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Sun (Auckland), Volume II, Issue 531, 7 December 1928, Page 2

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THIS DAY | Wellington; New Plymouth, Wanganui, | Palmerston North, Hastings, and | | Napier (letters only), 5 p.m. j Southern Offices of New Zealand (also j j Gisborne and Tokomaru Bay), 5.30 p.m. ' OUTGOING OVERSEAS MAILS | Great Britain, Ireland and Continent of I Europe. Central America. Cristobal (Panama Canal), also South America, per Karamea, Wednesday, December 12, at 7 p.m. Correspondence for Great Britain. Ireland and Continent of Europe must be specially addressed “per Karamea.” Parcels at 3 p.m. Great Britain, Ireland, Continent of Europe, Canada, United States of America, Mexico, West Indies (also Fiji, Hawaiian Islands), per R.M.S. Niagara, via Vancouver, Tuesday', December 18, at. 10 a.m. Parcels for Fiji and America at 3 p.m. Monday, December 17. Due London January 17. Norfolk Island, per Maui Pomare, Tuesday, December IS, at 9 a.m. Parcels at 3 p.m. Monday, December 17. INCOMING OVERSEAS MAILS December 13: S.S. Tamaroa, from Lonv*a Wellington (71 bags mail and 208 parcel receptacles). December 12: S.S. Ulimaroa, from Sydney via Wellington (Australian main. December IS: R.M.S. Makura, from San Francisco, via AVellington (English and American mail). SATURDAY, DECEMBER 8, 1928 Whangarei, Dargaville, etc., 6.30 a.m. Waihopo, Houhora, Pukenui, Parenga etc., 10.30 a.m. A\ aiharara, Kaimaumau, and Rangiputa etc., 10.30 a.m. Sheffield P. 8., 12 noon. O’Brien P. 8., 12 noon. Surfdale, etc., 12 noon. Awaroa, Cowes, etc., 12 noon. , Beachlands and Maraetai, 12 noon j Turn a. 7.45 p.m. 1 SUNDAY, DECEMBER 9, 1928 j Wellington. New Plymouth, Wanganui Palmerston North. Hastings and Napier (letters onlvj. 330 p m Southern Offices <> r X Zealand (aDo Gisborne and Tokomaru Lav) *530 p.m. WM. J. GOW, Chief Postmaster.

a7YJ*. N f*n !,r S * ' LS TO v BORROW : Government lighthouse supp 7 - land (Central Wharf) for LONGEVITY AND i s. d ._ L . | lnchcape suggest.-, the life o; , Ulec ,r,c vessel -uch as the V.cerU ' India is .<> ■n ears at ._ ■ - I . uu ,. h K . 1v .,. r __ *J! aQd pre-b,: mmn longer. an ir... rating a ; ,d h^.. i On tTeTu'e ofT life would neces.'arilv tend 'S'w’- cthe futur. financial n.^ltli,^*!'nccesLo to',®' ". bt T odr; se {!°' acih « t more tha.i In the early part of j,,.” 5 - hines aYu Iv ,'U ,btfu ' " h *U** *i£ remain Y win h.’.m d . Stem Wtelr r* main, .no w, 1 he able to earn as ' as she would have done in not m so. it will b' very difficult'for X directors to set aside out of Yoyaan ' pr!?es U in C ir , v. , ar? ritC h< ‘ 1 ' down to RUSSIA - AT PEACE."—Before Eusm signs the I-eace Pact it w ou i d T rather interesting to have the SovC authorities’ definition of "war," 1- airplay. seeing that, according ; 0 the "Prayda." as quoted in “Aim,. Russian X. ws" -r.f September 7. the - tasks entrusted by .Moscow toT’ CI tlle Third Internationa! tt 111 ,h .'; case of England" can. cm .l merciless war against tbl k' lbo " r Part >; •.• • energetically e XP ot' the<l C! \nF'' h ' ■ * TIIU -1 light intervention in CTiin* and war against the tT.s.s.R. support the Indian revoolution ‘ : in addition to all this . . . n \nW j velop its work in the various industril' undertakings and get into c w, contact With the masses i* the factories and workshops.” Thisina*r iict be war in the popular accentanr ot the word, for we still think of '■ more or less in terms of barrages, taut? and searchlights; but. if the Soviet id, were given free scope. It would just surely undermine the Constitution • the bloodiest of field operations arH quite as effectively as thosof poison gas which civilised seww is bringing to such perfection. the absurdity of the whole position i£ comes even more obvious when the d- ; * rections issued in respect of ©tfcp!> nations are considered—and, incidental]to those who read between tbe Wc they indicate an amount of intellure • sta ffwork which reflects the credit on people responsible for dntVu<them up. f % WORLD TONNAGE POSITION.—a - cording to figures compiled by the Cnitid States Government, the tonnage laid 0 in the world on July 1 last totalled 4,711,000 tons gross (of which S.KS.ftty tons were under the United States ia g . against 4,314,000 tons on January j 3,939,000 tons on July 1 last year ard 6,575,000 tons on July 1, 1&25. the past twelve months the tonnage or the world has shown a net increase 0* about 2,000.000 tons gross, and vet tU carrying trade would seem to be decreasing, rather than increasing in sordirections. For instance, in the first thre-* months of this year, the ocean-borne itr.. ports and exports of the United States excluding oil, totalled 13,210,000 long ton* which was 1,241,000 tons, or 8J per cent less than in the first three months of hsi year : the goods loaded and discharged «t French maritime ports in the first foe months of this year amounted to 12.723, metric tons, a falling off 1,633,000 tons, or S’, per cent., compared with the corresponding period of last year; in the first five months of this year the goods loaded and discharged h Holland aggregated 39,045.000 metric toiu, a decrease of 2,205,000 tons, or 5 per cent., on the figures of a year ago; the figure: of Denmark for the first quarter of this year showed 4.064,000 metric tons. «r 219,000 tons, representing 5 per cent., more than a year ago. On the otfctr hand, the goods shipped through the Panama Canal, exclusive of petroleum, amounted to 12,252,000 tons in the firr half of this year, which is an increase of 1,752,000 tons, or 7 per cent., ou the figures of a year ago, while the good! shipped through the Suez Canal, exclusive of petroleum, totalled 12.165bM metric tons in the first five months of this year, or 1,281,000 tons, or 11| per cent., more than in the corresponding period of 1927. “THE ULTIMATE ENGINE. I '—Several events within the past two or three months have conspired to demonstrate very effectively that we are farther than ever from the development of any type of internal-combustion engine that is likely to be universally standardised (sars the “Motor Ship”). This is a wholly satisfactory poaitk-n. Much misconception exists on the subject of standardisation, and many lia expressed the view that the aim of the Diesel-engine builders should be toward the construction of a “universal” tyiof motor, citing, as an argument u favour, the success which was for so lot* maintained by the reciprocating stear. engine of the quadruple or triple-expan-sion type. But it is forgotten that dm - ing the period of the supremacy of ti* reciprocating steam engine no advance was made in efficiency. If a similar stage were reached with Diesel-engm* building, it would imply, equally, stagnation of design. It was, in fact, precisely because the marine internal-car.-bustion motor challenged the positioß 0. the steam engine with such success that steam-machinery builders have themselves departed from their ideas 0. standardisation. As a result, there .” now much- more variety in steam-engw--manufacture than in oil-engine construction. .. This is all to the good on both and to say that the shipowner from it is to misunderstand the P°r * lion, for he was never so satisfactory placed as he is at the present time 1 his choice of efficient machinery* the steam and Diesel types. How rfrom standardised practice is the turbine may be gauged from the fact what is considered to represent the word in such plant in Germany t l ® 1 recently built cargo liners for the wn ] ' hurg-Amerika Line) comprises reduction gearing and impulse whereas in this countiy the most e®* ships are fitted with single-red gearing and reaction turbines. Bere _ have a direct contrast in princ'P*** J*. haps even more basic than that oetvv _ the four-stroke and two-stroke system of operation with oil-engined f 5 AVe stated previously that recent e\ei - have removed us farther from the of standardised construction m hj®’,,' machinery. One of the manuxacru I who has been a leading protagonist »•_ | four-stroke plant has. for instance* decided to build two-stroke mach:ine*. : the double-acting design, while ; important innovation that was sea ito be anticipated until quite j when experience on a small : shown its feasibility, is the adopt"’ ' high-powered trunk-piston airtess-i J*i tion engines for large liners. A>V j lease of life, if on*- were itecessa-ri- . the four-stroke engine has been e ~ j by the remarkable success achieved i exhaust-gas turbo-charging, i is claimed, four-stroke plant to be ' power for power, more cheaply Than -yrfc I stroke engines and with lighter Thus the changes are rung anC * ; step a departure from what tnay 1 proach the standardisation progress, otherwise it could rot he in the fierce light of competition I now exists. Every stage has jot I ject either a reduction of fuel c *° . ; tion—as, for instance, with airleis-u J tion operation—or a diminution m j cost, weight and size of we have not reached the ultimate tj r . bilities of the Diesel engine v t dantly clear, and there is ~ evidence to give rise to the con . that every advance which can be the steam engine will be count su I ri , J fectlvely by corresponding progress Diesel plant .