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102 is not always easy to load ships and ran them,:-1 tmust say: I ¢an* ex- plain how this vessel runs from New York to Norfolk. The ship was loaded at New York and run into the Delaware capes on the regular run south, and spent a few days standardizing. Not all ships are on a route so handy to the trial course. She was kept at the cape for a few hours and afterwards ran to Norfolk. THE MARINE REVIEW. 'I am glad to hear Capt. Dyson's comments on the paper, and am sorry he is not here with us. In' reference to his remarks as to the full midship section and fine ends, I need do no more than refer you to the naval constructor's paper read here this morning, No. 1 on the program, and, although the paper has not been at my disposal very long, I have made a hurried reference to the curves March, 1914. which are contained in that paper," and find that the Tyler runs within 2 per cent of Naval Constructor Taylor's most efficient midship sec- tion. - Capt.' Dyson, as -most* of Ys know, has done a great deal of vyal- uable work on screw propellers late- ly, and we should be very grateful for thesrather free way in which he places the results of his work at our disposal. : Evolution of the Lightship - A Paper Upon Which Much Labor Was EORGE CROUSE COOK' pre- (; sented a very interesting pa- per entitled "Evolution of the Lightship", abstracted as follows: The text of this monograph con- sists of a brief statement of the func- tions of the lightship as an aid to nav- igation, an outline of its origin and development, and a description of the first-class lightship, designated Light- yessel No, 94, of the U.S. Light- house Service. The illustrations con- sist of a sketch of the first known lightship and the plans of Lightvessel No. 94. ¢ I desire to invite especial attention to the following paragraphs:-- In 1856, a paper: "Phe Form: 'of Stationary Floating Bodies" was read vat the Institution of Civil Engineers, London, proposing a circular vessel for a lightship. The discussion which followed developed a wide diversity of opinion as to what form was the most desirable. *...%..* Scott -Rus- sell, the distinguished naval architect of his day, spoke at some length and said that he "would be inclined to give a lightship great length, with a safe but small section, and extreme- ly fine lines." A "Royal Commission on _ Light- houses" was appointed to in- Lighthouses" was appointed to in- quire into matters pertaining to the lighthouse service. In the course of its investigations it sent out a series of questions to the distinguished "scientific men" of the day, including Rankine, Faraday, Herschel, etc. One of these questions referring to the lightship called for "opinions on the best form for the hull". The replies were most varied. * * * Some - advocated longer vessels, others shorter; some recommended much sheer, others, less; some favored bluff bows, others, sharp, ete.; while several ad- vocates of "sion Spent -- Position of the Hawse Pipes vised circular hulls moored at the center of gravity. Among the ad- the last was Professor Rankine, of the Glasgow University. A second question "at what part of the vessel should the moorings enter'? elicited a variety of opinions; and hawse holes at a_ considerable height above the water, close to the water and also under the water were proposed. I would, however, again repeat the questions raised in 1860: What is the "best form tor the lull'? and "at what part of the vessel should the moorings enter'? and invite discus- thereon by the members of the society. The Chairman:--In connection with this paper on "The Evolution of the Lightship," some of the members present must surely be from con- cerns which have built lightships for the government, and it would seem that they might be prepared to dis- cuss this paper. A great deal of care and labor has been spent in the prep- aration of this paper, and we would like very much to have Mr. Cook's efforts receive the appreciation of a good discussion. I did not intend, by suggesting that some of the people here who had built lightships should speak on the subject to the exclusion of those who had not built them, and some of our distinguished architects, both of the navy and merchant ma- rine, might be able to discuss. the points presented in the paper, particu- larly the one on which Mr. Cook asks enlightenment, the best form of hull and where should the moorings enter. E. A. Stevens Jr.:--There is just one thing I notice in the paper. Mr. Cook asks for an expression of opin- ion as to where the moorings should enter the hull, or, in other words, the position of the hawse pipes. All I want to say is that I happened to be looking over an old copy of the re- port of the Secretary of the Navy--1 forget just what year it was--which had-an° account of the Joss of the Trenton and Vandalia, by reason of . the sale at 'Samoa: 1° noticed that the commanding officer (I think it was. Captain, after Rear Admiral Kam- berly) who was the commander of the squadron--I am not sure whether: he was at that time, but at any rate, he was the commanding officer of the Trenton--who was blamed for the disaster to the Trenton. He said the disaster was partly due to the location of the hawse pipe; whether he wanted them higher or lower, I cannot recall. But I remember that question was ratsed, and Mr. Cook has raised: i¢ again, and I think it may be an in- teresting subject, not only for light- ships, but other ships which are re- quired to be anchored, or warships or certain merchant ships, before they are able to go into the dock. Ihe Chairman:--As a matter. of historical interest, I will say that we did not imagine the position of the hawse pipes had much effect on it, al- though I was not on the ship at the time of the disaster. I had served on all three of the United States ves- sels that were there, but I left the Vandalia a month and a half before the disaster. The fact was that the Trenton and the Vandalia went aground and pounded to pieces, and it would not have made much difference where the hawse pipes were. The po- sition of the hawse pipes may have hastened the end, but it was sure to come in the terrible seas which were taging at that time. Is there any other gentleman who desires to com- ment on this paper? Arthur D, Stevens:--I will say in connection with this paper. that I