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states under their own law. An international standard affecting safety for ocean going passenger ships had therefore been set up more than fifteen years ago. In the meantime progress has been made in the de- sign and construction of passenger ships and much additional experience has been gained by all the nations. In 1927 the British Board of Trade presented to the other nations, who had signed the convention of 1914, a memorandum showing in detail the work done in Great Britain since this time on the subjects covered by the convention. This document was put forward for consideration as a pre- liminary to the holding of a similar conference in 1929. The British pointed out that as these proposals “were based on technical considera- tions only, which are the same for all ships of the same class, whatever flag they fly, they should, if they are well founded provide at any rate an adequate basis for the discussion.” Following this all of the maritime nations studied the terms of the 1914 convention and the suggestions offered by the British Board of Trade. Con- sequently when the present confer- ence of 1929 met it had the benefit of a great deal of valuable informa- tion gained from actual experience on ships of all nations during the past fifteen years. Detailed examination of the prob- lems before the present conference was divided up among five commit- tees and a chairman appointed for each committee as follows: 1. Con- struction, Rear Admiral George H. Rock, United States. 2. Life Saving Appliances, Sir Norman Hill, United Kingdom. 38. Radio Telegraphy, M. Giess, Germany. 4. Safety of Naviga- tion, Sir Charles Hipwood, Great Britain. 5. Certificates, General Ma- rena, Italy. Sub-committees were also appointed on; General Provisions, headed by Sir Charles Hipwood and HUODUUUUNEANNEQOQSQ0000080 00000000000 000000OEOTOOOOOOUE ATS Practical Safety Rules Cees agreement on the en- tire convention which represents the results of six weeks of intensive labor on the part of delegates and technical assistants from 18 nations at the International Conference on the Safety of Life at Sea held at London and which concluded its sessions May 81 is indicative of the practical qual- ity of the measures adopted. Imprac- tical features which would tend to throttle the industry had no chance of acceptance. At the same time the delegates from every nation were ac- tuated by the highest motives and a desire to work out simple, practical, clear rules and regulations based on experience and the use of every ad- vance in science to the end that the already wonderful record of safety of life at sea may be wmproved. WOUVENNUAVGNONNINOTOENNUOUOUONIOTOOOUOU LDC OOU GGG EADLOO TDN TENA Drafting, by Senator Rio, France. Four of the main committees sub- divided the work among smaller com- mittees and active work was com- -menced and continued throughout the session, the work of the sub-commit- tees being examined, reviewed and re- ported upon by each of the main com- mittees. The final reports of the main committees were again reviewed and coordinated by the Drafting com- mittee which presented the final form of the new convention, which from July 1, 1931, is to take the place of the convention of 1914. It was so unanimously agreed by all the repre- sentatives present. Features of Construction HREE broad principles were laid down at the conference of 1914 for considering the methods by which, after the hull has been penetrated, the flow of water can be controlled or retarded. These principles which are as follows were reaffirmed and ap- proved. 1. Ships shall be as efficiently sub- divided as is possible having regard to the nature of the service for which they are intended. 2. The degree of subdivision should vary in regular manner with the length and the service of the vessel. 8. The highest degree of subdivi- sion should be associated with vessels which are primarily engaged in the carriage of passengers and with ves- sels of the greatest length. The standard of subdivision adopted in 1914 for vessels of different length primarily engaged in the carriage of passengers required that they should be able to float with any one com- partment open to. the sea when the vessel’s length is about 260 feet. A gradual increase in subdivision was called for in proportion to the length so that a vessel of about 500 feet was required to float with any two adja- cent compartments flooded or in effect when any one bulkhead in the ship has been damaged. At about 900 feet American Delegates to the Conference. Left to Right, Arthur J. Tyrer, Dickerson N. Hoover and H. B. Walker 18 MARINE REVIEW—July, 1929