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274 considered the classification rules, em- bodying, as they do, the results of years of experience, were good for a wide range of loading conditions. It was ultimately found possible to ex- press by comparatively simple formulas the averaging minimum requirements of ordinary practice found from the above analysis. : The proposed standard of longitud- inal strength is measured by the mod- ulus of resistance of the midship sec- tion of the vessel computed by the I usual methods. The standard -- is VY found from the formula-- Tr y where b is the breadth of the vessel, d the extreme summer draft and f is a longitudinal strength factor tabulated in I terms of the vessel's length. The -- y. through a section in way of the midship deck openings must not be less than 09.x% f <b d, so that provision is made for a definite standard of deck compensation abreast of openings. Straight line formulas are given for determining the standard minimum thickness of side plating and the corresponding frame spacing for any length of vessel, together with a method for estimating the in- crease in shell thickness required for vari- ation in frame spacing over the standard. As transverse strength is at least of equal importance to longitudinal strength, it is gratifying to note that an endeavor has been made to lay down a minimum standard of strength for at least one of the transverse members of the hull Structure, i. e., for hold framing, and that the proposed formula for the re- I quired -- of the frame section ¥, account in some degree of the principal factors which should enter into the de- termination of the frame scantlings, i. e., length of unsupported frames, spacing of frames, load draft and height of deck loads. While the proposed standard of strength is probably satisfactory enough as far as it goes, it is anything but' com- plete, as a ship could be designed to comply with the new standard and yet prove very unsatisfactory from a struc- tural point of view. Provided its limi- tations are understood, the proposed standard of strength should prove dis- tinctly useful to naval architects, but it cannot take the place of classifica- tion society rules, as nothing is said about riveting and such important con- siderations as the bottom framing and takes MARINE REVIEW the thickness of deck plating in rela- tion to beam spacing. While the size of the frames as derived from the standard, is affected by the height of the bracket floors, the size of the beam knees at. the lowest tier of beams is not taken into account in determining the modulus of resistance required and, although the necessity of providing suf- ficient stiffness in the frame apart from i the -- value is emphasized, the necessary ¥ modifications to scantling on this account are left to the assigning authorities. As the strength standards laid down are for vessels built on the ordinary transverse system, their application to longitudinally framed ships will also necessarily be left to the assigning authorities. No reference is made in the report to wooden or composite vessels, and this omission may have to be remedied in any international rules in view of the considerable amount of wooden tonnage still in existence. The proposals of the 1913-15 load line committee undoubtedly represent a distinct advance over existing free- board regulations. While there may be differences of opinion with regard to the theoretical basis of the strength standard, there is no question about the advantage possessed by the proposed rules over those at present in force in respect to the simplicity of arrange- ment, lack of ambiguity and ease in actual working out of the freeboard and strength calculations. Since there can be no finality in freeboard rules any more than in rules for ship con- struction, it is also a distinct advan- tage that the proposed rules are in a form in which they can be readily amended if and when alterations are considered advisable. The proposed new regulations' will mean that free- boards will be increased for practically all vessels, where the openings in the terminal bulkheads of erections are not closed by Class I appliances, and considerable increase in freeboards will result in the case of flush deck vessels, especially if the sheer is less than the new standard. The rules are a step in the right direction in respect to the emphasis placed on structural strength and conditions of assignment as to protection of openings which, however, can be easily and cheaply carried out in new construction. Since the publication in 1916 of the British load line committee's report, sufficient time has elapsed to give the various freeboard authorities Opportunity to compare the new proposals with ex- isting freeboard regulations and it is quite possible the British authorities, in the light of further experience, may now desire to make changes from the June, 192] proposals of the load line committee This country is not handicapped by 'precedent in the matter of freeboard or load line legislation so that the work of the American load line com. mittee, of which Admiral Taylor jg chairman, and which is at present con- sidering the entire subject, is of the highest importance. In this connec- tion, although it has not been found possible within the limits of this paper to deal with other than the freeboards of ordinary seagoing freighters, jt might be remarked there are particular types of vessels, which constitute a special problem for this country and which are being investigated by the several subcommittees formed for the At- lantic and Gulf coasts, Pacific coast and Great Lakes districts under the direc- tion of Professors McDermott, Durand and Sadler with a view to making recommendations to the secretary of commerce. Obituaries Frank Howard Davis, a director of the Newport News Shipbuilding & Drydock Co., Newport News, Va., and a number of other corporations, died at his home in Elizabeth, N. J., May 3. He was 62 years old. Edwin Orrett, Tacoma, Wash., widely known in Pacific shipping circles, died recently at Seattle. Mr. Orrett was for- merly with the Pacific Mail company, thea for years manager for the Osaka Shosen Kaisha at Tacoma. For some time he had been engaged in general stevedoring at Tacoma. Capt. Henry L. Thompson, Portland, Me., for the last 12 years federal steam- boat inspector for that district, died re- cently at his home. Captain Thompson took an active part in the Spanish-Ameri- can war and also in the. world war, having served as a naval lieutenant. He was awarded the naval cross for dis- tinguished service. Charles P. Sumner, general agent of the Cunard Steamship Co. in the Unit- ed States at the time of the sinking of the Lusiranta, died recently at his home in New York at the age of 72 years. In 1916 he was succeeded in the management in the United States by Sir Ashley Sparks. Mr. Sumner was born in Boston and entered the shipping business there in 1870. Later he founded and owned the Sumner line which operated between New York and Liverpool. The Norwegian fleet was increased by 123 vessels of 380,000 tons in 1920, bring- ing the total for Norway to 1854 ships of 2,369,426 tons. Of these, 1700 were motor and steam ships of 2,170,819 tons. One hundred and twenty-five are whaling and fishing vessels of 73,294 tons.