Ships and the Sea

Evening Post, Volume CIX, Issue 51, 1 March 1930, Page 30

Ships and the Sea

Our Largest Merchant Fleets. At tho present time there are no fewer than- tea British Shipping companies whoso vessels average over 10,000 tons. They arc: - No. Average Line. «*" Size. Ships. Tons. Cunard .. --• • • •20 . 10,490 Canadian Pacific .. -. "<> 10,817 Orient » I(3>™o White Star 36 15,94U Aberdeen and Commonwealth .. .. .- 7 12,958 Geo. Thompson and Co. .<> 11,677 Atlantic Transport .. S 11,221 P. and 0 51 1°>837 Shaw, Savill and Albion 21 10,606 New Zealand Shipping Company .. .. 17 10,39S Functions of the Tramp. ' The tramp has been alluded to as a mere carrier of cargo, but perhaps a better definition is that of the Tyneside owner who described her as a ship fit to go anywhere and carry anything— or nothing (writes "The Syren and Shipping"). This homespun summary of her quality and utility, however, requires some modification. For one thing, refrigerated produce is outside the sphere of her operations, while tho "anywhere" must be qualified by considerations of draught. This latter is a serious matter to the owner ordering a new boat. He knows that a few inches' extra immersion of the hull will cut him off from a number of ports at which a cargo might be procurable, or in tho alternative compel loading or discharging by lighter, which not only means extra expense, but also delay, which is anathema to owners. Hence the vital importance attached to the condition that tho ship must carry so many tons without exceeding a certain stipulated draught. The "nothing" is also a significant • proviso. Cases arise from time to time when there is a. sudden upward movement in a particular market, as, for example, when the Continent of Europe develops an urgent demand for Argentine grain and^the tonnage in South American waters is altogether inadequate to shift it. An owner in England waiting, say,; for a coal cargo must then quickly decide upon his line of action. If ho elects to hold on for the chance of a coal freight outward he runs the-risk of the bottom falling out of the .uiarket and finding on arrival tho-Elver Pl&ti-'chock-a-block with 'tramp tonnage aid his ship compelled to go elsewhere for a homeward freight.' In such circun^-tances she maybe sent out in ballast, ;he return cargo, of coursey having to pay for the cost of the 12,000-mile voyage and if possible leave a little, though it can

only bo small, margin for profit. This reveals a very interesting phase of tramp-owning. It shows how closely the freight markets must be watched and expenses kept within the narrowest possible limits, and it also illustrates the foresight of owners in building ships strong enough to make a 6000-mile ocean run with bare holds. While the tramp carries water ballast in her double bottom, this is insufficient for a long run in light trim, and the extra capacity required is furnished by deep tanks as near amidships as possible, which can be pumped out and used for cargo. Considerations of Speed and Size. The tWo principal factors which go to determine the cost of a ship are obviously the dimensions of tho hull and the power of the engines by which it is driven (writes "The Syren and Shipping")- A low speed means less fuel consumption, and generally a less expensive engine-room, both primarily and in operation. Bat there comes a point, below which a low speed is uneconomical, as it means the ship being delayed by weather which is not abnormally bad, and protracted passages, which imply a bigger wage bill and higher running expenses. Hence the decision as to tho speed of a 1 ship is a momentous one, but the present tendency with. tramp-owners is towards greater propulsive power. Speed, however, must be paid for, and not only so, but it has also to be recognised that increased engine-room and bunker spaces reduco tho carrying capacity. Tho question, therefore, is a idea one and calls for careful consideration. The spned of tho average tramp is from I eight to ten knots, though there arc I many afloat which are doing well if they can achieve a steady knottage of seven. Tho cost of tho ship increases with each succeeding knot, and considerably so as higher speeds are attained, but the cost per ton deadweight steadily diminishes as the size increases. Shipping Supply and Demand. By no stretch of the imagination can it be maintained that the disparity between ocean-carrying power and the volume of world commodities requiring transportation has been adjusted during 1929, is the opinion expressed in "Tho Syren and Shipping" in a review of the past year. On tho contrary, states the article, it would appear from tho cxperienco of recent years that the failure of production adequately to employ tho facilities created for its transport is developing into a, chronic feature of world economics. In 1928 the net addition to tho steam and motor vessels of tho world

was about 1,900,000 tons gross, and last year's increment was in the neighbourhood of 1J million tons, which brought tho aggregate to 66,407,000 tons, as against 45,40i,000 tons in 1914. This warrants tho deduction that shipowners aro realising that the supply of tonnage has overtaken the- demand. How long we shall have to wait for n, tangible . improvement bringing steady employment at remunerative rates, is still' a matter of speculation. Tho remedy appears to lio in.the direction of peaceful progress and expanding industry, 'rather than in tho adoption of artificial methods, such as the laying up of tonnage by mutual agreement, which would shackle private and individual enterprise. ' What our shipping industry wants is not only freedom of the .seas, but an absence of interference from ; officialdom both at home and abroad, and liberty to run its ships in accordance with the teachings of our long experience. Australia's Immigrant Policy. The disfavour with which the Commonwealth of Australia is for the time being regarding the immigrant is a serious matter ' for steamship lines which have designed ships to carrylarge numbers of this class of passenger, but Sir Alan Anderson, speaking at the annual • meeting of the Orient Steam Navigation Company, indicated that he realised that with unemployment rife in Australia the decision come to is a natural one (reports the "Syren and Shipping"). He anticipates that the number of settlers carried from England will decrease during the next few years, so that there must bo an excess of accommodation in the trade, while at the same time, with the Commonwealth's decreased buying power and increased tariff, outward cargo will become even less sufficient to fill tho space available. Ho out r lined tho economic troubles which afflict Australia no less than Groat Britain, and added that when, by a common effort of employers and employed, both countries could once again produce their main staple exports at the right price health would be re-established and the strength of each would help the other. "Neither Great Britain nor Australia," he said "need wait for the Imperial Conference to check the ascending spiral of costs which now so seriously hampers the great export trade of both countries—if no -other reason moves them, perhaps they will both remember that any lag in their progress damages the Orient Line. We have recently invested some £5,000,000 in ships to carry passengers and goods between Europe and Australia. Our profit is at best a small fraction of our total

revenue; if ■our revenue is reduced by that small, fraction and our costs remain the same, our profit vanishes. To restrict imports to Australia—and, still worse, to restrict the flow of passengers—seriously adds to the cost of sending overseas every ton of wheat and wool, butter and fruit." Frequency of S.p.S. Cans. The comparative frequency with which the S.O.S. signal is now sent out has led to a, good deal of discussion among the public generally (writes this "Syren and Shipping), and ,it is being asked, when ought the warning to bo given, and should. a ship always respond to a call regardless of her own interests? That the practice is growing is the experience of.ships' officers everywhere. Quite recently a UnionCastle liner arriving at Southampton reported that in the course of the voyage she had received no fewer than 22 calls. It is well known that the- rule of the sea is that one ship shall aid another in distress, but obviously in these days, of increased range of wireless, much time and expense may be needlessly expended by many vessels going to. the assistance of one ship. An English paper, in an article on tho subject, suggests that there might be a general international understanding which the maritime boards of the various countries would play an effective part in organising. "Assume," says the writer, "that a distressed, ship receives half a dozen replies and that each of these ships gives her latitude and longitude in her reply. Tho distressed ship could then select the vessel nearest to her own position and ask whether she will render assistance. The answer being in the affirmative, the distressed ship could next communicate with all the other vessels which have answered her. call and tell them that she did not need their help. It very rarely happens that no further communication follows the S.O.S. When 'silence follows.' naturally all ships within call,should make for the spot." Enforced Trips for Pilots. Five Southampton pilots had to make enforced trips owing to tho rough weather in Europe during December, with tho result that after taking the vessels out of the port they wero unable to leavo on account of the high seas. Mr. George Tubbs, the pilot of the HollandAmerica liner Statendam, had to continue the voyage to New York. Mr. 0. S. Pearce, on the liner Munehen, made tho trip to Bremen; Mr. F. E. Tubbs had to go to London on tho B.M.S.P. Dinteldjik; Mr. H. A. Barron, crossing to Cherbourg, on tho Lancastria; and Mr. G. Lawson was carried %o Madeira on. Jho Edinburgh Castle,