Ships and the Sea

Evening Post, Volume CIX, Issue 39, 15 February 1930, Page 30

Ships and the Sea

Fast "Empress" Liner. Easily the most important remark made in the course of the speeches after the launch at Fairfield of tho 26,000-ton , Canadian Pacific liner Empress of Japan was ono by Captain James Ojillie, general manager of Canadian Pacific Steamships. A good deal of prominence had, ho said, been given in recent years to the advances made in the size and speed of passenger liners, and to the methods by which these liners were propelled. Thero had just beon a spell of tempestuous weather in the Atlantic, which had reminded the most ambitious shipowners and engineers of the difficulties which attended the propulsion of large vessels at high speeds on that route, and the maintaining of schedule times. Then came the significant remark, "It is becoming apparent that in a four-day Atlantio crossing the limit for surface ships, for both physical and commercial reasons, is being approached." The problem of driving large ships at a speed such ar that of the Bremen, and that of other vessels now under construction or contemplated, was an, engineering one, as it was necessary to accommodate very large horse-power in tho smallest possible compass, and with the minimum of weight compatible with reliability and durability; and at the same time of such efficiency that the necessary bunkers could be carried. There was, however, the further consideration of the damage and depreciation which ths vessel might suffer in being hard driven throughout the year, and there was also the question of a vessel's motion in a seaway and its effect upon passengers, not to mention safe navigation, which, was a primary condition in all these questions of size and speed. What was required to ensure a greater measure of prosperity among the nations was the quickening of transport in all its branches, thus expediting the processes of trade. \Vhen there took place important technical developments by which higher speeds could be attained safely, and an

increased amount of traffic could bo handled on the same or less capital outlay, such developments might be expected to pass into daily use, and their benefits to be absorbed by the trading community.' For these reasons it was safe to predict that there would be an increase in the speed of passenger and cargo vessels. The Empress of Japan would have a service speed of 21 knots, but in favourable weather she might do one knot more. She would make the ,passage between' Vancouver "and Yokohama—a run of 4200 miles —in about eight days. This was an advance of a day compared with earlier vessels in the service. The Empress of Britain, which would be commissioned in the spring of 1931, would be capable of making the voyage from Southampton to Quebec in five days. The machinery of the Empress of Japan represented an advance on the type which had proved so successful in their vessels of the "Duchess" class. The same principles of high-pressure watertube boilers and single-reduction geared turbines were employed, but the pressures and the temperatures had been increased a little, and other refinements had been introduced, all of which would ensure a very high standard of fuel economy. Columbus Reconditioned. The reconditioned and rc-cngincd North German Lloyd liner, Columbus, called at Southampton recently for passengers on her first trip to New York. The ship has been altered in several ways, and, with her shortened funnels, lengthened bridge, and new scheme of painting, she shows something of the distinctive lines of the Bremen, and presents quite a pleasing appearance. According to a recent statement of Herr Carl Stimming, the director-gen-eral of the company, the new turbine units which have been installed are more powerful than those of the new ship Bremen. It will be recalled that the gross tonnage of the Columbus is 33,000, compared with 51,000 tons of the Bremen, and as she is a twin-screw ship, whereas the Bremen has quadruple screw propelling machinery, the output on each turbine is correspondingly larger. No reference has ;-ot been made to the'power of the turbines and the speed of the ship, but it is understood that she will be able to make the English Channel ports in six days from New York, and Germany in seven days. In order to provide the increased quantity of steam necessary, large new boilers have been installed. Considerable improvements have been made in the passenger accommodation, and the Columbus is to make a world cruise, starting from New York, after which she will resume, early in May, her Atlantic trips, in company with the two fast liners Bremen and Europa. A Ship 2000 Years Old. Drainage operations on Lake Nemi, on the banks of which the Roman Emperors were wont to seek refuge from the cares of the capital, have been in progress for a year or so, and have revealed one of Emperor Caligula's famous galleys. Two galleys have been the subject of legend and romance ever since their construction. They were built, according to the early writers, as guest galleys and no pains were spared in their construction. The galleys were adorned and decorated in an extrava-

gant style, but, unfortunately, their life was only a short one, for they foundered soon after their completion. Many bronze heads of wild animals which were used to decorate the ends of large beams have been recovered already, and are themselves articles of great beauty and fine workmanship, while pieces of mosaics and marblo slabs, which wore used for the flooring, also go to prove the richness of the decoration of tho royal vessels of that period. Thus has modern science proved tho truth of tho legend of the mad Emperor and his magnificent galleys. For two thousand years they have lain partly submerged in tho mud at the bottom of Lake Nemi. Many attempts have been mado to salvage them, and from time to time interesting relics have been recovered, but the present plan is to leave both galleys high and dry by lowering the level of tho lake 23 metres. The first galley, which is the smaller of tho two, is already revealed in all its historical interest.

Perhaps the most striking feature of these discoveries is the fact that the design of these galleys reveals that they were built by skilled craftsmen who were expert naval architects. The first galley, which has now been revealed, is 6G metres long and 20 metres wide, and the timber used is chiefly red pine, larch, cedar and oak, which, with the exception of the oak, appears little the worse for its long submersion. Lieutenant-Commander G. C. Speziale, writing in the "Mariners' Mirror," states that her black framework is being carefully cleared of mud and rubbish, and her pristine beauty is being gradually revealed. The massive base of tho stem stands out dark, mutilated, intensely tragic, against a shining background of green woods. The strong frames knitted close together rise symmetrically from the brpad flat keel. Tho outside planking covers the frames and is riveted together with trenails and dovetailed pieces of hard wood. These planks, besides, are nailed together and to, the ribs with copper nails, and the

whole is covered with a woollen fabric and sheets of lead. Tho dimensions of the galley are based on the infallible "one, two, three" rule, which has remained unchanged for centuries, and which is still the empirical rule followed by builders of fishing craft on the shores of the Mediterranean. The discovery of these ships has served to prove that naval construction in Boman times had reached a very advanced stage of development, as it was not until the 18th century that ships of comparable dimensions were built elsewhere in Europe. When the water has receded farther and a more detailed examination is possible, much interesting data should be obtained with regard to the construction and design of ships in .Roman times. Electric Ship 3 for Australian Service. Lord Inchcape has announced that two P. and O. turbo-eleetrie liners are to be built for the Australian service, states the "Syren and Shipping." The Viceroy of India is engaged, of course, in the Bombay trade, but both services are alike in that they are divided into two sections, in which the speed maintained varies. Presumably, therefore, the advantage of being able to develop a reasonable service speed with one of two turbo-generators in use only is to be taken into account in this case also. The decision reached by the directors is a notable one, for it means that threo big electric liners will before very long be under the British flag. Developments in America have been so rapid and in this country so slow that events have somewhat lost their relative proportion. The electric ship is now established in Europe without a doubt, and the fact that the system has been adopted for vessels of about 16,000 horse-power at the shaft is an indication that it is likely to be a potential rival to the motor liners of similar power, and this, .too, very largely on grounds of economy.' This factor in the electric ship is rather a difficult matter to assess, but it was well shown in the Viceroy of India on two counts—firstly, on the question of the cheapness with which current for propulsion could be delivered to tho v propelling motors, aiid secondly, because for such a largo portion of tho active life of the ship half of the propelling machinery can be closed down. On a consideration of tons of fuel per 24 hours at the boiler furnaces, it must be confessed that not such an attractive showing is made compared with, say, a corresponding motor liner, but a material saving of fuel was recorded over similar vessels o the same run fitted with steam reciprocating engines. It cannot be denied that current, for propulsion at 0.346 pence per unit represents extraordinary economy, particularly aa this was after the maiden voyage of tho ship, and as even better performances are likely in the future. As regards the reciprocating-engined ships, on the other hand, we must remember that their performance will be improved if they are fitted with the new electric supercharge device of auxiliary turboelectric drive recently added to the Mooltan.