TONS Crew of 30 2.3 Ballast 2.0 Gasoline 12.0 Oil 2.0 Extras [food, and so on] 1.0 —— Total [say, 20 tons] 19.3 “This leaves eighteen tons available for freight. These figures are based on the ship maintaining a constant speed of fifty miles an hour, at which she would do the journey in forty hours, consuming 650 pounds of gasoline an hour. “This represents what a rigid airship of slightly over capacity can do to-day, and is given as an indication of what is possible in a comparatively early stage of development. “No one who has considered rigid airship design and studied rapid strides which aeroplanes have made in the last three and a half years can doubt for a moment that an airship could be built in the course of the next two years which would have a disposal lift—or, in aeroplane parlance, a ‘useful load’—of over two hundred tons, giving it an endurance of anything up to three weeks at a speed of forty to forty-five miles an hour. “I am endeavoring to state the case as moderately as possible, and am therefore purposely putting the speed at a low figure. I believe I am correct in estimating the full speed of a modern Zeppelin at seventy-five miles an hour. I shall not be too optimistic in claiming eighty miles as a conservative figure for the future. There is little doubt that a ship of some 800,000 cubic feet should be able to carry twenty or thirty passengers, having a full speed of about seventy miles an hour, which it could maintain for two days or more, the endurance at forty-five miles an hour being probably in the neighborhood of five or six days. This ship would be able to cross the Atlantic. A present-day Zeppelin could carry some eighteen tons of freight across to America, and the really big ship—it must be remembered that up to the present we have been talking of lighter-than-air midgets—could transport at least 150 tons the same distance.” But Mr. Marsh is not the only British authority on aerodynamics who has gone on record as to the practicability of transnavigation of the Atlantic. The British Aerial Transport Committee, consisting of some of the most representative men of Great Britain, such as G. Holt-Thomas, Tom Sopwith, H. G. Wells, Brigadier-General Brancker, Lord Montagu of Beaulieu and Lord Northcliffe—to mention only a few—in its report of November, 1918, to the Air Council of the British Parliament, says: