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consideration be given to the essen- tial factors governing methods whereby fire might be controlled. The provisions for detection and ex- tinction and for construction and draft, as briefly outlined below and fully discussed in this paper, if put into effect would make the control of fire possible. The provisions refer- red to are: 1. Detection and extinguishing: A reliable automatic alarm system with a detector in each cabin or other enclosure and registering in a central control station or _ pilot house. A 24-hour watch in the cen- tral control station whether the ves- sel is at sea, in port, or laid up. An adequate patrol of public rooms, corridors and spaces not served by the automatic alarm. Two powerful jets simultaneously directed at any part of the ship; also, an additional jet on the decks next above and be- low, together with statutory fire ex- tinguishers. 2. Construction and draft: Confine fire within cabin or other enclosure bulkheads by use of such materials for construction as to insure main- tenance of their integrity for a sufficient period of time (say 20 minutes) after the alarm registers in order to allow fire fighters to reach the fire location and to get ex- tinguishing apparatus into operation. Public and other spaces (without automatic detection) of such con- struction as to maintain their integ- rity after an outbreak of fire for the period between patrol rounds. Elimi- nation of all draft to each cabin or other enclosures except such as might be created by open air ports, door or ventilation. Means for shut- ting down mechanical ventilation from the pilot house, or central con- trol station, immediately upon re- ceipt of alarm. With the above as his thesis as a reasonable outline of the essential factors for the control for fire in the accommodations the author proceeds in this paper to examine existing regulations and conditions to deter- mine wherein they fail to meet the provisions as outlined. Some very interesting illustrations and descriptions are given in this paper on numerous tests of sample structures showing the fire resisting properties of various materials and methods of construction. As an appendix the author has given the recommended regulations covering fire resisting construction aboard vessels (Ocean and _ coast- wise) which were adopted as a ten- tative standard at the annual meet- ing of the National Fire Protection association, May 29 to June 1, 1933 at Milwaukee, Wis. These regula- tions were prepared as the result of the work of the conference commit- tee on construction of the marine committee which was headed by the author as chairman. 14 Effect of Form on Roll, by * Licut. M. B, Serat, CC., U.S. N., visitor. The author is attached to the United States experimental model basin, Washington. This paper is based on tests made at the model basin. With all other factors remain- ing unchanged the following conclu- sions may be drawn: 1. When the center of gravity is lowered the energy damping is de- creased. 2. When the period is increased, the energy damping is decreased. 3. When the height of the meta- center above the waterline is in- creased, the energy damping is in- creased. 4, When the midship section co- efficient is increased, the energy damping is increased. When the midship section coefficient becomes greater than unity, the energy damp- ing is greatly increased. 5. Since an increase of metacen- tric height decreases the angular damping and thereby entails greater angles of roll, the metacentric height should be no larger than is required by considerations of safety. 6. Although an increase of period entails a decrease damping, both energy and angular, a large period makes the occurrence of synchron- ism with waves less likely. Periods should be made as large as possible, without unduly infringing on other considerations. 7. It is believed that the ampli- tude of roll of a ship in synchron- ous waves can be closely predicted. from the declining-angle curve of the model. The experiments described in his paper were performed jointly by the author and J. G. Thews, junior physicist, at the United States ex- perimental model basin. Method for Estimating Ship *" Frictional Coefficients, by Rear Admiral D. W. Taylor, CC., U. S. N. (retired), past president. This paper is printed in full on page 23. Cargo Handling and Stowage, =" by H. E. Stocker, associate mem- ber. An abstract of this paper is pre- sented on page 18 of this issue. Diesel versus Steam Drive for *" Cargo Ships, by Louis R. Ford, member. With the force of logie the author calls attention to the inevitable time when new cargo ships must be built if we are to serve successfully our established trade routes. The major problem in this coming shipbuilding program is the _ sgelection of the right type of motive power, with the choice lying between steam and die- sel machinery. The normal and natural trend of MARINE REVIEW—December, 1933 marine power development in the United States, the author states, has been prevented by the abnormal conditions brought about by the great fleet of merchant vessels built during and shortly after the war. In other words, the great fleet of steamers left on our hands preclud- ed such development. On the other hand, in all other countries the con- tinued building of all types of ships led to trial, under peace time condi- tions, of all types of motive power. In this country the only ship con- struction of major importance has been confined to rather large com- bination ships and there has been no opportunity to lead up to large diesel work by natural stages, nor for our diesel engine builders to ac- quire, in normal stages, experience in building large marine engines. The author suggests that our pres- ent position in regard to the use of the diesel engine might be different if our merchant marine represented a normal growth. Diesel Development Impressive He refers to the tremendous and universal development throughout the world outside of the United States, and to the fact that for a number of years the total tonnage of motorships under construction has exceeded that of steamers by an ever increasing per cent. At the time this is written, the total motorship tonnage actively under construction is three times that of the total steam tonnage, and the author sug- gests that this situation calls for serious study to prevent our antici- pated new construction being any- thing but the best. He makes the point that whether such study re- sults in our future cargo ships being steam fitted or diesel engine driven that we at least be sure that our choice is based on reasoned and ra- tional analysis of all the factors in- volved. Because the United States has never yet been content to lag in the rear of any technical develop- ment, the maintenance of that record demands that we approach this ques- tion of type of power for our future ships not in the spirit of pro-diesel or pro-steam, but with the desire to determine the best type for each par- ticular case. In this paper which is 14 pages long, many features are considered. We should not attempt, the author believes, to apply the arbitrary rule that all ships should be diesel driven or all steam driven, but rather that for each particular ship or group of ships the trade route and the kind of trade engaged in should be analyzed to determine and evaluate the factors involved. He therefore develops a form of analysis that will have general application and offer means of determining what can rea- sonably be expected in the way of performance from a motorship or