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March, 1914 have had the privilege of visiting lightship No. 4 last year, and one of the strong criticisms made was that when she would sheer in a current, and bring her cable across the bow, she would list very seriously, lay over and be a long time recovering. I simply mention that as a criticism which the men on board made. The Chairman:--Was the pipe too low or too high? hawse Position of Hawse Pipe Arthur D. Stevens:--I am_ simply giving you .the criticisms of the men on board as to the wearing action that happened to be mentioned: here, on lightship No. 4. They criticized it as giving her a serious list when she sheered in the current. Elmer A. Sperry:--I do not know that I can throw much further light on this subject, as a whole, but one phase of it interests me, naturally. You understand that within the last year the world, especially Great Brit- ain, has been doing a great deal of research work in the rolling of ships, and the question arises whether this midship section given on page 3, as designed by the lighthouse board, is the best selection of midship section to prevent the rolling of an anchored ship. It so happens that our Naval Bureau has been pushing forward that problem further than any other navy. The English have also been making investigations in determining the re- lations of shapes and body form to this very self-same question of roll- ing. We all know that a log will not' roll in the waves--there is no form line that the waves can get hold, of, and based on that supposition, Naval Constructor Taylor is doing some important work. I only wish that he was here this morning to throw some further. light on it... He finds there is a condition in which a log will roll when subjected to the action of the waves. In his investigation, which extends over quite a large number of models, some of the forms of which were given in this paper No. 1, he finds that there is a very large dif- ference in the rolling of these models with a given wave force impressed, and rolled slowly, and with all sorts . of periods of waves. He in fact has constructed in the end of our basin in Washington, (to which we all look for so much here in this society) a massive wave maker that has _ pro- duced these waves with which he has investigated these different form lines, and it would seem to me- that this, which is probably the most classical work on this subject that has yet -been undertaken, and by far the most j THE MARINE REVIEW extensive and actually in water, should be consulted before the final lines are determined upon, especially for the midship section.' Gould H. Bull:--I had the honor of serving on the Trenton for one cruise \ and part of another, part of the cruise in which she was lost, and the hawse pipes were a source of trouble during all of her sea experience. We had to fit jackasses--jackasses are sim- ply big plugs made of manila rope-- these jackasses were fitted in the hawse pipes when we were at sea and at anchor. A pampero at Montevideo Harbor, which was probably nearly as strong as the gale at Samoa, and the surging of the chain would loosen the jackasses and they had -to be fas- tened several times, but the water was coming in through the hawse pipes all the time. We lost a man during the anchorage at Montevideo through that cause. The fault with the Trenton was not that altogether, but with the fact that she lost her rudder early in the gale, and they could not steam out on that account, otherwise I think she would have been -saved,.- From what saw: of hawse pipes placed low, as_ those were, on the gun deck, it was rather a faulty construction in that case. Action of Tide and Waves F. L. Du Bosque:--It would seem to me that a lightship should have no hawse pipes. It looks to me as though the two factors which would cause a lightship to deviate from her base would be the action of the tides and the action of the waves. The currents will cause a resistance on the lateral motion on the ship under the water, whereas the winds will cause a resistance in the lateral po- sition of center of gravity above the water. The moorings should be at- tached to one end of the lightship, extremely to the end as far as possi- ble, and as far away from the center of gravity of the lateral resistance as is possible. Further, it has seemed to me that the foot of a lightship would be cut away considerably; in other words, in our experience in tow- ing vessels we find the point of at- tachment of the mooring line must be as far as possible from the rudder. | Tf it were possible on a tugboat we would place the mooring line at the stem so that the water would have considerable effect in turning the tug- boat. If you attach the tow line at the extreme end of the tugboat, the boat cannot do any maneuvering, can- not turn itself. 103 _ Lloyd's Scottish Staff James French, formerly Lloyd's prin- cipal surveyor in the United States and now its principal surveyor at Glasgow, presided at a dinner of the Scottish staff of Lloyd's Register at St. Enoch Station hotel, Glasgow, on Saturday, Feb. 14... There were pres- ent leading ship-building and _ ship- owning interests of Great Britain, in- cluding Thomas L. Devitt, chairman of the society; Lord Inverclyde, Col. J. M. Denny, F. C. Gardiner, chairman of the Glasgow committee; J. G. Chrystal, J. A. Roxburgh, John Inglis, LL.D.; J, HH. Warrack, Vo We Wie a tyre, F. N. Henderson, Andrew Scott, secretary of the society; Charles Don- aldson, F. J. Stephen, Wm. Brown, J. Dickinson, W. M. Mc'Millan, A. W. Sampson, I: P.: Purdie, Wim baw J. W. Hamilton, Hs M. Napier, Wm. Robertson, G. M. Cook, H. Lithgow, James Brown and L. Glen. Col. J. M. Denny responded to the toast, "Lloyd's. Register' He said that the temptation in building ships to make things just a little heavier than was necessary must be great, but he believed the Register would resist the tendency. He added that to give a strength of 7/32 where 3/16 would do was not only a mistake, but a crime. He did not consider that ab- solute safety at sea was obtainable except at a prohibitory cost. A ship would have to be so heavy as to float unloaded at her winter freeboard; she would have .so many bulkheads as to produce a minimum of comfort as well as a minimum of revenue; and she would have so many life boats 'that there would not be room to move about her decks. He said that an attempt to reduce danger to an ab- solute minimum would necessarily in- crease danger. He did not think i possible to speak too highly of the work of Lloyd's surveyors. They: had been so highly trained that shipbuild- ers and engineers would not have to talk down to them. His experience was that it was frequently a case of talking up to them. He thought, how- ever, the Society should take advan- tage of what was done by men who were in the profession for their liveli- hood or its usefulness would be great- ly decreased. In replying, Thomas L. Devitt said that the work of the Society in Great Britain had nearly doubled in the past 20 years and that it had increased twentyfold abroad. He added that the work of the Society was greatly ap- preciated by American shipbuilders, shipowners and underwriters and took occasion to congratulate Mr. French on his promotion to the principal sur- veyorship at Glasgow.