Marine Tattle

Sun (Auckland), Volume I, Issue 249, 11 January 1928, Page 2

Marine Tattle

LARGE RUSSIAN TANKER .—At the of I 'l4oo four cylinders 600 mm ! With a’piston stroke of 1.060 mm., the speed being 110 r.p-m-

AM ERICAN CONTRACTS. —Contracts have been awarded by the United States Shipping Board for the conversion of three cargo steamships, the Defiance, Triumph, and Courageous, to trie motor-ships, states .-./ L ,-onShipping." The amounts of the con tracts are as follows: Defiance. £2->b.400. Triumph, £265.00U; and Courageous. C 263,800. These figures, according to the board, are about 60 per cent, of the est - mated cost of constructing new "vessel. of this type in American shipyards, and are less than the cost of constructing similar high-speed freight eign shipyards. The conversion of these vessels, according to the board, will provide the American mercantile marine with three motor-ships suitable for cut petition with the new Diesel vessels built for foreign flag competition. The new machinery will, it is claimed, mweas, the speed from approximately 10 imots to an estimated speed of between 13 and 14 knots. The vessels will he equipped with Mclntosh and Seymour Diesel engines, and, as converted, will be of 10,j00 dead-weight tons each.

SATURNIA’S MAIDEN VOYAGE. —The Cosulich Line’s new motor-ship. tne

Saturnia, arrived at Buenos Aires in October on her maiden voyage and was received by Press and public alike with open arms. Her dimensions axe, of course, too veil known to need recapitulation here. Suffice it to say that she is the largest vessel of her class yet to visit that port, and if she did not make history bv cutting the time between Europe and the Plate she certainly holds the record for size, states ‘ ’Fan-play.” Interviews with several of her passengers revealed the fcfct that there is a certain amount of vibration at sea, while the service on board left something to be desired. However, as this is the first de luxe venture of the Cosulich Line, improvement may be expected in the near future. The Saturnia came in three days later than her scheduled time, but that was explained by the fact that she stayed longer at her ports of call in order to give people a chance to go on board this latest example of the shipbuilder's art.

TONNAGE LOSSES. —A return issued by Lloyd’s "Register of Shipping” shows that during the quarter ended June 30 last, 47 steamers and motor vessels, of 47,491 tons gross, and 16 sailing ships, of 12,961 tons gross, were totally lost, condemned, etc. The figures for the pr«* vious quarters were 75 steamers and motor vessels, of 128,512 tons gross, and 29 sailing vessels, of 25,401 tons gross. The foregoing refers to ships totally lost, condemned, etc., in consequence of casualty or stress of weather. Ships broken up, condemned, ete., not known to be in consequence of casualty or stress of weather, totalled 28 steamers and motor vessels of 64,749 tons gross and 7 sailing ships of 5,045 tons. The gross reduction in the mercantile marine of the world from all causes reported during the June quarter was 75 steamers and motor ships, of .a gross tonnage of 112,240, and 23 sailing ships of 18,006 tons gross. The figures lor the preceding quarter were: Steam and motor ships 117, of 237,107 tons gross, and 42 sailing vessels, of 40,584 tons gross.

The highest percentage of losses to tonnage owned by the various countries concerned is shown against Japan, the figure being 0.29 per cent of steam and motor tonnage. This compares with 0.65 for the March quarter. Next in order in the June quarter are France and Spain, the figures being respectively' 0.26 and 0.19 per cent. Other countries*show the following percentages: Sweden, 0.17; Germany, 0.13; and Italy, 0.11. No losses of steam or motor tonnage were recorded for Greece.

The highest percentage of losses to tonnage owned, so far as sailing ships were concerned, was recorded by' Italy, whose percentage was 3.50.

THE MAUI POM ARE.—The Maui Pomare, the ihotor vessel which has been built to the order of the New Zealand Government for trade and communication purposes among the islands of the Pacific which the Dominion administers, was successfully launched at the Dublin dockyards on September 29, in the presence of a large and distinguished gathering, including the High Commissioner for New Zealand, Sir James Parr, and his daughter, Mrs. Eric Stevens, representatives of the Free State Government, and directors of the Dublin Dockyard Company. The Maui Pomare, which, it is unnecessary to state, is named after the well-known New Zealand Minister in Charge of the Cook Islands, has been built by' the Dublin Dockyard Company—a subsidiary company of "Vickers, Ltd.—which secured the contract over 40 competitors. The contract price was £55,018, and the vesser s, keel was laid in November, 1926, though delays in her building were caused by the coal strike. The vessel is 210 ft in length, 36ft in breadth, it has a draught of 14ft, and the deadweight of that draught is 950 tons. She is a motor vessel, her propulsion being by two Vickers-Petters C type oil engines, each developing 600 horse-power. The guaranteed speed is to be 11J knots. One particular feature is the long insulated hold, specially fitted up in the most up-to-date manner, for the carriage of fruit. The engines are placed well aft. and this fold runs along the greater length of the boat. The refrigerating machinery is electrically driven. It should also be stated that there is other refrigerating machinery for the ship’s stores. The Maui Pomare, it is understood, is to be principally used for the carriage of fruit, copra, cocoa, rubber, and general merchandise, though there is accommidation provided for the Administrator of Samoa and his staff, and a limited number of Europeans, also special quarters for the accommodation of natives travelling between the islands. The vessel will probably ply between Apia and Pago Pago, with the Tokelau group, and with the Northern Cook Islands. There is a possibility of her making regular connections between Apia and Auckland, taking in also the lower Cook groups to relieve the congestion of fruit at the outer islands. For all these duties she is eminently suitable, and her provision undoubtedly' marks an epoch in the development of New Zealand’s trade with her outly'ing islands. THE LAURENTIC.-The Laurentic, which was launched in June, is the seeond vessel of that name, the first having been sunk off the coast of Ireland in the war, when carrying troops, and 25,000,000 dollars in gold. The new ship is larger than her predecessor, being 18,700 tons register. She was designed for the St. Lawrence River trade, but is also adapted to winter cruising, and will make her first voyage in January, on a cruise from New "York to the Mediterranean. She will make a second Mediterranean cruise later in the winter, and will enter the MontrealLiverpool service in the spring of 1928. As the newest cabin liner, the Laurentic will be excelled by none in her class in modern appointments. Her passenger capacity' in cabin is 400, and for transatlantic trade 1,600. She has handsomely equipped tourist third cabin quarters, in addition to third class. The Laurentic is a triple-screw steamer of 604 ft length and 75ft breadth. She has a power plant of the Oly'mpic type, with two reciprocating engines, and a central low-pressure turbine, which give her a speed of 16J knots. In appearance the new ship is similar to the Pennland, the Doric, and the Regina, though larger. She has the latest type of passenger fittings throughout, including suites with sitting-rooms, and connected bedrooms, with full width bfcds and attached private baths. Her dining saloon has 310 seats. On the promenade deck there is a large lounge with permanent parquetry floor for dancing, a smoking-room panelled in oak, a drawing-room in the Empire style, a playroom for children, a gymnasium, and a veranda cafe. The Laurentic is fitted with the latest appliances for swift and efficient handling of cargo, and has an unusually large capacity for refrigerated cargo 'of all kinds at varying temperatures, as required. In addition to the wireless installation, the ship is fitted with a wireless direction finder, a submarine signalling apparatus, a non-magnetic semaphore installation and a gyro-compass. LUXURIOUS MOTOR-YACHT. A short time ago there arrived at Southampton a new motor-yacht, built by Krupps for an American uwacr, and equipped with two of the first of the marine airless-injection engines developed by the German firm. She is the Happy Days, owned by Mr. J. C. Coplev and is 395 feet overall (165 feet on the 'waterline). her tonnage being in the neighbourhood of 600. The design is by Cox and Stevens, of New York. The 'speed on trials was 13* knots, and she tiarries 89 tons Of fuel, Which is sufficient tor

a cruise of S,OOO mile. ' saloons are the iiriT*g- roo - . | and a sitting-room, all luxuriously furnished. .Ss staterooms, each .raving . S** 1 * also a sofa which carT be **C ! bed when required. in »re two more bath an 3 M (or use after bathing ‘i? fl Launches are carried, each - Q V a SO h.p. petrol motor. tr*i*3*’ 4 range is oil-fired, hut electri-aL 1 | ised tor most purposes. skT* * ; | ' being of the electric tvpe 1 j ing is employed, and the TTr** J f plant is driven by electric 1 . is a large storage battery SJ 1 fleient to supply an the , on the yacht for eight l.ounTX 1 i charging. Lor propulsion I Krupp airless-injection a I engines, each developing S®**? i r.p.m. These are the J I of the type that have been 11 I marine work, similar units ■ fitted in the motor-yacht Jerebe^ 5 *6 M I injected by separate A' cylinder at a pressure or W SHI a square inch, and is (ieiiv-JJ?Jit automatic valves in the The motors are cams for ahead and astern fitted on the camshaft. T«* driven generators axe are of the air-injection Days carries a. crew of 13. 4% THE ELECTRIC SHIP CAL«**^ —The California, the la driven passenger vessel in the launched on October 1 nt Vsl, from the yard of the Ship Building and Dry Built for the Panama PacUfc subsidiary of the tile Marine Company, she will intercoastal trade on a i,500-miU tween New York and San f Havana and the Panama CanaL 601 ’ 1 both passengers and freight. sel will be completely elec trill? : thoroughly fitted with up-to-JC * ‘ piia.nces and conveniences for Tj 4 r senders. Delivery is exper-tedS ** uary. Meanwhile contracts hav* ’ let for a second ship, practically uLj l with the California, to b« wiT?by the same company in the aamT** Another vessel of the same contemplated. « a The electric equipment win be by the General Electric ConwarT only the propellers, but also deck machinery, pumps, -tccriu** and freight-hoisting winches f trically driven. Two extremes ? J perature will be produced electrSiw J the kitchens in the form of electr* i | frige ration and electric electricity will also sharpen kniT** slice meats in the pantries. Ilhr. u ' tion for the ship will be fimjafoup electric lights; electricity will roT * various ship's clocks, and an radio range finder will assist in th# T ' sel’s navigation. An electric veaT ing system will send cool air int> ** room when the ship is in warm la tit > and an electric heating system wi ' used in northern climates. ic* L.‘ supplied by the electric refrigerate tern, will be supplied in vmcniaab-' in the state rooms. Following th* taken by the United States Kit/* adopting turbine-electric propulsior its battleships, the owners of the (y fornia have adopted that method fordring the twin propellers of this ve* This type of drive has never before be* installed in a commercial vessel of r size. Among the expected advaniig. are smooth and quiet running, and ac sence of thuqiping and hum. in tion, there is, it is claimed, flexib : in manoeuvring. With each prope'shaft connected directly to an eie--motor, this form of drive gives full b a , l ing power, no reversing turbine* bey required. Control is very simple. - three levers being used by the eigis* of the watch in handling the vessel. Sr chronous control of turbine speed automatic. Both motors can be operated with tk current supplied from a single geserv when producing only three-quarters its rated output. Substantial ecoßoir may thus be effected when the xmis operated at reduced speed -far •: ample, when it is desired to avoid ma» ing port before a specified hoar of errThe engine-room arrangements in ti* California differ from those of average steamer, as the driving modi will be on one level and the genenfts machinery on another. At the bad of the generating-room is a third m partment in which the refrigerating phr will be located. As the ship has a beat of 80 feet and her form aft is very ft owing to her cruiser stern, the sjac* available for her propelling machine and auxiliaries is unusually large.