The use of electricity on board ships was remarkably accelerated by the development of motor ships in which almost all auxiliaries are driven, by electric power. Electricity on shipboard increased not only in the number of K.W. consumed but in the degree of importance of its service.
To keep such important installation in good working order, electric work must be very carefully carried out to insure its safety in working as well as easy inspection and repair.
On account of limited space and increasing amount of electric materials together with many other elaborate equipments to be fitted on board, we feel considerable difficulties in finding proper space for installing heavy and numerous electric cables, controlling and distributing devices etc. and often compelled to fit these things in inaccessible or other undesirable position.
In fact, present arrangement of ships is planned under almost the same consideration as in the ships with steam auxiliaries.
Author suggests some point of consideration in general arrangement for electrified ships from the electricians' point of view.
Electric installation work of modern electrified vessels can not be perfectly accomplished by electricians only. The matter must, at first, be fully considered by the naval architects in the early stage on planning their ships. The cooperation of the naval architects and electricians is the matter of first importance in fitting out modern motor or other extensively electrified vessel.

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To get the best condition for painting the ship bottom, the anther has executed the several experiments, and the some physical tests of the bottom paint to ascertain the results of the above experiments. The items of the experiments and physical tests are as follows.
(1) Physical tests of the paints.
(a) Hardness change as to the drying of the paints. (b) Temperature-viscosity curves of the paints. (c) Resistance of the paints against the diffusibility of sea water into the paints films.
(2) Effects of the external conditions upon the desertion of the paints.
(a) Different sea water. (b) Different season. (c) Relative motion between the painted plate and sea water. (d) Stray and galvanic current. (e) Waste water of the dockyard.
(3) Effects of the preparations of the plate surfaces to be painted, upon the desertion of the paints.
(a) Mill scale and rust. (b) Remaining of the pickling agents on the plate surface. (c) Moisture of the plate surface. (d) Painting the chipping composition. (e) Unevenness of the plate surface. (f) Galvanized plate. (g) Painting the red lead paint.
(4) Effects of the painting method upon the desertion of the paint.
(5) Comparison of several bottom paints in connection with the desertion of the paints.

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The land practice concerning artificial refrigeration has been remarkably developed in the last few years. In marine practice, the development seems to be much tedious than in land service by reason of restricted conditions encountered on board of ship. In present the CO₂ machine is commonly used for marine purpose, but it is important to investigate the proper ties of more effective gases other than CO₂ gas and their application on marine refrigeration. In this paper, three different kinds of refrigerant and three representative modified cycles of CO₂ gas are compared on the relative refrigerating effect, and then the latest improved type of CO₂ machine is described. In conclusion the field of future developments are pointed out.

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The electric installation on board ship in our country has made a remarkable progress in these few years, so that we must consider the marine electrical engineering one of the most important factor of the ship-building industry. Yet it is regrettable that. we find many points of dissatisfaction.
The writer intends in this paper to propose the following problems to be solved and managed by our members;
a) How many electrical machines and material to be got from abroad ?!
b) No regulation on marine electrical engineering in our country.
c) About the situation of marine electrical engineers both on board and land.

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The position of lift by stern and the pressure on the fore poppet actually observed are different from those by calculations.
This paper is to compare the calculated results with the actual data observed : at launchings of several ships.

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