membership of the society has again been increased. The member- ship Oct. 31, 1930, was 1390; on Oct. 31, 1931, the membership was 1550. After the meeting of the council which acts on new membership, Nov. 18, 1931, the membership of the society stood at 1675, after deducting 21 re- ‘ moved by deaths; 29 resigned; 56 sus- pended and 7 reinstated. J. Howland Gardner, elected last year as president of the society for a term of three years continues as president. Other officers and council members were elected at the thirty- ninth general meeting as follows: Officers and Council Members Elected Honorary vice presidents: Charles P. Wetherbee, William A. Dobson. Vice presidents: Ernest H. Rigg, William L. R. Emmet, William H. Todd, Morris Douw Ferris, John F. Metten and Daniel H. Cox. Council members: William L. R. Emmet, Theodore E. Ferris, William W. Smith, Frank M. Lewis, Walter E. Thau, John E. Burk- hardt, David Ernott, and H. H. Brown. Associate council members: Henry E. Cabaud, James Plummer, Edward G. Sperry and Robert F. Hand. Execu- tive committee: Washington L. Capps, . Joseph W. Powell, Homer L. Fergu- son, Charles A. McAllister, Morris Douw Ferris, Richard H. M. Robin- son and Hugo P. Frear, Secretary- treasurer: H. Gerrish Smith. As- sistant secretary-treasurer: Thomas J. Kain. The annual banquet of the society was held at the Waldorf-Astoria on the evening of Nov. 20. The president of the society, J. Howland Gardner presided as toastmaster. The surviv- ing original charter members of the society who were present might well have viewed with satisfaction the brilliant setting im the magnificent grand ballroom of the new Waldorf- Astoria with the modest beginnings of the society 39 years before. In all ‘outward aspects it represented the progress of the nation in wealth and power and along scientific lines in ‘naval architecture and marine engi- 18 neering. Singing of the national anthem by Mrs. Robert L. Hague, solo- ist, will not soon be forgotten. The principal speaker of the evening was Lewis Nixon, former naval officer and shipbuilder, who gave his re- miniscences of the early days in building the first modern American navy. Count Erensto Russo delivered a very entertaining address. The de- parture at this banquet from the cus- tom of numerous long speeches was received with general approval. The annual foregathering of the members of the marine industry as represented by the banquet of the society is a time for renewing old acquaintance and is a social bond of much value. Dry Docking and Repairing at Atlantic Works At the Atlantic Works of the Bethlehem Shipbuilding Corp., two floating dry docks and three ma- rine railways are available for taking care of vessels which come in for re- pair work and overhauling. Their gen- eral capacities are as follows: One 5500-ton floating dry dock. Length on keel blocks, 380 feet 4 inches. Breadth at top of keel blocks, 70 feet 8 inches. One 360-ton floating dry dock. This is one of the smallest floating dry docks in use. Length on keel blocks, 72 feet 4 inches; breadth at top of keel blocks, 32 feet 0 inch. One 2000-ton marine railway. Length on keel blocks 237 feet 9 inches. Breadth at top of keel blocks, 68 feet 0 inch. Depth of water over keel blocks on outboard end at high tide 16 feet 0 inch. Depth of water over keel blocks on inboard end at high tide, 10 feet 0 inch. One 1000-ton marine railway. Length on keel blocks, 200 feet 0 inch. Breadth at top of keel blocks, 58 feet 0 inch. Depth of water over keel blocks on out- board end at high tide, 18 feet 0 inch. Depth of water over keel blocks on inboard end at high tide, 12 feet 0 inch. One 500-ton marine railway. Length on keel blocks, 133 feet 2 inches. Breadth at top of keel blocks, 28 feet 6 inches. Depth of water over keel blocks on outboard end at high tide, 14 feet 0 inch. Depth of water over keel blocks on inboard end at high tide, 10 feet 0 inch. There are six wet slips and outfitting basins which have a mean low water depth varying up to 25 feet for the deepest. Plenty of berthing space is available as follows: Pier No. 1— North side, 300 feet 0 inch; Pier No. 2 —South side, 400 feet 0 inch; Pier No. 2—North side, 300 feet 0 inch; Pier No. 3—South side, 300 feet 0 inch; Pier No. A description of the dry docking and repair facilities of the Atlantic Works of the Bethlehem Shipbuilding Corp., modernization of which was described in the November issue of MARINE RzE- VIEW. MARINE REVIEw—December, 1931 3—North side, 40 feet 0 inch; Pier No. 4—South Side, 110 feet 0 inch; Pier No. 4—North side, 140 feet 0 inch; Pier No. 5—South side, 140 feet 0 inch; Pier No. 5—North side, 130 feet 0 inch; Pier No. 6—South side, 130 feet 0 inch. On Pier No. 2 is a 15-ton traveling jib crane which with the 10-ton cater- pillar crane gives ample facilities for handling material on the docks. The 10-ton crane can go out on piers and handle material for dry docks and railways. At one end of Pier No. 3 are located underground oil storage tanks having a total capacity of 40,000 gallons. A pump house is located underground adjacent thereto and steam connections are provided for heating the oil in cold weather. All piers are equipped with air, salt and fresh water lines. Pipe lines are easily accessible at all points not only on the piers but throughout the yard. A shear leg originally built for han- dling boilers, heavy spars, etc., is good for a load of about 100 tons. This shear leg has long been a landmark pointing out the location of the Atlan- tic works. Auxiliary equipment has been pro- vided as follows: Three gasoline work boats, one 75-ton scow, 8 automobile trucks, 4 automobiles. Three Leading Italian Ship Lines Merge Three leading Italian steamship lines, the Navigazione Generale Ital- iana, Lloyd Sabaudo and Cosulich lines were merged into one fleet at a meet- ing of the three directorates in Milan, Italy, on Oct. 3. At the same time three smaller companies, Sitmar, Marittima Italiana and Lloyd Tries- tino, merged into a company which will be called Lloyd Orientale. The new Italian shipping combine will have its headquarters in Rome and will present a total strength of more than 107 ships, including some of the world’s largest transatlantic liners and scores of substantial freight- ers, engaging in passenger and freight traffic to a great extent with North and South America. The N. G. I. has 19 ships, including the AUGUSTUS and Roma, of over 32,000 tons each, on the New York run. Next year the line plans to put into the New York run the huge liner Rex, recently launched, which may prove to be one of the fastest liners afloat. The Lloyd Sabaudo has 10 ships, including the CoNTE GRANDE and CONTE BIANCAMANO, each over 24,000 tons. The Cosulich Line has 22 ships, including the Sa- TURNIA and VULCANTA, each of 24,000 tons. The Sitmar Line has 16 ships, the largest of which is 13,000 tons. The Societa Marittima Italiana has six ships, and the Lloyd Triestino Line 44.