ATLANTIC SHIPS

Sun (Auckland), Volume 1, Issue 29, 27 April 1927, Page 7

ATLANTIC SHIPS

INTERNATIONAL RIVALRY COMPETITION KEEN AGAIN Once more the North Atlantic is to be the scene of fierce conflicts between the nations of Europe for supremacy in rapid marine transport. The old rivalry in this sphere, which came to a sudden end with the outbreak of the war in 1914 is likely to take a new lease of life within the next year or two. Those who followed shipping events in the years immediately preceding the war will remember the sensation that was caused when the Deutschland, then by far the largest ship in the world, sailed into Southampton Harbour with the words. “Made in Germany” flying in immense illuminated letter from her mast. That was the beginning of a new era in transAtlantic passenger services. Great Britain felt herself challenged by the appearance of the Deutschland, and the answer took the form of the Lusitania and Mauretania. Then came the Olympic and Titanic, both British-built vessels, of 46,000 tons odd, to which the Germans replied by the Imperator (now Berengaria), of 52,000, and the Vaterland (now Leviathan) of over 56,000 tons. The Bismark, of about the same size, never crossed the Atlantic under the German flag, but was taken over at the armistice as an entirly new vessel, and rechristened “Majestic.” These huge German vessels, however, though far beyond any British vessel in tonnage, were not superior to the Mauretania and Lusitania in speed, so that in this respect it may be said that little progress has taken place since the launch of the Mauretania. The new rivalry for the blue ribbon of the Atlantic will probably be even more exciting than the rivalry of prewar days, chiefly because the number of competitors will be considerably enlarged. Before it was almost entirely a question of Great Britain or Germany. Now both France and Italy —especially the latter—will have to be reckoned with as serious factors. This time it is indeed Italy who with Germany is setting the pace. Mussolini’s somewhat vague utterances regarding the future Italian transAtlantic passenger services have by no means revealed any of the secrets of the Genoa or Monfaloone shipbuilding yards, but they have at least shown that the chief object of the two great vessels, Dux and Rex, now under construction, will be speed. In France, as in Italy, the shipbuilding industry has made consider- ! able progress since the war, owing to i low rates of exchange. It was thus i that France was able to produce one of the largest vessels completed since the war—the Paris (36.500 tons) —and ! has now the larger Ile-de-France under construction. This latter vessel will have a tonnage of over 40,000, and is expected to be put into commission ' next May. I Now, as ever, however, it is Gerj many that the British shipping com- | panies must watch most carefully if j they wish to retain the blue ribbon of 1 the* Atlantic. The recent order by the

Norddeuts.cher Lloyd of two vessel* each of 46,000 tons, to be named “Bremen” and “Europa,” is quite the most important shipbuilding event since the war, and the vessels, when completed, will put anything undertaken since tlie Bismarck entirely in the shade. They are to have a speed of 26.3 knots, as compared with the Mauretania’s original 25 knots, and the voyage from Bremen to New York will occupy six days, that from Cherbourg to New York taking five days. It is possible that the Hapag (as the Hamburg-America Line is generally called here) is hanging back in order to concentrate its efforts on the vessel of 70,000 tons and with a speed of 28 knots, of which there has been some talk in Germany lately, but the general feeling is that this attractive proposal is not likely to emerge from the realm of Teutonic theorisings for some time to come.