Marine Tattle

Sun (Auckland), Volume I, Issue 271, 6 February 1928, Page 2

Marine Tattle

MOTOR OR STEAM?—The December issue of the **Motorship’’ contains the following editorial dealing with the passenger liner situation. —"Even if we discount the proposals to establish a service across the Atlantic with vessels which would make the voyage in four days, also the suggested 30-knot Italian the situation in regard to the construction of new liner tonnage at the present time is one of extreme delicacy and interest. There is every indication that matters are coming to a head in various directions, and it is opportune that the Augustus, the largest motor liner yet built and a vessel exceeding the tonnage of the Mauretania, should just have started on her maiden voyage. For. if a ship of 32.650 tons gross, with a speed of nearly 20 knots, can be satisfactorily constructed as an oil-engined craft, it is not a very great step to undertake the production of the mammoth transatlantic liners which are now in question. A few years ago the opinion was widely held among shipowners and shipbuilders that liners of the future would, for the most part, be vessels* of moderate dimensions and speed. Such a view is, in fact, still maintained by some owners, and acted upon (as exemplified in the policy of the Hamburg-Amerika Line), but it does not now represent the general attitude of mind. Of this, evidence is to be found in the construction of two 46.000-ton steamers for the North German Lloyd, and the vessels, probably larger than anything afloat, which are to be built for the White Star Line and the Cunard Steam Ship Company. The Compagnie Generale Trans-Atlantique will also lay down a liner larger than the He do France (besides two intermediate-class ships!, ana in Italy plans are prepared for vessels bigger than the Augustus. The SwedenAmerican Line, on the . I,al,d ' order a liner of about "0,000 tons gross, whilst Norwegian and Danish owners ot passenger ships may possible adopt . similar policy in the near future. All tn vessels involved will be engaged on the lo a uth at Amer , ican el ?oute Jig liners are likely to be ordered, sinc e French. Spanish anti Italian owners all hate definite plans for passenger ships larger th^' those now in operation It is a.teaat decided that in many of these Die sel engines will be utilised. Internal combustion motors can now be constructed without any elemen , * suitable for the lar gest ships, and rf. to instance, we assume that an oul P“‘ 60 000 b.h.p. be required on quadruple screws for the new White Star liner, this “u n c S be of 0b a a iy € pe of tb vhT;.h V 'numerous extlrree 6 years merely by inking t£°cglSF&SrSSS a {read}** been* JSSfiT S2?to SS’SEfttSt British Shipbuilding ehot)<s The Evertsen. which ex ceeded on” the measured mile her contract speed of 34 knots, and that with full load? is the first of eight which are being built in Holland for the Royal Netherlands Navy, to designs by, an ' under superintendence of Messrs. Yarrow and Co., of Glasgow. The first Yarrow contract for designs was for six vessels, hut later the Dutch Government decided to lay down two more. In all the vessels Parsons turbines are the main propelling engines, and the boilers are of the latest Yarrow type, fitted with Yarrow superheaters and air heaters. Messrs. John I. Thorncroft and Co., of Southampton, _? re carrying out similar work for the Rumanian Government, for whom they haye designed two destroyers which are being built in Italy. Shortly before the war Messrs. John Brown and Co., of Clydebank, designed for the Russian Government a number of large war vessels, and sent technical staffs to the different Russian shipyards to superintend the constructional w r ork. There was also, of course, the best-known case of all—the building in Spain, under the superintendence of Mr. A. J. Campbell from designs by a combination of British firms, of a number of war vessels. Neither Russia nor Spain is ever likely again to requisition assistance of this' kind, but th<? smaller Powers frequently find it convenient to obtain in this way all the advantages of British skill, experience and goodwill.

PORT OF LIVERPOOL.—Any upward trend in industry in Lancashire, Yorkshire, and the Midlands quickly registers itself at. the Port of Liverpool and the splendid report of the Mersey Docks and Harbour Board published recently is an index of prosperous times ahead. The revenue of the board for the year, from rates and dues received on vessels and goods, amounted to £2,917,689, which is an increase of £162.892 over the preceding year. It may be added that while rates and dues increased, there was a considerable falling off in the receipts for the warehouse rates, some but, as Mr. R. D. Holt, chairman of the board, remarked at the annual meeting, this means low stocks in the warehouses, and probably a consequent need to renew them, thereby bringing about better trade in the near future. It has been the policy of the board to add to the sinking fund to the extent of £IOO,OOO in each year, and this had been done again, making the total of that account £5,884,913, while £19.000 is carried to unappropriated receipts account. The expenditure on capital account for the year was £860,000, making the total capital expenditure to date £41.377,000, and leaving the balance of capital unexpended at £2,141,780. Nearly the whole of last year’s capital expenditure had been on the Gladstone Dock works and the new entrances at Birkenhead, and it was expected the chairman said, that the present year would see the end of the expenditure on these works. The expansion in trade is at once a justification of the expense which has been incurred in the construction of the Gladstone Dock (opened in July last by the Iving), and an indication of what Liverpool may expect in the future as a result of the improvement in her great dock system which she has been carrying on for many years. The event of the year was the opening of the Gladstone Dock, constructed at a cost of £7,000,000 and though certain works remain to be completed the dock is in commission and

able to meet any demands I derful facilities it th, I the trade of the world uti? the instances quoted by th. A.**“>»- ’ the beam, of vessels I to enter or leave the dock. i. ® tias;i more than six hours befiiicm2 water. The savinr of * manner will be duly »i» shipowners who are b ? 'W advantage of the facilities ‘L t * k ' b ' , the effect should tiUimately transport costs. In on . £ 'e <-!*£ results of the coal strik? 0 ,"» o'T* was to add to the Dock wfl for a period, increased and Iheir cargoes accounts. ?" bC sideralrte sum. but th" ren? f LJ ar * c? strfhe was to hold up with the result that the nta r i against the large unascertalnabs?*ii* H dues 4>n ordinary merchanii • oularly the export of "?£,% *«- goods.' Another effect was in sSi 0 ! delay certain extension wm-ks iS," 1 - been planned for carrving ™ L. past finjanciai year. L,’” the docks are concerned. 1* rearf •** *1 trade revival, and everythin* J* to maintain and expand the nlr fox] ing facilities she possesses, ship for the home populationsa!? M the requirements of the world. MERCANTILE OFFICERS** Awu —At the request of a number ofand officers employed under Trade agreements in Royal Fleet .TT ies on the -China station, the ; Marine Service Association has resentations with a view to asc«J£M?*l the position in the event of death as the result of hostile actEn %?“■ association lias row been 1 formed that esaims in respect jury or death of officers, will. In ♦£? M of permanent? partial incapacity 1 awarded a lump sum payment not«*L k, l ing £IOO. reports "The Shipper In the case of permanent annual allowance not exceeding year, and in <-«ses of death, a *--• * to the widow not xceeding her husband’s pay and emolument* *5 gether with gratuities, not excceru. **' total of £4O for children up to tl* 1 of 15 years, calculated according t-i 5? In addition provision is made Maximum period of three month*. 141 payment to Royal Fleet Auxiliary of full or half-pay sick leave up Vj PORT OF ONEHUNGA—ARRIVALS YESTERDAY ARAPAWA (10.30 a.m.), 351 tons e.. ineon, from lAangainui. HAUTURU (2.3 pxm.), 270 ton*, F<**w from Hokianga. DEPARTURES YESTERDAY 1 WETERE (10 a.m), 138 ton* —. * Waitafa. The Arapawa arrived at Onehuan . half-past ten yestenday morning feJ. Wanganui and sails to-morrow ftr same port. The Hauturu arrived yesterday aft*noon from Hokianga and sails at 4 e’chn to-morrow afternoon for Rasbtn, KavKl and Port Waikato. The Ngapuhi. sailing at' 4 o’clock ft. afternoon for New Plymouth, is expects back again at 7 a_m. on Wednesday The Isabella de Fraine is expected u arrive at Onehunga from Hokbaa J morrow evening. She loads and on Wednesday for Hokianga agate.