management known as task work with a bonus, setting forth the theories by which it is inspired and the institutions by which it is carried out. GILBRETH, Frank B.-Motion Study. (New York, D. Van Nostrand Co., 1911.) Defines a method of analysis more minute, even, than time study, by which standards of performance in any sort of work may be established. GOING, C. B.-Principles of Industrial Engineering. (New York, McGrawHill Book Co., 1911.)-Considers industrial organization, determination and control of costs, handling of materials, and management of men, from the standpoint of fundamental principles, and compares the leading recognized systems, both as to conception and operation. KNOEPPEL, C. E.-Maximum Production in Machine-Shop and Foundry. (New York, The Engineering Magazine, 1911.)-A practical discussion addressed to the practical works manager, but inspired by a convincing belief in the doctrines of efficiency and scientific management. TAYLOR, Frederick W.-Shop Management. (New York, Harper & Bros., 1911; McGraw-Hill Book Co., 1911.) -Reissue of a paper presented before the American Society of Mechanical Engineers, 1903, setting forth at length the theory and practice of a highly specific and elaborately dedetailed form of management, since known as the Taylor system. (New - Scientific Management. York, Harper & Bros., 1911.)-A restatement of the doctrine and ritual of the Taylor system, using largely the same data, illustration and argument employed in the earlier paper noted above. NAVAL ARCHITECTURE AND MARINE ENGINEERING DANIEL H. Cox It will be agreed that the law of growth in dimensions has operated hitherto on all classes of ships and that its action has on the whole been beneficial. It must be noted, however, that, notwithstanding the remarkable It developments of the last ten years, the Shipbuilding. In this country the "The Maximum Dimensions of Ships." one notable feature has been the very The following extracts from this marked revival in shipbuilding, more paper will illustrate the author's particularly of combined passenger views on this subject: and freight vessels of about 400 ft. in length designed for the coasting trade; this activity is undoubtedly caused by the Panama Canal situation, as beyond all question the opening of this Canal will mean an enormous increase in available freight; and as by law coastwise freight must be carried in American bottoms, and as the existing vessel tonnage of American register is lamentably lacking both in carrying capacity and speed, the only solution is new construction. Shipbuilding on the Lakes shows a moderate and healthy activity in the building of freight carriers, and the Lake passenger fleet is to have a noteworthy addition by the completion of a magnificent steamer that will surpass in size and appointments the largest of the already famous vessels now running on the Hudson River and Long Island Sound. Ocean waves have not grown in size because larger ships have been built; and obviously there must be an upper limit of size, beyond which, so far as maintenance of speed is concerned, further increase in the dimensions of ships will have little or no effect upon regularity of performance of service between terminal ports. I have previously recorded my opinion that this upper limit of size has been reached for the Trans-Atlantic service in the Mauretania and her sister ship. Larger dimensions are not essential to good behavior at sea, and increase in length and weight beyond the Maure Increase in Size of Vessels.-Sir William H. White, K. C. B., presented an interesting paper at the Annual tania is not necessary in order to seMeeting of the Society of Naval cure maintenance of speed on long Architects and Marine Engineers, ocean passages. It would appear, held in New York, under the title therefore, that the main determining factor in regard to maximum dimensions for future mercantile vessels must be found on the commercial side and not on the technical. Oil Engines.-The investigation and development of the many types of internal-combustion engines using There is much that can be said on heavy oil as fuel continue to be given both sides of this question, and the the most careful consideration by marine engineers in all parts of the general feeling seems to be that so world. The following extract from long as the terminal and docking facilities as to length and depth of a paper presented before the Society of Naval Architects and Marine Enwater are not exceeded a further It has been estimated that over 250 gradual increase in size both of mer-gineers by G. C. Davison calls atchant and war vessels of the largest tention to the enormous increase in use of this type of motive power: type may be confidently anticipated. The "Olympic."-In connection with the subject of size of vessels the following details of the Olympic, which was added to the transatlantic fleet this year, are worthy of attention: Tonnage, registered. .45,000 882 ft. 6 in. 92 ft. 6 in. .94 ft. 97 ft. 4 in. keel to boat deck...... Height from bottom of keel to top of captain's house 105 ft. 7 in. Height of funnels above casing Height of funnels above boat deck. 72 ft. vessels in the world are to-day fitted with oil engines. Submarine torpedo boats form a large part of this number. These vessels usually have from 600 to 2,000 h. p. France is now constructing submarines which have two oil engines of 2,500 h. p. each. Russia has had gunboats of 600 h. p. each for several years. Italy is building a torpedo boat destroyer equipped entirely with oil engines. England has ordered a destroyer having an oil engine for cruising purposes and steam turbines for high speed. Germany is reported to have an engine of 12,000 h. p. for use on one of her latest battleships for cruising purposes. Austria has a cruiser with two 900 h. p. two-cycle engines. 81 ft. 6 in. foregoing does not pretend to be a complete list of what foreign navies have already done in connection with these engines. Distance from top of funnel.... 175 ft. 11 15 .2,500 860 While referring to these numerical details, it may be well to point out that the largest plates employed in the hull are 36 ft. long, weighing 4 tons each, and the largest steel beam used is 92 ft. long, the weight of this double beam being 4 tons. Further, the rudder, which is operated electrically, weighs 100 tons, the anchors 15 tons each, the center (turbine) propeller 22 tons, and each of the two "wing" propellers 38 tons. The after "boss arms," from which are suspended the three propeller shafts, tip the scales at 73 tons, and the forward "boss arms" at 45 tons. It is also interesting to note that each link in the anchor chains weighs 175 lb. This immense vessel has attracted much attention since she has been placed in service and her popularity is another argument for those who claim that the "largest ship" is a thing to be desired. The In the merchant marine the following instances may be mentioned: In Russia a number of tank steamers have been running on the Black Sea for the past few years, using oil engines of about 600 h. p. In France the barque Quivilly, fitted with two 300 h. p. Nuremburg engines, has crossed the Atlantic three times and her engines have been pronounced a great success. The owners of this vessel are now building another ship to be fitted with larger engines. still engines are in daily use in that country. In Germany the firm of Blohm & Voss has already finished a 7,000-ton ship to be equipped with two engines of 1,000 h. p. each. These are the first double-acting two-cycle oil engines ever built, having been designed by the Nuremburg branch of the Maschinenfabrik Augsburg-Nürnberg A. G. One of these engines was built by Messrs. Blohm & Voss, the other at Nuremburg. These engines are heavy and strongly built and run at a slow speed-125 r. p. m. They have but three working cylinders. with these engines Messrs. Blohm & Voss are now building a cargo vessel of 11,000 tons. The engines for this ship Other vessels with oil On account of the success obtained are 1,500 h. p. each, and work on them struction is well under way. There is no question that the development of this type of engine is certain in a few years' time to be of such importance as to insure its use for a large number of vessels. At the present time only the unfamiliarity with the type of engine and the natural disinclination on the part of vessel owners to venture into the experimental field deter many from taking advantage of its obvious claims for merit. amounts to approximately 6,400,000, of which about 5,300,000 is to be fitted in warships; of this total 1.900.000 horsepower has been ordered during this year (1911.) Careful investigation continues to be made of the best arrangements of the turbines for various types of vessels and a thorough study of the conditions has made possible very considerable improvement in efficiency and economy in operation. The various possible combinations of turbines and reciprocating engines with a view to greater economy by the use of the latter for cruising purposes continue to be carefully investigated and much progress has been made along these lines. Steam Turbines.-The turbine engine for marine propulsion continues to make rapid inroads into the field of the reciprocating engine, particularly in the case of naval and other vessels designed for specific purposes. Mechanical Gearing. The use of An excellent illustration of this fact mechanical gearing in connection is shown in the following extract with turbine engines with a view to from a paper recently read before securing the greater propeller econthe Society of Naval Architects and omy possible with the reduced revoMarine Engineers by E. H. B. An-lutions is being followed with much derson, in which one type of turbine interest. The collier Neptune of the only, the Parsons, is discussed: U. S. Navy is fitted with geared turbines and while the results of the In 1905 the total amount of Parsons final trials have not been made pubturbine machinery of the marine type completed, amounted to about 270,000 lic, the information at hand seems h. p. At the present time the total to indicate that the installation is horsepower completed, and under con- a success. XXXIII. RELIGION AND RELIGIOUS ORGANIZATIONS H. K. CARROLL THE ROMAN CATHOLIC CHURCH | relations with civil governments and with the church in those countries The Roman Catholic, by far the where it has full organization, as in greatest Christian communion in Germany, Great Britain, and the Uninumbers, is also most widely dif- ted States. fused throughout the world, and is, Cardinals are the highest digniperhaps, the most highly organized. taries of the Church, next to the Its hierarchy, graduating upward Pope. They rank as princes of the from priest to bishop, to archbishop Church, and are distinguished by the and patriarch, to cardinal, to Pope, red hat, the red robe and the title of rules over a Church embracing rep- Eminence. They elect the Pope in resentatives of practically all races, tribes and tongues. If another Ecumenical Council were summoned, such as that held in 1870 in the reign of Pope Pius IX, and all were able to respond, there would be a concourse of thousands of prelates. The number grows year by year. The Curia.-Head of all is the Pope, who governs the entire Church, and is also Bishop of Rome, Archbishop of a province, including Rome and several other dioceses, and the successor in the primacy of St. Peter, according to Catholic tradition. The Pope is assisted in the government of the Church by the College of Cardinals, who meet from time to time for important governmental business in consistory, and of whom various bodies called congregations are constituted, as of the Inquisition, which deals with heresies; of the Index, which censors books; of Rites, which supervises worship, canonization, etc.; of Indulgences and Relics, which has charge of these matters; of Bishops and Regulars, which has oversight of bishops and monastic orders; of Penitentiaria, which considers questions of conscience; of the Chancery, controlling records and finances; of the Propaganda, which concerns itself with missionary work. Then there is the Cardinal Secretary of State, who represents the Pope in conclave. The complement of the College is 70, six of the order of bishops, 50 of the order of priests and 14 of the order of deacons. All countries in which the Church is fully established are supposed to have representatives in the College, though Italy has by far the largest number. American Cardinals.-The Roman Catholic Church in the United States was first honored by representation in the College when Archbishop McCloskey, of New York, was raised to the rank of Cardinal in 1876. Archbishop Gibbons, of Baltimore, was appointed in 1886, and Archbishop Satolli, who for ten years had been Apostolic Delegate in the United States, received the same honor in 1896. Cardinal Satolli left for Rome immediately, and, as Cardinal McCloskey had died in 1885, there has been in reality but one cardinal in this country at any time since 1876. Meantime the Church has grown in numbers, in priests, bishops and archbishops, in influence, wealth and efficiency, and the Pope has, from time to time, intimated that nowhere has the Church been more loyal and given him more satisfaction than in this land where, if there has been no concordat to bind the State to the Church, there have been no governmental complications as in France, Spain, Portugal and other Catholic States, and the Church has been free to work out her own plans. Status of the Church in America. -Until 1908 the Church in the United States was treated as a missionary Church, that is, not as a Church completely organized under decrees regulating its own internal affairs, as in England, Germany and other countries, but as a Church under the general supervision of the Missionary Congregation, or Congregation Propaganda de Fide. For the last three years it has been recognized as having a complete ecclesiastical status. Its affairs are under the supervision of the Cardinal Secretary of State. modernism in the Church. They will continue at the head of their respective archdioceses. Cardinal Gibbons, the oldest American cardinal, recently observed the fiftieth anniversary of his priesthood. His jubilee sermon received wide attention, particularly his tribute to the constitution of the United States as "the palladium of our liberties and our landmark in our march of progress," and his disapproval of the propositions concerning the referendum, the recall of judges and the popular election of federal Senators. Other New Cardinals. Of the 17 new cardinals announced, two are from Spain, four from France, giving to that country seven; one from England, one from Austria, the rest being Italians. New American Cardinals. It was long expected that the Pope would honor the Church here with an additional cardinal; but the announcement in October last of his decision The Ne Temere Decree.-The Pato create two new American cardi- pal decree declaring invalid marnals came as a surprise. The men riages entered into by Catholics unselected for the princely dignity were less contracted before the parish Archbishop Farley, of New York, priest or ordinary of the place where and Archbishop O'Connell, of Boston. they are performed, not only of CathAt the same time Monsignor Fal- olics with Catholics, but of Cathconio, Apostolic Delegate at Wash-olics with those baptized persons who ington, was notified that the red hat would be conferred upon him. He is a naturalized American citizen, but will, like Satolli, return at once to Rome. Cardinal Farley was born in Ireland in 1842, ordained priest in 1870, served successively as Cardinal McCloskey's secretary, as vicargeneral, auxiliary bishop, and archbishop. Since he became the head of the Archdiocese of New York in 1902 he has freed the Cathedral from a debt of half a million dollars, developed the parochial school system to a high degree of excellence, and strengthened the high schools and colleges. Archbishop O'Connell is young for a cardinal. He was born in 1859 in Lowell, Mass., graduated Separation of Church and State in from Boston College, a Jesuit insti- Portugal.-The Government of the tution, finished his studies in Rome, Republic of Portugal, as foreshadwhere he was ordained as a priest owed, has adopted legislation sepain 1884 and as a bishop in 1901. rating Church and State. The new When Archbishop Williams died in law puts all religious denominations 1907, he left the diocese of Portland, on an equality of rights and privilMe., to become his successor. Both eges. Worship is free to all, and of these new cardinals are classed as conservative churchmen, in full accord with the policy of Pius X, particularly in his attempt to suppress have withdrawn from the Church, or with Protestants, has resulted in numerous protests from Protestant bodies. The decree also affects such marriages of Catholics as may have been performed by other than Roman Catholic priests. In Canada there has been a storm of opposition to the decree, which is interpreted as denying the supremacy of the civil law relating to marriage, the equal rights of all religious denominations before the law on this subject, and as likely to cause disturbance and disaster in duly constituted families. The defense of the decree is that it is intended by the Pope only for his own children. churches may conduct their own affairs, providing their own support. All Portuguese and foreign ministers now in Portugal may continue their |