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jng recent years. The advantages and objections of fusion welding in general, and the electric are in par- ticular are briefly and _ clearly stated. The problem of design is considered; also erection and weld- ing procedure and material and in- spection. This paper is quite fully illustrated. In conclusion the author states that it is not his intention to say that welding can or should replace all riveting in ship construction. The essential point made by the author is that welding is a good method, and that insofar as the connection is concerned, it should be unquestioned when properly designed and made in weldable material, as with riveting. Its use should be limited, therefore, not by criticism or bias against it as a method where its value has been amply demonstrated, but by an eco- nomic consideration of each case. 15. Design of American Super Liners, by Theodore E. Ferris, mem- ber of council. We have referred to this paper earlier in this article as “monu- mental.” This is not an exaggeration as this paper presents a mass of most valuable information which was. ob- tained only after several years of la- bor and study by the author in co- operation with the leading authorities on naval architecture and marine en- gineering. The design calls for vessels of the highest class on a light weight less than 50,000 tons, that have four-com- partment subdivisions, that will pass through the Panama canal locks, that have low resistance, that have ma- chinery equipment capable of develop- ing 180,000 or 200,000 maximum horse- power, a top speed of about 31 knots, and that have accommodations for over 1000 first class and a total of about 2800 passengers. The author gives in workable. detail all of the characteristics and particu- lars of design. Both geared turbine drive and turbine electric propulsion are considered with suitable character- ictics of the ship noted in each case. .A description: is given applicable to both geared turbine drive and electric drive ships. What might almost be considered a complete itemized speci- fication of all the principal features of propulsion and auxiliary machinery is given. This applies for both geared and electric drive. Many features of design of the hull, including body plans of two models are given. Consideration of subdivi- sion is gone into fully. No less than 13 plates covering design of hull, pas- senger quarters, machinery spaces, midship section, bow and stern ar- rangements, including rudder, are published with this paper. The discussion which followed the paper was almost entirely in an appre- ciative vein with little criticism of any of the technical features. This is partly explained by the immensity of the subject and partly by the lateness in receiving copies. Mr. Ferris in re- plying to the comments on the paper expressed his thanks to the members of the society for the cordial recep- tion it had received and that he con- sidered all of the criticism construc- tive and that he would reply fully in writing. A rising vote of thanks of the society was unanimously accorded the author for his splendid paper. 16. Electric Ausiliaries on Ship- board, by Walter E. Thau, council member. The purpose of this paper is to discuss the use of electric driven auxiliaries on shipboard with the particular idea of justifying their overall economics in comparison with steam driven auxiliaries. Mod- ern engineering is usually in agree- ment in regard to the general su- periority of electric driven auxil- iaries; however, there do exist dif- ferences of opinion as to their eco- nomic merits and the extent to which they should be used. Im an- alyzing this subject it is necessary to give due consideration to all factors bearing upon the overall economics such as first cost installed, operating cost and maintenance. Installed cost includes all related items such as first cost of machinery and fittings, piping, wiring, grating, foundations, engineering, drafting, supervision and labor. Due credit is given to reduction in boiler and other ancil- lary equipment costs proportionate to reduction in steam generation in order to place the analyses on a true comparative basis. The scope of the paper is confined chiefly to the analyses of two major cases in order to avoid unnecessary complication and undue length. These cases are: 1. A 5000 shaft horsepower single screw cargo ves- sel. 2. A 30,000 shaft horsepower twin screw passenger vessel carry- ing a certain amount of cargo. In both cases the analyses are made, first using steam driven engine room auxiliaries and, second, using elec- tric driven engine room auxiliaries. Deck auxiliaries are discussed sep- arately for the sake of clearness. . A brief discussion is also includ- ed on special systems which further augment the economics of electrie auxiliaries. In conclusion the author sum- marizes a few of the important facts. 1. Electric auxiliaries pay for themselves. ‘ 2. Electric auxiliaries provide better working conditions for the crew. 3. Electric auxiliaries afford bet- ter comfort to passengers and crew. 4, The additional cost of electric auxiliaries is a negligible per cent of cost of the ship. 5. Further application of sound engineering principles to electric auxiliaries will make them more ad- vantageous and reduce the already small cost differential. MARINE REeview—December, 1931 6. It is extremely difficult to ob- tain reliable operating data on aux- iliaries. It would be very helpful to the art and would assist in reducing operating cost if more of the ship operators would keep accurate and systematized records of the operat- ing performances of steam and elec- tric auxiliaries and interchange their findings. 17. Pumps for Marine Service, by Irving W. Jackman, member, O. H. Dorer, H. M. Chase, visitors. It is the intention of the authors in this paper to indicate the general features that must be considered in selecting suitable pumping auxil- iaries for ships, taking into consid- eration the limiting features of de- sign, and placing particular stress on an economic selection from the point of view of the owner, shipyard and pump manufacturer. It is pointed out that the selec- tion of pumping equipment for the modern ship requires a more care- ful study of the actual operating conditions than in the past. The more common steam pump of the past, with its wide range of capac- ities and pressure ratings, required less accurate selection than the mod- ern motor driven centrifugal with~ its limited range of flexibility. Higher pressures, larger capaci- ties and a demand for greater econ- omy now require careful considera- tion of the type of pump and its prime mover. This paper deals only with pumps handling liquids as dis- tinguished from those handling air or noneondensable vapors. Pumps can be generally classed into four groups: A. centrifugal, B. power (reciprocating), C. steam (re- ciprocating), D. rotary. Under each of these classes there are certain general limitations. This paper should prove of real value to the engineer responsible for the design and layout of pumping arrangements for ships. Under vari- ous chapter heads the author takes up the selection of a pump for a given service; general characteris- tics of centrifugal pumps, of recip- rocating and rotary pumps; main feed pumps, ordinary feed pumps, drain pumps, lubricating oil pumps, fuel oil pumps, ballast pumps, fire pumps, fresh water pumps, vacuum and condensate pumps, cargo and loading pumps. : This paper is a valuable contribu- tion to the transactions of the so- ciety and gives a fund of useful in- formation which will find practical use. ie Membership of Society Increased EPORT of the secretary-treasurer of the society of Naval Architects and Marine Engineers shows that the society is in a sound financial condi- tion. The general fund balance Nov. 1, 1930, was $24,769.16. The net in- 17