GOLF IN AUSTRALIA

Evening Star, Issue 22442, 12 September 1936, Page 8

GOLF IN AUSTRALIA

CENTENARY CHAMPIONSHIP Press Association—By Telegraph—Copyright ADELAIDE, September 11. Gene Sarazen, with 70, took the lead in the second round of the centenary open golf championship, played to-day in brilliant sunshine. Sarazen s putting and his seconds were 50 per cent, better than yesterday, although his driving was less satisfactory. He took 35 each way. The South Australian (Rymill) is closely pressing Sarazen, and Vonnida is improving his position. M‘Mahon and Topgood are level with 146 in third position. The first six are Sarazen 144, Rymill. 145, M‘Mahon and Toogood 146, L. Destree 147, N. Vonnida 149. Miss Hicks, the only lady competitor, who yesterday returned 78, crashed to-day, returning a card of SJ , with an aggregate of 159.

Therefore subsidies were introduced early by the Government for the qualitative improvement of the merchant marine through replacement construction, the scheme proving a great success, Granted primarily to individual shipowners, the subsidies had no definite_ hearing on the furtherance of shipping generally. A need for this was remised, and acts encouraging navigation and ship construction enterprises were passed at the beginning of this century. In these laws, the routes covered were stressed, and attention directed to the opening of new international lines which would promote general traffic and foreign trad© maintenance. The identity of the owners was of less importance under the acts. Legislation was also promoted to subsidise operations on specially designated lines, nnder Government supervision, a fixed amount being paffi over a fixed '- I. These acts conflicted, however, ; were revised and cqvered by one which effected a compromise between them, so that one shipping line could not claim a double subsidy. In 1919 the amended Act was revoked owing to the unusual boom in shipbuilding resulting from the World War. Direct subsidies were suspended, and a form of indirect assistance supplanted them. Maritime financing was not undertaken by special institutions in Japan, the respo"ii!ity being assumed by insurance companies and banks, which naturally suffered during depressed periods. The Government, therefore, aliened a hank which financed the builders, taking the vessels as securities ; but the scheme was not completely successful in its aims, as the constructors still met with financial _ inconvenience. In 1919, the International Accounts Investigation Committee drafted a commission forwarding tangible measures for the Government, making the terms of interest and construction more advantageous for the borrowers, reducing tonnage and speed requirements. The commission was made more suitable to the capabilities of the builders in later years, and was last year brought to a very favourable level. In 1932 a conference was held to discuss maritime traffic affairs, it being on the basis of the recommendation of this conference that replacement, construction, and improvement measures were taken. During the year and a-half that followed, 400,000 tons of obsolete ships were marked for scrapping and orders were given for half that quantity of efficient freighters, the measure thus killing two birds with one stone, reducing the surplus supply of space and substantially improving the standard of Japan’s commercial fleet. The legislation stated that the ships should be larger and speedier, and constructed in the national shipyards with Japanese engines installed; if foreign ships were imported for commercial operation, the sanction of the Government was necessary, vessels older than 10 years being banned. By 1933, the schedule was fully filled, the scheme being very popular. Twelve shipping companies built a total of 31 vessels, scrapping 94 old ships, 26 of the new ones being equipped with Diesel engines, and the remainder with the turbine type. Another replacement construction plan was inaugurated in 1935, beginning to function on Apri!"ll. As was anticipated, the scheme was again popular, the required applications being filed within the week. The conditions were almost identical with the original, the difference being that the scheme was smaller in comparison. Eight ships were to bp built and 12 scrapped.

Immediately after the completion of the requirements of the second scheme, the Japan Shipowners and Shipbuilders? Associations launched a concerted canw paign for its continuation. As a result, has been a provision made in the 1936-37 (Budget for the furtherance of the proposal.