LEVIATHAN LINERS.

Hauraki Plains Gazette, Volume XXXV, Issue 4754, 22 September 1924, Page 1

LEVIATHAN LINERS.

70.000-TON SHIPS IN SIGHT. magnate’s views. Since Columbus crossed the Atlantic in his cockleshell of a hundred tons or so seagoing craft have increased to more than 50,000 tons. Where the Santa Maria carried a crew of 20, one modern vessel Ijs a floating hoiAe for 4000 people. Against the few leagues a day which Columbus noted down in his log, the fastest steamship afloat has just made a record of 26% knots for an Atlantic voyage. We can gc to Europe now in five days and a half, and soon we ishall do it in four. The steamships of to-morrow, instead of being smaller, as some have predicted, will be bigger, faster, and exceed in luxury anything known to-day. Such is the conclusion of Sir Ashley Sparks, resident director of the Cunard line. “Americans have become the greatest travellers in the world,” he said, “and they want to travel faster and in better style than any other people. So it is idle to say that the day of the big steamship* has passed. It is just beginning. We certainly shall build greater vessels in a few years exceeding anything afloat. Yes, they will embrace luxuries* on a grander scale. And they will be faster. too. “How much larger ? Well, there really is nothing to limit the size of a modern steamship, except harbours deep enough to admit passage, docks with enough space and water to provide a berth, and dry docks to take care of repairs. The next of the big steamships may be some thousands of tons smaller or larger. When a vessel passes the 50,000 mark the mattei of a few tons is not important. But, in my opinion, we have seen merely the beginning of the giant ships. “For the last few centuries ships have become steadily larger, faster, and more livable. There is no reason to suppose that we shall turn back now. At present only one primary obstacle prevents the launching of greater ships, and that is construction costs. A vessel of 20,000' tons built to-day represents the outlay of a craft of 45,C00 tons before the war. Thus it is virtually impossible to embark upon a programme of big ships at this time. When the cost falls the bigger ships will come, maybe in a year of two, maybe in .ten., But they certainly will come. “Ceitainly, we have some distance to go between fifty-odd thousand and 70,000 tons, and we shan’t be able* tb bridge it in one leap. But a ship of 70,000 tons is certainly conceivable. There is no mechanical difficulty in the way. I suppose that any one of the leading naval architects could design and build a ship of that size tomorrow if a buyer came into the market.

“The Mauretania made twenty-six and one-half knots on her last voyage across, and was in sight of a new record when she lost a propeller. We shall reach that ne.w record before long; this year, I expect. It is just a process of development until we have big ships of thirty-knot speed that will leave New York on Wednesday and arrive in Southampton on Monday—four days.

“The Berengaria, 52,706 tons, biggest of the Cunard fleet, has accommodation for 3000 passengers and 1000 crew. Another 20,00'0 tons would provide quarters for something like 2000 people additional, or a population of 6000.

•‘We have introduced about every luxury conceivable. Somebody will have to think up new applications of comfort for the greater ships to come, I suppose we may see the day when our trans-Atlantic vessels will be like your best hotels—a bath with every room. We have many staterooms with private baths now, and these accommodations are always sold out first. The ‘room-and-bath’ habit has become so strongly fixed in the American’s mind that he carries it aboard ship and is willing to pay whatever the comfort costs.

“Steamships, like hotels, are built to suit the public taste, and there can be no doubt that- present-day taste, runs strongly to luxuries. Yes, we may see the time when 'a bath with every room’ can be advertised, just as it is by the big hotels. There certainly will be no reduction of the comforts now provided. I cannot imagine American travellers going back to the past, when a rough voyage meant many days inside, lounging on the circular wall seat of an old-fashioned saloon. Now they can slip into an easy chair and close their eyes by a cheeiy fire. They might be at home in their club, save for the roll of the ship, and that is reduced to the laet possible degree in the big vessels.

"The traveller who goes aboard on one of the bigger ships may pay any price up to 6000 dollars for his ticket. That figure would entitle him to a suite of two bedrooms, sitting-room, dining-room, private verandah, two bathrooms, and two trunk rooms. In this imperial suite he would find every conceivable ‘comfort of home, and many others besides. No lady’s boudoir could be appointed with more meticulous care. The traveller need but forget .the swell of the Atlantic to be in his own mansion ashore. And even that long Atlantic swell is absorbed in large part by the bulk of the great steamships.

“Since the war Americans have travelled in increasing numbers and for greater distances than .ever before. This summer they are going to

Eruope ats they used to go to Niagara. "Undoubtedly it is true that Americans will bring about greater and finer ships,” said Sir Ashley. “Such vessels .as cross the North Atlantic are without rivals in the Seven Seas. No otner nation at the present time could afford to travel as Americans go. They want to go fast, on the biggest ships they can find, and to have the maximum of pleasure while aboard. If the war had not intervened we might already have had the great ships that are still, to come. The movement has been held back, but by no means ended. Cost of operation really is not the .point. Americans want the finest ships afloat, even finer than those already built, and theii demands will be met. Just how soon I really couldn’t guess.—New’ York "Times.”