MARINE TATTLE

Sun (Auckland), Volume II, Issue 510, 13 November 1928, Page 2

MARINE TATTLE

SPEED AND CARGO CAPACITY.— Out of about 300 cargo motor-ships on order at the present time, nearly onehalf are designed for a loaded speed of over 12 knots. The average speed to be maintained by all the oil-engined freight vessels now building, according to our Vy s ;‘ Mo + tor Ship”), is about ir* . Lnots to 12 knots. It is probable that corresponding figures for the average speed of all the steam-cargo tonnage now in course of construction will not exceed 10i knots. Thus, the effective carying capgcity of cargo vessels equipped with internal-combustion engines will be some 10 per cent, greater than that of steamers, and this point ought to be borne m mind when comparing the tonnage of motor ships and steamers now on the stocks. At present, according to latest figures, motor ships exceed steamers in gross tonnage by about 33 per cent., but it the difference in speed be brought into consideration the figure for effective carrying capacity would be well over 40 per cent

WORLD’S LARGEST MOTOR LINER. It is understood that the Navigazione Cienerale Italiana has decided to employ its m.v. Augustus on the express de luxe service between Italy and New York. It is stated that the withdrawal of the «argest motor-ship in the world from the South American route is due to the decrease of emigration to that country. It is rumoured, also, that it is not unlikely that important changes will be made in the near future in regard to the main engines of this ship. Although no confirmation of such rumours can be obtained, it is a fact that in the course of the past few months the operation of the large Italian liners has shown that, while m motor-ships it has not been uossible to reach a speed higher than 21 knots, with turbine-propelled ships it has been possible to reach a speed of 24 knots, as in the case of the t.s.s. Ausonia, built by the Ansaldo shipbuilding yard to the order of the Sitmar Line, and employed on the de luxe steamship service between Italy and Egj-pt.

THE OIL ENGINE INFLUENCE.—It is only slowly being realised, according to tlie “Motor Ship,” what an influence the oil engine has had. and evidently will continue to have, upon shipping generIn explanation of this development the modifications in policy of some of the more important shipowning concerns can well be analysed by tabulating the particulars of their motor vessels, commenccase^ first oil-engined ship in each

Three facts stand out. In the first place, speed has increased in all instances. and as this is universal experience. one can only assume that fast oilengined craft prove more profitable than the slower types. Otherwise ship-own-ers would not continue to increase the speed after they had gained some experience with faster vessels than those previously in service. Naturally, it would be rash to give this as a general statement for all trading routes, but the vessels considered maintain services practically throughout the whole world. The Bank Line forms an exception, but it is to be remembered that the orders for 18 standard vessels were placed at the same time. The second point to be noted is that, on the whole, the tendency is to increase the size of the ships. This is not general experience, and depends on the trades involved, but. in any case, it seems that there is little desire to build vessels larger than those of 10.000 tons dead-weight capacity, or about 7.000 tons to 8.000 tons gross. Finally, many owners. In view of the rising speed, have thought it wise and economical to add a certain amount of passenger accommodation, so that the combined passenger and cargo liner now represents a popular type.

FLAG DISCRIMINATION.—In spite of well-meaning resolutions passed at international conferences, one foreign country after another continues to indulge in acts of flag discrimination, writes the “Shipping World.” It is now the Peruvian Government which has passed a law which enacts, among other things, that: National vessels are to be given preference over all other vesesls by the authorities in being received and attended. Foreign cargo which arrives at Peruvian ports in Peruvian steamers will enjoy the privilege of remaining in the Customs warehouses without charge for six months longer than that which arrives in foreign vessels. The Peruvian crews will be the onlv ones who will be allowed to work m loading or discharging their vessels at coast ports. Foreign vessels must employ shore labourers at the port at which they are loading or discharging. National as well as foreign companies are obliged to carry Peruvian mails between Peruvian ports and abroad, without any charge. LIVERPOOL’S DEBT TO THE SEA.— Several new features will be introduced into Liverpool's civic week celebration this year, which was to open on September 22 (writes the “Shipping World”). The ceremonial on the first dav will include a “parade of the Liverpool ghosts.” and the wedding of the Port of Liverpool to the Sea. The wedding and dedication ceremonies are an adaptation of an old Venetian custom, and are meant to remind Liverpool citizens that the sea is the fountain and origin of their prosperity. From a platform erected over the river Sir Archibald Salvidge will drop a ring into the water in token of the lasting partnership of the city and the sea and the Lord Mayor will drop a wreath in memory of the seafaring men of the citv who have lost their lives in the service of Liverpool during the last 12 months.