THE STANDARD SHIP

Dominion, Volume 10, Issue 3069, 3 May 1917, Page 6

THE STANDARD SHIP

« TWO VARIETIES. ' Regarding the. standard ships which aro being laid down, not only in the yards accustomed to cargo boat construction, but in all the big yards, there are two varieties, but there is not much difference in type (Eays the London correspondent M tho. ' Manchester Guardian"). The Bpeed t-ill bo somewhat faster than the present carriers of that size. They will ue the property of the State under the management of the Shipping Controller. They are being paid for on a new system with ft definite sum for on-cost charges and profit, to which will be added the cost, of labour and material. The.design was arranged by a conference of shipbuilders with the Controller, and one shipbuilder oil the Cljde and ono on the Tyne each drew the standard design for those localities.There are also two varieties n' manue engines of the reciprocating, triple expansion type. A standard ship does not mean tnat all the vessels are identical. It is impossible to carry btajidardisation beyond a certain point. The exact standard parts will be the frames and sections and angle sections, and this will mean one of the chief savings of time and labour in rolling the steel. The plates are not-standardised, for their sizes must vary according to the appliances in the different yards for lifting and fitting and the machinery for punching the rivet holes. A very saving will be effected by the standard engines, as they will be rapidly produced,* -and can be .fitted into any ship whenever she ,is ready. One of the constant delays in ship work is that tho ships aro sometimes well ahead of their engines or the engines well ahead of the ships. So with the steam steering gear, winches, and other installations, , and everything indeed down to the compasses, there will be a constant stream of supply towards the shipyards, and the assembling, fitting in, and finishing is expected to move at a pace that will be a 1 evelatum to most shipyards. ' ■