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May, 1916 docking keels. Sadler’s experiments on enclosed shaft bossings have also given valuable aid in properly placing these appendages. The author recalls a large vessel which had her bossing altered to better form with the result that the speed at constant displacement went up from 18 to 18% knots. - This increase in a vessel displacing over 11,000 tons was due-solely to a change in the lines of the bossing. In battleships, append- age resistances as high as 25 per cent of the total have been recorded. The importance of reducing this where prac- ticable is at once evident. No import- ant vessel should be laid down without stream line diagrams at critical speeds. The fitting of anti-rolling tanks has a small and indirect effect on resistance. The result of omitting bilge keels is a saving of about 3 per cent, which is cut in half by the extra displacement due to weight of the tanks and con- tained water; this saving should help to pay for the tanks and controlling gear. Anti-rolling tanks, however, undoubtedly require skilled handling and constant watching whilst at sea. The importance of an allowance for air _ resistance should not be overlooked. Comparing “Lines” The system of notation used by Tay- lor and Sadler in presenting their results is ample, clear and direct; it is, therefore, preferable for general use. The model of practically every naval or passenger design should be tested in the tank and enough models of cargo vessels simi- larly tested to cover a useful range of vessels, so that each yard can know whether its “lines” are good and make improvements from time to time as ex- perience points out. This is the only real way “lines” can be compared and improved, for trial conditions vary all the time and service conditions and re- sults are seldom accessible to builders except in a very general way. In this connection the relative smooth and rough water performances should be kept in mind. For large cargo ships and practically all motor ships, a twin- screw drive is the most efficient; the two, three or four-screw drive is so well established in passenger and war ships as to need no further comment. Further light is desirable on vibration problems, especially for vessels with ma- chinery aft. Speed and stability are intimately associated and generally pull at cross purposes; the temptation to small beam, high speed and comfort at sea for passengers may be yielded to at éhe price of safety in accident. We are at present witnessing the passing of the very full cargo ship at sea in favor of a somewhat finer type. This is a good step. Cruiser sterns for twin or triple screw ships are decidedly to -be preferred to the old type of counter. Appendage resistance is generally very small in single-screw merchant ships, but cannot be watched too carefully in other and faster types. Enclosed shaft bossings are generally preferable. to open brackets. We are not yet ready to advocate the general adoption of anti-rolling tanks. Progressive trials of important ships should always be made and enough cargo ships thus tried in load condition to check up model tank and propeller performances. This could well be emphasized towards oil tankers, on account of the ease with which they can be loaded; other types of ships of similar lines would thus also benefit. OSSes THE MARINE REVIEW 167 Flared bows above water are at present well established and undoubtedly im- prove performances at_ sea. Large apertures, propellers well back from the post, and ability to unship propeller without withdrawing the tail shaft, are other factors which deserve to be strongly recommended. Competitive bidding tends to acheaper first cost at the expense of subsequent performance, which leads to full models and poor time-keepers. In conclusion I should like to point to the plea for ade- quate trials, made by Sir A. Denny in his presidential address before the In- stitute of Marine Engineers at its fall meeting a few months ago. By David Lindsay years of continuous service prac- tically in one organization, is that . MOST remarkable sea-record, 63 of Thomas Kinsey, the acknowledged — dean of transatlantic pursers, who on his recent trip to Liverpool on the American liner St. Paut, completed, in addition to many voyages in other waters, -his eleven hundredth crossing of the western. ocean. It has been estimated, and conser- vatively, too, that Mr. Kinsey has traveled more than 4,000,000 sea-miles, and it adds another strong argument for the safety of ocean travel to be able to say that at no time has he been exposed to serious danger, al- though the whole gamut of experience in storm and sunshine has been his, and he has witnessed several rescues. He started upon his career aboard the steamship City'or MANCHESTER in 1853, - sailing between Philadelphia and Liv- erpool, when Messrs. Richardson & Co. were the owners and William In- man the manager of a small fleet of passenger vessels which in the course of years became the well-known In- man Line, later absorbed by .the American Line. After “trooping” to India during the mutiny of 1857 and to Abyssinia throughout the long war in that section, Mr. Kinsey returned in 1867 to the trade between New York and Liverpool. He has contin- ued since that time in the employ of the companies named, between Amer- ica and England. On his arrival in England a few days ago Mr. Kinsey, still hale and hearty, retired to his home and family at Southampton, followed by the good wishes of hundreds of thousands of travelers the world over who have journeyed under his care and who will recall with distinct pleasure his cor- diality, his hearty handshake and his unfailing courtesy. His exceptional record, shipping men say, should be an ever-present inspiration to those “who go down to the sea in ships.” Late Marine Patents Copies of any one of the following patents can be obtained by sending 15 cents in stamps to Siggers & Siggers, patent lawyers, National Union building, Washington, D. C., by mentioning The Marine Review: | 1,159,683—-Safety-float for submarines. Henry Keller and Harry M. Siedschlag, U. S. navy 1 159, 745—Submarine with detachable conning tower for life-saving purposes. Virginio Cavallini, Spezia, Italy. 1,159, 737—Internal combustion engine. For- rest Nelson, Boston, Bessie D. Nelson, Boston, administratrix of said Forrest Nelson, deceased. 1,159,824—Propeller. Elmer C. Blackwell, Salem, Mo. 1,159,899—Boat propelling mechanism. Charles FT. ’Clower, Philadelphia. 1,159,937—-Dredge. John Robert Hart and John Robert Davis, Tampa, Fla. 1,159,945—Swimming device. Joseph Jacobs, San Francisco. 1,159,946—Bilge water extractor. Samuel Stewart Jamison, Saltsburg, Pa. 1,159,985—Fuel connection for internal com- bustion engines. Piatt M. Orlopp, Indianapolis. -1,160,062—Reversible boat. Thomas Herbert Gaskin, Woodford, Essex, England. 1,161,184—-Explosive engine. Oscar M. Berg- strom, Minneapolis, assignor to Universal Mfg. Co., Minneapolis. 1,161,335—Internal combustion engine. Na- thaniel R. Potter, Rochester, N. Y. 1,161,420—Foldable boat chair. Beverly I. Snelling, Washington, D. C. 1,161,453—Propulsion of ships. Edward Court, Wakefield, England. als 161, 464—Internal combustion engine. Gio- vanni Enrico, Turin, Italy, assignor, by mesne assignments to. F. I. A. T., Poughkeepsie, N. Y., a corporation of New York. 1,161,484—-Submarine vessel. Cesare Laurenti, Turin, Italy, assignor to Societa Fiat-San Giorigio, Spezia, Italy. 1,161,636—Submarine bomb. Daniel B. Dun- lop, Petersburg, Va. 1,160,122—Buoy for submarines. Walter H. Amberger, Philadelphia. 1,160,180—Apparatus for constructing dry- docks. Duncan D. McBean, New York. 1,160,257—Water-cycle appliance. Edward Burns, Covington, La. 1 160, 410—Detachable boat motor. Chester A. Hoefer, Freeport, Ill. 1, 160, 506—Ferry landing mechanism. Harry ut be Goss, Rutherford, N. J., assignor to George H. Frothingham Co:, New York.