ADVENT OF MOTOR SHIP.

Otago Daily Times, Issue 19069, 15 January 1924, Page 4

ADVENT OF MOTOR SHIP.

MANY LARGE VESSELS, REDUCED RUNNING COSTS. A recent cablegram stated that, according to Lloyd’s Register, the tonnage of vessels now being constructed with internal combustion engines was 35 1-3 per cent, of the total tonnage of those being constructed for steam. This total included 55 motor vessels of 5000 tons and upwards while seven were each between 15,000 and 22.000 tons. It is a matter of much significance (wrote the London Daily Telegraph recently) that; four of the groat steamship companies with which Lord Tnchcape, Lord Kyisant, Lord Inverforth, and Sir Frederick Lewis are prominenly associated, should have placed orders in British shipyards during the pas’; few months for the building of motor ships. A good deal of surprise was expressed when it was announced early in 1925 that the Fairfield Shipbuilding Company had been instructed to lay down a liner of about 20.090 tons, in which motors would be installed, for the Union-Castle Steamship Company, which is connected with the famous P. and O. organisation. Already motor liners have been built at Belfast for the Glen and Elder Dempster Lines, but the fart that Lord Inchcapo had decided (hat the time had come to recognise the trend of engineering science in its application to ocean navigation was hailed as a clear indication that something in the nature of a revolution at sea was at hand. For Lord Inchcape’s enterprise has always been associated with Scottish canniness. He is not one to adventure rashly. Those who accepted his action as a sign of the time were not wrong, as events have rapidly proved. By the end of June last, according to the returns of Lloyd's Register, no fewer than 48 motor ships were building in this country. Most of them were of comparatively modest size, but they included one shin of from 15.000 to 20, COO tons, and another even larger. Abroad progress was also being made; no fewer than 93 vessels were in hand at the same date, practically all of them being, however, of small tonnage. In due course, Lord Kyisant fell into line, placing an order on behalf of the Royal Mail Steam Racket Company with the Harland and Wolff yard in Belfast for three vessels of the new type, under the provisions of the Trade Facilities Act. Orders for other owners followed in subsequent weeks, and it then became known that the Bank Line. Lord Inverforth’s special care, had decided to utilise State credit in the same way for the building of a fleet of no fewer than 19 Diesel-engined cargo boats —the largest orders of the kind ever placed in this or any other country. When it is added that these orders have been given under a guarantee of iiI.SOO.COO for a period of 20 years some conception is conveyed of the faith which this shipowner has in the future profit-earning capacity of the motor ship in contrast with the steamers in which hitherto most of the carrying trade of the world has been done. These vessels will not, of course, be fast, as it is only the passenger for business or pleasure who can afford to pay for speed. Lord Inverforth’s courage merely served to exhibit in its true character the entorprice of the FumessWithv concern come months earlier, when Sir Frederick Lewis adventured with the new type. But the announcement, referred to above, of the Union-Castle Company’s intention of building a 20,0C0-ton motor liner affords proof that the Diesel marine engine is competing successfully with the steamer for the conveyance of passengers and mails at relatively high speeds. It is apparent that the motor ship has arrived, and. already it can bo prophesied that the steamer will disappear from the seas. This latest evolution has begun so soon that the sailing vessel has not yet been driven off the seas. There are still upwards of 3.000,090 tons of this class of shipping afloat. Economic laws rule at sea as on land, and the motor ship, though costly to build, is cheap to run. The United States Shipping Board, desiring to obtain irrefutable evidence of the advantages of the motor over the reciprocating engine, with oil as fuel in both cases, equipped two identical vessels for a sea test. They were both ships of about 11.090 deadweight tons, built to the same design and in the same shipyard, and operated under the same conditions. It has been found that the steamer consumed at sea nearly 37■? tons a day, while the motor vessel used only j'ust over 13 tons. The expenditure on repairs was also in favour of the latter ship. Even if no other factors were to be taken into account, the economy of the new type of propulsion would be established; but motor ships are so mechanically simple that they require smaller engine-room staffs, and since their equipment occupies less space, they have more room for cargo. The one uncertain' factor is depreciation. How long will motor engines last in comparison with steam engines? That point is kill somewhat obscure. and necessarily so, as no motor ship ha.s been at sea for a sufficiently long period for final judgment to be formed. But evidence is accumulating which has caused leading ship owners to decide to run the inevitable risk in this respkit. They realise that the Diesel-engined vessel can earn profits in conditions in which the steamer incurs only losses.