and which are always magnified by its detractors. Firstly, there
is the expense of sheds in which to house it; secondly, the large
number of trained personnel to assist in landing and handling it
when on the ground; thirdly, the risks attendant on the weather--
for the airship is still considered the general public as a
fair-weather craft; and fourthly, though this is principally in
connection with its efficiency for military purposes, its
vulnerability. We will deal with the four difficulties
enumerated under these headings seriatim, and endeavour to show
to what extent they may be surmounted if not entirely removed.

The solution of the first two problems may be summed up in two
words: "mooring out"; on the success of this it is considered
that the whole future of airships for commercial purposes rests.
It will be essential that in every country which the airship
visits on its voyages, one large central station is established
for housing and repairs. The position of such a station is
dependent on good weather conditions and the best railway
facilities possible. In all respects this station will be
comparable to a dry dock for surface vessels. The airship will
be taken into the shed for overhaul of hull structure, renewing
of gasbags or outer cover, and in short to undergo a periodical
refit. The cost of a shed capable of housing two rigid airships,
even at the present time, should not greatly exceed L500,000.
This sum, though considerable, is but a small item compared with
the cost of constructing docks to accommodate the Atlantic liner,
and when once completed the cost of maintenance is small when
weighed against the amount annually expended in dredging and
making good the wear and tear of a dock.