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Full text of "Brassey’s Naval and Shipping Annual 1928. 39th year of
publication "
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iv Advertisements.
ARMSTRONG-WHITWORTH
H.M.S. NELSON.
Shipbuilders, Steelmakers, | Locomotive
Builders, Civil and General Engineers.
War, Merchant, and “Special Purpose”
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Guns, Mountings, Armourplate, Ammu-
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vi Advertisements.
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book b
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giving travellers the distinct advantage of Steamships, Railways and
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Advertisements. vii
RROW siscer
H.M.8. ‘‘AMBUSCADE,” the latest type of post-war Destroyer
to be completed for the British Navy.
Designers and Builders of Flotilla Leaders,
Destroyers, Mine-sweepers, Submarines, Patrol
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propelled by steam or oil engines; Fast Passenger
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viii Advertisements,
J. SAMUEL WHITE
& COMPANY LIMITED,
SHIPBUILDERS & ENGINEERS,
EAST COWES, ISLE OF WIGHT.
Telegrams: ‘‘WHITE, EAST COWES.” Telephone: COWES 103.
—
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AFTER BEING RECONSTRUCTED AND MODERNISED FOR THE HELLENIC GOVERNMENT.
DESIGNERS & CONSTRUCTORS OF
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London Office: Liverpool Office:
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Telegrams: ‘OVERHAUL, SOUTHAMPTON.” Telephone: SOUTHAMPTON No. 4151.
Advertisements. : ix
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“SINGAPORE” ALL-METAL FLYING-BOAT
The first all-metal flying-boat
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SHORTS,
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Advertisements, xi
“A RMCO” INGOT IRON is used throughout the World. Its
durability is the result of extreme purity. It has proved time
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xii Advertisements.
is THEREIN
HE history of modern shipbuilding
ii could be written from the annals of
the Clyde. To-day, the Clyde shipyards
are rapidly overtaking the slump of bad
times and are piling up records for new
_ tonnage.
| There are more reasons than one for
the superiority of Clyde shipbuilding, and
\ Beardmores are proud that they are adding
their quota, as they have always done, to
the world’s best ships.
Manufacturers of Steel,
Steel Castings and Forgings,
Steel Ship and Boiler Plates
SHIPBUILDERS
Marine Engineers: Reciprocating
Steam Turbine and Diesel Engines,
NAVAL CONSTRUCTION WORKS, DALMUIR, GLASGOW
Advertisements. xiii
THE SEVEN SEAS
EARDMORE ships are known
B throughout the world. On
every sea, in every port, are
men who understand and appreciate
the craftsmanship, the care and
thoroughness which is characteristic
of a Beardmore built ship, whether
a Battleship, a useful Sludge Boat or
a sumptuous Liner.
There is nothing accidental in a
Beardmore built ship. It might be
truly said that there are no better
ships than Clyde built and to state
that the Beardmore shipyard is in
the forefront of the great Clyde ship-
yards, with its adjoining marine
engineering shops, its nearby steel-
works, is to point to an organisation
that tanks second to none for
modern efficiency.
pia
WILLIAM
BEARDMORE
AND COMPANY fr Mirep -_ LIMITED
NAVAL CONSTRUCTION WORKS, DALMUIR, GLASGOW
xiv Advertisements.
JOHN - BROWN
&- COMPANY - LIMITED.
SHIPBUILDERS
MARINE ENGINEERS
STEEL MANUFACTURERS
IRONMASTERS
& Colliery
Proprietors
TURBINE FORGINGS. SHAFTING.
Rotor Wheels,
Spindles, etc., Gear
Wheel Rims and
Turbine Drums up
to the largest sizes
by the patent Hollow
Rolling process.
RAILWAY MATERIAL.
Tyres, Axles, Springs,
Buffers, and Davis
Steel Wheels.
STEEL CASTINGS
of all descriptions.
Marine, crank and
straight, Hydraulic
pressed, solid or
hollow, Rough or
finished machined.
SHIPBUILDING.
Warships of all classes,
Passenger and Cargo
Vessels up to the
Largest size and
power.
Advertisements. xv
H.M.8. REPULSE.
HE great battle-cruisers Hood and Repulse, which
in the Empire Cruise covered some 40,000
miles, were both constructed by Messrs. John
Brown & Co., Ltd
Their extensive works at Clydebank are particularly well
equipped for the construction of Passenger and Cargo Steam-
ships up to the largest size and power, and the Atlas Works,
Sheffield, for the manufacture of Turbine Forgings, Gear
Wheel Rims, Crank Shafts, Alloy and Tool Steels, etc., etc.
ATLAS WORKS, SHEFFIELD
& CLYDEBANK, Nr. GLASGOW
London Offices: 8, The Sanctuary, Westminster, S.W.1.
Se YF
xvi Advertisements.
FOR SUBMARINES
THE BROWN GYRO-COMPASS
IS USED IN EVERY TYPE OF
VESSEL, BUT IT IS
PARTICULARLY SUITABLE
FOR SUBMARINES OWING
TO ITS SIMPLICITY AND
COMPACTNESS AND TO THE
FACT THAT IT IS ONLY HALF
THE WEIGHT OF ANY OTHER
GYRO-COMPASS.
S. G. BROWN, LTD.,
WESTERN AVENUE,
NORTH ACTON,
LONDON, W.3.
TEL. CHISWICK 3280.
(4 Lines.)
Every class and type of Searchlight made,
including H.I., Pilot House, Field, Marine,
THE DIRECTORY Aeroplane, Fire Brigade, Cinema, Fog
Penetrating, Sky Writing, etc., etc.
SHIPOWNERS,
SHIPBUILDERS
and MARINE
ENGINEERS.
An annual reference book, international
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of many Foreign Countries,
Advertisements.
Builders of
Torpedo Boat
Destroyers
Customs and
Patrol Craft
Passenger and
Cargo Boats
to 5,000 tons
Oil Tankers
Ferry Boats
Shallow-draft
Boats—Steam or
motor propelled
Tugs—Ocean-
going, Salvage,
or shallow-draft
Lightships
Motor Boats
of all types
Specialists in
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Water Tube
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Stationary Sets
for Lighting,
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Commercial
Motor Vehicles
Ship Repairs
ALM.S. Amazon,’
B the largest and fastest
m Destroyer in the
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EARLY
renders us exceptionally well-
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70 years’ experience
Our Booklet No. 13 contains a resume
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diverse types of Passenger and Cargo
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goo 1.H.P. triple expansion
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One of two 55-ft. Coastal Motor Boats supplied
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xviii Advertisements.
MARINE AUXILIARIES
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Detailed Information on request.
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°
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The first metal-constructed * SOUTHAMPTON ” Flying-boat fitted with two
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THE SUPERMARINE AVIATION WORKS, LTD.,
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Advertisements. xix
ALEXANDER STE
PHEN & SONS,
SHIPBUILDERS- -
ENGINEERS AND
REPAIRERS. -_ -
LINTHOUSE, GOVAN, GLASGOW.
,]
BUILDERS OF
Passenger and Cargo Vessels, also
Oil Tankers, Cable Ships, Insulated
Ships, Yachts, Etc., of all types and
sizes. Reciprocating, Turbine, or
Diesel Engines.
oa
MANUFACTURERS OF THE CLYDE OIL FUEL SYSTEM.
XX
Advertisements.
C@1HOM FHI NI aHAOW
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Advertisements.
“SSHNUNA-NI-MOUAV
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SUOYALIIET Fr
xxii Advertisements.
Arnoured, Armed and entirely completed by Vickers Limited.)
d,
H.M. LIGHT CRUISER CUMBERLAND.
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—— =e |
BRASSEY’S
NAVAL AND SHIPPING ANNUAL.
1928.
EDITED BY
SIR ALEXANDER RICHARDSON,
Associate Inst. Nav. Arch. ;
Vice-President Junior Inst. Eng. ; Companion Inst. Mar. Eng. ;
and Member Assoc. Technique Maritime et Aéronautique.
AND
ARCHIBALD HURD,
Associate of Inst. Nav. Arch. ; Hom: Freeman of the
Worshipful Company of Shipwrights.
ART EDITOR
ARTHUR J. W. BURGESS, R.L, R.O.1.
THIRTY-NINTH YEAR OF PUBLICATION.
LONDON:
WILLIAM CLOWES AND SONS, LIMITED,
94, JERMYN Street, S.W. 1.
V/o
LS
1726
CONTENTS.
——
PAGE
Preraos .. * . * a a ma es * ix
NAVAL SECTION,
CHAPTER 1,
Nava Forces or THE British Empire Commander C. N. Robinson, R.N. 1
CHAPTER IL
Forsicn Navies & orf + Captain E, Altham, C.B., R.N. 80
CHAPTER. Ill.
Compagativs Naval STRENGTH és. ae Ce «. The Editors 47
CHAPTER IV.
Tas Disraipotion or tHE WorLo's FLerts we + The Editors 55
CHAPTER V.
Tue GENEVA CONFERENCE, 1927 .» Captain Alfred C. Dewar, R.N. 60
CHAPTER VI.
FrencH Navau Pouicy .. ae Captain Paul Chack, French Navy 69
CHAPTER VIL
Tue Navan SIToaTION IN THE Paci¥Fic
Lieut.-Com. Clifford Albion Tinker, U.S. Navy
a
a
CHAPTER VIII.
Some Reriections on Warsaip Design
Admiral Sir Douglas R. L. Nicholson, R.N., K.C.M.G., K.C.V.O.. 87
CHAPTER 1X,
Tur Battie or JuTLanpD, Facts versus Fiction
Rear-Admiral J. E. T. Harper, R.N. 92
CHAPTER X
Fryina Boats 1n Emprre DEFENCE AND CoMMUNICATION
Major P. L. Holmes, D.Sc., late R.N.A.S. and R.A.F. 102
iii
MLLAOTR
iv CONTENTS.
MERCHANT SHIPPING SECTION.
PAQK
CHAPTER Xi.
Tue Worw’s Mercantite MARINE a us .. The Editors 118
CHAPTER XII.
Freicot DgveLopments or 1927 . s . Cuthbert Maughan 129
CHAPTER XIII.
Sranpinc or tHe Worup’s MERCHANT FLEETS «. The Editors 188
CHAPTER XIV. .
ENGINEERING ProcRess.. ae ca Ba ts eA M.ILN.A. 144
CHAPTER XV.
Tue Port or Grascow—Past, PRESENT, AND FuTuRE
Str William H. Raeburn, Bart.,
Chairman of Clyde Navigation Trust 155
CHAPTER XVI.
Tue Exectric Prorunsion oF Suips
Alfred Regnauld, B.Sc., M.ILE.E. 164
CHAPTER XVII.
ProGREsS OF WIRELESS CoMMUNICATION ON Boarp Sup
Commander John A. Slee, C.B.E., R.N. (Retired) 174
CHAPTER XVIII.
Noraste Mercwant Suips or roe Year W. H. Clapham, A.M.IN.A. 178
PROFILES AND PLANS,
PROFILES OF —
Caritat Suirs (Indices at end of Volume) a ae ea - 191
Cruisers (ditto) .. of me a a es . 196
Torrepo-Boat Destroyers (ditto) a sae Fix! Pe .. 202
Mercuant Surps (ditto) . re -. 204
DIMENSIONS AND PARTICULARS OF © Burris AND S Fonaran Wa ARSHIPS « 261
Sures oF THE Lesser Navies be wis oe a ae +. 804
British AND ForeicN FLotiuas i te Es = . 809
Puans oF British AND ForeIGN WARSHIPS H.H. Palmer, R.CN.C. 333
CONTENTS, v
BRITISH AND FOREIGN ORDNANCE TABLES
PAGE
Batristics or Guns oF PrincipaL Powers. 897
Tante: Size AND FIGHTING QUALITIES OF Barrie aprinanive OF
Dirrerent Perrops . » 411
TaBLeE: ParTICULARS OF Sucewestvs Lance Baresi Nivie Guns,
1800-1927 412
NAVAL REFERENCE SECTION.
First Lorp’s StTaTrgMeNT EXPLANATORY OF THE Navy ESTIMATEs,.
1927... a z= 415
ABSTRACT OF Navy Tistmeatna: FOR 1027 . 421
EXpENDITURB FoR NavaL Purposes OF THE PRINCIPAL Fouerox "Powers 428
British AND ForKiGN Naval ATTACHES 425
MERCHANT SHIPPING REFERENCE SECTION.
Mercuant Suiprina TABLes 429
Larcest MERCHANT SuHIps OF THE Wonu.. 438
Freicut Rates .. : 448
Fastest Suirs oF THE Wotp 444
Prices oF British Bunker Coats vs Se AAT
Motor Suips “ Be ee ha - 449-451
DEVELOPMENT OF Manas Piohkirie MacHINERY 452
MARINE EnGines ConsTRUCTING a on 452
Proaress 1n MarinE MACHINERY Ss 453
Propuction oF Crupe Oi In Various Reoions a 454
Coat Propuction 1n Unitep Kinapom anD UNITED Sivas: Tasers, 455, 456
Exports or New Suips From Unitep Kinupom 457
Tron and STEEL Prices a ee Se 467
Iron Ort Propuction .. é ' ‘ 458
Foreign TRADE OF THE Uninke Kinney: Unirep Srares, ETO. 459
ENTRANCES AND CLEARANCES IN ALL COUNTRIES... a as 461-463
Suzz CanaL TRAFFIC. .. “ te eS ee is ms « 464
PanaMa CANAL TRAFFIC os a a es 465, 466
Distances in NauticaL MILES FROM “Port 7 to Port 467
List or THE PrincipaAL CommerciAL Fuen-O1, Bunkerina Srone 468
British Navat AND SHIPPING ORGANISATIONS 470
CoLontaL AND ForeicN TEcHNICAL SocreTIES 478
SreamsHip SERVICES oF THE WORLD 481
Generat Inpex ..
me,
Inpex To Warsuip PLaNs AND ee on oS | at end of Volu
InpEx To MercuanT Suir PRoFILEs.. f
LIST OF ILLUSTRATIONS.
H.M. Light Cruiser Cumberland fy “ ° ae .. Frontispiece
H.M. Battleship Nelson ve * oe .. facing page 1
H.M. Battleship Rodney Me nf a Re Oo ire es 2
H.M. Light Cruiser Berwick .. . a ” ” 4
H.M. Mine-Laying Cruiser ‘Adventure Pe . ” ” 6
Chart showing limits of British Naval Stations a .. page 10
Additions to the Australian Fleet: Cruisers Australia ea Canberra;
Submarines Ozley and Otway .. oe fe . facing page 24
Japanese Battleship Fuso ‘9 a 80
Japanese Submarine Boat I ?1 ” ” 84
French Cruiser Duguay-Trouin ” ” 86
Italian Torpedo Boat Destroyer Quintino Sella a ” ” 83
Spanish Flotilla Leader Churruca. (Sold to Argentina) .. 35 ¥y 44
Six Chilean Torpedo Boat Destroyers a es ” ” 46
New Argentine Destroyers ee is 2s . ” ” 60
French Flagship Le Motte Picquet . ” a ” ” 69
French Flotilla Leader Chacal Ae 2 ss re 72
French Torpedo Boat Destroyer Simoun .. . . ” ” 14
Italian Battleship Guilio Cesare ” ” 87
Diagrams showing positions of opposing Fleets at the Battle of Jutland
at stated hours during the Battle PA .. pages 94, 99, 100
Flying Boats Built by the Supermarine Aviotion Works,
Ltd., Southampton—
The Southampton, with two 450- BP: Napier: ‘Lion
Engines
The Southampton. The ‘ateweat service Flying Boat of facing page 102
the R.A.I’., showing the cockpits for Crew
The Swan, Twin Napier sanpuced Pommercial Flying
Boat %
The Southampton, with All-metal Duralucainy Hull
The Blackburn Tris, with three 700-:P: Rolls- Noyes
“Condor” Engines
The Blackburn fris in fight showing the positions of
the Crew .. . + tfacing page 106
The Short-Singapore, showing Nose. of Al- endlal Body. ¥
The Kingston Boat with All-metal Hull and two p Napier:
Lion Engines... . .
vi
LIST OF ILLUSTRATIONS.
Flying Boats Built by Short Bros. of Rochester—
All-metal Light Flying Boat, with two 7-h.p. Motor-
cycle Engines... ee
The Singapore—First British All. metal Boat to be
delivered to the Air Minigtry .. es
An F5 with All-metal Hull .
F 5 converted for apinmaerclal use .. . me
Largest and Fastest Motor Ship in Serv ice—Salurnia «. facing page
© (fact ng page
White Star Passenger Liner Laurentic ch ee os ” ”
Orient Liner Orford... Pe ” ”
Royal Mail Steam Packet Company's “Passenger Motor Liner Alcantara
facing page
Blue Star Passenger Liner Avila no a os i ” ”
Ile-de-France—The Largest Post-war Liner i a3 ” ”
Blue Star Refrigerated Cargo Steamer Stuartstar .. os ” ”
Cairn Cargo Liner Cairnesk .. “% ve ” ”
Wallsend-Sulzer Internal Combustion Engine for Motor Ship British
Union te é .. facing page
Diagram of water consiitaption of H. M. S. Nelson's Turbines... page
Comparison of Turning Moment Diagrams Cap Norte .. rece sp
Richardson, Westgarth's Double-acting Two-cycle Engine soo”
Holt Liner with Scott-Still Engines .. ae ee + facing page
The Port of Glasgow Harbour—
The Broomielaw, 1814 a 4 = oe ee
The Broomielaw, 1814 . 4s, w oe + \facing page
Glasgow Harbour, 1839 te i omer aes £3
Salmon Fishing on River at Gavan: 1840.
Plan of Glasgow Harbour, Upper and Lower Reaches .. pages 156,
Broomielaw with River Pleasure Steamers
Coasting Trade Berths ,
Prince’s Dock, View from West End ua a facing page
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SSEY’S NAVAL AND SHIPPING ANNUAL.
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CHAPTER IV.
DisTriBuTION OF THE Wortp's FLEETS.
TuErE have been no changes of any importance in the distribution
of the world’s navies, during the year. The British Fleet is still
in predominating strength in home waters and the Mediterranean :
the American Fleet completely dominates the western Atlantic and
the West Indies, whilst the Japancse Fleet retains its position in
Japanese waters.
A redistribution of the French Fleet has slightly altered the
position in the Mediterranean. By transferring the battleships
Voltaire, Condoreet and Diderot from the Atlantic to the
Mediterranean, the French have now concentrated the whole of
their battleship strength in southern waters. Their Atlantic fleet,
which has been strengthened by the 8,000-ton eruiscrs La Motte
Piquet, Duguay-Trouin and Primauguet, is now composed entirely
of cruisers and flotillas. This redistribution rather alters the relative
positions of the French and Italian fleets in the Mediterrancan.
All the available battleship forces of these two Mediterranean powers
are now based in the same waters, within operating distance of one
another. ‘The French battlefleet has a total combatant power of
194,476 tons, thirty 13-inch, and forty-eight 12-inch guns. The
Italian battleflect detailed in the appended table has a total com-
batant power of 108,430 tons and sixty-four 12-inch guns. The
Italian Government has not included the older battleships Napoli
and Roma in the Mediterranean fleet, and apparently do not intend
to incorporate them in their principal striking forces. In flotillas
the Italian fleet is slightly the stronger: the Italians possess two
cruisers, three leaders, and thirty-five destroyers, as against four
French leaders and twenty destroyers. The French flotillas are, in
a certain degree, compensated for their numerical inferiority by the
displacement and fighting strength of their new leaders.
In the Far Kast the Japancse Fleet has been temporarily weakened
by the withdrawal of the Yamashiro Fuso and Kirishima from active
service. ‘These ships are now being refitted with new anti-submarine
and anti-aircraft protection (see Brassey's ‘* Naval Annual,” 1927,
p. 284), and it will be some time before they are again upon the
active list of the Japanese Navy.
The distribution of British and foreign cruisers has hardly altered
during the year under review. Japanese cruiser strength in the
Far Kast has been slightly increased by the delivery and com-
pletion of the Furutaka and Kato (7,100-ton ships with six 8-inch
guns). The Natori is being repaired and the Sendai (also a 5,500-ton
55
56 BRASSEY’'S NAVAL AND SHIPPING ANNUAL.
ship with seven 5°5-inch guns) has been sent to the Yangtsi Kiange
together with the cruisers Tone, Yakumo, Yahagi, sixteen destroyers
and ten gunboats. A further squadron has been sent to Tontau,
comprising cruisers Tsushima and Hirato, with four destroyers. These
changes are, of course, necessitated by the situation in China. The
Yura, of the same class as the Natori, has been transferred from the
cruiser to the flotilla forces of the Japanese Navy.
The British cruiser position has been unaltered by any new
deliveries or redistributions. In home waters and the Mediterranean
our cruiser forces are considerably greater than those of France and
Italy. In the West Indies four British cruisers of 4,190 tons dis-
placement and one of 8,750 are confronted by the entire forces of the
American scouting fleet ; and five British cruisers are divided between
Aden and the Far East.
The redistribution of the French battlefleet is the most important
of the alterations that we have just brought under review. Since
the reduction of the world’s fleets by the Washington agreement,
naval authorities in every country have been inclined to concentrate
their main forces in home waters, and to reduce their naval squadrons
in more distant theatres as much as possible. The French naval
authorities, however, whilst retaining the bulk of their fleet in home
waters, hesitated to leave the protection of the Atlantic approach
routes solely to cruisers and flotillas, and allotted a squadron of
old pre-dreadnought battleships to the Atlantic, to serve as a support-
ing force to the light craft based on the Channel and in the Bay of
Biscay. The concentration of all the French battleship forces in
the Mediterranean is presumably the logical consequence of the
French desire to make the military communications between southern
France and northern Africa as secure as possible.
Tue Eprtors.
MEDITERRANEAN.
Great Brirarn. France. Iraty. Russta
(Black Sea),
Battleships: Warspite Provence C. di Cavour
Barham Bretagne A. Doria
Malaya Lorraine D. Alighieri
Valiant Paris C. Duilio
Resolution Jean Bart G. Cesare
Royal Oak Courbet,
Condorvet
Voltaire
Diderot
Cruisers : Frobisher Metz Ancona Komintern
Dane Strasbourg Venezia Chervonaya-
Dauntless Mulhouse Bari Ukrainia
Dragon Tigre *
Melbourne Leone *
Cardiff Primuda *
Calypso
Caradoc
Ceres
Concord
* Leaders.
DISTRIBUTION OF THE WORLD'S FLEETS.
MEDITERRANEAN (continued).
57
Grear Britain. | FRANCE. Tray. Russia.
(Black Sea.) _
Aircraft- Eagle _ — _
Carriers : {Hermes _ - _
Destroyers: Coventry (cruiser) | Tigre * Brindisi 6 boats
Montrose * Panthére * (cruiser)
Stuart * Chacal * Quarto (cruiser)
Keppel * Amiral Sénés # | Mirabello *
Broke * and 20 boate | Falco *
and 32 boats Riboty *
Pantera *
and 35 boats
Submarines: 6 boats 8 boats (with | 42 boats 5 boats
Fleet)
11 boats (Toulon)|
14 boats (Bizerta)
ATLANTIC, CHANNEL AND NORTH SEA.
Gaegat Barra. Unrrep States. Francr. GEBMaNy.
Atlantic Fleet Scouting Fleet
Battleships: Revenge Wyoming Schleswig-Holstein
Ramillies Arkansas Hannover
Royal Sovereign | New York { Schliesen
Iron Duke ¢ Utah Braunschweig
Benbow ¢ Florida {|
Marlborough Texas **
Emperor of India f}
Battle- Hood = =
Cruisers: | Repulse
Cruiser? Curacoa Richmond || Lamotte - Pic- | Hamburg
Caledon Marblehead || quet. Arkona
Cleopatra Trenton Duguay-Trouin| Amazone
Comus Memphis Prmauguet || | Emden
Milwaukee Léop:
Raleigh Lynx *
Cincinnati || Chacal *
Aircraft-
Carrier . Furious Wright t
Destroyers: Centaur (cruiser) | Concord (cruis«r)} 7 boats 11 boats
Wallace * and 38 boats
Campbell *
Mackay *
Bruce *,
and 24 boats
Submarines: 5 boats 28 boats 11 boats
NV. America and
W. Indies European Waters
Cruisers Calcutta Detroit
Capetown 6 destroyers
Constance
Curlew
Colombo
_—_—
* Leaders. + Aircraft-tender. } Reduced complements.
\| Temporarily on China Station.
| Being modernised.
** To be Fleet flagship.
58
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
BALTIC.
—_————
Russi. GERMANY, SwEDEN.
Battleships: Marat Elsass Sveriga
Paris Commune Hessen Gustaf V. §
Lothringen Manligheten §
Preussen Tapperheten §
Cruisers §.8.S.R. e | Medusa ‘as Fleming
Profintern Berlin
Sovnarkom Thetis
Nymphe
Destroyers : 15 boate 11 boats 2 boats
Submarines: 9 boats 10 boats
PACIFIC.
Great Britain. Unitep States. JAPAN.
China Fleet
Battleships: _ Texas (Fleet flag- | Nagato
ship) Mutsu
West Virginia Hyuga
Pennsylvania Ise
Oklahoma $ Hiyei ¢
Nevada } Kongo t
Arizona
New Mexico
Mississippi
Idaho
California
‘Tennessee
Maryland
Colorado
Cruisers : Hawkins Omaha Kinu
Carlisle Abukuma
Despatch Kuma
Durban Kako
Vindictive Furutaka
Naka
Yura
Jintzo
Destroyers: _ Decatur, *with 18 Yubari and Tatsutu
boats (cruisers), with 32
Litchtield,* with 18 destroyers
boats
Aircraft-carrier : Langley Akagi
Yura
Submarines : 12 boats Holland, with 36] Jirigei Chogei, with
boats
12 submarines
* Leaders. f Battle-cruisers,
¢ Being modernised.
§ Coast Defence Ships
DISTRIBUTION OF THE WORLD'S FLEETS.
Great Britain.
PACIFIC (continued).
UniIrTEp STaTEs.
59
Cruisers :
Destroyers :
New Zealand Squadron
Dunedin
Diomede
Philomel
Royal Australian Navy
Sydney
Adelaide
Brisbane
Delhi
Anzac,* with 11
destroyers
In Chinese Waters
Sendai
Tone
Yakumo
Yahagi
with 16 destroyers
and 10 gunboats
Tontaw
Tsushima
Hirato
with 4 destroyers
ee Se ee
* Leaders,
CHAPTER V.
THE GENEVA CONFERENCE (1927).
Tue Washington Treaty of 1922, which pledged the Great Powers
concerned to a specific relative strength * in capital ships (i.e.
battleships and battle-cruisers), stands as one of the milestones of
what may be called the diplomacy of conference. It marks some-
thing definitely achieved in the sphere of disarmament, and its
outlook and methods are peculiarly worthy of study if we are to
move further in the same direction. It left, however, a distinct
loophole in its deliberations. A definite proposal was presented by
America to limit the total tonnage of cruisers, flotilla leaders, and
destroyers to 450,000 tons for Great Britain and the United States,
but the discussion on submarines intervened, and out of its thorny
path there arose further difficulties relating to auxiliary craft, and
as it appeared impossible to reach a satisfactory solution, the question
of auxiliary craft was shelved, and the Conference contented itself
with accepting the President’s resolution to limit the size of the
individual cruiser. It was not to exceed 10,000 tons (10,160 tons
metric), nor carry a gun exceeding 8 inches (206 millimetres) in
calibre.t The question of cruiser tonnage was, therefore, never
really threshed out. Great Britain and Japan proceeded with a
modest programme of regular cruiser replacement, building cruisers
of 10,000 tons, armed with 8-inch guns. The United States “ marked
time” for a couple of years. In 1926, therefore, the number of
cruisers of all types built and building,} was—
Numbers. Tons.
British Empire . . . 1. 1 1 ee ee BB 380,670
United States. 2. 2. 1. 1. 1 we ee ee 40 334,560
PAPA ors tes om ot Uk ae Li Pee eh eG erg he 4B 289,701
Included in these figures the number of new 10,000 ton cruisers
was—
British Empire . . . . . . ~ . 11 building and 2 authorised.
Wily it 2A A ea chy et Mba see 2 building and 6 authorised.
Japan... . ww. + es) ~) «6 building and 4 projected.
Counting in terms of cruiser arithmetic, the ‘‘ Big Navy” party in
the States raised a cry for more cruisers. It was backed up by a
strong quota of Republicans, but President Coolidge, a fervent
economist, gave it no support. The Naval Appropriation Bill
* For British Empire, U.S.A., Japan, France, and Italy, a ratio of 5: 5:3: 1:5: 1°56.
Washington Conference, Cmd. 1627, 1922.
+ Ninth meeting, December 28, 1921, President’s resolution. Conference on
Limitation of Armaments, Washington, Congress, 1922, p. 578.
¢ “ Brassey,” 1927, p. 64.
60
(eem0g woe “PIT “OD P ONYA nung *f fq pauybua puv yng Bureg)
“LNAW3OV1dSIG SNOL 029'L ‘SHSAOULSSG ANILNSDYV MAN
THE GENEVA CONFERENCE (1927). 61
provided no money for the cruisers authorised two years before
in 1924. This made the Big Navy group feverish. Congress
supported the President, but in the Senate a vote was carried
for £240,000 as a first instalment for three. ‘he clash between
Senate and Congress was referred to a compromise committee, who
recommended the expenditure of an initial sum of £90,000.
Tue InviTaTION AND THE INITIAL PRoposALs.
President Coolidge then took another weapon from his consti-
tutional armoury, and on February 10, 1927, a note was despatched
to the Powers—Great Britain, France, Italy, and Japan—proposing
8 conference on the limitation of naval armaments. The spectre of
competitive building was to be laid once more by the spell of a
common denominator of naval strength and by the use of master
words like “ relativity ” and “ parity.” France and Italy sent a polite
refusal. France, not unmindful, perhaps, of passages at arms at
Washington, thought that the question of lighter craft affected the
smaller navies so closely that it could not be decided by the Great
Powers alone. Disarmament, too, she thought must be treated as
a whole, and must be attained by allotting to each Power a quota
of total tonnage to be distributed by each Power as it might see fit.
Italy replied in more general terms that the limitation of armaments
must be universal, and that her peculiar geographical situation made
it impossible for her to commit herself. There remained Great Britain
and Japan. They accepted, and the Conference met at Geneva
on June 20, 1927. Mr. Hugh Gibson, Minister at Brussels, was
the American representative; Mr. Bridgeman, First Lord of the
Admiralty, and Viscount Cecil represented Great Britain. As
technical advisers, the Admiralty sent the Deputy Chief of the Naval
Staff, Vice-Admiral Sir Irederic Field, and Admiral of the Fleet
Earl Jellicoe attended on behalf of New Zealand, armed with all the
experience gained as Commander-in-Chief of the Grand Fleet and
First Sea Lord during the Great War.
The main objects of the Conference, put forward by President
Coolidge, can be expressed in two words—Security and Economy.
Anything that might be interpreted as aggression was severely
repudiated. ‘‘ We have none of us the right to maintain a naval
force which would constitute a threat to any one of us.” The
proposals of the three Powers were presented. They were dis-
tinetly different.
Economy in naval armaments and the elimination of com-
petitive building may be sought in three ways—
(a) By a limitation of the size of the individual ship and the calibre of the gun
in each class.
(b) By a limitation of the total tonndge.
(c) By an extension of the age limit of the ship.
Great Britain sought it along the lines of (a) and (c). The
British proposals * were—
(1) To extend the life of the capital ship from 20 to 26 years.
* The Times, June 21, 1927.
62 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
(2) To fix the life of other vessels at (a) 8-inch gun cruisers, 24 years;
(b) destroyers, 20 years ; (c) submarines, 15 years.
(3) To reduce the size of future battleships from 35,000 to 30,000 tons.
(4) To reduce the size of the gun in battleships from 16-inch to 13-5-inch.
(5) Limitation of displacement of airship carriers to 25,000 tons in place of
27,000 tons.
(6) Reduction of gun in aircraft-carrier from 8-inch to 6-inch.
(7) Acceptance of existing ratio * of 6: 5:3 for cruisers of 10,000 tons displace-
ment carrying 8-inch guns.
(8) The number of larger cruisers to be the subject of further discussion.
(9) Limitation of 7,500 tons and a gun calibre of 6-inch to be placed on all future
light cruisers after the number of 10,000 ton cruisers had been decided on.
(10) Limitation of displacement: (a) destroyer leaders to 1,750 tons; (b) de-
stroyers to 1,400 tons.
(11) Guns in destroyers to be limited to 5-inch.
(12) Limitation of larger type of submarine to 1,600 tons and of smaller type to
600 tons, and armament of each to 5-inch guns.
There was nothing dramatic about these proposals, but they
were definite and practical. They were bound to result in a con-
siderable economy, for the extension of the age limit of battleships
from 20 to 26 years meant in itself that the replacement of our
battle fleet, instead of beginning in 1931, could be postponed till
1987.f ‘Ihe reduction of 5,000 tons in the size of the battleship
may not sound impressive, but it meant an economy of one million
pounds in each future ship of the class. One thing, too, is certain.
These proposals provided no foundation on which to rear a policy
of aggression, and could not possibly prejudice the security of any
of the three Powers.
The United States’ proposals were framed on different lines.
They proposed :—
(1) To apply the ratios and principles of the Washington Treaty to cruisers,
destroyers, and submarines.
- (2) To make any agreement concluded at Geneva co-terminous with the Washington
'reaty.
(3) That for the purpose of the future limitation of naval armaments, auxiliary
vessels be divided into four categories, three of which, namely cruixers, destroyers,
and submarines, shall be subject to limitation, and a fourth category of vessels of
negligible combatant value as follows: (a) cruiser class, surface naval combatant
vessels between 3,000 and 10,000 tons; (b) destroyer class, all surface naval com-
batant vessels between 600 and 3,0 tons with a speed greater than 17 knots; (c)
submarine class, all vessels designed to operate below the surface of the sea; (d) an
unrestricted class, of vessels of negligible combatant value, the detinition to be subject
to technical agreement.
(4) A limitation of tonnage in each class of auxiliary vessels on the basis of the
Washington ratio.
‘The tonnage allocation suggested as a basis was—
Tora, Tonnage Limitations,
Cruiser Class.
U.S. and British ih Pmpies eee ew ee. 250,000 to 300,000 tons.
Japan . . » . « « « « 150,000 to 180,000 tons.
Destroyer Class.
U.S. and British fears + + + 6 ee 4 © ©200,000 to 250,000 tons
Japan... soe ew ee) «120,000 to 150,000 tons.
* Le, Wi ashington Treaty ratio in capital ships.
t Under the W: ashington Treaty, the British Empire may lay down in 1931,
2 ships; in 1932, 2 ships; in 1933, 1 ship; in 1934, 2 ships; in 1935, 1 ship; in
1936, 2 ships.
THE GENEVA CONFERENCE (1927). 63
Submarine Class.
U.S. and British Empire. . . . . . ~ 60,000 to 90,000 tons,
Japan aM AoE Sd ecw Ye 36,000 to 54,000 tons.
Japan's proposals had the merit of simplicity and amounted
practically to accepting the present status quo on the basis of the
tonnages of the existing effective ships, taking into consideration
the tonnages of the ships authorised but not yet laid down, and of
the ships attaining age limit during the execution of the authorised
programmes.
Is Toran ToNNAGE A SOUND CRITERION OF STRENGTH ?
It was plain from the beginning that the basis of comparison
was different. The British were thinking in terms of detinite
categories of vessels and definite calibres of guns. The Americans
were thinking in terms of a figure of total tonnage. A word on
this point.
Is total tonnage a sound criterion of naval strength? It is
certainly the basis proposed in the French Preliminary Draft Treaty *
for the Limitation of Armaments, but Great Britain in her Draft
Treaty laid more stress on limiting the tonnage of individual ships
and the calibres of guns.f ‘The latter is certainly the more practical
line. Total tonnage is, no doubt, more elastic and leaves a wider
field for choice, but it is more exact to measure in terms of gun
calibres and units of a specified type. Professor P. J. Noel Baker
states clearly the objections against limitations by a total tonnage
of all classes of vessels taken together.t The objection is equally
applicable to total tonnage in any particular class, if there are different
categories of different strength within that class.
Tonnage may be a measure of general capacity, but in the end
of ends one does not fight with tonnage, but with guns. The
question then arises, ‘* Is total tonnage a sound criterion of parity ?”
It is true that the Preparatory Committee § proposed total tonnage
as a standard of comparison for naval armaments, but in practice
a battle fleet is judged by its gun-power and speed, and com-
parisons are framed in terms not merely of the main classes of
ships, such as battleship and cruiser, but in terms of different
categories of the same class such as armoured cruiser and light cruiser.
Houses are not compared in terms of cubic space, but in terms of
rooms, and a formula of parity will not be found in terms of total
tonnage alone. The Washington Treaty did, it is true, adopt
tonnage as a measure of battleship strength, but its ratio was confined
to a single class of ship—the battleship, and the total tonnage was
derived from a sum of tonnage of existing ships, built or building.
The final ratio of tonnage was a solid structure built up brick by
* March 22, 1927. League of Nations, (md. 2888, 1927, p. 16.
+ British Draft Convention, March 21, 1927, Cap. If1.; Idem. p. 11.
t ‘To allow complete liberty of action within a total tonnage limitation would
give great elasticity to the disarmament system, but it might also destroy the con-
fidence on which that system ought to rest.” Professor J. Noel Baker, ‘‘ Disarmament,”
1926, p. 201.
§ Preparatory Committee for Disarmament appointed by the Council of the
League of Nations, September 26, 1926.
64 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
brick out of definite ships named and scheduled. Mr. Hughes did
not concern himself with theoretically adequate navies, but with
concrete ships. His house was built on rock. The proposal made
by the United States at Geneva was on different lines. It consisted
of a blank frame of tonnage to be filled up in the future with an
unknown number of ships. It lacked the element of precision,
found at Washington, which must form the basis of any stable
comparison. At Washington the United States presented a concrete
proposition in terms of definite ships and ended with a table of ton-
nage. At Geneva America presented a frame of tonnage to be
filled with an indeterminate number of nebulous ships.
CoNSIDERATION oF CLass AND Function or Eacu Suir.
One of the lessons bequeathed by the Washington Conference
is the value and necessity of a separate consideration for each
class of ship. So far as naval armaments are concerned, not only
must each class and function be given separate consideration, but
in any particular class, ships differing widely in gun-power or other
qualities must be considered in separate categories.
It was on this point that a divergence of opinion arose. The
United States’ representatives stated that they were prepared to
limit further construction of cruisers within a total tonnage of
400,000 tons, but must be free to build 10,000-ton cruisers up to
250,000 tons. This meant, of course, 25 large 10,000-ton cruisers.
Now no one can doubt that the 10,000-ton cruiser, armed with
8-inch guns stands in a very different category from the cruiser of
7,500 tons with only 6-inch guns. In terms of tonnage the 10,000-ten
ship is only 4/3 times stronger than the smaller, and on this basis
four cruisers armed with 6-inch guns would be equal to three armed
with 8-inch guns. This may represent quantitative, but certainly
not qualitative, parity; for the superiority of the 8-inch gun in range
and penetration stands in a higher ratio than 4 to 8. If parity is
to be measured in terms of the capacity and gun-power of each
distinctive type, and not merely in terms of tonnage arithmetic,
then the only equivalent of 25 10,000-ton 8-inch gun cruisers is
25 cruisers of a similar type.
Tue Lines or DIVERGENCE.
This announcement of the United States made both Great
Britain and Japan look very blank. It shattered, for the moment,
all hopes of economy or of any cessation of building, for of 10,000-
ton cruisers, building, authorised, and projected, no power has 80
many as twenty-five.* Faced with this figure, Great Britain
endeavoured to reduce it to terms of a minimum and suggested
a figure of 15 10,000-ton cruisers. But America was not prepared
to state any definite number. She was thinking, not as at
Washington, in terms of existing ships, actually built and building,
* Great Britain has 14; United States, 8; Japan, 8. Return of Fleets, February,
1927, Cid. 23809.
i eet ee no ee ee
Eg fee a re ar rE ESR ee ee ee
winnie age Se eee ah tak
THE GENEVA CONFERENCE (1927). 65
to be replaced on definite scheduled dates, but in terms of some
‘future programme nebulous and undefined. Great Britain was
not prepared to consider a blank frame of tonnage, till she knew
the sort of ships that were to fill it. America maintained that
till the total tonnage was decided, nothing could be decided as
to the number of large cruisers. he attitude is not logical,
for one might as well say that till the cubic space of a house
is decided on, one cannot decide as to the size of the kitchen.
This refusal to be definite is all the more surprising as it runs
entirely counter not only to the policy adopted by Mr. Hughes
at Washington, but to the view taken by Mr. Gibson himself
earlier in the year (April, 1927) on the Preparatory Committee of
Disarmament, when he said, ‘‘ The maximum size of each category
should be prescribed, also the maximum calibre of gun, because we
are assured we cannot go far wrong if we deal with tangible and
visible characteristics rather than complicate the problem by dealing
with characteristics not openly visible.” But if, in order to be exact,
one must deal with the tangible and visible characteristics of vessels,
equally necessary must it be to state their number in tangible and
visible figures. This the American delegates would not or could not
do, and a friendly deadlock ensued.
Great Britarn’s TRADE PRorTEcTION.
It was left for Great Britain and Japan to figure out their cruiser
needs in terms of possible figures of 10,000 ton cruiser strength.
So far as numbers are concerned, data are not wanting. In August,
1914, Great Britain had built and building—
Tonnage
Tons. with Fleet.
Large Cruisers * (over 10,000 tons) ee aes | 486,700 52,800
Small Cruisers (under 10,000 tons)... «72 309,940 153,400
a total of 796,640 tons, of which 25 per cent. was attached to the
Fleet.
Patrolling on the trade routes and watching the focal points
of trade, eleven squadrons were required, mustering some forty-
two ships.t There was not one too many. In the long hunt
after the Emden from August to November, 1914, at least nine
cruisers were directly concerned.{ Nor would a system of convoy
mean any diminution in these numbers. Convoy is merely an
alternative method of production, economical certainly in coal
and fuel, but demanding just as many ships.§
* The Crescent and Edgar class have been included in small cruisers.
+ 4th Cruiser Squadron (Cradock), North Atlantic; 5th C.S. (Stoddart),
Canaries; 9th U.S. (De Robeck), Finisterre; 10th C.S. (De Chair), North Sea and
Atlantic; 11th ©.S. (Hornby), S.W. Ireland; 12th ©.S. (Wemyss), Channel; Ist
C.S. (Troubridge), Mediterranean ; China Squadron (Jerram); Kast Indies (Persse) ;
Cape (King Hall); Australia (Patey).
t Hampshire, Yarmouth, Minotaur, Melbourne, Sydney, Ibuki, Chikuma, Dupleix,
d@’ Iberville, also the Askold and Zhemchug.
§ For instance, a through cruiser convoy from Aden to Singapore would require
at least four cruisers to keep it running, and this would merely be the East Indies
Squadron in a different form.
F
66 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
One might go on to discuss cruiser strength in terms of trade
routes and of naval bases and of relative importance of cargoes, ©
but the trouble about such discussions is that they tend to go
round and round in endless circles. Each factor becomes contingent
on something else, and one loses sight of the starting-point and
stopping-point. One can wander for days in an endless maze of
technicalities, and then begin all over again with a comparison of
the 7-5-inch and the 7-6-inch gun. It was the virtue of Mr. Hughes
that he held the argument at Washington down to concrete terms.
He dealt with it, so to speak, empirically, in terms of existing
ships.
Tue Funcrion of British Cruisers.
At Washington, to use the words of a distinguished American
publicist, Great Britain looked destiny in the face and made a
gesture of self-denial.* But one cannot go on making these large
gestures of self-denial. It is the sea that unites the British
Empire, just as railways unite the United States. What railways
are to America, the sea is to us. And more. Our fvod is on
the sea. Coal is our only big asset of raw material, and we cannot
eat coal. Great Britain needs the large type of cruisers to stiffen
her cruiser squadrons, just as the large frigate and the 50-gun ship
were used in the past, and just as the armoured cruiser was used in
1914.
The suggestion that another Power needs a very much larger
number throws the cruiser problem out of equilibration, for before
small cruisers can disperse in order to exercise control of the seas,
one must release them from the menace of any stronger forces
which might break in on them. This was clearly demonstrated in
the case of the Gneisenau and Scharnhorst in November, 1914, whose
mere approach shook the whole of our system of trade protection.
It might appear that the principle of parity applied to battle-
ships, is equally applicable to cruisers. This is not the case. The
number of battleships is governed by the strength of the opposing
battle fleet. The number of eruisers depends on the work they have
to perform, and on the magnitude of the interests they have to defend
at sea. It is possible to arrive at a figure of what may be called
defensive parity as a basis of battleship strength, and it is possible
to arrive at a figure of parity for that portion of cruiser strength
whose work lies with the battle fleet.
The strength of the remainder is governed by various factors—
the length of trade routes, their relative importance, and their
vulnerability to attack. ‘lo a Power whose trade routes cover
the globe, and which is dependent on them for its daily bread, a
mere arithinetical parity in cruiser tunnage cannot represent @
standard of equivalent security. A castle standing on a plain
requires higher ramparts than one set on a height. That is
presumably why the cruiser question was left untouched at
Washington, and that is presumably why the United States request
* Mark Sullivan, “Great Adventure at Washington,” 1922, p. 118.
THE GENEVA CONFERENCE (1927). 67
for twenty-five large cruisers made Great Britain and Japan look
very blank.
The most certain road to economy, namely, a reduction in size
of battleships, America would not explore. No one will deny that
the 35,000-ton ship is enormously expensive, and one of the surest
approaches to economy, without any sacrifice of security, would be
found in a process of scaling it down. ‘This was one of Great Britain’s
principal proposals, but it never reached even the stage of
consideration.
Seconp Proposa.s.
Japan came to the rescue of the big cruiser question with a pro-
posal that the ratio of 10,000-ton cruisers should be limited to
12:12:8; that other cruisers were not to exceed 7,500 tons, and were
to be armed with nothing larger than the 6-inch gun. The British
delegates viewed it favourably. ‘hey returned to London and
were back at (reneva on July 28. Brietly Mr. Bridgeman proposed
@ proportion in 10,000-ton cruisers of 12:12:8, and a tonnage for
cruisers, destroyers, and submarines of 590,000 tons for the British
impire and United States, and 385,000 tons for Japan. In addi-
tion each Power could retain 25 per cent. of tonnage in cruisers over
age.* This meant a total maximum tonnage in cruisers and
destroyers of 647,500 tons,f and these figures were not acceptable
to America.
Mr. Gibson said he could not reconcile these figures with the
450,000 tons,f approved in principle by Karl Balfour at Washington
in 1921. ‘There was no need for him to try. In referring to
this figure, Karl Balfour, in the second plenary session, made the
following statement :—
Taking these two as really belonging to the same subject, namely, the battle ficet,
taking these two, the battleships themselves and the vessels auxiliary and necessary
to the battle fleet, we think that the proportion between the various countries is
acceptable ; we think the limitation of armaments is reasonable; we think it should
be accepted.§
Earl Balfour was evidently referring to the figure of 450,000 tons
as an acceptable figure “for vessels auxiliary and necessary to the
battle fleet.”
Earl Jellicoe put the case for cruisers cogently and clearly. For
fleet work, five cruisers would be required for every three capital
ships, which would absorb 25 cruisers in the case of fifteen capital
ships. For trade protection, the figure was placed at the low estimate
of 45, of which 12 would be refitting and refuelling at any time,
leaving 33 for the actual protection of trade, an equivalent of ‘one
single cruiser for every 2,500 miles of route. ‘They would not, of
* The Times, July 29, 1927.
t For cruisers, destroyers, and submarines, 590,000 tons; add 25 per cent.=
737,500 tons; subtract ),000 tons for submarines=647,509 tons. In 1927 the ton-
nage of British cruisers was 380,670 tons, and of destroyers 215,900 tons—a total of
596,570 tons.
3 The American proposal at Washington was for a total tonnage of cruisers,
flotilla leaders, and destroyers of 450,000 tons for Great Britain and the United States
and of 270,000 tons for Japan.
§ Conference on the Limitation of Armaments, Washington Congress, 1922, p. 102.
68 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
course, be scattered in about singly promiscuous units, but the figure
illustrates the pressing nature of the problem of trade defence.
Mr. Gibson was not, however, convinced. He made great play
with that hardworked word “ relativity,” and the idea that naval
power was relative, but where there are degrees of necessity, there
will be a greater relative necessity for trade protection. Shipping
is to the British Empire what the wheat and cotton crop is to
America.
Tue END oF THE CONFERENCE.
The Conference broke down. On August 14, it was stated that
sufficient funds for the six 10,000 ton cruisers that Congress asked
for last winter will be included in next year’s estimates. Motives
are more difficult to measure than ships. In the sphere of foreign
relations, the President is constantly opposed by the Senate. The
Senate was in favour of a big navy. The naval delegates, fully
conscious of this attitude, displayed no symptoms of any special
desire to reach an agreement. Any attempt to limit armaments
must start, as Mr. Hughes did, not with words like “ global”
tonnage, but with the names of ships, and a definite statement
of the number to be maintained in each distinctive class. If the
United States really desires economy, it will start too with a pro-
posal to “ scale down”’ battleships, where the idea of parity has
already been accepted. It may well be that the requirements and
commitments of various Powers are so divergent as to preclude the
possibility of arithmetical parity in a particular class. But that
does not preclude the possibility of some degree of certainty, and
certainty would bring economy in its train.
Mahan has gone, but his books remain. He did not deal in words
like ‘ global,” ** equitable relativity,” and “parity.” These are fine
words, but they were not successful at Geneva. Mahan was inclined
to see things as they are. “It would be,” he said, “a mistaken
policy for the United States to push Great Britain towards exhaustion
by an attempt to rival her in a degree of naval strength of which we
have no need, whereas her dependence upon it is vital and cannot
by her be neglected.” *
ALFRED C. Dewar,
Captain, R.N.
* « Naval Strategy,” 1911, p. 332,
Cpavhyooq yuaisoT 94) Ww YING)
“LNSW30V1dSIG SNOL 000'8 JO YASINYO ‘LANOOld SLLOW 37 dIHSOVIS HONSYS SHL
CHAPTER VI.
Frencu Nava Pouticy.
On 11th July, 1925, the President of the French Republic held a
naval review at Cherbourg. Certain newspapers stated that the fleet
shown to the President was a collection of antiques. This was,
indeed, true and everybody was asking what had happened to the
French Navy which in 1910 ranked second in the world. In that
same year, viz. 1925, a slanderous propaganda was carried on through-
out the world representing France as a nation with imperialistic
aims. The sea is the key to world power; we were accused of
wishing to place that key in our own pocket.
Less than two years afterwards a French naval division con-
sisting of entirely new ships visited Portsmouth. Both in
Portsmouth itself and in London the civil population vied with the
British sailors in their expressions of friendship, and the memory
of that welcome remains engraved in our hearts. In Great Britain
the evil propaganda has missed its mark ; the British people can see
the position clearly and they understand. Justly proud of their
glorious fleet, the British sailors, our brothers and allies, have
regarded in a friendly spirit the resurrection of the French Navy
worthy of that which they saw playing its part during the four years
of the Great War, 1914-1918, a war which would surely have been
lost without the efforts of the allied navies which kept open the
lines of communication across the seas.
Tue Frencu Navy 1n THE War.
The British sailor knows that next to his own fleet, it was ours
which played the most important part. They know that after
having assured the safe transport of our African troops in August,
1914, our Navy blockaded the Austrian fleet until Italy took
up arms with us. They know that by ourselves we carried the
entire Serbian army from Corfu to Salonica without the loss of
a single life. They have not forgotten that at the Dardanelles the
squadron of Guépratte fought in the same actions as the squadrons
of Robeck; that on the coast of Flanders our naval forces based
upon Dunkirk worked hand in hand with the British forces based
upon Dover to block the Straits. They are not ignorant of the
glorious réle which our ships played in 1915 when was repelled
the assault of the Turks against the Suez Canal. They will recall
the almost superhuman efforts of our light craft, our patrol vessels,
our trawlers and our seaplanes which, together with their own,
took part in the hunt for submarines from 1915 to 1918. They
89
70 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
know the extent of our losses ; 4 battleships, 5 cruisers, 15 torpedo
boats, and 14 submarines; 115,200 tons in all, without counting
the great number of trawlers which disappeared. And their feelings
of loyalty, their sense of justice is such that the British sailors
rejoice to see the renaissance of the French Navy which, when the
war was ended, was but the phantom of a naval force, a fleet worn
to the bone, the skeleton of a ficet.
It is necessary to repeat that the victory cost us our Navy. This
was merely because during the war, for the common good, we under-
took no naval construction, turning our dockyards into workshops
for the production of military equipment, gun carriages, munitions
of all kinds; and tanks required by the allied armies. But during all
this time, Great Britain, Italy, America, and Japan either made good
the losses which occurred in their fleets or actually augmented their
naval strength. France stopped the construction of five battleships
of the Normandie class, of which the strength would have been
equal to five Queen Ilizabeths or five Californias, and when peace
caine, our Navy did not contain one capital ship comparable to the
capital ships of the great naval powers. Our biggest guns, the
840mm. (13:4 in.) could not have fired at the range employed at
Jutland. Our newest cruisers dated from 1908. Not one of our
torpedo boats could with advantage be compared with foreign
torpedo boats. Our destroyers, designed before the war and worn
out throughout the war, did not count except on paper.
But, it will be said, did not France, thanks to M. Georges Leygues,
Minister of Marine after the Armistice, receive 4 cruisers, 9 torpedo
boats, and 10 submarines from Germany, 1 cruiser and 1 torpedo-
boat from Austria? But you will not pretend ships like these
were worn out at sea after the Central Powers had kept them
locked away in inaccessible hiding places. New ships indeed... .
Certainly the ships were new, and they formed at that time our
only light craft in good condition; but they were built for service
in the North Sea or the Adriatic, and they were not suitable for
eruises of long duration. Besides, they were built. with second
class materials and will be fit only for breaking-up between 1927
and 1932. This fleet, certainly of some value when received, is not
a force worthy of the dignity of France. Yor nations, as with men,
their needs are commensurate with their energy and their vitality.
Tus Principtes or French Navan Ponicy aFTER THE WaR.
The war over, the sea became far more than formerly the field
of international activitics. Fleets are a measure of the strength of
peoples. All the burning questions on land had been settled, and
the sea remained the only way by which one could hope to draw
from the victory and the heavy sacrifices which had been made,
the legitimate advantages which that victory allowed.
Then came the Washington Conference over which enough ink
has been spilt. I only ask: should we have been allotted only
175,000 tons of first class capital ships if we had gone to the Con-
ference with our five Normandies which, added to our three Bretagnes,
FRENCH NAVAL POLICY. 71
to our four Jean-Barts, and to our four Voltaires would have shown
860,000 tons of capital ships? Let us no more speak of battleships
since in @ generous and pacific spirit and to avoid a race in arma-
ments; which is one of the chief causes of wars, we have accepted
the proposed ratio on the formal condition that we retained
freedom of action to construct light craft, that is, naval units of
the type which is vital to us.
Lord Wester Wemyss, Admiral of the British Flect, after the
Washington Conference contributed to The Nineteenth Century
and After a masterly study of the naval situation. This was
reproduced in the Revue de Paris of 1st March, 1922, from which the
following passage is taken :—
As it is, France comes away from Washington with an unmerited reputation
of being unreasonable and reactionary. This is the debit side of her account,
against which she can show good reasons for reducing her expenditure on capital
ships and maintaining the right of taking such steps as she may deem necessary for
her own security, @ security she rightly believes to be that of Europe also.*
One need not say more than that.
But our security includes not only that of our own soil but also
that of our colonies. With a population of 50,000,000, our colonial
empire is the second largest in the world. Its twelve million square
kilometres are scattered all over the globe and are served by 80,000
miles of ocean highway. In our colonies, our ships ought to demon-
strate the force of the motherland, strong and ever ready. We have
interests everywhere and not a year passes but that at some point
or another in the world those interests are contested or attacked.
In 1926, it was necessary for us to put down the contraband traffic
in arms on the coast of Morocco; our sailors were compelled to
attack at Adajir; our naval flying corps furnished observation
and bombing squadrons for the troops which were engaged against
Abd-el-Krim. During the same year our naval division in the Far
East defended our concessions at Shanghai, Hankow and Canton,
protecting our nationals and securing the freedom of commerce on
the Yang-T’se-Kiang and the Si-Kiang. What would have become of
the lives of the French people in Shanghai and of our interests there
in 1927 if our ships had not joined with the other naval forces
which are showing to a China given over to anarchy that there
still exists a Europe that is watchful ?
Such is the usefulness of a Navy in times of peace. In times of
war, we ought to be strong enough on the sea to defend our shores
and those of our possessions in Africa against all possible landing
forces or surprise attacks. In the Mediterranean we ought to hold
firmly the triangle Marseilles-Oran-Bizerte which covers the
important north-south route between Marseilles and Algiers. This
route leads to our North African territory which is not merely a
colony or group of colonies the destiny of which can be decided
upon the battlefields of Europe. It is a reservoir of man-power
from which the flood added to the troops of France herself will
enable us to win our battles if, unfortunately, at some future time a
nation thirsting for conquest should attack us anew. In the event
* The Nineteenth Century and After, vol. 91, p. 410.
72 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
of so unjust an aggression, should we remain isolated ? I do not
think so. But do not let us forget that strong nations only ally
themselves to other strong nations, and France, deprived of a Navy
worthy of her, will be no better than a decadent nation, 8 useless
and unwanted encumbrance in the group of powers the task of
which is to ensure the equilibrium of the world.
Finally, our Navy ought to be capable of protecting our mer-
cantile fleet, which is the fourth largest in the world.
THE ProcraMME oF New ConstTRUCTION.
Before we broach the question of naval programmes, let us
again consider a passage from the article by Admiral Wemyss,
roferred to above.
Countries like England and France, with vast overseas possessions, have greater
naval responsibilities than others with no outlying territories; England, unlike any
other country, is entirely dependent upon the security of her sea communications
for the daily food of her millions; Japan, another island kingdom, shares the same
responsibilities, though in minor degree; whilst the United States, by virtue of
their geographical position, are freer from the menace of overseas attack than any
European country. In such circumstances it is obvious that the rates allotted to
capital ships cannot be applied to cruisers without disturbing the balance which
it is desired to establish.
In the years which immediately followed the war, the equilibrium
to which Lord Wester Wemyss referred was destroyed. France
lacked cruisers, light craft of all kinds, and submarines. She was in
this respect in a very sad situation relatively to foreign navies.
This position led M. Georges Leygues, the Minister of Marine, to
bring forward, in January 1920, his first post-war naval programme
which, spread over until 1932, will give us by that date a fleet of
modern vessels of medium and light tonnage, comprising :
9 light cruisers ; 3 of 8,000 tons and 6 of 10,000 tons.
21 torpedo boat destroyers of 2,400 and 2,700 tons.
36 torpedo boats of 1,500 tons.
2 submarine cruisers of 3,000 tons.
49 submarines of 600 to 1,500 tons.
4 submarine minelayers of 800 tons.
1 submarine depét ship.
1 cruiser aircraft carrier (Béarn).
1 aircraft carrier.
1 surface minelayer.
2 oil fuelling vessels, and
1 training cruiser.
making in all 128 vessels of over 300,000 tons displacement.
This is a very modest programme and represents a considerable
reduction of our fleet in comparison with the force at our disposal
in August 1914, at which time the programme decided upon in 1912
was very far from being fulfilled. This pre-war programme included
94 submarines. In spite of the lessons of the war, the present pro-
posals will give us only 91, 55 as given in the list above and 36 small
submarines for coast defence. In our new fleet the submarine
cruisers will be of similar construction to the British ‘¢ X” type or the
American “V” type; the four submarine minelayers will augment at
FRENCH NAVAL POLICY. 73
@ very opportune moment our very limited fleet of vessels of this
type. We have only provided for a single submarine depét ship
at a time when Great Britain already has eight, America the same
number, Japan and Italy two. Let us remember that as regards
battleships, the Washington agreement permitted us to build one in
1927. This has not yet been laid down, neither have we provided
for the replacement of the battleship France wrecked off Quiberon
in 1922. If anybody is still inclined to ascribe to us imperialistic
aims we can retort that a fleet of light vessels has never yet sufficed
to give supremacy at sea. Such a fleet always finds it necessary
to fly before the capital ships, which alone are capable of bringing
about a decisive victory. In any case, our battleships are obviously
inferior to those of other countries.
CARRYING OUT THE PROGRAMME.
The renewal of activity in our naval shipyards might have led
to serious difficulties. For eight years, four years of war and four
years of contemplation, we had not built a single warship. Our
naval construction service had become rusty. ‘I'he developments
of practical science had been so rapid that such a loss of contact
with actual construction could not but prove a serious handicap.
From 1914 to 1922 the war had led to the introduction of new types
of ships. Many of our technical ideas had been overthrown. It
no longer became a question of constructing vessels which were
developed directly from earlier types, as a Dreadnought of 29,000
tons is the natural descendant of a Dreadnought of 23,000 tons. It
was necessary for us to imagine, for every type of ship, the new
conditions, to pass in one step from the 40,000 h.p. of our pre-
war protected cruisers to the 100,000 h.p. of the Duguay-Trouin
(see Plate facing p. 86) based upon a tonnage of less than half ;
to jump from the 18,000 h.p. of our Bissons to the 80,000 h.p.
of our Simouns (see Plate facing p. 74). Other naval powers
had no experience like this, having developed their equipment
without a break. With us, everything had to be designed anew.
Another peril from which our Navy has often suffered also menaced
us: that was the instability of ministries and governments, which
often leads to the retardation and mutilation of naval programmes.
We have, however, got to work and all our difficulties have been
overcome. Our naval constructors have stepped nobly into the
breach. Naval experts from England, the Baltic, and the East,
have examined our new construction and have admired our work.
Many foreign naval powers have ordered from France torpedo boats
of the Simoun type and submarines of the Requin and Ondine types.
The programme is being carried out by instalments in accordance
with our budget resources. In spite of the fact that during 1925
alone there were three ministers in succession at the Rue Royale,
the proposals remained unaltered and nothing was retarded. M.
Raiberti, M. Bokanowski and M. Emile Borel have followed the prin-
ciples laid down in 1920 by M. Georges Leygues who, recalled in 1925
to the head of the Ministry of Marine, had himself the pleasure of
74 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
sending forth on cruises the first units of the programme which he had
framed. Under his vigorous, enlightened, and patriotic guidance
our new warships sailed forth so that our colours are now shown
freely to all the countries of the world as well as to all our colonies.
Tue Navat Arr Force.
Our naval air force is numerically very inferior to that of any of
the other maritime powers. At the end of 1927, the Italian Navy
will have 85 squadrons of aircraft while the French Navy will only
have 15. To obtain the same number as Italy, we should have to
wait until 1938. It is to be hoped that the rate of increase of our
naval air force will enable us to make up this deficiency by 1938.
M. Georges Leygues in 1926 undertook to reform our naval air
force, which every day occupies a more important place in our naval
policy as has been shown in Morocco and by the flight Paris-
Madagascar and back carried out by a machine under service con-
ditions. But, as was formerly the case with our ships, we were
about to build sample flying squadrons. Happily the proposal has
been simplified by the reduction in the number of types to be built.
Only three classes have been retained and towards these we shall
bend all our efforts. Further, the fighting service will have a power
of control which that service formerly lacked. A plan for the
progressive increase in the number of squadrons and for the
gradual establishment of bases where they can shelter and be
overhauled has been drawn up. ‘The cruiser aircraft carrier Bearn
has been completed.
Docxyarps.
An effort was made in 1926 to concentrate more effectively the
industrial power of our dockyards and to obtain real economics
without reducing the defensive forces of the country. The dock-
yard at Rochefort has been closed down. ‘Ihe dockyard at Lorient
now specialises in new construction.
In the north, the Navy has at Brest a great military port as
well as a dockyard for new construction; at Cherbourg a re-
victualling port and base, and at Lorient a naval shipyard. In the
Mediterranean the fleet can centre upon Toulon, a great military
port and naval base, and Bizerte, a victualling port and base.
Finally, Saigon with its reduced staff is a port for revictualling and
stores.
An Important REForM.
A decree, presented by M. Georges Leygues to the President of
the Republic and signed on 22nd April, 1927, completely transformed
our naval edifice. ‘his decree subordinates the administration
to the command and places the fighting forces in the front rank
on which will henceforth depend all those services indispensable
to their existence. Reversing the quip which has amused genera-
tions of sailors, it can now be said “ ‘he dockyards are made for the
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FRENCH NAVAL POLICY. 75
fleet and not the fleet for the dockyards.” In this way the military
chiefs can concentrate all their time on military problems, leaving
to the specialists and administrators the duty of giving to the
aforesaid chiefs the ways and means of executing them. Moreover,
the boards located at the rue Royale will only have the task
of general direction and higher control, while the services in the
dockyards and abroad have been given power of effective decision
for the actual carrying out work. This reform can be summarised
in three words : decentralisation, simplification, and acceleration.
Following the reform of the dockyards, the decree of 22nd April
laid down a new division of the coast into regions which replaced
the old maritime districts (arrondissements maritimes). ‘The
rapidity of modern methods of communication enables contact to
be maintained between tho outer services and the dockyards in
zones far greater than hitherto. For this reason the coastal areas
have been reduced to four, viz:
(1) From the Belgian frontier to Mont Saint-Michel.
(2) From Mont Saint-Michel to the frontier of Spain.
(3) From the frontier of Spain to the frontier of Italy.
(4) From Tripoli to Morocco.
These regions are placed under the military and administrative
authority of ‘ Préfets Maritimes.” The new arrangement has been
dictated by the necessity of concentrating the forces in such a way
as is already realised by most of the foreign naval powers.
PERSONNEL.
For a given tonnage in a fleet composed for the main part of
light vessels, the number of officers must be greater than in a fleet
composed mainly of ships of the line. The following table illus-
trates this assertion :
{ !
Number and type of ship. Tonnage (each). | Tonnage (total). | a of Omer,
i)
f
lLorraine . . 1. | 23,500 23,500 18 | 18
3 Duguay-Trouin offs 8,000 24,000 14 | 42
10 Tigre . 2,400 24,000 6 60
17 Bourrasque . . . 1,450 24,650 5 85
24 submarines (Ist cl.) . 1,000 24,000 3 72
40 submarines (2nd cl.) . 600 24,000 3 120
The number of officers fixed by the old law for a normal fleet,
a number which we have not even been able to reach with our
actual effectives, is so much more insufficient that, over and above
the personnel of our ships, we must provide 200 officers for the
naval air service.
Some welcome modifications of the conditions governing the
admission to the naval training colleges has yielded a notable increase
in the number of candidates. Certain improvements have also
been applied to the status of the ofticers. A Bill governing the list
76 BRASSEY'’S NAVAL AND SHIPPING ANNUAL.
of officers, corresponding as regards personnel to the statute govern-
ing the strength of the fleet, has been laid by M. Georges Leygues
on the table of the Chamber of Deputies. The Minister of Marine
brought forward at the same time a project for recruitment framed
to give the requisite number of petty officers and men. The whole
Navy awaits with impatience the adoption by Parliament of these
proposals which will mark the completion of our naval edifice. Any
delay in the organisation of the personnel must be greatly prejudicial
to the progress of the Navy.
Nevertheless, let me add, the placing into commission of the
new ships and the fact that the Minister is continually sending them
out on cruises has provided the best possible effect on the whole
personnel afloat. Enthusiasm, love of the sca and the spirit of adven-
ture are being awakened in all ranks. At home, there is growing up
a love of the calling of a sailor and an understanding of its grandcur.
ConcuusIon.
One of the characteristics of the French people is their sense of
that which is fair and reasonable. In naval matters France has
sought for a just policy. She has gone as far as is possible in the
limitation of her programme which has been fixed only after the
closest study of the strict requirements of her defence. To reduce
further would be to abdicate. The sea is an international domain
where we ought to play a réle in accordance with our traditions, with
our political and economic greatness, with the place which we have
achieved in the world as a result of the toil of generations which
have passed on and which the sacrifice of Frenchmen killed by our
enemies has entitled us to hold. Our present efforts will give us a
navy only just sutticient for our security and far too feeble to become
an instrument of domination. It will be capable of offering a real
and necessary support to the Great Powers who are desirous that
the equilibrium of the world for which they have paid so dearly
shall never be disturbed. The I'rench Navy is a guarantee of peace.
And if certain dangerous dreamers speak of pushing the hmita-
tion of naval armaments into the neighbourhood of disarmament,
it is necessary to recall to them that a day may come when the
hordes of Asia will flock towards Europe; then, the union of the
mighty navies of the Kuropean Powers will be called upon to turn
aside this immense wave of assault and to save the civilisation of
the West.
Pau CHack,
Captain, French Navy.
CHAPTER VII.
Tue Navat SiruaTIoN IN THE PaciFic.
AxrHoucH the subject under discussion is so vast and far-reaching
as to be well-nigh debatably inexhaustible, a somewhat limiting
brevity, imposed by inescapable editorial considerations, makes it
imperative that the writer be bluntly frank, and frankness, unaided
or unrelieved by explanatory references or textual embellishment,
has been known to breed controversy. Hence the writer, herewith
denying controversial intent, bespeaks the indulgence of those critics
who, themselves deeply cognisant of the intricacies of the subject,
may discern, as the discussion develops, a seemingly neglectful
attitude towards supporting fact.
Further, the writer is aware that certain of his statements
and deductions may be variously affected or modified, even before
they become available to the public for analysis and appraisement,
by treaty complications likely to be evolved at the tripartite naval
limitation conference at Geneva, in session at the time of writing,
and by possible political and military developments of relative
decisiveness in the internal conflict now being waged for the unified
control of China. While these factors need not be elaborated herein,
they cannot be wholly ignored.
The naval situation in the Pacific may be truthfully characterised
as in a state of flux. Giving only referential consideration to the
Pacific-bordering states of South America, and confining our study
to those Powers whose paramount interests centre upon national
security and trade development in the Western Pacitic, it is not
difficult to assign a status to each which indicates quite accurately
the extent of their naval strength or impotency in the general situa-
tion, and thus the magnitude of their possible contributions to the
social uplift, economic stabilisation and commercial development
of Eastern Asia, the simultaneous and peaceful consummation of
which is impatiently awaited by the world at large.
In the past quarter of a century a ripening industrialism, favour-
ably affected by a growing mutualism, has furnished civilisation
with wide-spread and particularly efficient methods of transportation
and communication, so much so that even the remotest sections
of the world have become areas of economic importance to hitherto
self-centred nations whose improved standards of living have
raised luxuries to a parity with staple necessities. Thus foreign
commerce, and its protection, meaning its uninterrupted and profit-
able continuance, has become the chief concomitant of national
security among the maritime powers, if not among all nations.
V7
78 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Curtna’s PLacE IN THE PROBLEM.
Modern machinery having increased the productive capacity of
the individual thirty to forty times, there is forced upon the industrial
maritime powers the further task of providing extensive markets
and erecting safeguards, both diplomatic and military, for their
maintenance and continued availability. China, scarcely touched
by industrialism, her population of 435,000,000 scantily supplied
with the barest necessities of life, is the greatest potential market
of the age, its capacity for commodity absorption decreasing or in-
creasing in exact ratio with China’s political stability. Without
contradiction, then, we may name China’s political rehabilitation,
domestic tranquillity, and trade expansion, under the conditions
of independence and self-respect, as major factors actuating the
diplomatic and operative phases of the present naval situation in
the Far East.
To participate in this immense and desirable Sino-outlander
adventure in commercial mutualism, presupposes that the powers
concerned are already possessed of those elements of sea power—
production, shipping, markets, colonies, and navy—without which
no appreciable or determining permanent contribution to the
gigantic enterprise can be made. On this basis we may at once
eliminate from the discussion proper all those powers signiticantly
weak in the elements cited, and concentrate upon those whose sea
power and avowed international policies identify them as the chief
actors in this greatest of industrial crusades, namely: The British
Commonwealth of Nations, Japan, the United States, and, because
of her interests in Indo-China, France.
China’s own contribution to her national stabilisation is of vital
importance, naturally, but how long, if ever, will it be before the
Kuomintang movement, saturated as it is by Soviet doctrines, by
Soviet Pan-Asiatic schemes of anti-Western industrialism, and by
native anti-forcign fanaticism, can rescue the Chinese millions
from banditry and political exploitation, shake off the growing
dominance of Soviet Russia, and establish a government capable
of consolidating its power over a united and tranquil China is a
conjectural riddle which time alone can solve.
A high official of the Chinese Embassy at Washington assured
the writer recently that the Kuomintang leaders “‘ will have the
situation well in hand by the end of the present year,” but after
even a casual reference to Chinese history, particularly since 1901,
it is evident that the Embassy ofticial was exercising a studied
optimism. Suffice it to say that, before China reaches a condition of
self-control permitting her nationals and her government to enter into
contracts and supporting treaties of mutual advantage with those
powers organised to supply her with commodities and equipment
required to promote her social and economic betterment, a veritable
miracle must be performed.
That such a miracle can be accomplished is not improbable,
but that it will require considerable time is a certainty. Meanwhile,
the Powers awaiting the issue must practice patience, forbearance,
THE NAVAL SITUATION IN THE PACIFIC. 79
and toleration, at the same time presenting a firm and united front
in demanding observance of those amenities for which international
law is the precedent.
The attendant international problems are acute, but are wholly
practical, and must not be complicated beyond practical solution
by the injection of sentimentality, inordinate ambitions or divided
council.
Soviet Russia.
Whatever obstacles the Chinese may place in the way of trade
advances by the Powers, it is a foregone conclusion that Soviet
Russia, more imperialistic and politically aggressive than ever
before in her history, fanatically radical, and diplomatically
treacherous, will pursue a policy of interference and discord-breeding
activity in China which will not be abandoned until the Soviet regimé
falls or the Red advance guards, political and military, are driven
back beyond the Siberian border by force of arms. Some day in the
dim future the Russian people will erect a government worthy of
their sober virtues and industrial genius, but while that day is
obscured by the night of intemperate and savage Sovietism,
catastrophe lurks in the background of Chinese affairs.
Considering these distressing Chinese conditions, and the certain
menace of Russia, it is not difficult to understand the nervous
apprehension of Japan, long since inoculated with the virus of
suspicion aroused by the expanding activities of the United States
in Far-Eastern affairs, and irritated by the rising power of the Austra-
lasian members of the British Commonwealth. Yet the Japanese
are literally swamped by natural advantages making for national
security and commercial leadership in the areas under discussion.
JAPAN, THE ARBITER OF Far-EasterRN DEstINIEs.
In reality new-comers among the powers, the Japanese are
favoured by “ beginner’s luck ”’ m every international diplomatic
or military clash even remotely affecting the Western Pacific. Not
to be outdone by nature in lavish gifts to Japan, Great Britain and
the United States, at the Washington Conference of 1921-1922,
actually pushed the Island Kingdom into the position of arbiter
of Far-Eastern destinies. This fateful gift may not prove to be
an unmixed blessing, for Japan is in danger of acquiring naval
indigestion. Determined to live up to the réle assumed and
assigned, her naval establishment has been increased until her
treasury is in difliculties.
It is patent that naval craft cannot be conjured into being by
a wave of the hand, that foresight impels constant replacement,
alteration, and reconditioning as a sound naval policy. But even
granting that Japan is faced with probable Russian aggression to-
ward Korea and adjacent Chinese territory, and that the change
of the last decade from agricultural and fishing industries to a nation-
wide mechanical industrialism has brought greater reliance on
80 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
imports than heretofore in Japanese history, one must reluctantly
admit that this economic sacrifice for naval expansion is a self-
imposed policy with something that seems to some to be more
than national security for its motive.
It is unlikely that Japan must alone bear the burden of halting
Russian advances in Manchuria. It is not logical to suppose that
the United Kingdom and the United States, signatories with Japan
to the “ Status Quo ”’ treaty of the Washington Conference, in which
the three Powers deny themselves the right to fortify further their
own insular naval bases in Far-Kasten waters, will look with com-
placency upon the establishment of naval bases on the shores of the
Yellow Sea by Russia or, may it not be said, by any other people.
It is inconceivable that Japan, build ancillary craft as she may,
can hope, in time of war, to protect her ocean-borne commerce
outside of those geographical limits, from the Equator to 55° North
Latitude, and from 117° to 175° East Longitude, which her present
Navy dominates.
Japan has no fear that the United Kingdom, her late ally, her
colleague of the League of Nations, and signatory with her to all
of the Washington Conference treaties, will precipitate any kind
of naval emergency not of Japan’s own seeking. Surely, if the
Netherlands with the enormously rich Dutch East Indies at stake,
can practically abolish naval force and trust to the United Kingdom
her trade and colonial protection, and if France can rely, as she
certainly does, on the same British sea power for the safety of her
interests in Indo-China, then Tokyo has every reason to place faith
in British goodwill and peaceful intent.
JAPANESE-UNITED States AND Bririso TRADE.
Nor has Japan the least fear that the United States will commit
the slightest act of aggression inimical to Japanese welfare and
‘security. In 1925, using the latest fiscal data available, Japan
imported from the United States—in cotton, lumber, iron and steel,
machinery, wheat, construction materials, automotive equipment,
and mineral oils, all essentials of basic character—goods amounting
to 664,992,000 yen, and exported to the United States—mainly
silk and silk fabrics, tea and cotton fabrics—commodities valued at
1,006,253,000 yen. This trade is more than one-quarter of Japan’s
imports and almost exactly half of her exports, As Japan’s trade,
imports and exports, with the British Commonwealth was
1,058,998,000 yen, in 1925, and such trade is as important to British
prosperity and public weal as to Japan’s, and a similar comity of
interests applies to Japanese-American trade, Tokyo is guaranteed
the co-operative protection of her trade, at least in all waters outside
of the geographical area just specified, by the navies of Great Britain
and the United States. For Japan, this is the acme of maritime
security.
Tus STRENGTH OF THE JAPANESE PosITION.
Geographically, the Japanese Empire is in a@ preferred position
for the defensive control of Western Pacific waters, and thus
THE NAVAL SITUATION IN THE PACIFIC. 81
dominates the coast of Asia from Hong-Kong to Kamchatka. A
scimitar-like barrier, 8,000 miles long, of large and small islands
sweeping from Formosa, the southern extremity, to the Kuriles and
Kamchatka on the north, shuts off habitable Siberia from the
Pacitic and makes the Okhotsk, Japan, Yellow, and East China seas
so many Japanese lakes. ‘The Sakhalin mines and oil wells are
Japan’s by cession and indemnity, Korea is hers by conquest and
annexation, and as additions to those seized by herself, the Russian
and German concessions of Manchuria and Eastern China fell into her
hands at the muzzle of her guns. Not a single port from Amoy to
Vladivostok, along the richest coast of Asia, can be reached without
a fight if Tokyo says, No!
As insular possessions, mostly secured by mandate at Versailles,
in 1919, Japan holds the southern archipelago of Bonin, and the
ez-German groups of the Ladrone, Pelew, Caroline, and Marshall
islands. These strategic colonies are interposed across the Pacific
trade routes extending east and west, to and from America, and north
and south from China and Japan to Australasia and the South Seas.
They also envelop American Guam and, as naval bases for cruiser,
submarine, and aircraft forces, threaten American Samoa, Hawaii
and the Philippines. Nor are they a source of unalloyed comfort
to the Dutch Kast Indies, Australia, or New Zealand.
In Japan proper, natural contiguration has provided ample
port facilities which have been improved by naval bases, ship-
building yards, and land fortifications. The development of mining
and transportation systems in Manchuria and Korea, and again in
Sakhalin, with huge manufacturing establishments at home, provide
for rapid and numerous replacements and additions to cruiser,
submarine, and aircraft forces, and the simultaneous construction
of a complete tactical squadron of capital ships. Facilities also
exist for munition production ; mines, torpedoes, bombs, small arms,
naval guns, artillery, gas, ammunition, and other ordnance material.
With ships of all classes now built, and with those under authorisa-
tion and appropriated for, Japan will have in full commission in
1931, when the second W ‘ashington Conference is due, 10 capital
ships, 2 aircraft carriers, twelve 10,000-ton cruisers, 17 light cruisers,
100 destroyers and leaders, 76 submarines, 40 of which will be fleet
types, 2 aircraft-tenders, and auxiliary craft including mine-layers,
mine-sweepers, repair ships, fuel ships, supply tenders, etc., and
an auxiliary merchant fleet of about 4,000,000 tons. The combatant
ships of this list are modern first-line ships only, second-line reserves
for coast defence purposes are not included.
Behind all this armada is a population of 80,704,800 disciplined,
industrious, courageous, Emperor-worshippers, controlled and
governed by a feudal hierarchy, while both rulers and people are
patriotic devotees of a tradition which assumes the racial superiority
of Japan above all other Asiatic peoples, and its equality with all
other civilised races throughout the world. Nor is a belief in the
invincibility of Japanese fighting prowess lacking, the humbling
of China, Russia, and Germany in the recent past, on land and sea,
has promoted that belief. Is it, then, a matter of surprise that we
G
82 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
find Japan with a large standing army and a huge reserve; with
her Navy manned at full war strength, supported by trained reserves
in great number ; and that Army and Navy aviation squadrons are
being multiplied with enthusiastic rapidity ? Is this great effort,
coupled with such strategic natural resources, suflicient to meet the
demands of Japan’s national security ? It would seem to the writer
that the answer is, Yes, particularly when it is remembered that
both the United Kingdom and the United States, with all their great
maritime resources, through the Washington Conference treaties,
are no less than virtual allies of Japan.
As one contemplates Japan’s extraordinary military and naval
development, the imperialistic character of her statemanship, and
recalls the suggestive belligerency of her ‘‘ Monroe Doctrine of the
East” and her somewhat sly action concerning the ‘‘ Twenty-one
Demands,” presented at Peking when her Western neighbours were
in a back-to-the-wall struggle on the other side of the world, one
cannot abandon the thought, however brutal it may seem, that
Tokyo intends to secure for her nationals the lion’s share of China’s
trade, if not the conqueror’s share of China’s territory. At all
events, in her own particular sphere of influence, the Western Pacitic,
Japan has built up a balanced and co-ordinated sea power, and is
strong in the elements required— production, shipping, markets,
colonies, and navy.
Tue Posirion oF THE FRENCH.
French trade with China may be considered negligible; the
same term must be applied to her naval strength in the Western
Pacific. Indo-China, however, France’s most important Far-
Eastern colony, maintains a large trade with Hong-Kong, with South
China, and furnishes Japan with increasing quantities of rice. Half
of Indo-China’s imports, quite naturally, come from France, but a
big volume comes from Singapore and British India. French
insular colonies in the South Seas, New Caledonia, part of the New
Hebrides, the Loyalty group, the Society and Austral Islands, and
the Tuamotu and Marquesas archipelagos, conduct their principal
trade with the United States.
These islands, provided with excellent harbours, are of strategical
importance to the United States because they are strung out along the
southern great circle trade route from the Pacific coast of America
to Australasia, British Malay, British India, the Philippines, and
China.
As the writer has elsewhere advocated, these ocean stepping-
stones should be secured by the United States through adjustments
of the French-American debt. With them in American hands,
the bulk of trade between the United States and Asia, should
emergency require, could be routed away from the northern great
circle route which, at its western end, passes along more than 1,500
miles of Japanese territory.
It has been noted that France is placing the burden of trade
and colonial protection for Indo-China upon the British. France
THE NAVAL SITUATION IN THE PACIFIC. 83
is chiefly concerned with developing her African empire, and watching
Italio-Balkan moves, and cannot spread her small naval force to
the far-off East without risking her critical interests in Europe and
Africa, and, at the same time, wasting her efforts in the Pacific.
Under these circumstances, France can play no direct part in the
drama of Chinese commercial development. She can, however,
become a most important factor therein, due to her strategic position
in the control of the imponderables which rest in the “ Treaty of
Mutual Guarantees ” and the ‘“ Protocol” of the League of Nations.
Tue Leacue or Nations.
Undoubtedly the League, as a whole, is more concerned with
problems regional to Europe than with those of Eastern Asia. But
the British Commonwealth of Nations, with France and her Middle-
Europe and Balkan allies, dominate the League. Japan is also a
League member, as is China. Among the powers herein considered,
the United States alone is a non-member of the League.
Should the race for Chinese trade bring disagreement among
the participants, to the point of reprisal, if not actual war, the
economic sanctions of the ''reaty of Mutual Guarantees might be
invoked by the League members. Should the power so moved
against be the United States, the ‘‘ Munroe Doctrine ’’ would become
an historical ‘‘ Humpty Dumpty,” for the majority of Latin-
American countries are members of the League of Nations and thus
would be put to the choice of withdrawing from the League or
abandoning trade with their northern neighbour. It is believed
that, under Kuropean pressure, they would adopt the latter
expediency.
Then, too, those European League members who together have
borrowed from the American Government, and its nationals, more
than $28,000,000,000 in the last ten years would be able to deal
their creditor a telling blow. The United States would have to
bear these conditions, or, single-handed, fight the world. Thus
the British Commonwealth and Japan, should they desire to use it,
have a most powerful and far-reaching economic weapon, in addition
to their naval power, with which to gain advantages in their com-
petition with America for Chinese trade.
Can BRITAIN ABANDON THE WESTERN PaciFic ?
Aside from her slight increase in naval forces in Chinese waters
to cope with anti-British and anti-forcign activities by Chinese
belligerents, Great Britain has practically abandoned the main-
tenance of a flect in the Western Pacific. The combined squadrons
of the United Kingdom, Australia, and New Zealand are little more
than a coastguard or revenue force. In the writer’s opinion, such
a small and widely-dispersed flect is a temptation to engage in
aggressive programmes by those who are imbued with ulterior motives
in Asiatic affairs.
But those who would gather comfort and false security from
84 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
the seeming British retreat from the Western Pacific, should not
place too much confidence in that retreat as an indication of per-
manent British policy. The Washington 5-5-8 treaty reduced the
British Navy to a point where it cannot provide, at one and the same
time, well-rounded fleets for home ports, the Mediterrancan, and the
Far East. Hence the concentration in home waters, and at Malta.
However, the annihilation of the German Navy, and the reduced
strength of those of France and Italy, makes the British Navy of
the moment stronger than any combination of naval forces that
Europe can possibly muster.
Under such circumstances, should an emergency arise, Great
Britain can send to Western Pacific waters such a fleet, with such
merchant auxiliaries and supporting troops, that even Japan must
pause before adopting a course of action which would precipitate
a collision therewith. Even although the British Commonwealth
did ratify the Washington “Status Quo” treaty precluding further
increases in fortifications among its colonial and mandated Far-
Eastern insular holdings, including Hong-Kong, harbours at Singa-
pore, Australasia, and innumerable South Sea archipelagos, are
sufficient to afford base facilities for trade protection and for naval
operations off the China east coast. However, nothing but inspired
sagacity and self-sacrificing action will suflice for British success in
a major naval campaign in the Western Pacitic.
Those who have scouted the sincerity of Great Britain’s naval
reduction, and who, in her insistence on changes in cruiser tonnage
of individual ships, on the abolishment of submarines or their material
restrictions in size and numbers, and the reduction of auxiliary-ship
ordnance from 8-inch to 6-inch calibres, as, at the time of writing,
she is doing at the tripartite conference at Geneva, profess to see
still further indications of pertidious British diplomacy, should
remember that Great Britain was not coerced at Washington, that
she voluntarily reduced her mighty fleets, and deliberately agreed
to accept a parity in naval strength with the United States, and while
that parity was contined to capital ships and aircraft carriers, it was
extended in principle to all auxiliaries. And this agreement replaced
a British imperial policy, centuries old, which hitherto had embraced
the “ two-power ” standard of naval equality.
Further, notwithstanding the fact that Great Britain has a
strategically complete scries of fortified naval bases and repair
and fuel stations from Gibraltar to Singapore, immense dominions
with natural harbours and supply facilities of ample proportions on
both sides of the Pacitic, and the largest supporting merchant
marine in the world, the fact remains that she must now enter into
a major and costly war to regain that dominance of the Western
Pacific which, prior to the Washington Conference, she could main-
tain by a mere show of her overwhelming naval force. ‘Those who
cannot see in this voluntary curtailment of naval dominance on the
part of Great Britain a real and costly contribution to permanent
world peace, and a policy of “ live-and-let-live” with respect to
trade development in China, are indeed blind.
To desert the Atlantic and the Mediterranean for the Western
Pacific by moving the main fleets of her Navy, would be strategically
THE NAVAL SITUATION IN THE PACIFIC. 85
disadvantageous for Great Britain. Partial relief from such a course
may be secured by increased naval building programmes on the
part of the dominions bordering on the Pacific, namely, Canada,
New Zealand, Australia, and British India. Small building
programmes covering cruisers and other light craft are now being
pursued by these dominions, but they promise insignificant forces
for the tasks before them. ‘Thus while the British Commonwealth
is strong in the Pacific as far as the first four elements of sea power,
production, shipping, markets, and colonies, are concerned, it is in
reality weak in the prime element, the navy, the strengthening of
which, under present conditions, acts to weaken British naval
strength in the Mediterranean and on the Atlantic, where it must
ever remain preponderent.
PLEA FoR AN ANGLO-AMERICAN RAPPROCHEMENT.
As for the United States, the 5-5-8 and “ Status Quo ”’ treaties
placed her in an unenviable position as a factor in Western Pacific
affairs, particularly so should her insistence on the “‘ Open Door
to China” involve actual warfare. Under the terms of those
treaties, the United States Fleet, without a single completed base
in the Pacific at its command, lacking in cruisers and fleet submarines,
is tied to the partly fortified Pearl Harbour station at Hawaii, 4,685
miles from the vital Panama Canal, 2,100 miles from the nearest
dry dock at San Francisco, 5,000 miles from Manila, and 5,600 miles
from Hong-Kong. What a sacrifice on the altar of World-Peace,
for in 1921 the United States was building for the naval supremacy
of the Seven Seas !
Samoa, Guam, and the Philippines cannot be defended by the
treaty-bound naval force now existing. Moreover, by 1931, when
eight 10,000-ton cruisers are supposed to be completed and in
commission, together with ten 7,500-ton light cruisers, ten fleet
submarines, and one 6,500,0U0-cubic-foot rigid airship for scouting
purposes, and the defences of Pearl Harbour and the Canal Zone
are completed, the American Fleet will still be unable to operate
in Western Pacitic waters on anything like even terms against such
an adversary as Japan. If, as frequently stated, the Washington
Conference was designed to give Japan the mastery of the Western
Pacific, it was eminently successful as far as interference by the
United States is concerned.
Consider these facts: The United States has a continental
population of 117,000,000, 62 per cent. of all the English-speakers
in the world; her ocean-borne domestic commerce, coastal and
inter-coastal, but all high-seas traflic, is valued at $15,000,000,000
annually ; her foreign ocean-borne commerce, 76 per cent. carried
in foreign bottoms, is rated at an annual value of about
$10,000,000,000 ;_ her national wealth is estimated to be not less
than $400,000,000,000 ; her colonial possessions are unfortified,
menaced by foreign bases well-fortified, and the largest and richest
are beyond the cruising radius of her Fleet, and that Fleet is un-
balanced in every respect, being nothing more than ‘* back-bone ”’
86 BRASSEY’S NAVAL AND SHIPPING ANNUAL
and “eyes,” that is, capital ships and destroyers; and the only
adequate naval bases and yards available in case of hostilities in the
Western Pacitic are from 10,000 to 15.000 miles away on the North
Atlantic coast. Even those are covered by British naval bases at
Halifax, Bermuda, and Jamaica. The United States is colossal in
production and markets, but weak in shipping, colonies, and navy.
Taking a broad view then, an accurate estimate of the naval status
of the four powers most concerned in the future trade of the Chinese
Republic may be stated thus: Japan, in a dominating and com-
paratively secure position ; The British Commonwealth of Nations,
in a good strategical position, but tactically critical; The United
States, both strategically and tactically precarious ; and France,
hopelessly outclassed.
If, at the Washington Conference, Great Britain and the United
States had in mind a policy which called for the naval expansion of
Japan, to enable that Kingdom to forestall or check Russian
ambitions in Manchuria without involving themselves, they made a
grave diplomatic and naval mistake ; if they honestly believed that
Japan needed the relatively enormous naval establishment she now
possesses, merely for her national sccurity and trade protection,
they made an equally grave diplomatic and naval mistake ; for, in
either case, they have now to face the fact that Japan is the keeper
of the “ Open Door,” and if Tokyo decrees its closure, nothing less
than a major naval war will force it open. Any further reductions
in British and American naval forces, relative to Japan, or any
further delay by those English-speaking powers in completing
Pacific naval bases as permitted by the “Status Quo” treaty, in
the writer’s opinion, may be considered as a betrayal of the English-
speaking people, as an abandonment of the Chinese Republic to
Japanese exploitation and conquest, and as a menace to the peace
of the world.
The present naval situation in the Pacific is the most convincing
argument for an Anglo-American rapprochement of the most
cohesive and co-operative character, that London and Washington
have ever had forced upon their diplomatic consciences.
CuirrorD ALBION TINKER,
Lieut.-Commander, U.S.N.
“LNAW3OV1dSIG: SNOL 966'6L ‘AYVS3O ONIN dIHSSTLLVa NVITVLI
CHAPTER VIII.
Some ReFLEcTIONS UPON WaRrsuIPs.
Tue first requisite in a battleship is that she shall be fit to fight.
As visibility at sea is subject to frequent and even sudden variation,
her armament must be designed to enable her to do this at long
ranges and also at close quarters; under modern conditions close
quarters is any range up to from 8,000 to 10,000 yards.
The guns for the former range are not the same as those for the
latter. Thecloser the range the greater opportunity for “ spotting,”
and therefore for accuracy and rapidity of fire. The smaller the
gun the more rapid the “ fire.” The size of the gun, therefore, for
close range is governed by two qualities: (1) Rapidity of fire;
(2) Power to cause material damage to the enemy in a short space
of time, for poor visibility involves brief and constantly interrupted
actions. On the other hand, with good visibility Action can be
continuous, and may be opened at extreme ranges; but “ spot-
ting” is more difficult, and the “‘ fire” therefore less accurate and
consequently slower. Hence the gun for long ranges is governed
chiefly by two other qualities: (1) Accuracy inherent in itself and
its design ; (2) Power to cripple the enemy with few blows. There
are admirably clever and many ingenious aids to long-range firing
which add greatly to the powers of the officer using modern arma-
ments, but finally it is accurate knowledge as to where his shot
falls which governs his success. “‘ Spotting,” as it is called—that
is, marking the fall of the shot,—is therefore the one real essential
in both cases, be the range far or near.
Tue Brst Sizk oF Gun ror A Bartthesuip ?
Throughout the history of the use of guns for warfare at sea,
this question of the best size of gun for the battleship has been under
discussion. As human power of gun construction has developed
the question has become more and more acute, and at the same
time less and less determinate, sometimes opinion and consequent
construction turning to big guns alone with disregard of close action,
sometimes turning back to armaments intended to be suitable for
both conditions. It is evident from the recent production of the
Nelson and the Rodney that opinion in England now holds to the
big-gun theory, and so strongly that she has gone to the extreme
limit of human power in the satisfactory construction of a big gun.
It is true that these vessels also carry smaller guns, but their purpose
is against torpedo craft.
Experience in recent warfare is chiefly against the big-gun theory,
87
88 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
for at the opening of the Jutland fight the German battle cruisers
with 11-inch guns destroyed two 12-inch-gun ships and one 18-5-inch-
gun ship in a moment by finding their weak spots ; another 13-5-inch-
gun ship had a near escape from the same fate. At the Falkland
Islands, two 12-inch-gun ships destroyed in two and a half hours
two 8-inch-gun ships by the scientific application of the theory upon
which the 12-inch-gun ships were built. That theory is that you
must keep out of the range of the smaller gun and avoid being hit
by the enemy while you hit him yourself. A theory, humanly
speaking, not applicable at Jutland, and not applicable anywhere
for long because of the exhaustion of ammunition. Had Sturdee
been forced to encounter the next day two more 8-inch-gun ships
he might for this reason have had to avoid them altogether; and
yet had he closed to within the range of the 8-inch gun on the day
of action, the Invincible might have disappeared at the Falkland
Islands instead of at Jutland, and her consort also. However
excellent as a theory, in the continuous practice of war you cannot,
in fact, fight and run away at the same time.
The circumstances of recent war have clearly been against the
big gun theory; but supposing they had been otherwise, that the
battleships at Jutland had met earlier in the day, that the atmo-
sphere at the outset had been clear and remained so however many
guns were fired to foul it, it is conceivable under such special
circumstances that the theory would have had some real evidence
to support it. And this, perhaps, is what has induced Great Britain
to spend thirteen millions sterling upon the production of two battle-
ships demonstrating the very latest that British Naval construction
has evolved in the combination of theory and practice in a vast
warship.
Upon these questions it may be well to quote a few reflections
made by a recognised authority.*
At what range ought we to be prepared to fight 2? At any range, since circumstances
or the enemy may deprive us of the choice.
We must neither be out-ranged at long distances nor overwhelmed by a volume
of fire at decisive ranges.
Men shake their heads at the awe-inspiring sight of the effect produced by the
large shell and pass by that due to the small one.
The principle of accuracy in its present development is a peace product, and is
based upon the idea that one side can always control the range against the will of the
other. which is not true.
Whether speeds be equal or unequal, neither side can take position against the
enemy's will on the bow of the other with all guns in action. ‘The attempt can always
be frustrated by standing on or turning off. ;
When two flects once get into parallel lines the only plan is to fight it out broadside
to broadside.
The best-armed fleet will be that which carries the largest number of the smallest
guns that will do the work.
The peace-tried principle of accuracy tends to destroy the war-tried principle
of numbers.
The truth of these quotations is of such ethical and even obvious
nature that it is well to remember that, although they are eternal
* These quotations are from Admiral Sir Reginald Custance’s Paper, read before
the Institution of Naval Architects in March 1912, entitled “* Some Military Principles
which Bear on Warship Design.”
SOME REFLECTIONS UPON WARSHIPS. 89
facts, they were but small rocks in the full flood of the tide of the
great Dreadnought revolution sweeping over them when written. In
the last utterance is seen what is happening now, and the result of
that happening must be, by reason of the Washington Agreement
of 1921, that Great Britain, ere many years have elapsed, will have
very few battleships but immense ones. And this fact alone will
render Great Britain powerless to protect the British Empire.
Dreadnought-building has, in truth, corrupted the naval sense of
England, for although in a battleship her first requisite is fitness for
battle, whatever her design, yet “ many services are demanded from
her, of which distribution of force is no less important than the
power of concentrating for attack.” *
Orner BatriEsuie ATTRIBUTES: END-ON Fire.
Apart from the size and quality of the gun armaments of England’s
latest battleships, they have other qualities which are also open to
professional criticism. Why is thought still expended upon arrang-
ing for “ end-on fire,’’ when no example of it has ever taken place
in war, when no practice for it is ever given in peace time, and when
academical examination upon a maneuvring Board proves it to
be theoretically and fundamentally impracticable? To drop that
uscless property from the battleship design might lead to simplifying
it and making easier the naval architect’s task.
Torprpo-TuBrs In BatrLEsuirs,
Is there a single recorded instance of a battleship firing a torpedo
in action, successful or otherwise? Except in the ’seventies of the
last century, when the Shah, really a frigate fighting as a battleship,
fired an ineffective torpedo at the Peruvian ironclad Huasear ?
When fired they may easily be a source of danger to consorts-in-
the-line, if they happen to go wrong as they still sometimes do ; and
from the range at which a battleship has to fire them they are not
in the least weapons of precision. And yet, in our latest battleships
we not only still have torpedo-tubes, but we have returned to the
long-condemned habit of putting them in the bows of the ship,
although not actually in her stem. Here, again, what an advantage
and simplification for the naval constructor if he knows that in the
building of a battleship he need not give her this weapon!
The torpedo has, by its immense inerease in speed and range,
greatly changed from its original character, and notice should be
taken of the fact that when it was given to battleships it was essen-
tially a weapon of precision for use at the close ranges at which the
battleships themselves were intended to fight. It is still a weapon
of precision at close ranges, and much greater precision than formerly,
and at night, used by fast surface craft, is deadly. It is now a weapon
of imprecision also, and is then effective in another sense if fired in
great numbers, but this, generally speaking, can only usefully be done
* Sir William White, former Chief Constructor of the Na) from a paper read
at New York before the Society of Naval Architects and Marine Engineers, November
1910.
90 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
by a squadron of light vessels or submarines. It is no longer a
battleship weapon, but a danger giving complication and encum-
brance to her.
SPEED IN BaTTLEsHIPs.
‘ What is the reason for the perpetual striving after great speed
in battleships? The addition of a knot or two of speed adds not
at all to the requisite first required of her—that she should be fit to
fight—for with an enemy intending to fight her she can gain no
advantage with it.
Strategically speed in battleships within reasonable limits is a
necessary qualification, but it will not give you the advantage given
by a well-organised cruiser and look-out force. Moreover, it is
governed largely by radius of action, and by homogeneity of speeds
in the vessels composing a battleship force.
CRUISERS.
There is evidence in the modern cruiser of the same constricting
effect of the belief in material rather than in men: of the same power
of awe-inspiring matter over mind that governs the modern battle-
ship. The chief requisites for a cruiser in the modern sense of the
vessel are two: (1) hat she should be fit to serve as a ‘‘ scout,” or
as a “look-out” for a fleet ; (2) That she should be able to protect
a convoy. The qualities for the one are not those for the other;
in the first case she should never fight unless she is forced to by
& paramount duty of obtaining information, and in the second she
must be prepared to defend her convoy. ‘I'wo requisites they must
have in common, seaworthincss and radius of action; but in all else
they differ, and so much so that we see in the old wars two-deckers
accompanying far-sailing convoys, and in the last war divisions of
battleships shepherding large convoys across the North Sea.
The ten-thousand-ton cruiser of to-day seems to be an attempt
to provide a vessel that will answer both purposes, for she is designed
to carry heavy guns and have great speed ; but it may be that she
is but another forced product, like our latest battleships, of the
Washington Agreement of 1921. When this plan of international
agreement of navies ceases, and Great Britain returns to the habit
of thinking for herself of what vessels she needs for her duties at sea,
as France and Italy do modestly now, there will be some danger of
her really not knowing what she does need, from lack of practice.
She is certainly not likely to have them when the plan ceases, and
the longer it lasts the more difficult and costly it will be to obtain
them.
Licut Cruisers.
Warfare in the North Sea produced latterly a very eflicient type
of light cruiser. She carried her guns high, they were on the centre
line, she had a good torpedo armament, she was fast, and on the
whole she was seaworthy. Her radius of action was not great, and
her crew spaces cramped, but these were of no serious import then,
as in that particular war the opportunities for re-fuelling and for
SOME REFLECTIONS UPON WARSHIPS. 91
relaxation of the crews were frequent. The general design of this
class has been continued in post-war vessels; whether their sea-
keeping qualities, radius of action, and crew space are now suitable
to their far extended duties is not known to the writer.
Hui Desens.
It seems doubtful if the hull designs of present-day warships are
the last word in that science. The larger the ship the drier she should
be, especially if she is mechanically propelled, and perhaps Great
Britain’s later battleships are drier than most of those of the Great
War period—wallowing in the pouring floods of the North Sea gales
—but size is not everything in this respect, and it will not serve as
a well-shaped hull will serve you. The experimental tanks from
which much information for hull design is received are of unques-
tionable value, but it is possible to place too much reliance upon
laboratory experiments, and when it comes to the matter of
carrying great, and massed, weights at sea the problem is of great
complication.
There seem to be two main desires nowadays for all sea-going
ships, warships or otherwise ; the first that they should be fast, the
second that they should be dry. In warships the second is sacrified
to the first. Is it not possible to have both qualities? Is a bow
like the point of a needle, or, better said, like the edge of a razor, the
only design that will give speed to the hull? Racing yachts do not
have them, their bows are more like spoons than razors, and yet
they lift themselves with infinite grace and speed over the waves.
Certainly the torpedo goes entirely under water and not partly above
it, but it will be remembered that its first, almost miraculous, increase
of speed in its early days was gained solely by the substitution of a
blunt round nose instead of a needle-pointed one. In motion,
whether under or over the water, you must lift your weights or the
waters will drown you, and the shape of your bow alone is the first,
the greatest servant for this all-conquering need. ‘‘ But one object
there still is which I never pass without the renewed wonder of
childhood, and that is the bow of a boat . . . the sum of navigation
is in that.” *
CoxcLusion.
It is not awe-inspiring material that Great Britain needs at sea,
but men. She lives by the sea; it is seamen of all other men that
she needs, and as war is always possible those seamen must be made
fit for its eventualities. The sea alone will make them fit. Give
them ships in sufficient numbers and of reasonable qualities and
present knowledge, to enable them to work together and to learn
together about the sea in peace and war, and you may abandon at
once and for ever this fierce haste and perpetual rivalry for the pos-
session of terrific, and to the uninitiated terrifying, war monsters.
D. R. L. Nicnotson,
Admiral, R.N. (Retd.).
* Ruskin, “ Harbours of England.”
CHAPTER IX.
Tue Battie or Jutnanp: Facts versus Fiction.
In that portion of ‘ The World Crisis, 1916-18 ” recently published,
which deals with the Battle of Jutland, Mr. Winston Churchill
offers somewhat severe criticisms in regard to the strategy and
tactics employed during May 31 and June 1, 1916, by portions
of the British Vleet. In particular, he criticises severely the Com-
mander-in-Chief, Admiral Jellicoe, and the Rear- Admiral Commanding
the Fifth Battle Squadron, Admiral Evan-'homas. My object now
is to show just where and how these criticisms are at fault.
Two important factors, weather and underwater attack, are, if
not ignored, given insufticient prominence; whereas these factors,
and especially the former, ruled the situation at Jutland. At no
time after the arrival on the scene of the British Battle Fleet was
the average visibility more than about 11,000 yards, and the Com-
mander-in-Chief’s view was limited to that extent. Yet Mr. Churchill
bases his criticisms on the situation as depicted in diagrams made
without regard to weather conditions.
It is now known that there were no submarines in the vicinity,
but there was every reason, before the action, to believe that they
would be used by the enemy, and this belief was strengthened during
the action by categorical reports of submarines sighted being made
to the Commander-in-Chief every few minutes.
Mr. Churchill refers to the advantages which would haye followed
a decisive defeat of the German Fleet. Unlike some writers, he does
not extravagantly assert that such a defeat would have ended the
war there and then or have prevented the subsequent intensive
submarine warfare against our merchant vessels, but he does state
that: “It would have brought the entry of the Baltie into im-
mediate practical possibility.” With the menace of the German
High Sea Vleet removed, it is true there would have been more
favourable opportunities for the Russian Fleet to harass the trade
between Germany and the neutral countries bordering on that sea.
This inconvenience—it cannot be considered a serious menace—to
German trade could have been dealt with in the Baltic by the use
of light craft and submarines. ‘lhe entrance to the Baltic, if we
except the Kiel Canal, consists of three intricate. narrow channels,
and unless Germany had paid strict regard to the laws governing
neutral waters, the passage of surface craft, especially capital ships,
by any of these channels could have been prevented by the use of
mines, submarines, or torpedoes from shore stations. Germany did
not require the aid of capital ships to render all these dithcult
92
THE BATTLE OF JUTLAND: FACTS ¥. FICTION. 93
channels impassable for big ships. On the other hand, Mr. Churchill
rightly refers to the disastrous consequences to Britain and her Allies
which would immediately have followed a decisive British defeat,
and in this connection points out the enormous responsibility of the
British Commander-in-Chief.
Tue Batrie Orpers.
The criticisms made in regard to Admiral Jellicoe’s Battle Orders
are, of necessity, merely general criticisms, and, without referring
to clauses in these secret Battle Orders, these criticisms cannot be
answered satisfactorily. Mr. Churchill states: ‘‘ Everything,” it
is said, ‘‘ was centralised in the flagship, and all initiative, except in
avoiding torpedo attack, was denied to the leaders of squadrons and
divisions” ; and again, ‘“‘. . . Jellicoe’s system denied initiative.”
We are told in the British Official History that the Fifth Battle
Squadron was detinitely given the function of a“ free wing squadron”;
this alone is a contradiction of Mr. Churchill’s statement. The
majority of senior ofticers who served in the Grand Fleet would join
issue with him in his reading of the Battle Orders, and would dis-
agree with the statement that initiative was denied to leaders. It
is common knowledge that, in a tactical sense, Admiral Jellicoe’s
Battle Orders were not altered by his successors.
Tue Denay oF THE 5TH BatTLE SquaDRON.
Blame is attributed to Admiral Evan-Thomas, whose flag was
in the Barham, for the Fifth Battle Squadron not being in a position
to support the battle cruisers when the action opened at 8.45 p.m.
Mr. Churchill states :
At 2.32 the Lion, having already warned her consorts by signal of her intentions,
turned about again, and increasing her speed to 22 knots set off in pursuit. . . . But
the Fifth Battle Squadron, 44 miles astern, continued to carry out the previous
instructions, and for eight minutes steered in exactly the opposite direction. . . . The
result, however, of his (Admiral Evan-Thomas) eight minutes’ delay in turning was
inexorably to keep him and his tremendous guns out of action for the first most
critical and most fatal half-hour, and even thereafter to keep him at extreme range.
In regard to the first portion of the above extract, the facts have
been misrepresented by the author. It is true that a preparatory
signal was made from the Lion, and received in the Barham, which
indicated that course would shortly be altered to $.S.E., but the
Lion turned to this new course without ensuring that the executive
signal to turn was also received. ‘This executive signal was made
by flags which could not be distinguished by the Barham, at the
distance at which she had been stationed, and no attempt was made,
in the Lion, to repeat it by other recognised means. That the signal
had not been immediately seen in the Barham should have been
patent to those responsible in the Lion, because it was not ‘‘answered.””
Responsibility for the reception of the signal rested with Admiral
Beatty and his staff, and with no one else.
In regard to the latter portion of the extract quoted. the failure
to ensure the reception of the signal to turn was only a contributory
>>
94 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
cause of the delay in bringing the Fifth Battle Squadron into action,
as will be shown later. Meanwhile, we must follow Mr. Churchill’s
Natru) = G1234
to arguments as to the
methods open to Ad-
MILES Py
miral Beatty whereby
STHBS. this delay could have
ov aa been avoided. He
200B.0.S. edsesoa at says:
gears - |
“°° LION | . . was Admiral Beatty
/ 1 right to turn instantly in
vA acid | pursuit of the enemy?
/ / Ought he not first to have
/ / closed on the Fifth Battle
Fi s Ry / Squadron and turned his
/ ee / whole ten great ships to-
/ Ax) / gether? To this question
/ -& / the answer seems clear. It
/ & Py is the duty of a commander
/ ww &/ whenever possible to con-
/ +7, SY centrate a superior force for
Ee eY battle. But Beatty's six
/ sor” battle-cruisers were in
J oe uae themselves superior in
a \ ea numbers, speed and gun-
(eS eee =, fae power to the whole of the
German battle-cruisers. . ..
OIAGRAM N21. The issue for the British
Admiral was not therefore
DISPOSITION ORDERED BY SIGNAL whether: to concentrate (a
AT [.30PM. superior force or not, but
whether, having
N.(TRUE) concentrated a
superior force, to
steam for six
01234 10 miles away from
— ~ the enemy in
MILES order to concen-
trate an over-
whelming force
”
+ 5THB.S. FF rene > -
. ENEMY IN SIGHT These ar.
+ + ona guments are,
J wee ue: apparently,
Liont + intended to
+ =
$ dispose of all
’ adverse criti-
cism of Ad-
‘ miral Beatty's
responsibility
t & for the delay
+ Ro 4
a in concentra-
s aw tion: some
DIAGRAM N22
ENEMY REPORTED IN SIGHT
one must be
to blame,
so Admiral
Evan-Thomas is piloried. The actual and fundamental cause of the
delay is, however, lightly touched on by the author when he says,
THE BATTLE OF JUTLAND: FACTS JV. FICTION. 95
later : “ It would, however, no doubt have been better if the original
cruising formation of the battle-cruisers and the Fifth Battle
Squadron had been more compact.” This extract indicates that,
although he lays the blame on Admiral Evan-Thomas alone, Mr.
Churchill is not unconscious that Admiral Beatty was at fault.
The vital importance of a concentration of forces was not over-
looked by Mr. Churchill when, in criticising Admiral Craddock, in
a former volume, he wrote: ‘ The first rule of war is to concentrate
superior strength for decisive action and to avoid division of forces
or engaging in detail.”
ADMIRAL BEatty’s RESPONSIBILITY.
The actual facts are these: At 10.10 a.m. the Fifth Battle
Squadron was ordered to take station on a compass bearing N.W.,
distant five miles from the Lion, and the cruiser screen was spread
to the south-east. Admiral Beatty, therefore, expected and had
stationed his cruisers for a meeting with the enemy to the south-
eastward, yet he stationed his slowest and strongest ships to the
north-westward, where they would be delayed in coming into action
if the enemy was sighted in the anticipated direction. At 1.80 p.m.
the line of direction of the cruiser screen was altered, and the Fifth
Battle Squadron was stationed N.N.W. from the Lion, again in a
direction opposite to that in which the enemy was expected.
Diagram No. 1, on page 94, shows the disposition of the forces as
ordered at 1.30 p.m., and it indicates, approximately, the arc guarded
by the screen and, therefore, the arc in which it was then anticipated
that the enemy would most probably be sighted.
Diagram No. 2, on page 94, shows the position at the time the
enemy was first sighted; the whole force having just previously
been ordered to alter course to the northward to close the battle
fleet.
The fundamental cause of the delay in bringing the Fifth Battle
Squadron into action was the disposition ordered by Admiral Beatty,
and further delay was caused by the failure to pass the executive
signal to the Barham. When the enemy was first sighted, or five
minutes later when the preparatory signal for the alteration of
course was made, much delay in concentration would have been
avoided had the well-known signal “ Close” been sent to the Fifth
Battle Squadron. Had this obvious action been taken the distance
between the two squadrons would have been rapidly diminishing,
instead of increasing, at the time the Lion made the executive signal
to turn, which was twelve minutes after the enemy was first sighted.
A mass of evidence, both British and German, has been available
for some years past in regard to the gunnery etticiency of our ships
during the battle, and the damage inflicted on the enemy during the
various phases of the battle. The publication of the German
Official History not only confirmed but amplified this evidence.
Mr. Churchill, it is evident, is not unaware of this, as we find him
remarking on the entry of the Fifth Battle Squadron into the action
in these words: “The influence of this intervention, tardy but
96 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
timely, is somewhat lightly treated by the British Official Narrative.
It receives the fullest testimony in the German accounts.” Yet
he gives the battle-cruisers the credit due to the l'ifth Battle Squadron
when, after mentioning, without adverse comment, the loss of the
Indefatigable and Queen Mary (a loss which would probably not
have occurred if our forees had been concentrated before the com-
mencement of the action), he says: “ As the action proceeded, the
British battle-cruisers, although reduced to an inferiority in numbers,
began to assert an ascendency over the enemy. Their guns became
increasingly effective, and they themselves received no further serious
injury.” Again: “In this phase of the action, which is called
‘the run to the north,’ firing was continued by the battle-cruisers
on both sides.’’ No mention here of the Fifth Battle Squadron !
It was not the guns of the battle-cruisers which “ began to assert
an ascendency,” but those of Admiral Kvan-'homas’ squadron,
one of the best shooting squadrons in the Grand Fleet. During the
run to the north, it is true our battle-cruisers received ‘‘ no further
serious injury,” partly because the enemy battle-cruisers were being
hotly engaged by the two leading ships of the Vifth Battle Squadron
and partly because Admiral Beatty lost touch with the enemy, and
for a considerable period no firing was taking place in our battle-
cruiser squadrons, nor were they being fired at. That the gunnery
efliciency of our battle-cruisers left much to be desired is clear from
the following published evidence, which was available to the author
of“ The World Crisis.” Adiniral von Hipper, commanding the First
Scouting Group, referred in his report to the inaccurate shooting of
our battle-cruisers, and compared it most unfavourably with that of all
our battleships, including the Fifth BattleSquadron.* ‘The gunnery
officer of the Lutzow, Commander Paschen, states: ‘‘ Neither Lion
nor Princess Royal hit us once bet ween 4.2 and 5.23 p.m. ; their total
hits were three in 95 minutes.” ¢ A close study of all the evidence
available, including the German Official History, makes it abundantly
clear that, before the Fifth Battle Squadron reached effective range,
little damage had been received by the enemy from guntire, except
from that of Queen Mary, which ship appears to have scored more
hits than her consorts in the short time available before her regret-
table loss.
Tns DEPLOYMENT.
To form a battle fleet into line of battle—or in other words to
deploy—before reliable information of the position of the opposing
force is obtained is unsound; an early deployment on reliable
information is sound. Mr. Churchill has not omitted to consider
this axiom; he says: ‘To deploy correctly accurate and instan-
taneous information of the position of the hostile fleet is all-
important.” Having explained to his readers the undeniable fact
that accurate information is essential and having endeavoured to
establish the belief that such information was, in fact, given to the
Commander-in-Chief, he continues: “There is no ground for
* “The Fighting Forces, January,” 1927, p. 556.
ft RUS. Journal, No. 485, p. 34.
THE BATTLE OF JUTLAND: FACTS V. FICTION. 97
criticising the Lion for not transmitting signals from the light
cruisers. . . . The duty of clinging to the German High Sea Fleet
and continually reporting its whereabouts by wireless . . . belonged,
in the first instance, to the light cruisers.” If the above means
anything, it means that continuous and reliable information was
not given to the Commander-in-Chief, and that for this omission
the Lion has been unjustly criticised. There is, of course, no
ground for criticising the Lion for not transmitting signals made by
other ships, and no such criticism has, it is believed, ever been made.
It would be unnecessary, and add to congestion, if messages made,
in the first instance, to the Commander-in-Chief, were transmitted
again later by another ship. On the other hand, there is ground
for criticising the Lion for not having performed the primary duty
of advanced forces, which is to locate the enemy battle fleet and,
having done so, keep in touch and give the Commander-in-Chief
frequent and reliable information of its position and movements.
Mr. Churchill lays this duty on the light cruisers, and exonerates
Admiral Beatty for having lost touch. If we admit that Mr.
Churchill’s opinion is correct, we must also admit that battle-cruisers
are unnecessary as a fleet unit, the main object of the combination
of speed and power in battle-cruisers is to enable these vessels to
pierce the light cruiser screen of the enemy, ascertain the where-
abouts of his battle fleet, and keep touch with it.
In regard to the actual method of deployment, although he has
said that accurate information of the position of the hostile fleet is
all-important, and has implied that this was lacking, yet Mr. Churchill
treats this manceuvre somewhat in the nature of a geometric problem,
and does not give sufficient weight to the conditions of visibility.
Diagram No. 8, on page 99, shows the actual relative positions
of the main fleets at the moment the Commander-in-Chief received
definite news of the position of the enemy battle fleet. The approxi-
mate range of visibility from the Iron Duke is also indicated. One
minute later, and not one moment too soon, was the signal to form
line of battle made. One minute in which to form a decision on which
depended the fate of Great Britain and her Allies !
There were three ways to deploy ; on the starboard wing column,
on the port wing column, and, by a somewhat complicated manceuvre,
on the centre column. Mr. Churchill states that :, ‘‘ Our present
knowledge leads to the conclusion that he (Jellicoe) could have
deployed on the starboard wing without misadventure.” But he
advocates deployment on a centre column, and gives a diagram to
illustrate his arguments. This is a clumsy and complicated mancuvre
at best of times and one which, undoubtedly, does not commend
itself when the fleets are at such close quarters as was the case at
Jutland. The German Official History is very definite that the
deployment as executed was the most advantageous to us, and
that a deployment on the starboard wing column would have placed
our fleet in the position most acceptable to the Germans. Whether
we treat the deployment as a geometric problem, or whether we
consider it from the view-point of the Commander-in-Chief at the
time, we must admit that, as ordered by Admiral Jellicoe, it attained
H
98 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
for our fleet a position of immense tactical and strategical advantage,
and no other method could have attained a more favourable position.
This is shown in Diagram No.4, on the opposite page, which depicts
the position of the main fleets eleven minutes after deployment com-
menced. The manceuvre, as ordered, was understood by the whole
fleet, it enabled us to cross the enemy’s “'T'” and placed our main
force between the enemy and his base. A deployment which
achieved these results is above adverse criticism.
TURNING AWAY FROM TORPEDOES
When describing Admiral Scheer’s first retreat, at 6.85 p.m.,
Mr. Churchill states : ‘‘ Jellicoe, threatened by the torpedo stream,
turned away according to his long resolved policy. . . .”; and again:
“ Between 6.0 and 7.30 the German flotillas had delivered no fewer
than seven attacks on the British battle fleet. . . . Jellicoe turned
his battleships away on each occasion.” Little need be said of this,
except that the above quotations lend themselves to flat contra-
diction. Mr. Churchill is not here expressing his opinion, but
making statements, and there is not one particle of evidence to
support these statements. Admiral Jellicoe did not turn away from
any torpedo attack, or for any other purpose, at 6.385 p.m. He did
turn his fleet away for the purpose of countering a torpedo attack
at about 7.22 p.m., and this was the one occasion during the battle
when he made use of this manceuvre—a manceuvre, moreover, which
had been concurred in beforehand by all flag officers, and one which
was used on a number of occasions by other admirals, both British
and German.
Tus “ Fottow Me” Signa.
When dealing with that phase of the battle after the second
retreat of the German Fleet, and all firing between capital ships had,
for the time, ceased, Mr. Churchill writes :
Beatty, however, still sought to renew the action . . . and at 7.47 sent the much
discussed message to the Commander-in-Chief, ‘Submit that the van of the battleships
follow me; we can then cut off the enemy’s flect.” . . . Where was the van of our
battle fleet ? . . . A quarter of an hour was allowed to pass after Jellicoe received
Beatty’s signal before he sent the necessary order. . . . Vice-Admiral Jerram com-
manding that (the van) squadron did not increase his speed. . . . He merely held on
his course. . . . Thus the Lion and her consorts were alone in the last as in the first
encounter of great ships at Jutland... .
Space will not admit of a detailed review of the circumstances
which surrounded this meaningless and unnecessary signal; Mr.
Churchill’s remarks, quoted above, will therefore be dealt with
seriatim. The time of origin of the message was 7.50, not 7.47.
The wording of the signal is not accurately quoted. ‘‘ Where was
the van of our battle fleet?’ A reference to the plans published
in the Official History would have shown Mr. Churchill that the van,
at this time, was astern of, and steering approximately the same
course as, the battle-cruisers and was nearer the enemy than was the
Lion.
This cypher message, which was received in the Iron Duke at
99
THE BATTLE OF JUTLAND: FACTS V. FICTION.
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7.54, could not have been read by Admiral Jellicoe before 8 p.m.
at the earliest, and at 8.7 the King George V. had received orders to
follow the battle-cruisers. A quarter of an hour was not, therefore,
“allowed to pass.” By the time the order was received, the van,
in fact the whole of our battle fleet, had altered course to west, to
close the enemy. Admiral Jerram could not know the whereabouts
of the battle-cruisers. They could not be to starboard of him; any
alteration to port would have led him farther from the enemy, so
he did the best possible thing and continued his course.
Tue NicHT oF THE ACTION.
Many arguments are used by Mr. Churchill to show that Admiral
Jellicoe, should, in
Hors Recr. cb the first place, have
a) realised that the
£ Horns Reef channel
Me was the most pro-
bable one for Ad-
miral Scheer to
select for his return
to harbour; and,
; in the second place,
k= that he should have
° 10 20 dismissed as im-
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route. He criticises
Admiral Jellicoe for
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Pr the situation made
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ormation he re.
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2 tion at his disposal,
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? appreciation was
made by any other flag officer present. After mentioning that the
Germans had “ swept three broad channels: one to the north by
the Horns Reef, one rather more in the centre by Heligoland, and
one to the south by the Ems river,” he continues, “Sir John
Jellicoe therefore had on his chart all three passages open to Admiral
Scheer marked out before him.” He claims to have obtained his
Srp
THE BATTLE OF JUTLAND: FACTS’. FICTION.” “101
facts from the ‘‘ Narrative of the Battle of Jutland ” (published by
the Stationery Office in 1924), but that publication, when referring
to the German swept channels, states that ‘only their general
direction had been communicated to the Commander-in-Chief in
May 1916; it is not now possible to gauge what reliance could be
placed upon the information at that time.” What authority,
therefore, has Mr. Churchill for stating that the swept passages
were ‘‘ marked out” before Admiral Jellicoe ?
Diagram No. 5 shows the main German swept channels, but only
the “ general direction” of these channels had been communicated
to Admiral Jellicoe. The position of the outer ends of the channels
being, apparently, uncertain. It will be seen, therefore, that there
were three channels (marked X, Y, and Z on Diagram No. 5), the
extent of which was not definitely known to the Commander-in-
Chief. This fact is, however, ignored by Mr. Churchill when forming
his criticisms.
Criticism of the tactics and strategy of the Battle of Jutland, or
any other battle, are justified if the true facts, and all the facts, are
considered when forming a judgment. In his account of the battle
Mr. Churchill is not, however, impartial in his rendering of the facts.
With the publication of the German Official History, all the facts
connected with the battle became known, and there can be no valid
excuse for the many misrepresentations of fact which occur in the
account of the battle in ‘‘ The World Crisis, 1916-18.”
J. BE. T. Harper,
Rear-Admiral, R.N.
CHAPTER X.
Fiyrne-Boats 1n EmMpirE DEreNcE AND COMMUNICATIONS.
THE past year has witnessed so many notable ocean flights that it is
impossible, notwithstanding mishaps, to deny the influence that
aircraft will exert in the future upon naval warfare and maritime
communications. The fact that non-stop flights have been made
from America to Europe and America to Hawaii. shows that the
greatest limitation from which aircraft have suffered in the past
when required to operate over the sea, viz.: restricted radius of
action, is now rapidly disappearing. Successive annual displays by
the Royal Air Force at Hendon Aerodrome, have also been striking
indications of the great progress which has been made during the
past few years in the science and practice of aerial navigation.
It is to the sea and sea power that the British Empire owes its
being and continued existence ; therefore, it is only common logic
to conclude that marine aircraft are of possibly greater importance
to British aviation than are land-going types. Despite this
apparently obvious fact, flying-boats—which may be regarded as
the true type of marine aircraft—have received but lukewarm
attention in Great Britain for either naval or commercial purposes
since the advent to power of the Air Ministry.
Instead, British post-war aviation policy has followed Con-
tinental lines and, except for the numerically insignificant Fleet
Air Arm and two coastal reconnaissance flights, one composed
of six flying-boats and the other of six twin-tloat seaplanes, the
Royal Air Force may be regarded as essentially a land arm. In
like manner, except for a bi-weckly service of flying-boats between
Southampton and Guernsey, the British Mercantile Air Service is
also land-going.
Surely, fora maritime Empire this is, to put it mildly, an unsatis-
factory state of affairs. The fact is that the Air Ministry devotes
itself mainly to the subject of Home Defence against hostile aircraft.
Admittedly this subject is of the utmost importance to the nation,
but of equal, if not greater, importance is the defence of ocean trade
routes upon which Great Britain is dependent for food supplies. It
is possible that in any future war Great Britain may not be exposed
to attack from the air. At the same time it is practically certain
that the Empire sea communications will be exposed to commerce
raiders. For this reason, it is essential that the Navy should be
maintained at the highest pitch of efficiency, which is impossible so
long as naval aviation is separately administered.
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FLYING-BOATS IN EMPIRE DEFENCE AND COMMUNICATIONS. 103
Lanp versus SEA PLANES.
During the war 1914-18, flying-boats, which were then in their
early stages of development, accounted for a number of enemy
submarines, constantly harassed these commerce raiders and never
lost a single ship while escorting convoys. ‘Thus, there is a precedent
which shows that flying-boats.can be employed with the utmost
effect for the protection of seaborne commerce. For this reason
they are as essential to Imperial defence as are the single-seater fighter
and bombing acroplanes of the home defence air force, which receive
prior consideration at the Air Ministry.
Marine and land aviation present two wholly different problems,
and as the Air Ministry have scarcely made a success of the former,
a distinctly strong case can be made out in favour of handing back
the control of naval aviation to the Admiralty who were responsible
for the early development of flying-boats, seaplanes, and deck-landing
aeroplanes. This would leave the Air Ministry free to devote its
entire energy to home defence and independent air commands such
as Iraq, while the Admiralty would have undivided control over
all matters affecting sea warfare. Despite official apathy, certain of
our aircraft constructors have maintained their faith in the flying-
boat since the Armistice, with the result that, although the flying-
boat branch of the R.A.F. is so small, it is, nevertheless, equipped
with extremely efficient machines, There are also some very
promising British experimental flying-boats.
Possibly the best method of indicating the capabilities of flying-
boats for naval and commercial service is to give such details as is
permissible regarding the latest craft of this type to be produced
in Great Britain.
Tue Present Service Type.
At the time of the Armistice, the F.5 driven by two-860 h.p.
Rolls-Royce ‘‘ Eagle” engines was the standard flying-boat of the
R.A.F., and it remained so until 1925, when it was replaced by the
Supermarine ‘‘Southampton,” driven by two 450 h.p. Napier“ Lion ”
engines. The “ Southampton ”’ is still the service type flying-boat
of the R.A.F., and it is naturally a very marked improvement on the
F.5. Three views of it are given on the plate facing page 102.
Designed as a naval patrol and reconnaissance flying-boat, the Super-
marine ‘‘ Southampton” possesses a very long range, is very
efficiently armed, and is capable of carrying out bombing operations.
Its seaworthiness has been given very careful consideration, and as a
result this aircraft can remain at sea and away from its base for long
periods. By refuelling from ships it can remain at sea almost
indefinitely, only going into dock for its periodical overhaul.
The following details give some idea of the size of this boat:
Length, 49 feet 8 inches; height, 18 feet 6 inches; span, 75 feet ;
weight light, 9,010 lb. ; useful load, including fuel, 5,290 Ib; total
loaded weight 14,300 Ib. ‘he performance for a total loaded weight
of 14,300 Ib. on official test was: Maximum speed, sea-level, 107°7
m.p-h. Minimum speed, 56 m.p.h.; optimum cruising speed, 85
104 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
m.p.h.; ceiling 14,000 feet ; range at cruising speed on 400 gallons
of petrol, 680 miles. This is the normal range for reconnaissance
carrying a crew of five. If for special reasons a longer reconnaissance
is called for, it is permissible to increase the gross weight of the
aircraft from 14,300 lb. to 15,700 lb., making it possible to carry 550
gallons of petrol, giving a range at cruising speed of 980 miles. When
used for bombing a crew of four is carried and the petrol is reduced
to 800 gallons, giving a range of 510 miles, with 1,000 Ib. of bombs.
The disposition of the crew of the “Southampton,” shown clearly
in the illustrations, is as follows: The forward gunner and bomb
operator occupies a cockpit in the nose of the hull, which is fitted with
a mounting for a Lewis-gun, together with release gears and sights
for bombing. Between this and the leading edge of the main planes
are two cockpits in tandem fitted with dual control, the forward
one for the pilot and the other for the navigator. Inside the hull,
aft of the navigator’s cockpit, is the chart-room fitted with a comfort-
able armchair, large table, and instrument racks. Next to this is the
wireless cabin. Aft of the main planes are two machine-gun cockpits
placed as far out as possible laterally and staggered in relation to
one another so as to give a good arc of fire astern on both sides.
The petrol tanks are carried on the top planes leaving the hull
free and so allowing easy access for members of the crew to move
about from one part of the boat to another. In addition to this thero
is room in the hull, if necessary, for the crew to sling hammocks.
Thus, the ‘Southampton ” is quite capable of operating as an inde-
pendent unit, only requiring to take in stores and fuel just like
an ordinary surface craft.
Some ExperIMENTAL Types.
At the time of the Armistice several experimental flying-boats
were under construction in various British aircraft works. Among
these may be mentioned the Short “‘ Cromarty,” driven by two 650-
h.p. Rolls-Royce ‘‘ Condor” engines; the Vickers ‘‘ Valentia,”
two 650-h.p. ‘‘ Condor ”’ engines; the Fairey ‘‘ Atalanta,” four 650-
h.p. ‘Condor’ engines. All these machines were completed at
leisure after the Armistice, and except for the production of two
successful new boats, little or nothing was done to develop the large
flying-boat until the autumn of 1924, when work was started on
the ‘ Southampton.” These two new boats were the Supermarine
“ Swan ”—illustrated on the Plate facing page 102, a twin-engined
commercial flying-boat, which was the origin of the ‘* Southampton ”
—and the “ Kingston,” two Napier “ Lion” engines, built by the
English Electric Co., Ltd. It is worthy of note that the “* Atalanta ”
is still believed to be the largest flying-boat in the world, having a
wing span of 139 feet, and weighing 15 tons.
The Short ‘‘ Cromarty ” was a great success. In 1928, this boat
was put on trials with the fleet at sea in competition with two F.5’s,
and one P.5. The latter boat, a few of which type built by the English
Electric Co., Ltd., were placed in commission at the end of the war,
being in the same class as the F.5, but having a better performance.
FLYING-BOATS IN EMPIRE DEFENCE AND COMMUNICATIONS. 105
According to the official report of these trials, the ‘“ Cromarty”
proved to be as fast as the P.5, although it was carrying three times
the fuel range, while it also climbed up to 7,000 feet. The F.5’s
were quite outclassed and the ‘“ Cromarty” handled much better
than these boats although it was nearly twice their weight. An F.5
is illustrated on the Plate facing page 108.
Among the latest types of British flying-boats are the Blackburn
“Tris ” and the Saunders ‘“‘ Valkyrie,” both to the same specification.
They are each driven by three Rolls-Royce “ Condor” engines, giving
a total output of 2,100 h.p. It is permissible to give details of the
Blackburn “‘ Iris,” illustrated on the Plate facing page 106, and they
offer an interesting comparison to the Supermarine ‘‘ Southampton.”
The “ Iris” has been designed to fulfil all reconnaissance and coastal
patrol requirements and to operate either in co-operation with surface
craft or as an independent unit. Owing to its large fuel capacity
it is capable of covering @ large area of coastline on patrol against
hostile surface or underwater craft. On the other hand, for the
same reason, it can be operated over long distances for independent
reconnaissance and bombing purposes. In co-operation with surface
craft it may be used as a protective escort for convoys over long
dintenees or it may be operated with the fleet for reconnaissance
uties.
The following are the main dimensions of the “ Iris”: Length,
74 feet; height, 24 feet 64 inches; span 95 feet: weight, light,
16,852 1b. ; useful load including fuel, 10,148 1b. ; total loaded weight,
27,000 lb. The performance for a total loaded weight of 27,000 Ib.
is: Maximum speed, sea-level, 100 knots ; landing speed, 50 knots ;
optimum cruising speed, 78 knots; ceiling 12,140 feet ; range at
cruising speed, carrying a crew of five and 1,000 Ib. of bombs, 650
nautical miles. It is evident, therefore, that by dispensing with the
bombs, reducing the crew and giving an overload, a very long
reconnaissance range could be obtained.
These figures, in conjunction with those given for the ‘‘ Southamp-
ton,” are worthy of close attention by students of naval warfare as
they provide the only authentic data which it is permissible to publish
at the present time regarding the capabilities of the most modern
types of flying-boats. The figures refer to wooden hulls, but as
will be shown later, a marked improvement in regard to range or
carrying capacity is obtained by employing all-metal Duralumin
hulls. The arrangements for the crew in the ‘‘ Iris” are similar to
those already described for the “Southampton,” the petrol tanks
in this machine being also carried on the top planes.
The installation of three engines renders the ‘Iris ’”’ almost
certainly immune from forced descents. With any two engines only
in action it is still able to take off from the water and to climb and
turn in either direction under full control. It is considered highly
improbable that failure of more than one engine will occur during
flight, but with one engine only in action the machine is still capable
of covering a long distance with a gradual loss of height. On actual
service the performance of the ‘ Iris” shows high efficiency both
on the water and in the air, the strength of the structure and
106 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
seaworthiness of the hull enabling it to ride out the heaviest
weather.
DuraLumin versus Woopen Huts.
Probably the most significant development in fiying-boat
construction during the last few years is the advent of the Duralumin
all-metal hull. Short Bros., Ltd., of Rochester, who, incidentally,
are the pioneers of seaplanes in Great Britain, were also the first firm
in this country to attack the problem of all-metal flying-boat hulls.
Several other firms have since produced hulls of this type, but the
credit for the development of British all-metal hulls—which one is
assured, on the authority of a technical expert on flying-boat hulls
who is in no way connected with the aircraft industry, are superior
to those produced abroad—is due entirely to the enterprise and energy
of Mr. Oswald Short.
Duralumin has so many advantages over wood for hull
construction that it will be surprising if there are any wooden hulls
in service in the R.A.F. a few years hence. At first sight it may be
difficult to believe that metal works out lighter in a large hull than
does wood. It does, however, and a Duralumin hull for the “ South-
ampton” flying-boat is actually 500 Ib. lighter than the standard
wooden hull now in service. Further, when a metal hull is moored
out for long periods there is no water soakage, whereas it has been
found that a wooden hull of the “ Southampton ”’ type, when moored
out, will absorb as much as 400 Ib. of water into its skin without
actually leaking. This means that after a wooden hull has been
moored out, the flying-boat will in all probability leave with a con-
siderable useless overload which, to say the least, will affect its
performance in the air. Finally, metal produces a stronger hull than
wood and it is not so liable to serious damage through striking floating
objects on the water, nor is it so affected by extremes of heat and cold.
All these factors in favour of Duralumin hulls have been proved by
searching tests carried out during the last four years.
In order to make a practical test with a Duralumin hull, Short
Bros., Ltd., built, about four years ago, a light all-metal flying-boat
driven by two 7-h.p. motor-cycle engines. It is illustrated on the
Plate facing page 108. In addition to being the first British all-
metal flying-boat, this machine is the smallest flying-boat ever
constructed. ‘Lhis baby craft flew well and proved that Duralumin
was both sufficiently light and strong for flying-boat construction.
The Air Ministry acquired this boat and after three years’ hard flying
and weathering tests, moored out, it is still flying and in good
condition,
As a result of this experiment the Air Ministry ordered from Short
Bros., a Duralumin hull for a service flying-boat of the F.5 type,
illustrated on the Plate facing page 108. This hull was most
severely tested for two years in daily service, being anchored out for
long periods in open water, after which it was still in flying order.
These tests have convinced those who have seen the two machines,
that they will outlast wooden boats and that the upkeep of metal
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FLYING-BOATS IN EMPIRE DEFENCE AND COMMUNICATIONS. 107
Aut-Metat Huts.
The next step was the Short ‘ Singapore,” illustrated on the
Plate facing page 108. It is driven by two 700-h.p. Rolls-Royce
“ Condor ” engines, delivered recently to the Air Ministry. In this
case, not only the hull, but the whole machine is built entirely
of metal with the exception of the fabric wing coverings. The
greater bulk of the metal used in its construction is Duralumin,
although non-rustable steel is used in many places for special fittings.
The whole of the material, except the steel, is treated with the
Anodic process and afterwards painted in a special manner evolved
by Short Bros. As a result of this treatment, which has been tested
over several years, corrosion is prevented.
The principle of construction evolved by Short Bros. differs
considerably from that used by Continental manufacturers of metal
aircraft. The hull is built on the monocoque system and it is claimed
that this method is the most economical from the point of view of
obtaining the greatest strength for a given weight. This system of
construction also provides a hull devoid of interior obstructions,
giving the maximum amount of space for the accommodation of
crew and equipment, and at the same time lending itself to mass
production, as the boat hull is built in complete separate segments
which are afterwards joined together in a simple manner. In the
air the machine has proved to be extremely stable and can be flown
without touching the controls for considerable periods. It is
interesting to note that the machine flies with full loads on one
engine only.
The Short “‘ Singapore ” is the first all-metal flying-boat built by
British constructors to be acquired by the Air Ministry. It has
been designed for reconnaissance work and fulfills some of the duties
normally carried out by cruisers, such as the protection of coastline
and trade routes, at a greatly decreased cost. It is not permissible
to give actual figures regarding the performance and load-carrying
capacity of the machine, but it may be said that it is capable of
long flights and that it has passed its official flight trials in a very
satisfactory manner. (See Plate facing page 106.)
By fitting a metal hull to the Supermarine ‘‘ Southampton,”
illustrated on the Plate facing page 102, the normal range is increased
by about 200 miles or the load of bombs can be increased by 900 Ib.
With this hull, it is possible, for special long-distance flights, to
earry 1,450 gallons of petrol and 88 gallons of oil in the ‘‘ Southamp-
ton,” bringing the total loaded weight up to 20,000 Ib., and giving
a range, in still air, of 2,500 miles.
A metal hull has also been constructed for the Blackburn “ Tris ”
with, no doubt, similar satisfactory results, although no figures are
yet available.
SERVIcE TEsts.
The present service type of flying-boat, the Supermarine
“ Southampton,” has, since the first machine was taken over by the
R.A.F. in March 1925, demonstrated its possibilities in a most
108 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
convincing manner. In addition to performing routine work, two
service flights of a most arduous nature have been performed with
these boats.
In September, 1925, No. 480 Coastal Reconnaissance Flying-Boat
Flight, consisting of four ‘“‘ Southamptons,” carried out a cruise
in conjunction with H.M.S. Calliope and two destroyers, to
demonstrate their ability to operate with the fleet away from their
base. The flight left Calshot on September 8rd, for Pembroke,
where they moored up and refuelled from destroyers. They then
proceeded to Carrickfergus (Belfast Lough) exercising with H.M.
ships en route. From here the flight proceeded to Campbeltown for
exercises with H.M. ships. Throughout the period bad weather
was experienced, the wind at times reaching gale force, with rain and
low clouds. Visibility was reduced at times to 200 yards, with
clouds as low as 100 ft. During a gale on September 15th, three of
the flying-boats landed safely at Campbeltown after an exercise
and refuelled from H.M.S. Calliope, without any difficulty, while the
gale was at its height. All the boats handled well on the water and
rode comfortably at their moorings. This test clearly showed that
the “Southampton” type of flying-boat is sufliciently seaworthy
to operate with the fleet even under really bad weather conditions.
The other flight was performed in July, 1926, when two
“ Southamptons "’ carried out a cruise, to a pre-arranged schedule,
from Plymouth to the Eastern Mediterranean and back. They were
away from a flying-boat base during the whole period and thus showed
their ability to proceed by air to distant parts of the Empire and
there perform such operations as might be called for, without the
necessity of having sheds and extensive shore bases.
PossIBILITIES FOR DEFENCE.
It has been the endeavour of the writer to illustrate the stage
of development which has been reached by the flying-boat and to
show the capabilities of this type of craft both for nav: al and com-
mercial service. It is evident, even in the face of oflicial apathy,
that the flying-boat may now be re garded as a reasonably seaworthy
craft with considerable air-kecping qualities and capable of carrying
effective loads of bombs. At the same time it must be remembered
that aircraft of this type are still very much in their infancy, even
when compared with other aircraft of the land- -going type. Thus,
given intensive development by a Government department, such as
the Admiralty, which is definitely interested in nautical matters,
it would be difticult to predict to what degree of seaworthiness, size,
range and carrying capacity these craft might attain in a very few
years. Even to-day, with a service range of over 1,000 miles,
and the ability to remain in the air for about 13 hours with | practically
assured immunity from forced descent owing to engine failure,
combined with a high degree of seaworthiness, flying-boats could
patrol long stretches of our trade routes and so assist, or even to a
large extent relieve, cruisers in their duties of commerce protection.
Indeed, it would appear that a combination of cruisers and flying-
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FLYING-BOATS IN EMPIRE DEFENCE AND COMMUNICATIONS. 109
boats would present an ideal force for the protection of Empire
trade routes.
Existing boats having proved their ability to co-operate with the
fleet away from their base, the possibility that much larger flying-
boats in the future will abolish the necessity for aircraft- carriers
should not be lost sight of. This possibility is extremely attractive
because carriers, besides being costly to build and maintain, appear
to be craft of a most vulnerable type, especially when the flying-
decks are exposed to air attack. Further, the fact that they must
constantly draw out of line to launch and land-on aircraft, combined
with the necessity of arranging for their protection, presents
difficulties in fleet organisation prior to or during an engagement.
The advent of catapult launching gear, operated either by com-
pressed air or an explosive charge, has greatly facilitated the opera-
tion of fighter or small reconnaissance seaplanes from capital ships
and cruisers. Thus it is quite within the region of practical politics
that fleet air co-operation in the future will be performed by catapult-
launched aircraft carried in fighting ships and large flying-boats,
so that the necessity for aircraft carriers will no longer exist.
CommenciaL Fryino-Boars.
Great Britain has done little up to the present in regard to the
operation of commercial flying-boats. However, the possibilities
of these craft for traversing the long ocean stretches which lie on the
projected inter-Imperial air routes is beginning to be realised, and
some attention is being given to the question of building flying-boats
for this purpose. Clearly Imperial defence would benetit by com-
mercial flying-boat bases at strategic points, for these would then
be available and would provide a nucleus of personnel and machines
for the protection of seaborne commerce in an emergency ; since,
at present, commercial and naval flying-boats are much of the same
type. Imperial Airways, Ltd., have for some time operated a service
between Southampton and the Channel Islands, employing, among
other machines, the Supermarine “ Swan,” driven by two 450-h.p.
Napier ‘‘ Lion ”’ engines, which carries ten passengers at a top speed
of 105 m.p.h., and has a range of 800 miles. The ‘ Southampton ”
naval type, with metal hull, can be adopted for commercial use and
some idea of the possibilities of flying-boats for operation on Empire
airways is given by the view on the Plate facing page 102 and the
following data : 5
This machine with petrol for 880 miles will carry 6 passengers and their baggage ;
with a range of 680 miles it will carry 12 passengers, and with a range of 510 miles
16 passengers can be carried, while 20 passengers can be transported 340 miles.
The same company propose to use all-metal flying-boats on some of
their routes. ‘These boats, built by Short Bros., Ltd., and driven
by three Bristol “* Jupiter” radial air-cooled engines, are said to be
capable of carrying 20 passengers 680 miles at a cruising speed
of 100 miles an hour.
The great advantage of flying-boats for inter-Imperial air com-
munications, is that they will not require such costly air ports as
110 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
are necessary for land-machines, while existing marine aids to
navigation will also serve the marine airway. Such boats will
normally make fast to moorings at the completion of a voyage, only
being taken ashore for necessary retills. Further, they will not be
limited as to size, as may be the case with aeroplanes in the future,
by the area of land available for aerodromes.
In Canada, flying-boats have been used most successfully for
air surveying and forest fire patrol duties. For this work, the
Vickers ‘‘ Viking’? amphibian flying-boat has given remarkably
good results. Is was illustrated in the “ Annual” of 1927.
The Air Survey Co., Ltd., is negotiating with a view to the forma-
tion of a company at Singapore for the operation of a marine airway
between Penang and Batavia via Singapore. This, of course, will
form an important link in the Empire Airway between England
and Australia.
It would appear to be of the utmost importance that Great
Britain, as the world’s leading sea power, should also excel in marine
aircraft. Our flying-boats to-day are certainly second to none, but
we require both naval and commercial machines of this type in
larger numbers, and we should pursue a more ambitious policy
in regard to research.
P. L. Houmss, D.Sc.,
Major, late R.N.A.S. and R.A.F.
MERCHANT SHIPPING
SECTION.
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CHAPTER XI.
Tue Wor.p’s MercanTILE Marine.
Durine the year ended 80th June there has been an increase of
about 572,000 gross tons in the world’s merchant fleets. During
the same period there has been a decrease of tonnage laid-up of
1,845,000 tons. The sister industries, shipping and shipbuilding, at
any rate as far as Great Britain is concerned, may be looked upon
as a good trade barometer ; it can truly be said, therefore, that the
trade position has somewhat improved during the past year, and
Taste 1L—Szacora Steen anp Iron Steam AND Motor ToNNaGE OWNED
BY THE PaincieaL Marrrmme Counreres.*
(Thousands of gross tons, #.¢. 000’s omitted.)
As at As at As at As at
Country. June’ Ib14. | June, 1921, | Funes 1825, | June, 1926. | June, 1927.
Gros, Britain and ie 13,877 | 19,288 | 19274 | 19,237 | 19,156
British Dominions* || 1,407 1,950 | 2,230 2,325 | 2,281
British Empire. . . | 20,284 | 21,288 | 21,504 | 21,562 | 21,437
United Statea*. © || (1,837 | 12314 | 11,605 | 11111 | 10,936
Austria-Hungary . 1,062 Nil Nil Nil Nil
Denmark 768 366 1,008 1,036 1,020
France . 1,918 3,046 3/262 3/303 3,348
Germany 5,098 654 2/003 3,049 3;311
Greece". 576 890 917 1,022
Holland | 1,471 2,207 | 2,585 2,562 2/643
Italy | 1498 2/378 2,804 3,126 3,373
Japan 1,642 3,083 3,741 3,806 3,901
Norway 1,923 2,285 2,555 2,748 2,750
Spans rch se 833 1,004 1,120 1,103 L115
Sweden | 1 | lt 992 1,037 1215 1,260 1,295
Other countries. : .| 2,398 3,459 3,413 3,544 3,537
Foreign total* . . .| 22,230 | 32,979 | 37,281 | 37,654 | 38,251
World’stotal®. . .| 42,514 | 54217 | 58,785 | 59,116 | 59,688
* Sailing vessels are not shown, as there are now only 24 million tons owned in the
world, American and Canadian Lake vessels are not included.
it is believed generally that the prospects promise a continuance of
better conditions. That is, of course, conditional on a period of
industrial stability.
From Table I. it will be seen that at June 1914, the world
possessed a total of 424 million tons of merchant shipping; by
June 1927 this had increased to over 59} million tons, an increase
Hg
114 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
of over 17 million tons. British Empire shipping during that
period remained approximately at the same figure, the increase of
just over one million tons being largely accounted for by the natural
expansion of Dominion-owned shipping. United States shipping,
which totalled less than 2 million in 1914, is now nearly six times
that amount.
The position is shown more clearly in Table II.; with the
exception of Germany, all the chief maritime countries have
expanded their tonnage as compared with that of 1914. A drop of
Tarce 1.—Seagoma STEEL AND Inox STzaM aND MoToR TONNAGE OWNED IN
EAOH OF THE PRINciPAL MARITIME COUNTRIES, EXPRESSED AS A PERCENTAGE
OF THE AMOUNT OWNED IN 1914.
Percentage.
Country. - -— : Sis ah
Tune, 1921. June, 1925. June, 1926. June, 1927,
Great Britain and Ireland 102-4 102:1 101-9 1015
British Dominions . . 138°6 158°6 165°2 162-1
British Empire . . . 104-7 106-0 106:4 105-6
United States. 2. 670°6 631-8 604-8 595°3
Denmark . . . . 112-3 131-2 1349 132°8
France. . . . . . 1688 1700 172-2 1745
Germany .... . 12°8 58:7 69°38 64:9
Greece. . . . e 10-2 1086 111-9 1246
Holland. . . . = . 150-0 1757 173°4 179°6
Ttaly: 6, 16 a. Pee 1666 202-6 2188 236-4
Japan. 2. ee 186°6 228-0 231-9 237°6
Norway. . . . - . 1188 1328 1430 143-0
Spain... ... 1238 126-9 124-9 135-0
Sweden. . . . . 104°5 122-4 126-9 130°5
Other countries . . . 144-2 1423 147-7 1475
Foreign countries. 148:3 167-7 1689 1700
World. . . . .. 1275 138°3 138-9 140-4
about 10 per cent. has taken place during the past year in the
United States figures, and changes in this direction may be antici-
pated for some years as the position of shipping in that country is
artificial and a third of the fleet may be considered as booked for
breaking up. It should be noted that Germany is steadily building
up & modern and efficient merchant fleet to replace the 44 million
tons she lost as a result of the War. During the past year her
percentage, recorded in Table II., increased 5-1 per cent.
TANKER CONSTRUCTION.
A feature of present-day shipbuilding is the amount of tanker
tonnage being added to the world’s fleets. As pointed out in the
“ Annual ” last year, the world is producing and using about three
times the quantity of oil produced in 1918, and the transport of this
has produced a new type of vessel. In 1914 there existed some
Belfast.)
ned by
THE WORLD'S MERCANTILE MARINE. 115
1} million tons of oil-tank vessels and, as recorded in Table III.,
by June 1927 this had increased to over 5} million tons. In Great
Britairi 29 per cent. of the tonnage under construction at present
consists of oil tankers, the highest figure on record before the ship-
building slump set in being that for 1921, when 20 per cent. of
the tonnage under construction represented tankers. Since that
date the proportion has fluctuated widely, dropping to only 6 per
Taste III.—Gross Tonnage or Om Tankers, oF 1,000 Gross Tons anp
ABOVE, OWNED IN THE PrincipaAL MARITIME COUNTRIES OF THE WORLD.
ee
Gross Tonnage.
Country. = 7 7 5
June, 1925. June, 1926. June, 1927.
Great Britain and Ireland . . . | 1,708,978 1,836,059 1,934,186
British Dominions . . . . Ct. 185,836 205,212 181,041
British Empire . . . . . . 1,894.814 2,041,271 2,115,227
United States. . . . . . . | 2,281,324 | 2,319,314 | 2,293,539
Belgium: 0) oe ks es is 34,982 43,307 39,533
Denmark . . . . .... 9,647 12,660 12,660
France . a? Be bitin Vin eps 151,089 142,561 146,872
Germany . . . . SEs 55,754 66,690 94,258
Holland” 60s 5. es OS 148,109 163,667 199,110
Italy . 2... ee: 128,904 166,298 205,871
Japan. . . . . te 47,137 48,628 47,631
Norway, copes oie Fite es my wh 243,455 343,582 403,812
Spain gis shes 12) Ae a ee 30,648 30,585 30,602
Sweden io es RO ky en ee oe 4,873 16,270 16,270
Other countries % res 146,894 203,375 241,801
Total is: (24 rs ten AC, oe 5,177,630 6,598,198 5,847,086
cent. in 1928, but rising to 15 per cent. at the end of 1925. The
figures for the world show that at present rather more than 25 per
cent. of the total tonnage under construction consists of oil tankers,
compared with 18 per cent. in 1921. It will be noted from the
table that the majority of oil-carrying vessels are owned by the United
States and that that country is followed very closely by the British
Empire. The British Empire and the United States together own
practically four-fifths of the world total. It should be remembered
that the figures recorded refer only to tankers of over 1,000 tons
gross; there are about 70,000 tons of this type of vessel under that
dimension.
Larp-up TonnaGE.
That there has taken place during the past year a marked
improvement in the shipping position, and therefore an expansion
in world trade, is amply proved by the figures recorded in Table IV.,
which shows the tonnage laid up in the principal maritime countries
of the world. At the end of June last there was 4 million tons of
idle shipping, the lowest total recorded during the period covered by
Table EV. Of this 4 million tons, nearly 8 million tons, or 72 per
cent., is laid up in the United States. Idle shipping in that country,
therefore, amounts to over 25 per cent. of the tonnage owned,
116 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Quite a lot of this tonnage has not earned a penny in freight and is
doomed for the scrapper’s yard. Such being the case, it is hardly a
factor to consider when viewing the situation, but it is certainly a
memorial both to the wild and ambitious policy of America to
have “ American goods carried in American bottoms,” and to the
colossal blunders that are possible when any State endeavours to
manage or interferes with the management of shipping.
Taste IV.—TonnaGe Lamp uP IN THE PRinoreaL Maritime COUNTRIES OF THE
Wort.
(Thousands of gross tons, ¢.e. 000’s omitted.)
Tani ; fant 6 ‘anuary, | January, rs july,
Country. roe” | Tapas) Pua | Pagar | Agee | aay
Great Britain
‘and Ireland nt 1,769 1,010 909 613 529 621
Australia... 50 107 85 61 7 29
United States . | 5,309 6,328 | 4,271 4,120 | 2,876 | 2,904
France. . . 1,085 730 450 134 118 91
Holland . . 327 330 235 109 3 3
Japan eh onakt 120 99 29 35 48 24
Italy 2. 585 472 427 225 110 83t
Scandinavia . 572 92 63 115 66 §
Greece... 170 76 122 99 106t 79
Belgium. 275 170 86 21 14t j
Spain eh eciece 530 520 128 “a4 35 33
Idle in other
countries* . 192 195 83 | 279 100 77
Total . . | 10,084 9,129 | 6888 | 6,845 | 4076 | 4,000 4
* Mainly belonging to the countries given.
+ Only figures at October, 1926, available.
t Only figures at Ist May, 1927, available.
§ Not available.
|| Partly estimated.
It can therefore be estimated that there is roughly slightly over
1 million tons of shipping throughout the world for which employ-
ment cannot be found. Included in that figure there must be a
number of vessels which have become obsolete and are practically
worn out, so that, taken as a whole, the position is fairly satisfactory.
It will be noted that there has been a steady decline in the amount
of laid-up tonnage each year of the five covered by the tables.
EMPLOYMENT OF TONNAGE.
It may be considered that in 1914 the majority of tonnage was
usefully employed, the laws of supply and demand preventing the
accumulation of any large amount of surplus tonnage. Deducting,
then, the increase in the tanker fleet from the present world total
of merchant shipping, together with the amount of laid-up shipping,
it is possible to obtain the amount of tonnage at present usefully
employed and which is comparable to the 1914 total. This has
been done in Table V.
ric rN
“
eins FR
ORIENT LINER ORFORD.
(Being built and Engined by Vickera Limited, Barrow-in- Furness.
THE WORLD’S MERCANTILE MARINE. 117
It_ will be recalled that the United States merchant fleet is
practically six times that of 1914 (see Table II.) whereas the actual
tonnage for which employment is found only amounts to three
times the pre-war figure. It should be noted, however, that an
increase of 60 per cent. has taken place in the employed tonnage
during the past year, whereas there has been a decrease of } per
cent., from 88-9 per cent. to 88-4 per cent., in the tonnage employed
TaBLe V.—EstmmaTep APPROXIMATE AMOUNT OF ORDINARY SEAGOING STEAM AND
Motor TonnaGB EMPLOYED BY THE VARIOUS MARITIME COUNTRIES IN 1927.
(Thousands of gross tons, s.c. 00's omitted.)
mat imated ronnag +4
employed,
Gross ton. | OU tanker | Tonnage § Trbloyed, | “1927, aa
Country. nage owned,| ‘Gwned January, , 0 compare Percentage
June, 1927. | Sune, 1027.*| "1927." | with the ton-/ of tonnage
("in 1914, 1914.
Great Britain & Ireland| 19,156 1,934 529 «| «(16,693 88-4
British Dominions. . 2,281 181 lt 2,029 144-2
British Empire. . . 21,437 - 2,115 600 | 18,722 92:3
United States . . . 10,936 2,293 2,876 5,767 3139
France. . 1. 3,348 147 118 3,083 160°7
Germany ... . 3,311 4 _— 3,217 63:1
Holland. . . . . 2,643 199 3 2,441 165-9
Ttaly cas wee 3,373 206 110, 3,057 2141
Japan... .. 3,901 48 48 | 3,805 232-3
Scandinavia . . . 5,065 433 66 4,566 1239
Spain. 2... 1,115 31 35 1,049 1188
Other countries . . 4,559 281 220 | 4,058 WML
Totala we 59,688 5,847 4,076 49,765 1170
* Excluding vessels under 1,000 tons gross,
t Australia only.
in Great Britain. On the other hand, the tonnage employment
percentage in Great Britain is about 11 per cent. less than in 1914,
which illustrates the relative change.
Apart from Great Britain and Germany, all other large maritime
fleets show a considerable increase in employed tonnage and, as
world trade has decreased in volume since 1914, then it must be
assumed that tonnage is not now so well employed. In other
words, the world’s shipping is not now so economically efficient.
AGE or SHIPPING.
The shipping depression of the last few years and the price of
new tonnage has resulted in a number of vessels being retained in
service longer than at one time would have been considered desirable.
This is one of the factors which has lessened the efficiency of ship-
ping. Table VI. shows that since 1922 there has been an increase
of nearly 2 per cent. to 11-2 per cent. of tonnage between 20 and
25 years old, and an increase of 8-4 per cent. to 15 per cent. of
118 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
vessels over 25 years old. It may be noted that vessels of 25 years
and over have increased steadily each year, a most depressing
Tasty VI.—PzROENTAGE oF THE ToTaL SEAGOING STEAM AND Motor ToNNAGE
OWNED IN THE PRinorpat Marrtmme COUNTRIES WHICH WAS OVER 20 AND 25
YEARS OLD IN JUNE OF THE YEARS SHOWN.
20 years and under 25. 25 years and over.
Country. 7
1922. ; 1924. | 1925. | 1926. | 1927.} 1922. | 1924. | 1925. | 1926. | 1927.
Gt.Brit.& Ireland) 11-2 | 10-2 | 9-7 | 10-4] 100] 80| 85 85| 87| 91
Brit. Dominions | 10°3 | 11-7 | 12-1 | 11-2 | 129] 19-0 | 20:3 17:7 | 16:3 | 18-7
United States * | 43 | 44] 3:7 | 39] 38] 43) 47 46] 564] 58
Denmark IL-0 | 12-1 | 13-3 | 12-2 | 11-5 | 16-1 | 14-7 | 15:2 | 17-2 | 17-6
France . 8-9 | 9-2 | 10-2 | 10-7 | 12°] | 12-7 | 11-3 | LL | 108 | 12-5
Germany 127 | 99} 82) 93) 91] 13-6 | 15:2 149 | 13-7 | 13-2
Holland 76 | 60] 58) 67| 70] 32/ 34 32) 35) 50
Italy . 146 | 13-4 | 13°6 | 12°6 | 14:3] 17-6 | 186 21-4 | 24:3 | 26-7
Japan . 81) 95) 95] 91] 89] 182: 186 198 | 21-3 | 22-3
Norway . 73) 81) 99} 96 | 10-9} 10-7 | 11-6 | 11-8} 11-7) 115
pain. . ./105| 80| 64] 56) 44] 41-3 | 43:3 45:3 | 446 | 43:8
Sweden . 93} 91] 71) 8&2 | 106 | 26-5 | 29-9 | 31-4 | 31-6 , 32-4
Total world fleet*} 9°3 | 91 | 91] 9-4 | 11:2 116 126 131] | 13-9 | 15°0
* Excluding American Great Lakes vessels.
feature. In this respect Great Britain, United States, and Holland
are in the best position, while Spain, Sweden, Italy, and Japan are,
what may be termed, the chief offenders.
MerHobs oF PROPULSION
A feature which must not be overlooked when considering the
age of tonnage is the increased efficiency of new tonnage due to the
adoption of oil engines and of oil-fired boilers. From the British
TaBLe VII.—PERCENTAGES OF THE Worup’s ToTaL FiREeT OF MERCHANT
VESSELS USING THE VaRIoUS Forms oF MoTIvVE PowEr.
Nore.—The percentages given are of the total gross tonnage owned in the world ;
sailing vessels with auxiliary power are included under the appropriate section for
their engines, and the section for vessels using oil fuel under boilers includes all
vessels capable of being so employed—a number of such vessels are capable of
utilising either oil or coal, and may be using either.
i]
Motive power. | 1914. 1922, 1923, 1924, 1926. | 1927.
Sail power only | 806, 470 | 4:34 3-02 326 | 2-95
Internal com- , i |
bustion engines | 0-45 | 235 | 256 ° 3-09 539° «G12
Oil fuel under J 1
boilers . | 265 22-34 | 24:23 26-79 | 2816 | 28-35
Coal. | 1! ga! 7061 | 6887 66-20 63:19 | 62°58
| 100-00 | 100-00 | 10:00, 100-00 100-00 | 100-00
|
{
|
point of view it is not satisfactory to note that the use of coal for
steam generation in shipping is becoming less and less each year.
Table VII. shows that in 1914 nearly 90 per cent. of the world’s
THE WORLD'S MERCANTILE MARINE. 119
tonnage burned coal under their boilers, whereas by 1927 this
figure had dropped to only 624 per cent., which means that over
one-third of the world’s power-driven tonnage consumes oil. Over
28 per cent. of the latter total refers to vessels which burn oil under
boilers, 6-12 per cent. of the world’s tonnage being propelled by
internal-combustion engines. The adoption of the oil engine has
been fairly rapid and this, no doubt, has provided an incentive to
steam-engine manufacturers, for at no period for many years has
the question of types of marine propulsion been so interesting or has
the shipowner been offered so many types and systems from which
to choose.
In June 1927 there were over 4} million tons gross of motor-
driven ships afloat, representing an increase of more than 2? millions
over the motorship tonnage afloat in 1922. In addition, the amount
of motor-driven tonnage under construction in the world in June
1927 was nearly 1} million tons, being for the first time greater
than the total amount of steam-driven tonnage under construction,
which it exceeded by over 92,000 tons.
Suip WastaGE.
Table VIII. shows that the tonnage lost and broken up during
1926 totalled a little less than 1} million tons and there was, there-
fore, a net increase of the world’s fleets of about 400,000 tons.
Taste VIII.—Gross TonnaGE or Merouant Vessgis Lost, BROKEN Ur, AND
LAUNGHED IN THE WORLD FOR THE YEARS 1913 To 1926 INCLUSIVE.*
———EE—Ee———————————— ee
Ton T Tonnay Net increases
Year. | Tonnage lost.t broken’ Op deductions, launched. of decreases te.
eh ee Nae een a eee Sees ee a,
1913 445,265 87,737 533,022 3,332,882 + 2,799,880
1914 773,934 96,728 870,662 2,852,753 ¢] + 1,982,091
1915 1,867,386 26,332 | 1,893,718 | 1,201,638 t| — "692,080
1916 2,714,982 9,059 2,724,041 1,688,080 t| — 1,035,961
1917 6,602,478 4,783 | 6,607,261 | 2,037,786 $) — 3,669,475
1918 3,330,354 | 2,437 3,332,791 5,447,444 t | + 2,114,653
1919 514,234 9,938 | 524,172 7,144,549 [| 4+ 6,620,377
1920 510,794 7,301 518,505 | 5,861,666 $! + 5,343,071
1921 458,756 | 77,545, 536,537 4,341,679 + 3,805,142
1922 428,756 | 315,110 743,866 2,467,084 + 1,723,218
1923 494,364 | 962,506 | 1,456,870 | 1,643,181 | + 186,311
1924 440,404 | 1,174,258 | lel4ec2 | 2'247,751 | + 633,089
1925 327,748 | 653,046 980,794 2,129,536 + 1,148,742
1926 328,240 | 798,633 1,226,873 1,628,745 + 401,872
Totals . 19,337,931 | 4,225,913 23,663,864 44,924,774 | +21,360,930
* Excluding American Great Lake vessels.
t Including war losses.
No returns from Germany for thece years.
This is not a very large amount in itself, but it would be reassuring
to feel that the world’s trade was expanding at a rate which called
for the annual increases which are taking place in shipping. As
has been pointed out previously, shipowners have not yet tackled
120 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
seriously the question of scrapping obsolete tonnage. If they are
waiting for the price of new tonnage to touch bottom, then they
have waited long enough, as we believe new construction costs
have passed their lowest point of the curve. Before leaving the
question of tonnage lost and broken up, it is interesting to note
that, despite the large increases which have taken place in the world’s
shipping, the total tonnage lost by collision, fire, grounding, etc., is
decreasing annually, a feature which we believe is a direct result
of better navigational appliances and facilities as well as construc-
tional improvements.
SHIPBUILDING AND SHIPBREAKING.
From the shipbuilding point of view the year 1926 was very bad,
and it will be noted from Table IX. that the tonnage launched was
the lowest total for over 10 years. The figures shown are worse
than appears at first sight when it is recalled that the actual facilities
for the construction of ships and their machinery have increased,
during the same period, by about 40 per cent. On the other hand,
Taste IX.—Tae Worty’s Suresumpie Ovrrot.
(Thousands of gross tons.)
Country. 1013. | 1919. 1920. | 1921. ] 1922. | 1928, | 1024. | 1925. | 1926.
Greet” Britain = 10s 1,620 | 2,056 laelte 1,031| 646 | 1,440 |1,085| 640
British Dominions § 27; 298 | 174 | iis, » 63) 37 30 32 23
British Empire. . |1,959 | 1,918 | 2,230 |1,656 , 1,084 683 | 1,470|1,117| 663
Germany|}... .| 465° | + t 9! ’575| 358| "194| 418| 181
United States ot. [| 228° 3,040 | 2,349 | 995, 97/ 96; 90| 79] 115
[| 176) "33; "93 | 211! 185) 97) 80] 76| 121
Holland | 1 i 2 21 104) 137) 183 | 232] 163} 66! 64) 79] 94
Japan. [| 64! 612! 457 © a 83| 72; 73| 656| 62
Austria-: Hung a ‘ 62; — pias as — me pl en pS
lay" "7 :| 60: as! iss | 1@5/ 101) 67} a2] 142] 220
Scandinavia. . .| 110, 147 164 | 195 103) 112! 120) 164| 135
Other countries. .| 43) 79/ 96 129' 43) 12) 10) 8) 48
World's total . . |3,261 nist § 705+t “4,310 2,434 | 1,563 | 2,183 | 2,129 | 1,629
| ff
§ Excludes Canadian Great Lake vessels.
|| Including Danzig.
| Excluding Great Lake vessels.
** Now includes Trieste.
tt Excluding Germany
however, the results reflect the abnormal conditions which pre-
vailed in Great Britain and the true state of supply and demand
is not recorded. The average world output of new tonnage for the
next few years may possibly reach the two-million-tons mark.
For the year 1927, however, this is probably on the low side as a
result of the work delayed owing to the labour trouble in this country
in 1926.
Competition between European shipbuilding countries is very
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THE WORLD'S MERCANTILE MARINE. 121
keen, especially so as regards Great Britain, Germany, Holland,
and, latterly, Italy. It is rather interesting therefore to examine
Tables X. and XI., which respectively record the world’s shipbuild-
TaBLE X.—PEROCENTAGE or Wortp’s Total Amount oF TonnaGs BUILT IN THE
PRIncrIPAL SHIPBUILDING COUNTRIFS, AND PERCENTAGE WHICH EACH COUNTRY’S
Outport 18 or irs 1913 OvtruT
Percentage of world total. Percentage of 1913 total.
Country. —— eae es -
191s. | 1919, | 1928. | 1925. | 1926. | 191. | 1919. | 1928. | 1925.) 1926.
i
Great Britain): 59-2! 268 | 414 | so9| sos] 1000] 838 | ss4| 561) 391
British | Po} oe} 49] 23] 15] 14] 1000 |110877 | 1370 | 1186) 852
British Empire | 600! 61-7 | 43°7| 524| 40:7] 1000/ 979] 349| 57-0! 338
Germany . .| 143| — | 230] 196] 11:1] 1000] — | 77:0] 90°0| 39:0
United States: | 70 sos| 62! $7] 7-1] 1000 |1333°3| 421| 347| bo-4
France . B64) 05 62, 36 74] 1000 | 18:8 | 551 | 43:2] 68°8
Holland 32) 23| 42) 37| 5:8] 1000] 1318] 63:5 | 76-0! 904
Japan. ; :| 20| 101] 46! 26) 32] 1000| 0560 | 1126 | 875, 818
Austria - Hun- } 19 as _ ee — | 1000 = = —_ at
ray) ol S| ove} ova] £2) 67] 13:5] 10070 | 1660 | 1340 | 284-0 | 440-0
Scandinavia || $4| 24| 71| 73] “8:3 | 100-0 | 133°6 | 101-9 | 140°0 | 122-7
Other countries | 13; 18| 08| 04] 29] 1000] 1838] 279 | 186| 111°6
World's total . | 100°0 | 100°0 | 1000 | 100°0 | 100°0 | 1000 | 1856 | 480 | 65:3) 60:0
ing output, and the output of each country expressed in terms of
its 1918 output.
Compared with 1925 the world output for 1926 was less by half
Taste XI.—Snipsumpine at Home anv ABRoan,
(Thousands of gross tons.)
United Kingdom. Other countries, World total.
Quarter ending ynder | a Under | Under |
3 n- | Com- con- | Com-
i pone |menced| Launch: struc menced) L8Uached) struc. |menced| Launched
ton. | | tion. | tion.
|
BSept.,1919* 2,817 | _ | 416 15,2325 — 1,371 | 8,049 | — 1,787
Sept.,1920* 3,731 | 594 483 | 3,834) 788 1,005 ] 7,565 | 1,382 | 1,488
Sept., 1921 * | 3,283 | 51 308 [2,260 265 539 [5,643 | 316 8A7
Sept., 1922 . 1,617 | 82 ; 307 [1,456 , 106* | 1,186 | 3,073) 188*| 1,493
Sept., 1923 . , 1,271 | 112 66 71,067 100* 288 [2,338] 212%) 354
Sept., 1924 . 1,468 | 253 | 360 71,113 278 192 72,581 | 531 552
Sept., 1925 . | 1,009 | 261 225 71,198 | 244 250 [2,207] 6505 475
Sept., 1926 . | 775 68 208 1,076 200 179 | 1,851 | 268 387
Dec., 1926 760 | 162 68 }1,173 271 342 $1,933 | 423 410
Mar., 1927 1,217 | 580 128 | 1,353 | 367 161 | 2,670) 947 289
June, 1927 1,390 | 437 269 11,450! 337 309 [2,840] 774 578
* Excluding Germany and Danzig, returns for which were not available.
a million tons. This amount alone is accounted for by the low
output of British yards. German shipbuilders also had a very
bad year, their work dropping from a total of 418,000 tons to 181,000
122 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
tons. , But whereas Great Britain supplied more than half the
world’s new tonnage in 1925, British yards supplied little more than
one-third the 1926 total. As stated previously, this is solely the
result of the condition caused through the coal strike ; British yards,
we feel sure, are now in a better position to deal with foreign com-
petition than for many years past, and the 1927 returns will no
doubt record this fact. Inercased output is recorded by the United
States, France, Holland, and Italy. The first-named cannot be
considered, in the true sense, a competitor in shipbuilding as
construction costs in that country are so much higher than in any
other country where shipbuilding is practised. American owners
must, of course, owing to the country’s far-reaching laws, have
their vessels built and repaired in their home yards. France
experienced a short wave of prosperity as a direct result of the rate
of exchange. Holland will always remain a serious competitor,
owing partly to what perhaps might be termed the undeveloped
state of her trade unions, or, at all events, the less exacting terms
demanded by the workmen. Italy, which shows the largest increase,
has to thank its elaborate system of subsidies and the national aim
for a big mercantile marine for her shipbuilding activity. The
large increase in Italian shipbuilding is shown clearly in Table X.,
which also records that the world’s output for 1926 was only 50 per
cent. of the 1918 total. So long as such conditions prevail it is
obvious that competition in both the shipbuilding and ship-repairing
industries will remain very keen.
Output alone is, however, not a true criterion of condition in
the shipbuilding industry, as a steady flow of new tonnage to take
the place of that launched is nceecssary before anything like stability
is reached. From this point of view Table XI., which records the
amount of tonnage under construction, tonnage commenced, and
tonnage launched, presents a more cheerful state of affairs than for
some years past. Both in the United Kingdom and in foreign coun-
trics an improvement has taken place under each heading recorded
and asurplus is shown of tonnage commenced over tonnage launched.
The problem is, how long will these conditions prevail? An answer
to this, however, is a very far-reaching matter and would in reality
be a forecast of world trade conditions. It must be sufficient
therefore to state that a general survey of all the vital factors
incline to a belief that, ignoring any problems of labour and other
economic difliculties which may arise, a year of better conditions is
ahead and the general slump experienced during the last few years
is at last behind us.
GREAT BRITAIN.
When the corresponding article was written last year the country
had successfully survived the General Strike, and was in the midst
of that appalling coal strike which, occurring as it did at the end
of a long period of depression, did incalculable harm to the industry
of this country. Many estimates have been given, from various
sources, as to the financial losses which were susceptible to cal-
culation, but these were only estimates. The real loss will only be
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THE WORLD'S MERCANTILE MARINE. 123
shown after a much longer period of time has elapsed. There is
little doubt that it could be shown that every dislocation of industry
results in a definite loss in the foreign markets of the United Kingdom,
and it has been stated that if only a sufficient number of strikes
occurred, the very existence of these markets would be practically
terminated.
The general industry of the country has somewhat revived, but
here again it is apparent that a position of stability has not yet
been reached. The revival in the shipbuilding industry has been
a very marked feature of the first six months of this year, and the
maintenance of that revival has exceeded the expectations of every-
one concerned. The revival, however, cannot continue indefinitely
unless there is a lessening of the tendency of prices to harden in an
industry which has suffered a long and severe period of depression.
Again the returns of Lloyd’s Register for the quarter ended
80th June, 1927, show that at that date there were under construction
nearly three-quarters of a million gross tons of tankers, more than
half building in this country. It has been suggested in certain
directions that this figure forms such a large percentage of the present
construction that the present position of shipbuilding is unduly
prejudiced. This is not quite as true as would seem, however, for
an oil tanker is expensive, and involves much labour in its construe-
tion, particularly in the case of vessels of the larger type, and if the
output in 1913 be examined it will be found that in that year the
world produced no less than 867,000 gross tons of tankers, a figure
which should bear comparison with the probable output of the present
year. It does appear, however, that the demand for tankers must of
necessity be somewhat reduced in future, particularly as the cost of
Diesel oil, up till recently, was 95s. a ton, and of bunker oil 80s. a
ton, @ price which is certainly to the advantage of coal at the
present time except for long-distance voyages.
The developments of oil fucl and of Diesel engines have naturally
produced a stimulus for improvement in the economy of the steam
engine, and in this direction the P. & O. Company, under the guidance
of Lord Inchcape, are making important developments in the use of
high-pressure boilers, steam turbines, and electric-drive develop-
ments which will be watched with much interest. Further, as
mentioned previously, certain developments have been made in
the direction of improvements in the efliciency of coal burning, by
pulverising the coal and blowing it into the furnace with the necessary
quantity of air. This system is somewhat in the experimental stage,
but it is interesting to record that the United States Shipping Board
are fitting up two vessels in which different systems of these methods
of coal combustion are being tried in actual service.
SurpesBulLpine Puricxs.
The improved demand for new ships, which has been practically
continuous from the beginning of the year, has naturally resulted in
some hardening of prices among British shipbuilders. Tor example,
to-day a good cargo carrier of, say, 8,000 tons deadweight, steam
124 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
driven, will probably cost something like £72,000, which is appreciably
more than it was six months ago. Various discussions have taken
place recently, between both shipbuilding and the engineering
employers and employees, with a view to an increase of wages to the
workmen, who have been suffering from the effects of a very depressed
industry for a long period. The engineering employers have already
agreed to give 2s. a week additional to workmen on time wages, but
the application of the shipyard workers was refused by the employers.
Loap-Lings.
The load-line question has again been revived by the action of the
Board of Trade, which in February of this year appointed a new
Committee to deal with the question of load-line. The members
of the Committee and the terms of reference are :—
(Chairman) Sir Charles J. O. Sanders (Shipbuilding Employers’ Federation) ; Sir
Westcott 8. Abell (Lloyd’s Register of Shipping); Captain F. W. Bate (Professional
Officer, Board of Trade); Mr. Edward W. Colvill (late Principal Ship Surveyor to
the Board of Trade); Captain John Thomas Edwards; Mr. J. Foster King
(British Corporation for the Survey and Registry of Shipping); Mr. G. M. Milne
(Bureau Veritas); and Captain Alfred Spencer, with Mr. G. C. Ager and Mr. J. T.
Munden as Secretarics.
(1) To consider the draft rules for the assignment of load-lines to merchant vessels
as drawn up by the 1913-1915 committee, and amended by the Board of Trade in
consultation with the Classification Societies, and advise whether these rules, with
or without modifications, should now be adopted by the Board of Trade and applied
to British ships.
(2) To consider the report of the Merchant Shipping Advisory Committee of 1926
regarding the carriage of timber deck cargoes on ships, and to advise whether ships
carrying timber deck cargoes can properly be assigned special freeboards, and, if so,
under what conditions.
(3) To consider the proposals submitted to the Board of Trade by the Chamber of
Shipping of the United Kingdom in relation to a special freeboard for oil tankers, and
to advise whether special freeboards can properly be allowed to such vessels, and, if so,
under what conditions.
It will be seen that the question of the load-lines, which has
been in the melting pot since 1918, is to be considered at length by
this Committee, which is asked first of all to review the whole question
of freeboard as for ordinary cargo vessels, and in addition to advise
as to what special freeboards, if any, shall be assigned to vessels
carrying cargoes of timber or cargoes of oil, which—it must be
understood—refers to vessels specially built for the purpose of
carrying these cargoes in bulk.
FRANCE.
So far this year no order for any French or foreign merchant
vessel has been placed in this country, and the shipbuilders are
mainly dependent on the amount of Naval tonnage ordered. It
would appear that certain of the big companies are contemplating
ordering new liners, particularly for those suitable for the South
Atlantic service. In the North Atlantic, the Compagnie Générale
Transatlantique are now running three large vessels on the passenger
service, the Ie de France, Paris, and France.
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THE WORLD'S MERCANTILE MARINE. 125
GERMANY.
As the statistical tables already given show, the amount of
shipping owned by Germany has again steadily risen, in fact the
increase has been greater than during the previous twelve months,
but the amount of tonnage owned is still appreciably less than it was
in pre-war days. Notwithstanding this deficiency of tonnage owned
as compared with pre-war days, the amount of shipping entering
the port of Hamburg during 1926 was appreciably greater than it
had been in any year since the War, and exceeded by three million
tons the tonnage which entered the port in 1918. The total cargo
entering and leaving the port was, however, somewhat less than in
1918, being nearly 22 million tons in 1926, as compared with 25
million tons in 1918.
Progress in general shipbuilding has been somewhat uncertain,
but various new orders have been placed, particularly on account of
the Russian Government, something like 16 million marks being set
aside for shipbuilding purposes from the Russo-German Credit.
A certain number of foreign orders are being executed, notably the
big passenger motorship Kungsholm for the Swedish-America Line,
and a mail steamer for the Companhia Nacional de Navegacao,
Lisbon. The output for 1926 was very much below the potentialities
of the German shipbuilding yards, which in 1920 and 1921 turned out
something like 1} million tons of shipping. With regard to the
present position, there has been a large increase in tonnage in the
first half of the year; whereas in January the amount under con-
struction or contracted for was only 300,000 tons, by June this figure
had arisen to 850,000 tons. Orders placed on account of the Nord-
deutscher Lloyd amount to 217,000 tons, and for the Hamburg-
Amerika Line to 288,000 tons. Of the total orders something like
150,000 tons are for foreign account.
The big German ship-owning groups have been carrying out
further fusions this year with a desire to obtain under control the
greatest amount of tonnage. The Hamburg-Amerika Line made a
fusion with the Deutsch-Austral & Kosmos Lines, and also effected
a revision of the twenty years’ agreement made in 1920 with the
Harriman Concern, U.S.A., and acquired from U.S.A. management,
the passenger steamers Resolute, Reliance, and Cleveland, aggregating
over 56,000 tons gross, and available for their North-American trade.
The Norddeutscher Lloyd have recently concluded a contract for the
construction of two large fast steamers, details of which are not yet
available, but it is evident that Germany is making a determined
effort to regain her old position in the passenger-carrying business.
UNITED STATES OF AMERICA.
The question of American load-lines is still under discussion by
Congress, and has been deferred until the re-opening of the sitting
in December next. It is interesting, however, to note that in the
meantime the Merchant Fleet Corporation, responsible for the gencral
direction of the United States Shipping Board freight vessels, has
126 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
issued an order which prohibits such vessels from being loaded to a
greater draught than shown by the Plimsol mark in accordance with
the season of the year. A certificate of freeboard is issued by the
American Bureau of Shipping on behalf of the United States Shipping
Board, fixing the position of the various load-lines. It is understood
that the assignment of freeboard is for the present in accordance with
British rules.
As the question of the supply of oil fuel for the operation of
merchant ships is particularly interesting at the present day, it is of
interest to record the report of the Federal Oil Conservation Board,
composed of four members of the United States Cabinet, which was
engaged on an exhaustive examination of the question for nearly
two years, and made a report in September 1926. ‘The essence of
that report indicated that the United States had only six years’ supply
of oil in sight in the present known wells. This figure was based on
an estimated consumption of 31,500 million gallons per annum. The
report draws attention to the need for conserving the domestic supply,
to the necessity for developments in the Mexican and South American
areas, and urges the acquisition of all the available foreign oil reserves
in order that the country shall not be dependent on supplies con-
trolled by foreign nations.
Surprina Boarp Finances.
Towards the end of 1926, a report was made for the Senate on the
losses incurred by the vessels of the United States Shipping Board
during 1925, from which it would appear that on six vessels covering
67 voyages between America and North Europe, there was a loss of
nearly £60,000 per vessel, or somewhat over £5,000 a voyage. On the
other hand the returns now available for the year ending 80th June,
1927, anticipate a net profit in excess of £50,000 for the whole of the
United States Shipping Board Vleet, as compared with the net loss
of nearly £300,000 for the previous twelve months.
Considering the operations of the Shipping Board as a whole for
the year 1926, covering some 1,200 voyages, the returns indicate
that the operating expenses exceeded the revenues by something
over £500,000, and it is stated that this sum did not include an
allowance for insurance, for repairs, or for administrative expenses,
and, although not stated, probably no allowance for depreciation.
During the twelve months the Shipping Board Flect earried nearly
10 million tons of cargo and over 100,000 passengers. 124 million
barrels of fuel oil were purchased for the ships during that period,
and nearly 350,000 tons of coal, the value of these two items approach-
ing £5,000,000.
The policy of the Shipping Board during recent years has been
to reduce as far as possible the losses in operation, and those for
1926 were largely resultant on the sale of ships to private interests,
both for operation and for scrapping purposes. At the present time
a determincd effort is being made to reduce the laid-up tleets, com-
prising 500 or more vessels, which are moored in the Hudson River
off Staten Island, in the James River, at New Orleans and on the
i a I a a
THE WORLD'S MERCANTILE MARINE. 127
Pacific Coast. The cost of the upkeep of these vessels is estimated
at something like £500,000 per annum. It is anticipated that some
200 vessels will be made available for sale or placed in reserve for
possible use should the tonnage demand justify it. It appears to
be the purpose also to scrap an appreciable number of these laid-up
vessels, it being stated that perhaps some 300 of the 500 may have
to be sold for scrap purposes.
SHIPBUILDING.
The shipbuilding position of the country has obviously been in
a bad way for some time past, and it would appear that the cost of
construction is so large in America, compared with other countries,
that the shipowning firms engaged in international operations
seriously consider whether ships can at the present time be built in
the U.S.A. It is stated by one authority that at the present time
it is 85 per cent. to 40 per cent. cheaper to build abroad than in the
United States. As evidence of the depressed condition mention
may be made of the closing of a very famous shipyard—that of the
William Cramp & Sons Ship and Engine Building Company, of
Philadelphia—during the year under review. It was stated on very
good authority that there was only one vessel of any considerable
size contracted for during the entire year of 1926 in the shipyards
on the Atlantic and Pacitic coasts. It may be noted too that at
the end of June 1927, out of a total amount under construction
in the world of something like 2,800,000 gross tons, excluding Great
Lakes tonnage, sailing vessels, and vessels of wood, the amount
under construction on the Atlantic and Pacific coasts only just
exceeded 100,000 tons.
JAPAN.
The tonnage of steam and motor vessels ut present under the
Japanese flag steadily increases, and is rapidly approaching the
4 million gross tons mark, which must be compared with the fleet
of about 14 million tons in 1918. Japan now ranks third among the
World Powers in mercantile strength, owning more tonnage than
any other country except Great Britain and the United States of
America,
The shipbuilding output, however, for 1926 was still low, being
practically the same as in pre-war days, just over 50,000 tons of
shipping being built. And Japan is the country which, during the
war, developed a shipbuilding programme producing 600,000 tons
gross a year. ‘he present amount of tonnage under construction
is relatively small, but orders have been placed for three motor-driven
liners for the Nippon Yusen Kaisha, which will form a very welcome
employment for the Japanese shipbuilding industry.
ITALY.
The amount of tonnage under the Italian flag is still rising,
having increased by about a quarter of a million tons gross since
128 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
last year. Italy possesses more tonnage than Germany or France,
and in order of tonnage possessed may be rated as the fourth mer-
cantile marine power.
The amount of tonnage launched in Italy during the year 1926,
over 220,000 tons gross, is 80,000 tons more than the year before,
and about 60,000 tons more than the previous best. The best output
in pre-war days was in 1918, just exceeding 50,000 tons, from which
it would appear that the shipbuilding output has been more than
quadrupled as compared with the pre-war period.
There have been during the last twelve months considerable
discussions as to the construction of special liners for the North
Atlantic trade. It would appear that the project is now crystallising
into a practical form. There are, however, several liners of con-
siderable size at present under construction, some of which will
shortly be put into service. An important development in connection
with these large liners is the obtaining of relatively high powers by
means of internal-combustion engines, and the trials of the Saturnia
will be watched with great interest.
Tue Epirors.
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"UVISLYVNLS YSWVSLS ODYVO GALVYSDIYSSY YVLS 3N1E
CHAPTER XII.
Freight DEVELOPMENTS OF 1927.
Rakzxy, if ever, can shipowners have considered the immediate
prospects for the shipping industry as more uncertain than they
were at the beginning of 1927. Some of the most experienced
owners and brokers have long been accustomed to maintain that a
great disturbance to world affairs has usually been necessary to
absorb at remunerative rates all the tonnage available. ‘The truth is
that with a large building industry always hungry for orders the
supply of tonnage has commonly been in excess of the demand for it.
This normal condition was inverted during the war period in conse-
quence of the steady diminution of the British Mercantile Marine by
the submarine warfare, but largely owing to the enormous expansion
of building facilities—principally in the United States—to which
that warfare directly led, the temporary abnormal condition was then
completely reversed. When hostilities ceased tonnage continued
to be produced at a tremendous rate aud never in the history of the
world had there been so great a volume of shipping needing cargoes.
A beginning was then made with the issue in various countries of
statistics of idle tonnage. ‘These became one measure of the cum-
parative depression of the shipping industry. Severe depression was
registered on July 1, 1926, when the idle tonnage in Great Britain and
Treland amounted to nearly 860,000 tons.
With the continuance of the coal strike in Great Britain a large
amount of employment for the ships of all nations was provided
in the latter inonths of 1926. The stoppage represented a great dis-
turbance to oversea commerce, and for a short time the demand for
shipping again excceded the supply. High rates of freight for the
carriage of cual from the United States were recorded and the eon-
centration of so much shipping in the North Atlantic, coupled with
the movement of coal from all other centres which could contribute
to make good part of the deficiency in the British output, meant
that substantially increased rates had to be paid for the transport
of other commodities. By January 1, 1927, the amount of idle
tonnage in Great Britain and Ircland had declined to 364,874 tons.
Renvase or ATLANTIC CoaL Surps.
By that time production was generally resumed in the British
collieries. Many large undertakings, and notably the British railway
companies, had prepared for a continuance of the stoppage until
the spring of 1927, and accordingly they had contracted heavily
: 129 s
130 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
for both coal from abroad and freight space. Their concern was
then, by the payment of compensation, to cancel many of these
contracts, and a large number of vessels which had becn designated
for the trade were suddenly released. Yet many coal cargoes
continued to reach Great Britain in the first three months of 1927.
Experienced brokers could not foresee precisely the course of events
when an immense amount of tonnage in northern waters was
made available for other work. They pointed to all the ships
which had been brought back into service when there was work
for every seagoing vessel, and some of the less stout-hcarted pictured
owners competing strenuously with each other for a share of the
reduced amount of employment and rates falling to lower, and still
lower, levels.
There were, however, compensating considerations to which
not only the naturally optimistic were alive. A real crisis had
occurred when Great Britain and Ireland needed every hundredweight
of coal that could be imported, while other countries wanted to make
good from different sources the supplies they had previously secured
from this country. Some ships which it had been quite thought
had served their time and were only awaiting a suitable opportunity
to proceed to the shipbreakers’ yards were permitted to enter the
North Atlantic coal trade during the period of emergency, and when
that ceased they were finally withdrawn from trading. The keen
demand for tonnage to bring coal meant that large quantities of
other produce had not been transported, either because the requisite
tonnage was actually not to be had, or because merchants considered
that they could not offer rates of freight competitive with those
readily bid for coal. So it happened that when many ships were no
longer necded to bring coal from North America to Europe they were
secured by the shippers of grain. The rates offered were, it is true,
substantially below those ruling when the demand for coal vessels
was at its height, but they were still such as owners could fairly
accept with a view to profitable trading. Quantities of other
commodities were waiting to be shipped when freight rates were
lower, such as sugar, and so vessels which their owners had anticipated
would be arriving in this country with coal began to reach British
ports with cargoes of other commodities.
Revivat or British Coat Exports.
This diversion of tonnage from one trade to another helped to
bridge a difficult period. Another noteworthy factor was the willing-
ness of many consumers abroad to take supplies of British coal
directly they could get them. Bunkering stations overseas had
become short of supplics and were in urgent need of replenishment.
It is the fact that British coal had been seriously and widely missed.
Consumers on both land and sea had been forced to be satisfied with
all sorts of descriptions with highly unsatisfactory results, and they
were glad to return to British coal immediately any supplies were
once more practicable. ‘Thus there was temporary and exceptional
activity in the British coal export trade, and ships again returned
FREIGHT DEVELOPMENTS OF 1927. 131
to their normal function of carrying coal to distant markets and
loading homewards cargoes of grain and other commodities. There
was once more plenty of tonnage available for the work and so
rates of freight were maintained on a very moderate level. Still,
it was something that the work was to be had.
A circumstance which was of much importance to the shipping
industry was that the last European grain crops had been below the
average, so that Europe needed to import largely. Happily, the
Argentine wheat crop was a good one and Argentina was ready to
sell it at the current market prices. The new crop in Argentina
begins, as a rule, to be exported at the end of December, and it thus
happened that a start with shipments of the new wheat crop from
that country on a large scale synchronised with the return of freight
markets to normal conditions. Ships found their way in ballast to
South America, or proceeded thence with coal, and the rates of grain
freight which merchants offered were not, on the whole, unsatisfactory
to shipowners.
Larce ARGENTINE Grain Exports.
Maize shipments from Argentina usually begin at about the end
of March, or early in April. It soon became clear that a fine maize
crop was in prospect, and merchants were then ready to release
considerable quantities of the previous crop which they had held
until the prospect of a satisfactory new crop was assured. Actually
the new Argentine maize crop proved a bumper one. An exportable
surplus of 7,000,000 tons was indicated. Prices were rightly kept
on a moderate level and European consumers were ready to buy
freely. These conditions meant that the export of maize from
Argentina in 1927 was one of the largest that had ever been known.
Grain merchants, appreciating the magnitude of this crop and the
readiness of Europe to consume it, took tonnage for months ahead
and in the early summer were chartering vessels to load in the
autumn months. The demand for tonnage seemed to reach its
maximum in May, when rates of about 30s. per ton were paid for
early loading. ‘These terms were held to be such as to justify owners
in dispatching vessels to South America in ballast. The employ-
ment homeward was so good that many owners were prepared to
accept low rates of freight for coal outwards, while others found that
it paid them better not to delay their ships in coal ports waiting for
cargoes, but to send them to South America empty. Incidentally,
the low rates of coal enabled the British export trade to regain its
position in South America. The big movement of grain homewards
im this way much helped the British coal industry.
In June, as was not unnatural, a lull in the chartering of ships to
load grain from Argentina began. The shipments were amounting
to more than a million quarters in a week, or much more than double
the quantities for the corresponding weeks of 1926. Since immense
quantities were afloat—it was estimated at one time that there were
as many as 6,000,000 quarters on the sea—it was not surprising
that merchants should wish to sce the grain being marketed before
132 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
continuing to commit themselves on a large scale. There appeared
actually, however, to be no difficulty about the absorption of the
grain. Within the space of a few wecks the grain freights from
Argentina declined from about 27s. per ton from Up-River ports of
the Plate to the United Kingdom or Continent to 19s. a ton. The
period of midsummer quietness did not last long and in the middle
of July a distinct improvement was noticeable. There was a revival
of chartering for grain from South America. On some days several
vessels were chartered, the business thus recalling the activity of
the early summer. Rates of freight steadily responded to the
increased inquiry and gradually improved, so that by the end of the
first week in August the homeward rate from the Up-River ports of
the River Plate to the United Kingdom or Continent for early loading
had risen to about 24s. per ton.
Lower ContinentaL Port Crarars.
It is significant that throughout the year concessions were made
by owners for discharge at Continental ports. For vessels dis-
charging at the range of ports between Bordeaux and Hamburg 6d.
less per ton was accepted, while if Antwerp, or Rotterdam were
specially named a further reduction of 6d. per ton was sometimes
allowed. These concessions were made owing to the lower port
charges at Continental ports and to the better dispatch given to
vessels. They showed that British trade was directly penalised in
consequence of higher port charges and less efficient discharging
facilities. The lower rates for Continental discharge were quoted
in spite of the fact that the vessels would need to proceed to Great
Britain to load their outward cargoes of coal.
Early in August there was some improvement in the demand
for grain tonnage from North America. In the late summer the
winter wheat crops should be available for export while in the
early autumn, before the closing of navigation on the Great Lakes,
activity in the export trade from Montreal was to be expected. ‘The
relation between the grain markets and the freight markets is
naturally very close, and it is highly important that grain merchants
and shipowners should try to acquaint themselves with the real
conditions in the industries other than their own. A certain amount
of manceuvring is common. The grain trade will naturally wish
to give the impression that the demand for tonnage is likely to be
small and that the supply of tonnage should be large. The shipping
industry, on the other hand, would obviously like the position to
be reversed. ‘Throughout the greater part of 1927 the facts were
that the crops in the great producing countries were large and that
Europe was in need of them. Such a state of affairs was undoubtedly
favourable to the shipping industry.
In the following table are shown representative rates of freight
in the homeward grain trade to the United Kingdom on January 1,
May 1, and September 1, together with rates for coal from the United
States to South America. It will be seen that the rates for May 1
were mostly well below the quotations for the beginning of the year,
FREIGHT DEVELOPMENTS OF 1927. 133
and that by September 1 the rates, in some cases, showed a
recovery from those of the early summer.
Homewarp Freicut Rates in 1927.
Route. January 1. May 1. Sept. 1.
US. Atlantic Ports to U.K. (grain per v. ): 3s, 6d. — 3s. Od.
Montreal to U.K. (grain per qr.). . n _ 3s. 6d. 3. 6d.
Pacific Coast to U. . (grain perton) . . 388. Od. 328. 6d. 35s. Od.
River Plate (Up River to U.K.) (grain per ton) 358. Od. 298. 6d. 240. 6d.
Chile to Continent (nitrate per ton) . 358. Od. 348. Od. 308. Od.
Vladivostok to U.K., Continent (beans per ton) 378. 6d. 31s. 3d. 33s. 9d.
Australia (South Victoria or Sydney) U.K.,
Continent (grain perton) . . 47s. 6d. 37s. 6d. 43s. 9d.
Burmah to U.K., Continent (rice per ton) « 338. 9d. 27s. 6d. 31s. 3d.
Bilbao to Cardiff (ore perton) . . eran 6s. 6d. 6s. 6d. 7s. Od.
U.S. to Rio (coal per ton). er aaee $4.250. $4. $3.50c.
U.S. to Lower Plate (coal per ton) . a, Mls 198. Od. $4. $3.50c.
Se
Freicur Inpex NumMBERs.
As compared with the corresponding figures for 1926 the index
numbers prepared by the Chamber of Shipping for the first six months
of 1927 were substantially better. An improvement was obviously
needed, since during 1926 the figures for four months were below the
average for 1913 in spite of the fact that in 1926, before the coal
stoppage, working expenses were authoritatively stated to be from
90 to 100 per cent. above the level ruling immediately before the war.
If the average for 1918 be taken as 100, the general index numbers
for each of the first seven months of 1927 and 1926 were as follows :—
1927. | 1926.
January . . - 129-74 | January . . . . 1069
February . . . «133-25 | February . . . . 982
March. . - 130-43 | March . . . . . 934
April ©... (121-54 | April. ww. - 96-7
May . . . . . 124-83 Maye.) pe ee 1 Gs OT
June. . . . . 115-00 June ao oe oe eed OLS
July . . . . . 106-67 July. . 2. . . . NSO
It will be seen that the highest points in the first seven months of
1927 were reached in February and March.
SoutH AMERICAN PREDOMINANCE.
The amount of tonnage laid up idle on October 1, 1926, was
much less than half the total for July 1, 1926, the reduction reflecting
the abnormal conditions in the North Atlantic which have just been
described. By January 1, 1927, the figures were still further reduced
and by April 1, 1927, there was a remarkable decline to only 239,681
tons. The returns for April showed a reduction, as compared with
those for January 1, of as much as 84:8 per cent., or 125,193 tons net,
134 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
and as compared with April 1, 1926, a decline of 33°39 per cent., or
120,167 tons. The figures were actually the lowest since statistics of
the kind had been collected by the Chamber of Shipping, and they
were the more remarkable in that the abnormal coal trade had
dwindled to comparatively small proportions early in the year.
The marked reduction in the figures indicated the large transport
of grain from South America. Now that the movement of grain
from the Black Sea district is on a far smaller scale than before the
war the River Plate market has become the dominating factor in
freights. The effect of activity in that route is quickly reflected in
other directions, while if shipments from Argentina are restricted
tonnage is immediately diverted to other routes, with the result that
freight rates generally decline.
The good figures for April 1, 1927, were not maintained. By
July 1 the idle tonnage had risen to 420,164 tons, an increase of
75 per cent. on the figures fur three months previously. The increase
in the idle tonnage would have been largely a consequence of the
falling off in the demand in the South American trade. The statistics
Se April 1 and July 1 during each of the last seven years were as
follows :—
Net Tonnace Lain Ur on
April 1.
July 1.
1927 168! 239,681 202 420,164
1926 248 359,848 518 859,739
1925 312 | 393,062 430 777,179
1924 255 | 410,365 310 470,073
1923 321 46,555 372 0
1922 484 836,619 583, 1,112,332
1921 1.165 | 1,707,271 1,023 \ 1,852,412
The whole of the increase in idle tonnage on July 1 last was among
ships of 1,000 tons and more, which would have been the type mainly
affected by the lull in grain chartering. The recovery which set in
during the second half of July should thus have been indicated in
the figures of this class of ship for October 1, when the normal
autumnal demand should have shown itself. Actually, the seasonal
expansion has been very marked.
Frency Coan Import Restrictions.
In June the British coal industry was somewhat shocked by
the announcement of the French Government of the introduction
of a system of licences for the importation of coal with a view to a
large reduction. The intention was to reduce the total imports by
8,000,000 tons annually, by reducing the imports overland from
6,500,000 tons to 4,000,000 tons and imports by sea from 18,500,000
tons to 8,000,000. This move was traceable to the coal stoppage
in Great Britain in 1926, since the French production, partly as the
result of Polish labour, which had been introduced, was then much
inereased. Licences were withheld from railway companies and
FREIGHT DEVELOPMENTS OF 1927. 135
certain public utility enterprises, although they were freely granted
for other industrial and private purposes, and the rigid curtailment
was, of course, serious for the British coal industry. The scheme was
strongly criticised in various quarters in France, where large con-
sumers were compelled to pay high prices for poor descriptions of
coal, and in the late summer it appeared doubtful for how long the
system would be in force. The reduction concerned both the coal
industry and shipping, although there was some compensation
for the latter in that French vessels were employed, to some extent,
in carrying coal between French ports.
AMERICAN Bituminous STRIKE.
As from May 1, a partial stoppage occurred in the union mines
of the United States bituminous coalfields. It affected mainly what
is known as the Central Competitive District of the States of
Pennsylvania, Ohio, Indiana, and Illinois. The stoppage gradually
extended in the union mines and by the late summer the United
States weekly output had been reduced from about 12,000,000 to
8,000,000 tons. Large supplies had been built up and there was no
sign down to the end of August of any need for imports. By then
the United States coal export trade had dwindled to very small pro-
portions and the lack of this trade would have helped the internal
position. The British coal export trade to South America had been
largely regained and had been encouraged by the low rates of freight,
which ranged between 12s. and 18s. per ton, as the result of the active
employment of shipping in the homeward grain trade. In February,
1926, when the homeward grain rates were on the low level of about
18s. per ton the outward coal rate rose to as much as 21s. per ton.
It gradually declined until in April, 1926, it was rather less than
16s. per ton. At the beginning of 1927 the rate to Buenos Aires was
14s. 6d. per ton, and late in August the ruling rate was only 13s. per
ton, after 12s. had long been quoted. Low rates of between 7s. 6d.
and 8s. 6d. per ton were quoted for the voyage from Great Britain to
Italy, and by the late summer very little coal was exported from the
United States. Vine warm weather in North America in the summer
of 1927 was of assistance in enabling the reduced American output
to meet the requirements of the country and it remained to be seen
if imports into the United States would be needed in the autumn and
winter months. Some authorities held that the coal stoppage in
the United States would be the longest that had ever been known.
It was known that many miners who had been employed in union
pits found work in non-union mines and that others found different
employment which, in a country with the vast resources of the United
States, should not have been difficult. It was thought that many
mines which had been closed down as the result of the labour trouble
would not soon be reopened, and imports might, in the winter, be
needed.
South Arrican Freicut Ficurt,
The South African trade, which has been the subject. of sharp
freight fights in the past, was seriously disturbed in 1927. The
136 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
rumblings of a disturbance were heard in 1926, and at the end of
April, 1927, announcement was made of a proposed competitive
monthly service from Newport, Mon., and Antwerp to Cape Town,
Durban, and Delagoa Bay. The shipping lines were approached by
the merchants through the South African Trade Association, in
accordance with the terms of an agreement, for the protection of
their interests. The agreement provided that “In the event of
anything occurring to disturb the stability and equality of rates . . .
the shipowners will forthwith take effective measures in consultation
and agreement with the South African Trade Association to protect
the interests of the signatory shippers. Accordingly after con-
sultations had taken place rates of freight were sharply reduced.
Thus the normal freight rate for galvanised i iron or steel sheets to
Cape Town was at once reduced from 50s. per ton to 10s. per ton
until the end of the year. The rate on fencing standards was lowered
from 27s, 6d. to 15s. a ton, and early in May it was again reduced to
only 5s. per ton. The cost of discharge alone in South African ports
was stated to be about 1s. 6d. a ton, so, clearly, after loading expenses
and port charges had been met by the shipping lines, only a trifling
sum would remain to be put against the cost of transport for more
than 6,000 miles. Fencing standards have largely been shipped from
the Continent, the C.I.F. price having been early in the year about
£5 15s. per ton.
Protection oF MERCHANTS.
Besides reducing the rates of freight on a number of special
commodities the Conference lines introduced an arrangement under
which by each Conference steamer sailing from her final port of
loading a fortnight before and a fortnight after the sailing of the
outside steamer from her final port of loading for general cargo, each
Conference shipper who had shipped goods of the same kind as those
carried by the outside steamer would, under certain conditions,
receive a readjustment of 50s. per ton off the tariff rates, down to a
minimum rate of 15s. per ton for Walvis Bay, Luderitz Bay, and
Union ports, and 16s. 6d. per ton (subject to 10 per cent. deferred
commission) for Delagoa Bay, such reductions, however, being made
only in respeet of tonnage not exceeding the amount of similar eargo
shipped by the outside steamer. The “ readjustment”? of 50s. a
ton meant that the normal maximum rate of freight of 80s. a ton,
which was applicable to only certain articles, would be reduced to
80s. per ton. At the annual meeting of the South African Trade
Association held in May tribute was paid to the services rendered
by the Conference Shipping Lines, while warning was given of the
losses that must be incurred by merchants who were compelled to
hold large stocks of commodities. It was recognised that the
freight war must involve grave dislocation to the South African
trade. The great majority of the shippers undoubtedly desire stable
rates of freight on equal terms for all, whether small or large shippers,
but the war which developed in the South African trade will have
necessarily proved very costly to the shipping lines. It was of a
# Canenistg tetog 9 quvagr fq ovoud)
FREIGHT DEVELOPMENTS OF 1927. 137
more serious type than one which had been proceeding for many
months in the cargo trade between certain Continental ports and
South America.
GENERAL EXPERIENCE OF CarGo CARRIERS.
For ordinary cargo vessels the experience during the greater
part of the year should have been not unsatisfactory, and in the late
suminer there were indications of a real autumn revival. While
the available exports of wheat in Argentina were drawing to a close
there remained large quantities of maize for shipment, and the
Pacific Coast of North America had one of the largest wheat
harvests, if not the greatest, ever known. This trade, which is, of
course, & long-distance one, provided) much employment for
shipping. South Africa had some 500,000 tons of maize for export,
and Knrope, whose crops had been damaged by inclement weather,
seemed ready to import all the grain she could secure. With the
removal of selling-price restrictions as from July 1 there was a
marked revival of the export of nitrate from Chile and a fair
amount of tonnage was taken for this service. The usual demand
of Eastern Canada for ships to load the spring wheat crops set in,
and there were not insignificant subsidiary markets, such as that
in sugar from Mauritius. ‘The result of a widespread demand for
freight space was that ships were scattered in many routes and the
employment offered to vessels in one trade reacted on another.
These were conditions which were favourable to the shipping
industry, and many lean and unsatisfactory years have elapsed
since there was such a healthy movement in the transport. of crops
and other primary produets which, it was to be hoped. might lead to
an improvement in the trade in manufactures. The improvement
in conditions at the beginning of the year had encouraged the placing
of numerous contracts, many of which had been delayed owing to
the industrial troubles of 1926, and in various quarters fears had
been expressed that the freight markets might be flooded with new
tonnage, to their serious disadvantage. ‘The passenger liner com-
panies, although not securing the advantages of comparatively cheap
coal, since they now rely largely on oil fuel, should have fared well,
especially in the North Atlantic trade, where the passenger move-
ment in the first saloon was again considerable, but for their share of
the trade the British companies have, in the face of strong and
increasing competition, had to work hard.
Curupert, MaucHan.
CHAPTER XIII.
STANDING or THE WorLp’s Mercuant FLEETS.
Tue brighter conditions which existed in the shipping and ship-
building industries during the past year is reflected by the figures
given in Table I., which records a large increase, as compared with
the previous year, in the amount of the world’s tonnage afloat, in
spite of the fact that during the same period 1,848,948 tons of
shipping was lost or broken up.
Tasiz I.—TonnaGE oF THE WorLp.
Steam and Motor. Sail. Total.
No. Tons. No. Tons. No. Tons.
1913 | 23,897 43,079,177
1914 | 24,444 45,403,877
1915 | 24,508 45,729,208
1916 | 24,132 45,247,724
1919 | 24,386 47,897,407
3,890,936 30,591 46,970,113
3,685,675 30,836 49,089,552
3,532,561 30,720 49,261,769
3,435,412 30,167 48,683,136
3,021,866 29,255 60,919,273
1920 | 26,513 53,904,688, 3,409,377 31,505 57,314,065
1921 58,846,325 3,128,328 33,206 61,974,653
1922 61,342,952 3,027,834 5 64,370,786
1923 62,335,373 2,830,865 65,166,238
1924 61,514,140 2,509,427 64,023,567
1925 62,380,376 2,261,042 32,916 64,641,418
1926 62,671,937 2,112,433 32,615 64,794,370
1927 63,267,302 1,925,608 32,175 65,192,910
Owing to the War, statistics were not compiled regarding the vessels recorded in Lloyd's
Register Books for the years 1917 and 1918.
The above table shows that during the past year there was an
increase in the world’s steam and motor-propelled tonnage of 595,865
tons. During the same period there was a decrease of 186,825 tons
in sailing tonnage, making the net increase for the year 408,540 tons ;
for the period June 1925 to June 1926, there was a net increase of
142,952 tons. The largest increase is recorded by Germany, which
country has added 262,000 tons to its merchant marine. Italy,
which has adopted the construction of motorships very strongly
and where State assistance is playing a very important part, 1s
second to Germany with 248,000 tons. Other countrics where
good increases are recorded are: Greece, 105,000 tons; Japan,
95,000 tons ; and Holland, 91,000 tons. The large post-war fleet of
the United States is being gradually reduced by scrapping, and
during the past year 166 vessels of 448,491 tons were lost or
broken up. The net decrease of the U.S. merchant shipping was
138
STANDING OF THE WORLD'S MERCHANT FLEETS. 139
175,000 tons. The decrease in the tonnage owned in Great Britain
and Ireland was 81,000 tons as compared with a decrease of 40,914
tons for year ended June 1926.
Of the world’s total tonnage of 65,192,910 tons only a certain
amount is available for the carriage of merchandise and passengers,
the remainder, such as tugs, salvage vessels, ete., being considered as
auxiliary vessels to the main fleets of sea-going ships. ‘These deduc-
tions are recorded in Table II.
Tate II.—TonnacE AVAILABLE FoR CaRRYING Goops AND PasSENGERS.
| Gross tons. Gross tons.
Total tonnage of the world. . . . 1. — 65,192,910
Sailing Ships * < 1,925,608 =>
Oil Tankers (excluding versels of less than
1,000 tons) > aie se 5,847,086 cng!
Oil Tankers (less than’ 1, 000 tons) SA ae 69,000 _
Trawlers and other fishing vessels . .. 819,352 <7
‘Tugs and salvage vessels Sage Bae Po 362,000 =
Steam barges, dredgers, ete.* 2... 790,000 _
Paddle steamers * . Ao te ee 362,000 —_
Lake vessels, United States od ata aee 2,515,250 _—
Lake vessels, Canada, 726350 3 ate al 320,133 _
—————|_ 13,010,429
Tonnago available for passengers and goods ragers amc 52,182,481
Comparative figures as shown in “ Brassey’s Annual, 1927” 52,291,385
Decrease in preceding 12 months ee 108,904
a
* Excluding those operating on the Great Lakes of America.
Table III. gives the figures of the steam and motor tonnage in
existence in the years 1914 and 1927. The last column records the
change that has taken place in the total tonnage owned by the
various countries. It should be noted that sailing tonnage is not
Tasie II[.—Steam anp Motor Toxnage.
Ordor of | | ;
Fleets Country. 1914. ! 1927. Difference.
(1927).
19,179,029 | + 287,029
2,698,940 | 41,066,840
1,03 is 798
Great Britain and Ireland
British Dominions
Denmark
~
& SSONWRONOAS &
Ps
ay
“
Japan > 2 2) tf] Lz0x\000
Norway . . . . . 1,957,000
United States (Sea)
United States (Lakes)
Other Countries
— 863,751
ras Total . . . | 45,404,000 63,267,302 | +16,775,666
140 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
included in this table as their influence on sea carrying trade is of
small importance and is becoming less and less each year.
The net increase of the world’s fleets at June 1927, as compared
with June 1914, as regards steam and motor tonnage, works out at
17,863,000 tons gross, or 891 per cent. During the thirteen years
1901-1914, the net increase was 21,395,000 tons, or 47°1 per cent.
of the 1901 tonnage. ‘I'he list of countries showing increased tonnage
is, of course, headed by the United States with over 9 million tons.
They are likely to maintain that position for many years, but we
wish to repeat that the U.S. fleet of over 11 million tons does not
represent vessels in active trade, over 4 million tons of vessels, many
of which have not carried a single cargo, have been lying rotting
for years. Japan has a merchant fleet of 4 million tons, which is
slightly more than 2} million tons more than in 1914. Italian
shipyards have also been very busy, and that country is third on the
list with an increase of nearly 2 million tons. Increases of over a
million tons have also oceurred in Germany (1,814,500 tons), France
(1,489,679 tons), Holland (1,173,000 tons), and, as is to be expected,
in the British Dominions (1,066,840 tons). The increase which has
taken place in the tonnage owned in Great Britain and Ireland is
287,029 tons or only 14 per cent. of the 1914 fleet. The increase
in tonnage owned abroad represents 66} per cent. of the pre-war
tonnage.
Tirty-FIVE YEARS’ DEVELOPMENT.
In 1898, the gross tonnage of steamers amounted to 15,264,000
tons, and the gross tonnage of sailing vessels to about 9,700,000
tons. The steam and motor tonnage has increased by over 48
million tons, while the sailing tonnage has decreased by well over
73 million tons gross. Apart from the enormous increase which has
taken place in the United States seagoing steam tonnage and the
recent decrease in the German tonnage, both due to the war, the
following are the most noticeable changes during this period of
thirty-five years. The sail tonnage registered in Great Britain
and Ireland and in Norway, which, in 1893, amounted to about
2,728,000 tons gross and 1,446,000 tons gross respectively, is now
reduced to 130,000 and 22,000 tons respectively. The increase in
the steam and motor tonnage owned in Great Britain and Ircland
amounts to 10,151,000 tons. The most remarkable development
has taken place in Japan, the steam tonnage of which country now
reaches a figure cqual to nearly 27 times the total owned in 1898.
The present steam tonnage of Italy is nearly 11 times, that of
Holland nearly 9 times, that of Norway over 74 times, and the
Danish and Swedish tonnages nearly 6 times larger than in 1893.
Types or MacuINnery.
A great development has taken place in the use of steam
turbines and of internal combustion engines. There are now
1,374 steamers of 9,228,983 tons fitted with turbines, and 2,552
vessels, including auxiliary vessels of 4,270,824 tons, fitted with
STANDING OF THE WORLD'S MERCHANT FLEETS. 141
internal combustion engines, as compared with 780,000 tons and
220,000 tons respectively in 1914. It may be stated that, while
during the last twelve months the tonnage of steamers fitted
with reciprocating steam engines has actually decreased by about
267,000 tons, there has been an increase of 778,000 tons in the
tonnage of motorships, and of 91,000 tons in the tonnage of vessels
fitted with steam turbines. The increase in the motorship tonnage
as compared with 1922, amounts to over 2? million tons, representing
an increase of nearly 183 per cent. on the total in existence five years
ago.
An analysis of the type of machinery now employed also shows
that there are now 381 vessels, with a total tonnage of 489,000 tons,
which are fitted with a combination of steam turbines and recipro-
cating engines. In the case of 48 vessels, with a tonnage of 187,000
tons a comparatively new system of propulsion has been adopted,
viz.: electric motors connected to the screw shaft, these motors
being supplied with current from generators, which are driven either
by steam turbines or oil engines. Over two-thirds of this tonnage is
owned in the United States. There are now 8,623 steamers aggre-
gating 18,481,759 tons fitted for burning oil fuel, of which 788 of
5,087,612 tons are owned in Great Britain and Ireland and 1,822 of
8,875,820 tons are registered in the United States. When con-
sidering these figures, however, it should be borne in mind that some
of the vessels, although “‘ fitted for burning oil fuel under boilers,”
are actually burning coal. The figures in Table IV. enable a reason-
able comparison to be made between the employment of coal and
oil fuel at the present time as compared with 1914.
Taste IV.
1914. 1927,
Per cent. of Per cent of
total gross total gross
tonnage. tonnage.
Sailing vessels and sea-going barges. «we Ce 8-06 2-95
Oil, etc., in internal combustion engines on ph ine 0-45, 6-55
Oilfuel for boilers... Se ee ty 2-65 28-35
Coal sae Had Be ea ee ole ne ae ee ee EA 88-84 62-15
100-00 100-00
The reductions to the world’s fleets during 1926, caused by ships
totally lost, broken up, condemned, etc., amounted to 838 ships
of 1,848,948 tons, excluding all ships of less than 100 tons. Of
this total, 656 ships of 1,226,873 tons were steamers and motor-
ships, and 182 of 117,070 tons were sailing ships. These figures,
compared with those for 1925, show an increase of 246,079 tons as
regards steamers and motorships and a decrease of 44,171 tons for
sailing ships—the net increase for 1926 being 201,908 tons. This is
not altogether due to actual casualties—the figures for which show
an increase of 100,942 tons for steamers and motorships—but also
to the fact that 851,232 tons were broken up during 1926, as against
142 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
746,560 tons in 1925. The tonnage of ships owned in Great Britain
and Ireland which were broken up, dismantled, etc., during 1926,
amounts to 153,318 tons.
The number and tonnage of ships of all nationalities lost, broken
up, ete., since 1916, are as follows :—
Tasce V.—TornacEe Lost orn BRokEN uP.
Steamers and Motorships. ! Sailing Ships.
Year. — =
No. Tons (gross). | No. Tons (net).
1916... 1,288 2,724,041 | 611 284,224
MOU a Se os 2,605 6,607,261 : 748 520,206
1918. 1,294 3,332,791 i 325 159,919
1919) ows 425 624,172 | 241 112,658
(gross)
1920... . 370 518,695 215 138,959
1921 ak tk 8 344 536,537 215 137,720
1929) Ss -03o S 511 743,866 205 143,946
1923. 2... 709 1,456,870 ; 269 259,909
19244 0. 1 117 1,614,662 , 239 243,017
19250. 553 980,794 186 161,241
1926 eS 656 «=| ~—s«1,226,873 182 117,070
War Losszs INCLUDED IN THE ABOVE TABLE,
Steamers and Motorships. Salling Ships.
Year. i a — —_ -
No. | Tons (gross). No. Tons (net).
se ee eae Se es reese ee
1916 ! 942 | 2,189,079 | 245 139,609
1917. | 2211 5,957,913 523 392,449
wo ss | 911 | 2674/42
28 | 141 69,744
Excluding the five War years 1914-18, the average percentage
of loss of steamers and motorships belonging to Great Britain and
Ireland during each year since 1908, amounts to less than 1 per cent.
per annum of the tonnage owned. The percentage for the year 1926
is 0°71.
Table VI. records the numbers of steamers and motorships
in existence at the end of June 1927, (1) under all flags, and (2) under
the British flag, the ages of which are (a) 20 years and under 25
years, and (b) 25 years and over.
There are 2,982 vessels less than five years old, with a tonnage
representing 14 per cent. of the total tonnage in existence. Vessels
of twenty-five years and over amount to 7,435, but their tonnage
is only 15 per cent. of the total. Of the vessels built in 1902 or before.
over 624 per cent. are of less than 1,000 tons each, and the average
size of the others is 2,461 tons, while of the vessels built during the
last five years only 87:2 per cent. are of less than 1,000 tons each,
and the average of the others reaches 4,518 tons. Of the 889 vessels
of 8,000 tons and upwards now in existence, 212 have been built
STANDING OF THE WORLD'S MERCHANT FLEETS. 143
Taste VI.—Divisions or AcE.
(1) Divisions of age—the World.
ea Total (all ages).
Divisions of tonnage. 20 and under 25
years.
No. | Tons, No. Tons. No. Tons.
100 & under 500 | 1,530 784,585 | 11,543 | 2,663,359
f 500 ,, 1,000] 319 748,139 | 3,047 245,592
3 1,000. ,, 2,000 | 493 1,618,190 ;
3 | 2,000 5, 4,000 | 549 | 1,669,020 | 1,119 | 3,267,471 | 4,215 202
& 4,000 ,, 6,000 | 426 3,609 | 18,197,405
Z| 6000 ,, 8,000] 15 1,780 | 12,157,940
8 | 8,000 4, 10,000 611 | 4,483,540
EB | 10,000 5, 15,000 260 2
15,000 ,, 20,000 72
20,000 and above 57 46
Total «| 3,530 | 6,714,834 | 7,435 | 9,498,239 | 28,967 | 63,267,302
a eS LEE EP ae ee ek teh ea ak
SC en
| (2) Divisions of age—Britisb.
7 a Siete al —— Total (all ages).
Divisions of tonnage. aaa pegeare andl
No. | Tons. No. | Tons. No. Tons.
. 100 & under 500 | 509 | 116,021 | 1,056 '
3 500 ,, 1,000 74, 52,318] 160
4| 1,000 ,, 2,000] 85) 122,849] 114 |
£] 2,000 ,, 4,000; 153 | 477,883 | 122
3 / 4,000 ,, 6,000) 123 | 571,470 66 | 317,862
2\ 6,000 ,, 8,000! 22 8 38 257,766
; 8,000 ,, 10,000; 20 72 10, 88,461
r| 10,000 ,, 15,000 6 69,024 15 | 179,356
& | 15,000 ,, 20,000 3 B4904, — | 48 |
4 \ 20,000 and above 51 125,530 1) 21,179 25 |
Total. . 1,582 | 1,750,512 | 7,820 | 19,169,029
during the last five years. Of the tonnage owned in Great Britain
and Ireland, over 20} per cent. is less than five years old. The
only merchant navies which have a larger proportion of new tonnage
(less than five years old), are Germany with 25'2 per cent., and Norway
with 21°4 per cent.
The group of vessels with the largest aggregate of tonnage is that
of between 4,000 and 6,000 tons each, amounting to 18,197,405 tons,
equal to 283 per cent. of the world’s total steam and motor tonnage.
The big liners, say those of 15,000 tons each and upwards, represent
less than 4 per cent. of the total tonnage ; it may be added, however,
that over 60 per cent. of the tonnage of those liners is owned in Great
Britain and Ireland.
Tue Epirors.
CHAPTER XIV.
ENGINEERING ProaREss.
Progress of marine machinery during the twelve months since the
last issue of the ‘* Annual ” is the result of the stimulating influences
of the competition between steam and Diesel prime movers. Let it
be stated categorically that to-day where long voyages are the rule,
when moderate powers and speeds only are desired, the Diesel engine
as a means of propulsion has no serious rival where regular oil
bunkering adjacent to oil fields is possible. ‘The increasing testimony
of all the leading shipowners concerned with this type of vessel
confirms this finding. The competition between the rival systems
of steam and internal combustion is felt particularly in the case of
higher-powered passenger liners, “cross channel”’ vessels, and
particularly vessels on the North Atlantic service.
The King George V, with her 550 lbs. per square inch boilers,
has heralded a new era for steam, but has not relegated to past
history the achievements of the internal combustion motor. The
results of protracted and carefully conducted trials and of regular
service this summer have definitely proved that 500 lbs. per square
inch pressure and over, associated with above 700° F. total tempera-
ture of steam, are in no way dangerous nor involve undue complica-
tions or risks. ‘his installation is so small—8,500 $.H.P. total in
seven turbines on twin screws (an extra high-pressure unit being
coupled to the port gearing) that the radiation losses are a much
higher percentage than would obtain with larger installations.
The Clyde river service permits only of coal firing, but the closed
stokehold system, the Yarrow boilers, and the hand firing of coal
have worked out with success. The temperatures in the machinery
spaces are quite reasonable, and the slight modifications made since
the initial trials have removed any cause for the earlier criticisms on
this score. The economy of fuel, for such a small installation, is
marked, and shows # great improvement on her earlier sister ships.
For the four new Canadian Pacific liners now building by John
Brown and Co. and William Beardmore and Co., on the Clyde with
18,000 $.H.P. normal rating in the case of the first pair on twin
screws, the more moderate pressure of 350 lbs. per square inch has
been adopted, and it is generally agreed wisely so.
Dieset-Driven Evectric ENGINES FoR AUXILIARIES.
The most outstanding performance with large ships, however,
during the last year in the mercantile marine world, is the achieve-
ments of the trials, contirmed by the subsequent sea performance,
144
CRIT “09 Guysaaurbug p Aondys puasyn 4 oy) fiq poyonayeuog)
“SNIDNA NOILSNEWOO AVWNYSLNI YAZINS*GNASTIVM
ENGINEERING PROGRESS. 145
with the new machinery installed in the Empress of Australia—
formerly the German built and engined vessel Tirpitz. he original
machinery was of an experimental nature and gave unsatisfactory
results both in respect of power output and fuel consumption. The
ship as a whole, however, was such as to warrant the cost of a new
machinery installation of 18,000 8.H.P., which was supplied by the
Fairfield Shipbuilding and Engineering Company. As total weight
of machinery was not of prime importance, the water-tube boilers
were replaced by cylindrical generators supplying steam at 220 Ibs.
per square inch, and at a total temperature of 615° F. to Parsons
turbines driving through single reduction gearing. Certain of the
auxiliaries are electrically driven, current being supplied from Diesel
generators. The remarkable result of 0°69 Ib. of oilfuel perS.H.P.-hour
for propelling purposes only has been achieved and has been main-
tained in service. ‘his result with oil firing and with the standard
pressure of 220 Ibs. per square inch has given marine engineers cause
to pause. To what is this result mainly attributable ? Not to the
application of any new principle in boilers or their auxiliaries, nor to
any innovation in the main propelling engine-room plant—but rather
to the very correctly proportioned design of the various units, such
as feed heaters, air heaters, superheaters and turbine blading and
expansions. Alone, of course, this could not completely explain the
result of 0°69 Ib. per 8.H.P. per hour for all propelling purposes. It
must be that the economy of electrically driven auxiliaries, indicated
also in the case of the propelling machinery of the fine vessels of the
Otranto class of the Orient Line, has been greatly enhanced when the
current is supplied at maximum fuel economy from Diesel driven
electric generators. ‘The difficulties and great expense of installing the
special apparatus to measure accurately the steam consumptions of
all the various auxiliaries in a large engine-room has resulted in the
data available on this subject being very meagre, and assumptions
have, of necessity, been generally resorted to. The figure of total
fuel consumption attained by the Empress of Australia, however,
enforces the conclusion that the consumption for auxiliaries is a more
important factor than was generally supposed, and indicates a line of
very considerable economy that will be pursued and become standard
practice. Small steam units are out of date; inevitably inefficient,
because of their size. With electric plant and internal combustion
engines, so far as these have been yet developed, size has but a
negligible influence on the overall efliciency.
Unquestionably, this fine result, stimulating to British engineering,
and boding exceedingly well for the four large liners building on the
Clyde for the same owners, redounds to the credit of Mr. J. Johnson,
the Chief Superintendent Engineer.
Evectrric Proputsion.
The natural corollary to these deliberations is unquestionably
a study once more of the question of the electrical propulsion of
ships. A later chapter in this volume is devoted to this subject,
L
146 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
and it will only be developed here as arising from the foregoing
results. The fact that the great Peninsular and Oriental Company
have ordered a twin screw passenger ship of 18,000 s.h.p. to give
18 knots full sea speed by two turbo-alternators delivering current
to main motors in the engine-room on the main shafts has given to
this subject a new stimulus and has caused widespread speculation.
The fact that the main motors are in the engine-room is important.
Shaft tunnels can be deleted with electric propulsion, by placing the
motors aft in a separate compartment where the fineness of the ship
renders the space little suitable for dividend earning. The writer
inclines to the view that the decision to put the main motors in the
engine-room is the correct solution. Supervision is unquestionably
simplified and watch-keeping facilitated. Expensive and heavy cables
conveying the main current from generators to motors are much
shortened. The first cost for electric propulsion cannot be less than
geared turbines, because of the weight of copper involved and the
expense of the elaborate electrical control gear. The efficiency at
full power must be considerably less because of the alternator and
motor losses being greater than with mechanical gearing, especially
of the single reduction type, even allowing for the windage losses due
to driving the astern turbines of the normal direct system con-
tinuously when running ahead. The generation of electric current
for the electrically driven auxiliaries by large alternators cannot
improve on the economy of Diesel generation. No saving in overall
weight of machinery results. The idea of control of the machinery
from the bridge, quite feasible only with electric propulsion and 80
frequently advocated, is inadvisable because of the necessity of
controlling steam generation in the boiler-rooms in relation to the
operation of the propellers and the difficulty of effecting this control
from anywhere other than the boiler-room.
Quite apart, then, from special vessels such as tugs, ferries,
dredgers, and other craft where there are special considerations or
where the auxiliary power may be a large fraction of the total, the
preference for electric propulsion must depend on the main claim
that with a multiplicity of generating units, independent of the
number of propellers, the efliciency can be maintained at a very
near approximation to the maximum throughout a wide range of
the propelling power required. ‘his result is simply achieved by
running the required number of generators, according to the power
demanded, which is divided automatically amongst the total number
of motors and propellers.
Economy at VARIABLE SPEEDS.
It is stated that the P. & O. vessel is required to have two
economical speeds. The lower serves from Britain to Marscilles,
where the mails are taken on board, and the higher from the latter
port to India. One turbo-alternator supplying current to both
shafts suffices for the lesser speed; both are used for the full power
and speed. In this way the efficiency will be the same and at the
maximum at both the required speeds. Further details are still
147
ENGINEERING PROGRESS.
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148 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
lacking regarding this interesting installation, but on the subject of
economy of propelling machinery over a range of power, the results
of the machinery trials of H.M.S. Nelson, the latest battleship to be
commissioned for H.M. Navy, are of great interest and service.
The propelling machinery was designed and constructed by the
Wallsend Slipway and Engineering Co. of Wallsend, and some of
the leading particulars of performance are given in the curves
reproduced on p. 147. This machinery installation of over 45,000
maximum shaft horse-power sufliced for a specd in excess of 23 knots,
and is of twin screws, each driven through single reduction gearing
having large bearing surfaces for the pinion and wheel bearings.
Each set has one high- and one low-pressure turbine. Nozzles and
interstage valves control the steam admission to the various stages
of these phosphor-bronze bladed impulse turbines, giving a high
degree of steam economy as seen from the curves over a wide range
of operating power, and giving thus at any desired speed a relatively
wide radius of action on the 4000 tons of oil fuel carried. Steam is
supplied by eight water-tube boilers of the 8-drum small tube
type.
It will be seen that the water rate of the turbines only is 8-38 Ibs.
per shaft horse-power per hour at 100 per cent. full power, and at
50 per cent. full power is only 8-58 lbs., or an increase of little more
than 2 per cent.—a truly remarkable and splendid result. If the
figures for all purposes be taken over the same range, 9-65 and
10-05 Ibs. per shaft horse-power per hour respectively, the increase
is only 4 per cent. With warship’s machinery there are many
leading considerations, and economy at cruising speeds is certainly
one of the most important. These results from the machinery of
the H.M.S. Nelson reflect the greatest credit on the designer of the
turbines, Mr. Andrew Laing, C.B.E., of the Wallsend Slipway,
and applied generally mean that electrical propulsion must show
some gains other than economy at partial power to justify its
adoption.
It is therefore predicted that for fast-going passenger liners, the
type of propelling machinery generally adopted for some time to
come will not be electric. The extra high cost of construction,
consequent upon high pressures, t.e. compatible with those of the
latest installations under construction and in contemplation on
land, together with the extremely small gain in economy due to
increases in pressure, will limit marine work to moderate pressures
and will tend to cause concentration for maximum economy on the
important auxiliaries concerncd with feed heating, superhcating,
and air heating. Gradually turbine efliciency has been increased to
a figure that compares well with the maximum theoretically possible.
Mechanical gearing, now always cut with minute precision, leaves
little scope for anticipating any overall efticiency gain over present
practice. As already stated, electrically driven auxiliaries will
become standard, as the Diesel generator is unrivalled in respect of
fuel economy in relatively small sizes, when oil is the main
fuel.
ENGINEERING PROGRESS. 149
ComBINED REcIPROCATING AND TURBINE MACHINERY.
Before leaving the subject of steam, a further development must
be recorded. In Germany, a great number of earlier steamers, and
a good number of new vessels, are being converted or built with a
combination of reciprocating steam and turbine machinery. ‘The
combination is not new. A number of White Star vessels have
reciprocating engines on the wing shafts which exhaust to a turbine
on the centre shaft. This type of machinery undoubtedly gives
very satisfactory and most economical results. Both types of
prime movers, reciprocating and turbine engines, work each in the
field of pressure where economy is highest.
The Bauer-Wach system combines reciprocating engines and
exhaust turbines on the same shaft. A main gear-wheel is mounted
on the main shaft into which a pinion engages ; between this pinion
and a first reduction wheel is a Vulean hydraulic clutch isolating
the turbine and its gear (the first reduction) from all fluctuations in
turning moment.
An exhaust turbine drives a first reduction pinion engaging with
this wheel. In other words, there are two reductions and two gear-
boxes connected only through the
oil film in the Vulean coupling “CAP NORTE”
permitting the perfectly even Comparison of Turning Moment Diagrams
torque of the turbine to be added | Sele Me tuaitaton of an exhaust turbine
to that of the main reciprocat- iter ileus
ing engine. The fitting of the | - ~ 100
hydraulic coupling enables both pale
a20 =
sets of gears, the first and the Kilogrammetres—
second reductions, to have single
Zero line
helical teeth, because the end 2. With the exhaust turbine and the same mean
turning moment
thrust consequent upon the one
helix is practically balanced by _
the end thrust in the Vulean |
coupling, due to the pressure sere Ss
of the contained fluid, which dees
pressure is regulated and main-
tained by a small lubricating oil
pump.
The turbine is not reversible, + J BNIENZ CN
and a bye-pass is arranged in the -29009
reciprocating engine L.P. exhaust W*erenmetres
to pass it directly to the condenser
when astern running is required. The conversion of a large number
of steamers has shown that this arrangement is perfectly flexible.
The steadying effect of the even torque of the turbine on the fuctua-
tions of the reciprocating engine enable higher powers to be carried
with the existing line of shafting without incurring any increase in
stress as is shown in the diagrams above. ‘This gain in power is
obtained solely by the more eflicient use of the steam in the exhaust
turbine at the lower pressures and temperatures, and the increase in
the overall temperature range possible with the inclusion of a turbine.
Zero _line
3. With the exhaust turbine and augmented output
eee -—-—-— 15
Zero_line
(os ere
150 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
The gain in economy, without using the turbine as a means to
increase the total power available, is of the order of 20 per cent.
Alternatively with the same boilers and the same total fuel con-
sumption an increase in total available shaft horse-power of 20 per
cent. can be attained. Generally the latter course is adopted, with
the result that a higher average speed of ship is maintained, 1 knot
in most cases being gained in this way.
Undoubtedly at the present time the demand is for a higher
speed of freight carrying, and this ready means of augmenting the
power of the machinery installation may have in a number of cases
an important bearing on the suitability of a vessel for the trade
offering and on its earning capacity. In other words, the date of
obsolescence may be considerably deferred. In Germany this
movement is one of great strength. The number of conversions
completed and in hand is impressive. Important no less is the
fact that for new tonnage this system is highly favoured.
The results achieved last summer on the trials of the Cap Norte
are as follows for the port side :—
Indicated power of reciprocating engine ‘ : . 3190-0 I.H.P.
Mechanical efficiency . . : 3 . . : 89-1 per cent.
Turbine S.H.P. . . « . . . : - 831-0 S.H.P.
Combined S.H.P. < : ; : . . 3686-0 S.H.P.
The starboard figures are very similar.
INTERNAL ComBuSTION ENGINES.
To turn to a consideration of internal combustion engine matters,
steady progress is being made in applying many types of Diesel
engines to marine propulsion. Gradually, although very slowly,
the proved sahent features from one are being merged into other
of the leading types, showing a slow drawing together of the many
varieties. Nevertheless the same standardisation as is achieved
with reciprocating steam engines seems far off. Certain oil motors,
because of the inherent features in their design, have proved par-
ticularly suitable for certain types of ships, causing these leading
characteristics to prevail. Generally, however, there is little
tendency, once motor tonnage is decided upon, to revert to steam, and
if Diesel machinery only cost less, more ships would be fitted and the
preponderance of motor tonnage would be greater. Sir Frederick
Lewis, in one of his recent speeches, made potent reference to the
fact that British engineers have to pay royalties for the use of
patents held abroad, thus increasing the cost of British-built oil
engines. This remark applies quite widely. ‘Lhe cost of developing
a new type of internal combustion engine is great, not only in the
design stage, but also in experimental work.
For many reasons, economic and otherwise, not all of which are
by any means dissociated with our native conservatism and the
large number of British shipowners who share it, the Diesel prime
mover was first developed abroad and a big lead was early established.
The exact effect of the intervention of the war is difficult to assess,
ENGINEERING PROGRESS. 151
Ricnagpsons, Westaartn’s Two-Cycir Dovsie-Actina Soup INJEcTION
INTERNAL COMBUSTION ENGINE (SECTION LOOKING ForWARD).
Particulars of engine: diameter of cylinder, 263 in. (680 mm.); stroke, 47} in.
(1,200 mm.); B.H.P. per cylinder, 750; R.P.M. 90; [.M.P., 78 lbs. per sq. in. ;
B.M.P., 70 Ibs. per sq. in.
152 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
but is certainly considerable. The fact that some of the countries
most highly versed in this very technical endeavour were neutral
is an important consideration. Amongst other factors is the great
handicap to British industry of the appalling depression through
which it has passed and out of which it cannot be said to have
emerged, stultifying effort and hindering the flow of financial support
most generously needed in an endeavour of the great magnitude
and enormous technical complexities of the development of the
marine internal combustion engine.
It is pleasing to record the work of Messrs. Richardsons, West-
garth of West Hartlepool, who have constructed a novel double-
acting two-cycle engine utilising airless injection of the fuel, illustrated
on the preceding page. Marine enginecrs have been agreed for
many years that the ideal marine Diesel prime mover is a double-
acting two-cycle unit with its large crank effort for small cylinders
and its even turning moment. The many difliculties are apparent, the
failures to date many, and the success as yet has not been completely
established in spite of great experimental work. ‘Ihe lines on which
the West Hartlepool firm are proceeding are very bold, their aim
being simplicity of design. Trials have been proceeding for some
time and final results are awaited with keen interest. Being entirely
designed and constructed by Richardsons, Westgarth & Co., without
reference to continental patents or practice, the engine may be said
to be an all-British production.
The main working mechanism is simple and straightforward, a
power impulse being given at every stroke as in the ordinary marine
steam engine. The scavenging is of the centre-port type, and the
fuel injection is by airless controlled pump with automatic fuel
valves. The two-stroke centre-port type of engine inherently lends
itself to a minimum of cam-shaft gear, and this simplification has
been carried further in the Richardsons, West garth engine by central-
ising in one unit at the control platform the fuel pump, mancwuvring
gear, starting air valves, and governor gear. By this means the
cylinder parts are left free from encumbrances and rendered extremely
accessible for overhauling purposes, a very important and desirable
feature. The cylinders arc 263 in. diameter by 47] in. stroke, and the
engine is normally rated at 750 13.H.P. per cylinder at 90 revolutions.
A mechanical efficiency of 93 per cent. has been obtained with an
independent turbo-blower. The normal fuel consumption at full
load works out at present at 0:39 Ib. per BLH.P. The mean indicated
pressure is the same on both the top and bottom of pistons, and is
about 73 Ibs. per sq. in. Notwithstanding this unusually low mean
pressure, adopted with a view to minimising cylinder troubles and
liner wear, the weight of the engine compares very favourably with
that of other types, being only 175 Ibs. per B.H.P.
One of the chief features of the engine is the liner, which is in three
pieces, the centre portion accommodating a series of alternatescavenge
nozzle ports for the top and bottom cylinder on one side, with a
common exhaust port on the other side. The liner is held at the
centre, the ends being free to expand, whilst the cylinder covers and
piston ends have also been designed to have a maximum freedom for
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ENGINEERING PROGRESS. 153
expansion. The problem of the gland, at one time thought difficult,
has been overcome and eflicient fuel injection in the bottom cylinder
is obtained by having two fuel valves in operation, which spray
almost horizontally round the piston rod. Both top and bottom
cylinder heads are, however, identical in form, and therefore inter-
changeable.
The four-cycle engine, with its fewer heat problems, no scavenging,
albeit greater external complication of valves, and valve operating
gear, is making steady headway, and a very considerable number is
under construction, including four sets of machinery for Messrs.
Furness Withy & Co. recently ordered. Other orders for similar
engines, repeats of earlier work, indicate a degree of success at sea
from the shipowner’s point of view (and the tinal judgment in all
cases must come from this direction) that is extremely: gratifying
to those who have fathered this great development.
A notable engine of the year is illustrated on the Plate facing
p. 144. It is the Wallsend Sulzer two-stroke cycle engine having
six working cylinders giving 2650 brake horse-power at 95 revolutions,
with scavenging air pump, and air compressor driven from cranks
at the forward end of the engine. Forced lubrication is applied to
all the main bearings and fuel injection and manceuvring is effected
by compressed air.
SuPERCHARGING Four-Cycie ENGINEs,
In connection with Diesel engines, the one subject of technical
importance to which reference must be made, concerns the so-called
“ supercharging ” of four-eyele engines. Blowing the air positively
into the cylinders instead of allowing the pistons by their travel to
aspire it, causes more air to pass through, so to support the combus-
tion of the fuel and to lower the temperatures of the working surfaces.
More fuel can thus be burnt and higher powers sustained with the
same temperatures and heat stresses. It cannot be too much
emphasised that temperature and heat stresses are the factors of
highest importance where wear and tear, maintenance and replace-
ments are concerned. ‘This truth applies to all large internal com-
bustion engines. The blower for supplying this air under a slight
pressure can be driven in any suitable way, either by steam raised
by an exhaust boiler or electrically. In connection with the former
method, it may be pointed out that only when the temperature of
the exhaust rises to a sufliciently high figure to generate steam is the
blower actually required. The same argument of suitability arises
in connection with the latest method of supercharging by utilising
an exhaust driven turbine. This last system, developed by Biichi
in Switzerland, in conjunction with intensive cooling of the forced
induction air, enables quite high mean cffective pressures to be
carried in the ey linders, giving a corresponding increase in power,
without any increase in working temperatures. It will readily be
seen that such a system opens up a wide field, permitting of a reduc-
tion in size, weight, space and, most important of all, of first cost
of propelling plant without any reduction in efticiency, since the
154 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
power required to drive the blower is obtained from the exhaust
driven turbine and is a definite gain. The efficiency, in fact, is
higher. It is certain that this system will be much developed and
the rate of success will depend primarily on experience, showing that
the exhaust gases can readily be dealt with by the blades of special
material in the exhaust turbine. Experience on two German high-
speed ships, the Hansestadt Danzig and Preussen, over some months
has been quite favourable, a large degree of supercharge being carried
without overload temperatures. On trial a mean pressure of 118 lbs.
per square inch on the brake horse-power basis was maintained.
It must be appreciated, of course, that whenever supercharging
develops to this extent, the blower and turbine drive are almost
as essential to the propulsion of the ship as is the scavenging blower
and its drive withalltwo-cyclemachincry. Withthescavenging blower
out of action, two-cycle machinery cannot function, and without the
supercharging blower, highly supercharged four-cycle engines would,
of course, at least be much reduced in output. Ten per cent. of
supercharge is being fitted to-day fairly commonly on the Continent,
the Saturnia, fitted with Trieste-built double-acting four-cycle
engines, being the first large vessel to go into commission so fitted.
The three motor vessels building by William Beardmore & Co., Ltd.,
Dalmuir, for South American owners, will be fitted with four-cycle
Beardmore-Tosi single-acting engines fitted with superchargers, and
so will be the first supercharged British-built machinery to go to sea.
With the intensive supercharge system, having cooled induction
air, @ gain in power output from an engine of given cylinder size of
30 to 40 per cent. is shown by experiment to be quite feasible without
increase in heat stresses or temperatures.
No doubt, in due course, the development of the two-cycle engine
will give some answer to this fresh situation, yet with cast iron, even
in its present highly developed state, there is a limit beyond which
heat stresses consequent upon high temperatures cannot be withstood
with the required degree of reliability for marine work. Furthermore,
if liner and piston ring wear are to be minimised a lubricating oil
film on the cylinder liner must be maintained, to which end the tempe-
rature must be limited to prevent its combustion.
Finally, it may be said, that as between steam and Diesel, and
also in regard to the type of internal combustion engine, the cycle
on which it works, or the line of most sure technical and commercial
development, there is still a wide field for divergence of opinion,
keen competition, and speculation as to performance in actual
service. There certainly can be no finality, but in most of the various
fields of promising endeavour, British engineering is fully maintaining
its position.
M.I.N.A.
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CHAPTER XV.
Tur Port or Guascow—Past, PRESENT AND FUTURE.
In the history of the Clyde nothing is more interesting than the
wonderful progress made between the comparatively recent. time
when it was a shallow, sylvan stream at Glasgow, capable of tloating
only small craft drawing two to three feet of water, and the present
time when the largest ships atloat come up to the harbour. In
1812, Henry Bell's Comet, the pioneer of steam navigation, was
built at Port-Glasgow. She was 43 fect long and 80 tons burden
and 8 h.p. In 1913 the Aquitania was built within half a mile of
the present city boundary, and her dimensions are 901 fect long with
@ gross registered tonnage of 45,617 and with propelling machinery of
60,000 h.p. From the same yard the largest warship in the world,
the Hood, was launched in 1918, and floated safely down to the sea.
I may incidentally remark that the Clyde Trustees, in 1812 the Cor-
poration of Glasgow, stood alone in giving Henry Bell support and
encouragement by granting him an annuity of £100 a year.
The first attempt towards deepening the river was made in 1740.
In that year, on May 8, the following entry occurs in the Minutes of
the Town Council, “‘ which day the Council agree that a tryal be
made this season of deeping the River below the Broomielaw and
remit to the Magistrates to cause do the same and go the length of
£100 sterling of charges thereupon and cause build a flat-bottomed
boat to carry off the sand and shingle from the banks.”
When James Watt made his report in 1769, the depth of water
within the harbour at low water was only 14 inches, and at high water
8 feet 3 inches. The depth at low water at the same point is now
25 feet, and at high water 86 feet. In 1812, our first steamer, the
Comet, grounded at Renfrew, drawing only 4 feet. It is recorded
by a well-known Glasgow worthy that Mrs. Bell, who was on board
when that occurred, on being asked what happened replied, “ Oh,
the men just stepped over the side and pushed her across the shoal.””
And not so very long ago vessels of 15 feet draught were often two
or three tides in reaching Greenock because of the shallows. Now
vessels drawing 30 feet leave Glasgow two hours before high water
and get to sea on one tide.
Prior to the river being deepened, the Mazistrates of Glasgow
purchased land at Newark on the south shore of the Clyde, about
18 miles below Glasgow, and there established a harbour, known as
Port-Glasgow, from which all the overseas trade was conducted.
This harbour remained in the hands of the Glasgow Authorities until
so recently as 60 years ago, when it was formed into an independent
authority, but it is now almost disused.
155
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158 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Tue First Steps rowarps IMPROVEMENT.
Glasgow as a port started with a serious handicap in being 22
miles from the sea, on a shallow, wide, and winding stream, which
was easily fordable at several places for half the distance between
the city and the sea. In 1755 the Magistrates decided to consult an
engineer on the subject of the improvement of the river, and the
engineer selected was John Smeaton, who is chiefly remembered for
his Eddystone Lighthouse. Between Glasgow and Renfrew, a
distance of five miles, Smeaton found no less than twelve shoals,
five of them being only 18 inches in depth at low water. So poor
an opinion of the possibilities of the river had Smeaton that his
proposition was to build a weir and lock at Marlinford and canalise
the four miles of river between that point and Glasgow Bridge, so
that vessels up to 70 feet in length, and drawing up to 4} feet of
water, might pass to and from the quay at Glasgow. Fortunately
for the river and for the city, Smeaton’s weir and lock were never
constructed.
The next step the Magistrates took was to consult John Golborne,
of Chester, in 1768. He advocated the principle of assisting nature
by removing the stones and hard ground from the river bottom at
shoals, and by contracting the waterway by means of rough stone
jetties, whereby the strength of the current would be increased, and
the channel scoured deeper. The Magistrates followed Golborne’s
advice, and in 1770 the first Act of Parliament for deepening the
river was obtained, the depth aimed at being only 7 feet at high water
of neap tides. About 220 jetties were constructed on Golborne’s
plan, and in course of time the spaces between the jetties silted up,
and the river assumed a more regular and defined course.
Subsequently, on the advice of John Rennie and Thomas Telford,
the ends of these jetties were connected by longitudinal dykes of
loose stones. ‘I'his system of training walls served its purpose well,
and the only fault that can be found is that its originators—and
small blame to them—took too limited a view as to the widths that
should be preserved in the river; in consequence much waterway
was lost, and the Trustees have had to recover by purchasing, at
heavy cost, land that was reclaimed from the river by the operations
of their predecessors.
‘Drepoina OPERATIONS.
In order to get the full benefit of the scour caused in the river
by the training walls, ploughs and harrows wrought from the shore
were used to break up the bottom wherever hard. Hand-worked
dredgers followed, and in 1824 an important advance was made by
the introduction of the first steam dredger, a machine capable of
working to a depth of 10} feet below water line. Since that date
the systematic improvement of the river by widening, deepening
and straightening has continued by the aid of unceasing dredging
with plant of ever-increasing power, capable of dredging to a depth
of 48 feet below water line.
‘ON3 LSAM WOUS M3FIA ‘WOO S.SONIYd
THE PORT OF GLASGOW—PAST, PRESENT AND FUTURE. 159
The general result of improving the river for navigation may be
indicated by saying that the original bed of the river has been
lowered in the lower reaches at Glasgow Harbour to the extent of
about 80 feet. The bed is now practically level from Glasgow to
Port-Glasgow. The cost of this dredging improvement work amounts
to no less a sum than £2,000,000, and in addition there is the annual
maintenance dredging amounting on the average of the last five
years to £58,000 a year.
To make the navigation of the river by night as safe and easy as
possible, the channel is lighted by numerous light towers and gas
buoys, which give it the appearance of a public street in a well-lit
city.
Quays anv Docks.
The quayage at Glasgow in 1800 extended to only 352 yards
with a water area of about 4 acres. Now the quayage is 19,228
yards (11 miles), with a water area of 324 acres and a land area of
211 acres.
For many years quays along the river front were sufficient for
all requirements, and it was only when the available frontage was
all utilised that tidal docks were added. ‘Ihe tide ebbs and flows
freely out of and into these docks, and there are no dock gates
required to maintain the water at a constant level. This type of
construction is rendered practicable by the comparatively small
range of the tide, and has the advantage of enabling vessels up to
28 feet draught to navigate the river, and enter and leave the docks
at any state of the tide. The river is navigable also in one tide by
vessels drawing fully 80 feet.
The Port of Glasgow is conveniently situated in a commercial
and shipbuilding centre, surrounded, within a radius of 20 miles,
with numerous coalfields and iron works, and is well equipped with
the most modern facilities for the reception and shipment of all
classes of goods.
For the reception of general goods, there is provided single- and
double-story sheds, having a total floor length of 8 miles, from 55 to
100 feet wide, with crane and other facilities.
To provide specially for mineral traflic, that is the shipment of
coal and the import of ores, a mineral dock, named Rothesay Dock,
was constructed at Clydebank, about 6 miles below Glasgow Bridge.
The feature of this dock, which was opened in 1907, was the applica-
tion of electricity to the working of the entire equipment. It was
the first dock in existence to have a complete electrical equipment
of its kind.
In addition to the coaling appliances at Rothesay Dock, which
consist of four 32-ton electric hoists and a 82-ton electric crane,
there are at Prince’s Dock a 25-ton hydraulic hoist and a 25-ton
steam crane, and at Queen’s Dock a 82-ton electric crane, and a
35-ton electric crane. In normal times the coal exports are about
4,000,000 tons a year.
Yor the discharge of ore and other minerals the greater part of
160 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
Rothesay Dock, which has over @ mile of quayage, is equipped with
twenty-four 4 to 8 tons electric cranes and other appliances, and
about 18 miles of railway lines on the dock grounds for the rapid
discharge and direct removal of cargoes ; and there are also facilities
for this traflic at Princo’s and Queen's Docks.
As a grain distributing centre, the Port is conveniently situated
not only for the whole of Scotland, but for the northern part of
England and also Ireland. he ‘I'rustees’ granary, adjacent to
Meadowside Quay, which was completed in 1914, is equipped on
the most modern principle, and affords storage for 81,000 tons of
grain at one time. ‘The grain.is discharged from vessels by two
electrically-operated travelling-bucket elevators and a pneumatic
elevator, and thence conveyed to the granary by band-conveyers.
Delivery of grain in sacks or bulk can be made direct to road vehicles
or railway wagons, and by band-cony to small vessels or lighters.
There is also accommodation and f. es at regular liner berths,
with ample rail facilities for direct removal. Prior to 1914, the
largest tonnage of grain, flour and meals imported in one year was
782,881 tons in 1904, and since 1914, the largest tonnage was 784,347
tons in 1917.
There is a cattle lairage at Merklands Quay at which there are
deep-water berths where liners and coasting steamers can discharge
direct into the lairage. As many as 231,982 head of cattle have
been landed there in one year.
The bulk oil trade is dealt with by the Admiralty at their wharf
at Old Kilpatrick, nine miles from Glasgow, and the British Mexican
Petroleum Company have also a basin a little further down. In
addition to facilities at those wharves for shipping oil fuel, vessels
may also ship bulk oil ez-vilers at the ordinary berths in the harbour,
For the convenience of steamers requiring to discharge oily
water from ballast tanks, the Trustees have an oil-separating barge
for hire at a moderate charge. The vessel is fitted with modern
separating plant capable of dealing with 800 tons of oily water per
hour and has tanks to hold 27 tons of residue oil.
Ample accommodation is also provided for timber storage at
Shieldhall, Prince’s Dock, and Merklands Quay, with ample shed
accommodation for fine wood goods.
Naturally, as a shipbuilding centre, the shipment of machinery
and the fitting out of new vessels are fully arranged for by cranes
up to a lifting capacity of 180 tons.
Yor the repair of vessels, the Trustees have also constructed three
graving docks, one of which is 880 feet long, with a width of
entrance of 83 feet and a depth at high water on sill 26 feet
6 inches. All these docks are equipped with cranes and have
electric and pneumatic power for the use of ship repairers.
There is first-class accommodation for the shedding and selection
of all kinds of fruit cargoes. Wide single and double-floor sheds are
available, conveniently situated for direct distribution by rail or
road. Last season, a steamer with 20,000 packages of fruit dis-
charged and, after loading 2,100 tons of coal, sailed in less than
60 hours from time of arrival. During the year 1925 the quantity
THE PORT OF GLASGOW—PAST, PRESENT AND FUTURE. 161
of fruit landed (exclusive of dried fruits) was about three million
packages.
For coal emergencies, the harbour is well equipped to deal with ~
the import of foreign coal. At the mineral discharging berths there
are in all thirty-seven cranes, ranging from 4 tons to 8 tons, and
grabs capable of lifting from 80 cwts. to 8 tons.
Prior to the outbreak of the War, there was a steady onward
increase in the tonnage of vessels and goods, but since then trade
has never recovered, although for one year the tonnage of vessels
was quite equal to the pre-war tonnage. The low-water mark for
vessels was touched in 1919, when the tonnage represented 57-4 per
cent. of the 1914 tonnage, and for goods in 1921, when the tonnage
represented 57-8 per cent. For the year ended June 80, 1927, the
tonnage of vessels represented 95-8 per cent. and of goods 67 per
cent. of the 1914 tonnage.
As will be.apparent from the foregoing description of the trade,
the Port of Glasgow is a general port, and is so equipped for all
classes of traffic; it is so favourably situated geographically, that its
limit of development is only bounded by the capacity of the popula-
tion within its ambit to absorb of the world’s produce and to give,
in barter, machinery, manufactured articles, and coal.
The Trust is financed solely on its own credit, without any
Government or municipal financial aid whatsoever. No difficulty
has ever been experienced in raising the necessary capital from the
public, who have the utmost confidence in the stability of the Trust.
Indeed, the Trust can borrow money at rates of interest which
compare favourably with the best securities in the country, and during
the War, money was readily got at lower rates than those at which
the Government could borrow. ;
A Superannuation Fund was established by the Trustees nineteen
years ago for the benefit of the officials and the employees of the
Trust when they retire from length of service orinfirmity. This fund
requires all employees in the permanent service of the Trust to be
members, and is contributed to by the Trustees and the members,
at the rate of 4 per cent. of the salary or wage. In addition, in
order to secure the stability of the Fund, the Trustees have for a
number of years made a special contribution of £2,000 per annum.
Looking to the future, the Trustees have, for a long time, had in
view an extension of the harbour to the west of the city, on the south
side of the river at Shieldhall. Over forty years ago they acquired
their first block of ground there, and this has been added to from
time to time, until they now hold an area of about 700 acres lying
between Shieldhall and Renfrew, with a continuous river frontage
of about two miles. The scheme for utilising this ground provides
for six large tidal docks or basins, leaving the river at a convenient
angle. When fully completed, these docks will add six miles to the
quayage of the Port, and one or possibly two large graving docks
will be provided. Both the tidal docks and graving docks will be
made suitable for vessels of the largest class. The wet docks will
be constructed one at a time as the traffic of the port requires, and
this will afford an opportunity from time to time of reconsidering
M
162 . BRASSEY’S NAVAL AND SHIPPING ANNUAL.
details of construction and equipment in view of any development
of shipping previously unforeseen.
7 To carry out this scheme the main public road between Glasgow
and Renfrew has been diverted southwards of its original line, for
ae poet of 14 miles, so as to pass round the inner ends of the new
ocks.
In March 1924, a contract was placed for the construction of the
quay walls, extending to 1920 yards, of the first or eastmost dock,
and this work, the contract period for which is four years, is now in
progress. The whole scheme, it is expected, will provide for the
expansion of the port for many years.
Down to the year 1809 the harbour and river were managed by
the Magistrates and the Town Councillors of Glasgow. In that year
an Act was passed creating them Statutory Trustees, which they
continued to be exclusively till 1825, when, under an Act of that
year, five other persons interested in trade and shipping were added.
The interests represented were further widened in 1840 and 1858,
and in 1905 the present constitution came into effect. The under-
taking, under that constitution, is administered by an incorporate
body of 42 Trustees, who are fully representative of all interests
concerned with shipping and trade and the welfare of the West of
Scotland generally. These Trustees, who give their services gratui-
tously, consist of :
12 members chosen by the Corporation of Glasgow
2 ” ” » County Council of Lanark
1 member oe s» County Council of Dunbarton
1 ” ” »» Town Council of Dumbarton
1 ” ” » Town Council of Renfrew
1 + a » Town Council of Clydebank
2 members 3 »» Chamber of Commerce, Glasgow
2 ” ” » Merchants’ House, Glasgow
2 se EA »» Trades’ House, Glasgow, and
18 elected by the payers of dues on ships and goods.
The position which Glasgow holds as one of the leading cities of
the Empire, is mainly owing to the river highway from the city to
the sea, which has been developed and improved by succeeding
generations of Clyde Trustees. On the banks of this highway there
have grown and spread great industrial undertakings, and it has
also been the means of developing the whole mineral wealth of the
south-west of Scotland.
The Trust, like some public Trust Dock Authorities, is not carried
on fora profit. Its business is to earn a sufficient revenue from ships
and goods and from the various facilities provided for the handling
of traftic, efficiently to work and maintain the port, and to set a sum
aside to meet a statutory sinking fund, and any surplus in excess
of these requirements is utilised for the benefit of the users of the
port by reducing the dues.
My own conncction with the Clyde Trust is a long one. I was
elected a Trustee in November 1887, and, with an interval of two
years, have continued a Trustee ever since. I have filled many posts
and from 1908 to 1921 was Deputy Chairman, and from that year to
the present time have been Chairman. When | entered the Trust
“SQ3HS ASYOLS-OML HLIM SNISVG YANNI
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THE PORT OF GLASGOW—PAST, PRESENT AND FUTURE. 163
PROGRESS OF UNDERTAKING.
Area. Depth
Year| Tonnage of | Tonnage of Quayage. of
to vessels (in- | goods (im- Total Debt. Lineal |———7——| water
30th | wards and | ported and| revenue. yards.
June.| outwards). | exported). Land | Water | yw.
acres. | acres. | Og%p,
£ £
1800 - _ 3,320 _ 382 1 4 9
—_ _ 8,368 55,758 | 1,114 5k 7 15
1850 | 2,530,384 904,064 64,244| 635,690 | 3,391 | 16 51 20
1875 | 4,499,714 | 2,346,842] 196,327 | 2,910,028 | 6,708 | 40 75 24
1900 | 8,723,194 | 7,215,368] 441,420/ 5,790,188 | 15,115 | 114 | 206 33
1914 | 13,821,425 | 10,067,502] 633,758 | 7,196,575 | 19,203 | 211 | 324 35
1927 | 13,246,553 | 6,765,036 | 1,014,677 | 8,019,656 | 19,228 | 211 | 324 36
in 1887 the revenue was £288,000. Last year it was £1,015,000.
The tonnage figures to the port were 6,507,888, and last year
13,246,553. The goods handled were 3,728,058 tons and 6,765,036
tons this last year. The changes in these 40 years have been truly
wonderful. What they may bein the next 40 years, who can foretell ?
At any rate, that the Trustees believe there will be great develop-
ments and extensions is proved by their present great undertakings.
Wituiam H. Rassury.
CHAPTER XVI.
Tue Exectric Propunsion or Suips.
Untit quite recently, British students of naval architecture may be
said to have regarded the question of the electric propulsion of ships
as being of academic interest only. They had scen the electric
drive adopted to an ever-increasing extent for the propulsion of
all kinds of vessels built in the United States of America, from the
smallest harbour tug to the largest and fastest naval aircraft-carrier,
and in one or two historic instances—as for example, the San Benito
and the La Playa, British tirms had actually succeeded in obtaining
the contract for building the hulls and the machinery for electrically
propelled vessels. The British Admiralty have not hitherto adopted
electrical propulsion for surface ships—although this subject has
received their most careful consideration—while in the merchant
service, British shipowners have steadfastly refused to give the
electric drive even an experimental trial. Within the past year,
however, two events have occurred which indicate that the
electrical system of propulsion is about to be tried on a large scale
on british ships, the first of these being the publication of particu-
lars of the Diesel-electric machinery of 4,200 shaft horse-power
_ employed for cruising purposes on H.M.S. Adventure, a mine-laying
cruiser of about 8,000 tons displacement, and the second, the placing
of the contract for a 19,000-ton twin-screw passenger liner for the
P. & O. Co. which is to be propelled by turbo-electric machinery of
17,000 s.h.p.
The cruising machinery of H.M.S. Adventure comprises two
Diesel engines having a normal running speed of 348 revs. per minute,
each direct-coupled to an alternator of 1,650 kw. capacity delivering
three-phase current at a pressure of 1,100 volts. The motors, of
which there are two, are of the induction type direct-coupled to the
propeller shafts, each having an output of 2,100 h.p. at a speed of
160 r.p.m., giving the vessel a speed of 14 knots. In a paper entitled
“The Applications of Electricity in Warships,” which Mr. McLelland
recently contributed to the Institution of Electrical Engineers. he
mentioned that the alternators on this ship will not run in parallel
but each motor is normally supplied from its own alternator. Under
emergency conditions it is possible to run both motors from one
alternator. The control and operation of the plant, which is carried
out from a platform in the Diesel engine-room, has been so arranged
that the whole sequence of operation is carried out by means of a
single hand-wheel for each side of the ship, the usual protective
devices being fitted. The installation is as simple as can be arranged ;
164
THE ELECTRIC PROPULSION OF SHIPS. 165
instruments of various types having been provided to supply all
possible information for the study of the performance under varying
conditions. It is thus apparent that the Admiralty are now anxious
to study under service conditions the actual results which can be
achieved by the adoption of electrical propulsion.
Only the briefest preliminary particulars of the machinery of
the new P. & O. liner are as yet available, but it is known that there
will be two turbines each of 8,500 s.h.p. direct-coupled to alternating-
current generators. The electric motors are arranged in the same
engine-room as the generators and will give the vessel a speed of
18 knots, but the output of either generator will, it is stated, be
sufficient to operate the motors on both shafts and give the vessel a
speed of 16} knots. Separate turbo-generators will be installed for
operating the auxiliary machinery, the deck machinery and the
various lighting and heating circuits, all these being on the direct-
current system. Steam is to be supplied by oil-fired Yarrow water-
tube boilers having a working pressure of 400 Ibs. per sq. in. Thus,
the vessel has a double interest in that not only is she to be electrically
propelled, but she will be fitted with high pressure water-tube boilers ;
and while substantial economies will doubtless be obtained when
the vessel is placed in commission, engineers will have to differentiate
carefully between those which may be due to the use of high-pressure
high-temperature steam and those which result from the adoption
of the electric drive.
These two events, coupled with the conviction which many
British marine engineers have held, that there must be some solid
reasons for the success which has attended the adoption of the
electric drive in America as is indicated by the increasing extent
to which it is being employed, have served to bring the question of
the merits and demerits of electrical propulsion once again into the
realm of practical naval architecture.
BritisH-BuILT ELECTRICALLY PROPELLED SHIPs.
It may be of interest, in passing, to give a brief history of the
electric drive as applied to ships built in this country. Although
for the past decade it has been cradled in the United States, electric
propulsion had its birth in this country, the Electric Are, an ex-
perimental launch built on the Clyde in 1911, and the Tynemount,
a larger vessel built on the Tyne in 1912 for service on the Great
Lakes, being the pioneers of this system of propulsion, both of them
it may be mentioned employing the internal combustion engine as
the primary source of power. An unfortunate accident to the
Tynemount in 1918—which was in no way the fault of the electrical
machinery—certainly discouraged the development of the electric
drive, and the advent of the Great War prevented any further progress
being made in this country. It was not until 1918 that, following
the successful application of the turbo-electric drive to the Mjolner,
a Swedish cargo ship of 1,100 tons deadweight, a similar installation
was tried in this country on the Wulsty Castle. On this vessel the
electric current was generated by two Ljungstrém turbo-alternator
166 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
sets each of 625 k.w. capacity, which supplied three-phase current
to two induction motors of 785 h.p. each of which in turn drove a
single propeller through mechanical gearing giving a speed reduction
between the motors and the propeller shaft of 714 r.p.m. to 76 r.p.m.
The performance of this vessel was undoubtedly very satisfactory,
the consumption being in the order of 1°1 lb. of coal per shaft horse-
power, but this was largely due to the high efficiency of the Ljung-
strom turbines. The combination of electrical and mechanical
speed reduction gearing was, however, hardly satisfactory, and the
machinery has been replaced by Diesel engines. The Ljungstrom
turbines were quite satisfactory, but the combination of the various
novelties in the ship did not work out well although no fault could
be found with the electrical gear as such.
The next example of the use of the electric drive in a ship built
in this country is to be found in the single-screw steamer San Benito,
which was built in 1921 by Workman, Clark & Co. for the United
Fruit Co. of Boston, Mass., U.S.A. This vessel, which is of 8,700
tons gross, has a single turbo-alternator arranged amidships rated
at 2,040 k.w., three-phase, at 1,100 volts, 50 cycles when running
at a speed of 3,000 r.p.m., while the motor, which is fitted right aft,
is of the synchronous type designed to develop 2,500 s.h.p. at a
speed of 110 r.p.m. The whole of the propelling machincry was
supplied by the British Thomson-Houston Co., Ltd., of Rugby, and
from reports which have recently come to hand it appears that this
ship has, since 1921, been running regularly on a scheduled service
to and from the tropics, covering over 800,000 miles, during which
time she has never been laid up for repairs. About two years later
the same company, as a result of the satisfactory experience gained
with the San Benito, placed an order with Cammell, Laird & Co., Ltd.,
for three electrically propelled vessels of about the same size as the
San Benito but with this important difference that Diesel engines
were to be employed instead of steam turbines for driving the
electrical generators. The first of these three sister ships, the La
Playa, was completed in 1923. She was of 3,680 tons gross and was
equipped with four generating sets, each set comprising a Cam-
mellaird-Fullagar opposed-piston type Diesel engine developing
825 b.h.p. at a speed of 250 r.p.m. and directly coupled to a direct-
current generator of 550 k.w. capacity at 220 volts. In addition,
there was an auxiliary generator of 220 k.w. capacity at the same
voltage arranged in tandem with each main generator. These
auxiliary generators are for excitation purposes for both generators
and the propelling motor and also for supplying power for the ship’s
auxiliary machinery, including the large refrigerating plant. The
main propelling motor is of the double armature type and develops
2,500 b.h.p. at a speed of 95 r.p.m., and, as in the San Benito, is
arranged right aft, thus eliminating the shaft tunnel and yielding a
spacious after hold for the carriage of fruit. The whole of the
electrical machinery for these vessels was also supplied by the
British Thomson-Houston Co.
From that date until the present year, with the exception of
submarines and small river launches, no electrically propelled vessels
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DIESEL-ELECTRIC TANKER.
(Being built for the Atlantic Refining Co., Philadelphia, by Scotts’ Shipbuilding and Engineering:Co., Ltd , Greenock.)
THE ELECTRIC PROPULSION OF SHIPS. 167
have been built in this country. Now, however, we have H.M.S.
Adventure and the P. & O. liner already referred to, as well as a
Diesel electric tanker of 12,500 tons which Scotts’ Shipbuilding and
Engineering Co., Ltd., of Greenock are building for the Atlantic
Relining Co. of Philadelphia, U.S.A., the last two of these having
electrical machinery to be supplied by the British Thomson-Houston
Co. This is a splendid tribute to the quality of the equipment
supplied to the San Benito, the La Playa, and her sisters. The
completion of these vessels and the publication of the results of the
trials, which it is to be hoped will be fully dealt with before one or
other of our leading technical institutions, will undoubtedly arouse
considerable interest in the possibilities of the electrical system of
propulsion.
Procress IN THE UNITED StaTEs.
But while progress in the adoption of the electric drive, as
will be gathered from the brief historical sketch already given, has
been very slow in this country—indeed, but for orders on American
account it might almost be said that there would have been no
progress—the system has become firmly established in the United
States. It is, perhaps, in American naval vessels that the electric
drive finds its greatest application, the latest examples being the
large aircraft-carriers Saratoga and Lexington, in each of which the
propelling machinery develops 180,000 s.h.p. giving the vessels,
which are 850 feet long between perpendiculars, a speed of 344 knots.
The writer had hoped to include in this article some details of the
machinery of these vessels, but he is informed by the International
General Electric Co. of Schenectady, who have supplied the
machinery for the Saratoga, that although that vessel was launched
two years ago, she is not expected to be completed until early next
year (1928) and therefore no details of the machinery can be pub-
lished. Full particulars of the electrical equipment of the United
States battleship Tennessee and other naval vessels have, however,
been given in the technical press and need not therefore be dealt
with here.
The American merchant service is likewise very favourably
disposed towards electrical propulsion as witness the fact that
numerous cargo vessels have been built, particularly tankers and
ships for special services where the auxiliary load is considerable
or where variable speeds are called for. Proposals have frequently
been made for building one or more large passenger ships for the
Atlantic service fitted with the electric drive, but American experience
with transatlantic liners has been such that these proposals are
hardly likely to materialise. Contracts have been placed for two
electrically propelled liners of 22,000 tons gross for the New York,
Panama, California service, the vessels to have a speed of 18 knots
and to carry 800 passengers, and 8,000 tons of cargo, but details of
the machinery of these ships are not yet available. For cargo
vessels electric propulsion has been widely adopted in the United
States, and to mention only one company, the Atlantic Refining
168 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Co., for whom the 12,500-ton tanker referred to above is to be
built, already has a fleet of eight Diesel electric tankers, the J.
W. Van Dyke, a vessel of 7,500 tons, being the largest Diesel
electric ship now in operation. She is equipped with three Diesel
engines each of 840 h.p. driving direct-current generators which
supply a double armature motor developing 2,300 s.h.p. at a
speed of 100 r.p.m. direct-coupled to the propeller shaft. In a
paper entitled “ Diesel Electric Propulsion,” by Mr. W. E. Thau,
read before the American Society of Naval Architects and Marine
Engineers in November, 1926, the author included a table giving
particulars of 59 vessels with the Diesel electric drive of an aggregate
of 44,860 h.p. built or ordered during the past five years, these vessels
ranging from small tugs and yachts to ferries, dredgers, Great Lakes
ore vessels, and tankers. This list serves to prove that in the United
States the electric drive, particularly in conjunction with the Diesel
engine, is regarded as a successful commercial proposition, and it is
of interest to consider why electric propulsion both for naval and for
merchant vessels has not been regarded with greater favour on this
side of the Atlantic.
Tue Apvantaces or Exvectric PRoputsion.
In discussing the advantages and the disadvantages of the
electric drive many writers have been content to consider it merely
as a system of speed reduction gearing enabling the prime mover,
whether a steam turbine or a Diesel engine, to run at its most
economical speed while the revolutions of the propeller are such
that the maximum propulsive efficiency is obtained in accordance
with the speed of the vessel. This, in the opinion of the writer, is
not the correct point of view to adopt. In the early days of the
adoption of mechanical speed reduction gearing, particularly when,
with the object of employing the highest turbine speeds, double
reduction gearing was introduced, a considerable amount of trouble
was undoubtedly experienced with the gearing. Often it was noisy
in operation and in not a few instances trouble developed due to
excessive wear of the teeth. It was small wonder then that engineers
were looking to the electric drive as an alternative method of
obtaining the necessary speed reduction between the turbine and
the propeller. But these difficulties have been almost entirely over-
come, and to-day mechanical reduction gearing can be regarded as
being not only highly efficient but also extremely reliable. It must
not be forgotten, however, that the efficiency of the mechanical
gearing is much higher than that of the electric generator-motor
combination. For single reduction gearing the efficiency is in the
region of 98 per cent., and for the double reduction gearing 95 per
cent., while the efficiency of the electric drive could hardly exceed
92 per cent. Thus, if reliable mechanical gearing can be obtained,
there is no demand for an alternative form of gearing as such, and
it is in no small measure due to the improvement in the design and
construction of mechanical gearing in this country that the electric
drive has received so little attention. The British Admiralty, in
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PROGRESS ,IN WIRELESS COMMUNICATION ON BOARD SHIP. 175
is that it shall come into operation at once under the worst possible
conditions and even although it may not have been in regular use.
A small spark transmitter is far more robust and simple than any
valve transmitter, and these advantages become even more apparent
when everything is wet—the conditions which are most likely to
obtain when it is necessary for a ship to make use of the “ Distress
Signal.” Further, the characteristics of spark transmission enable
it to force itself upon the attention of all within range, irrespective
of small discrepancies in the tuning of the transmitting and receiving
instruments. There is no danger of a “‘ Distress Call” sent by a
spark transmitter being missed owing to small errors in tuning.
The present policy is to fit the larger ships with an interrupted con-
tinuous wave main transmitter and a small spark emergency trans-
mitter, and there is no doubt that this combination is the best
possible under present-day conditions.
The case of the small ship fitted only with low-power apparatus
is somewhat different. Interrupted continuous wave transmitters
are more expensive than spark transmitters of equal range, both in
first cost and in maintenance, and in the case of small ships the
economical solution appears to be to allow them to be fitted with a
low-power spark installation, which will have all the advantages
of this system for emergency purposes and will not be of suiticient
power to cause serious inconvenience to other services, although it
will be able to maintain communication over ranges equivalent to
those now obtained, the advance in the proportion of range to power
being due to the rapidly increasing proportion of valve receivers
which are now in use in the ship service.
TELEPHONIC COMMUNICATION FOR SHIPS.
Some further work has been done in the direction of providing
telephone communications for ships, and this has taken the form
of simplex telephony in use between small vessels where it is not
desired to add a telegraphist to the crew. Such sets are now in use
among certain trawler Heets and among whale-catching squadrons,
where they have proved themselves to be of very great value. ‘These
sets have been made up so that the external controls shall be as
simple as possible, and they are generally installed in the cabin of
the captain of the ship, who works them as may be necessary. The
modern advances in telephone transmission have enabled sur-
prisingly long ranges to be covered with a very modest power. A
4 k.w. set for a trawler is illustrated on the Plate facing p. 174.
Snort Wirevess WavEs For Mercuant Suips.
A great deal more information has been collected on the subject
of short waves as applied to the needs of merchant vessels. So far
no regular service has been opened, but on several occasions advantage
has been taken of vesscls cruising round the world to develop an
experimental service. ‘Technically speaking, there is no difliculty
in putting transmitters on board a ship, which would be capable of
176 BRASSEY’S NAVAL AND SHIPPING ANNUAL,
keeping her in touch with similar stations at almost any distance,
provided that both stations are in darkness. As stated above,
the technical possibilities which are held out by the short-wave
service have not yet been developed commercially.
Automatic Recgtvers ror “ Distress SIGNALS.”
The British Government has recently come to a most important
decision, which will be of great benefit to the safety of life at sea,
in the recognition of the principle of an automatic receiver for
use in conjunction with the ‘‘ Distress Signal.” Apparatus of this
nature has been under trial in private hands for about five years,
and when the final trials were commenced the apparatus had been
advanced to a satisfactory stage, and only very small modifications
were necessary in order to enable it to comply in every respect
with the stringent tests laid down by the Government, the details
of which have been published in the Board of Trade Circular,
“ Statutory Rules and Orders, 1927, No. 529.”
The genesis of this device is as follows: It has always been
obvious that great advantage could be gained if the ‘‘ Distress
Call” could be received and registered automatically, but the
nature of the signal used for this purpose—three “ shorts,” three
“longs,” three “ shorts,” almost universally referred to as SOS—
does not lend itself to automatic reception. To make certain of
receiving such a group, without an intolerable number of false calls,
requires almost the same elaboration of transmitting and receiving
apparatus as is necessary for a printing receiver. Such refinements
of transmission are impossible in a ship in distress and the refine-
ments of reception place such an apparatus entirely beyond the
bounds of economic possibility. It was therefore necessary to strike
out a fresh line and produce some form of signal which might be used
as an auxiliary to the SOS and which would lend itself to simple
transmitters and simple receivers.
An analysis of the requirements, backed by experiments, showed
that a rhythmical series of long dashes and spaces gives the greatest
prospect of success, and the rhythm now adopted, consisting of dashes
of four seconds separated by intervals of one second, has proved
itself the most suitable. It is easy to send by hand under the
guidance of the seconds hand of a watch, the dashes and spaces
are both large enough to allow of very great tolerances being given,
and the series (which is called the “ Alarm Signal ’’) can be repeated
a sufticient number of times to ensure the operation of the receiver
without wasting too much time. The Government Regulations on
the subject state the degree of sensitiveness which the apparatus
must possess in terms which admit of easy and indisputable measure-
ment. The effect of them is that the apparatus will respond to a
signal which would be strong enough to give clear and distinct,
but not very loud, signals to a good crystal receiver, and the per-
formance which the regulations demand of the selector mechanism
means, in effect, that the selector must be able to operate regardless
of the interference of one vessel transmitting Morse at hand speed,
PROGRESS IN WIRELESS COMMUNICATION ON BOARD SHIP. 177
and that it is almost certain to operate should two vessels be trans-
mitting Morse at hand speed at the same time. As the strength
of the signal received makes no difference to the operation of the
selector, provided, of course, that it is strong enough to work it at
all, the above statement also implies that the apparatus can work
through very severe atmospherics. The Marconi Auto-Alarm is
illustrated on the Plate facing p. 174.
No mechanism can ever be quite so good as a highly trained human
telegraphist, because the human mind is capable of coming to the
decision that some person is trying to send an Alarm Signal although,
due to lack of skill or to defective transmitting apparatus, the actual
signal transmitted may be very unlike it. A machine can only
decide whether or no the signal it is receiving is within the tolerances
laid down or not; it can make no allowance for what the signal is
likely to be meant to be. But, on the other hand, apparatus which
fulfils the British Government requirements is far more certain
a reliable in its action than an imperfectly trained human watch-
eeper.
E Joun A. SLEE,
Com. R.N. (Retd.).
CHAPTER XVIII.
Norasie Mercuant Suirs oF THE YEAR.
In the following pages will be found short descriptions giving the
vital characteristics of many notable vessels either completed or
contracted for since the last edition of ‘‘ Brassey’s Annual.’ Each
of the ships described forms the subject of a plate. These plates
have been reproduced either from photographs or from drawings
prepared from official information.
During the past twelve months about one and three-quarter
million tons of shipping have been launched by the shipbuilding yards
throughout the world. It is obvious, therefore, that only a fraction
of these vessels can be dealt with, but the writer believes that the
vessels described form a very interesting section, and certainly
represents the most important vessels turned out by British ship-
builders.
Hicu-PressureE STEAM LINERS.
Further particulars are now available of the new Canadian
Pacific passenger liners which are to be propelled by machinery
operating with high-pressure high-temperature steam. Three
vessels are being built by John Brown & Co., Ltd., Clydebank, and
one by William Beardmore & Co., Ltd., Dalmuir. They have a
length of 600 feet, a breadth of 75 feet, and a depth to bridge deck of
68 feet; on a draught of 27 feet they will carry a deadweight of
8,750 tons. Their gross tonnage is about 21,500, and a service speed
of 17} knots is anticipated. These vessels, which will be called
after notable Duchesses, will look smart with their two funnels,
two masts, a straight stem, and a cruiser stern. Each will have
seven decks, and accommodation is to be provided for 600 cabin-
class and 1,000 third-class passengers. A section of the third-class
cabins are to be of the portable type, so that the spaces may
alternatively be utilised for the carriage of cargo.
Most of the auxiliary machinery is to be electrically operated,
current being supplied by Diesel-driven generators. The main
propelling machinery of each vessel will consist of two sets of steam
turbines operating the propellers through single-reduction gearing.
Each set consists of three units ; high, intermediate, and low-pressure
turbines of Parsons type suitable for working at a steam pressure of
850 Ibs. per sq. inch, with 250°F. superheat. The total power
developed will be about 20,000 s.h.p. Steam is generated by six
Yarrow watertube boilers, having a working pressure of 370 lbs., and
arranged for burning oil fuel only. Each boiler is fitted with super-
178
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NOTABLE MERCHANT SHIPS OF THE YEAR. 179
heaters and air pre-heaters. Two cylindrical boilers with a working
pressure of 200 lbs. per sq. inch are to be installed on each vessel for
supplying steam for certain of the auxiliaries and for steam heating.
It is interesting to note that the attention of Italian shipowners
was given some time ago to the advantages and possibilities of high-
pressure steam, and before the completion of the pioneer vessel, the
King George V., the Societa Servizi Marittimi (S.I.1.M.A.R.) placed
a contract with the Ansaldo shipyard for a passenger liner of 13,600
tons displacement to be propelled by geared turbines using steam at
400 lbs. per sq. inch pressure at a temperature of 700° Fahr. The
dimensions of this vessel are: length b.p., 512 feet; breadth, 65 feet
9inches ; draught, 23 feet Tinches. Her maximum speed is expected
to be 21 knots, and her normal speed 20 knots. The double-reduction
geared turbines are of the Parsons type, and are designed to develop
18,000 s.h.p., driving the propellers at 110 r.p.m. Steam will be
generated by six watertube boilers with superheaters, air pre-heaters,
and fitted to burn oil fuel.
ELEcTRICALLY PROPELLED TANKER.
The British Thomson-Houston Co., Ltd., are supplying the
electric side of the installation for a Diesel electric propelled oil
tanker building by Scotts’ Shipbuilding and Engineering Co., Ltd.,
Greenock. This vessel, which is shown on the plate facing p. 166,
is building for the Atlantic Refining Co., Philadelphia, U.S.A., which
firm already owns a fleet of eight Diesel electric vessels. This new
tanker will have a gross tonnage of 9,200 tons and, designed to carry
a deadweight of 12,500 tons, will therefore be the largest cargo
vessel afloat using electric propulsion. Her dimensions are: length,
469 feet ; breadth, 68 feet ; depth, 86 feet 9 inches. She is being
constructed on the Isherwood system of longitudinal framing,
system which may be looked upon as standard for oil tank vessels,
and her erections will consist of a topgallant forecastle for cargo, a
long poop for housing the crew, and deckhouses on the poop for
officers and navigation. The vessel will have ten pairs of main and
summer tanks. She is to have a high standard of equipment which
will include a Sperry gyro compass and gyro pilot. The electric
generators will be driven by Diesel engines of the Carel-Ingersoll-
Rand type to be built at Ghent by Carels. This engine is a single-
acting four-stroke-cycle engine, a feature of which is a patent system
of airless fuel injection.
Hour Liner wits Scort-Stitt Enaing.
Probably no steamers are so well known and readily distinguished
at sea as the units of the Blue Funnel Line (Alfred Holt & Co.),
with their light-blue coloured long funnel and cut away stem. No
exception to this is the latest Holt liner illustrated on the plate facing
p- 152, and which is now building at Greenock by Scotts’ Shipbuilding
and Engineering Co., Ltd. Blue Funnel ships, however, are not only
notable for their appearance, as it is well known that Alfred Holt &
180 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Co. have a system of management which is efficient from A to Z,
and that the firm are keenly appreciative of the advantages to be
derived from scientific research. One result of the latter is the
discovery of a new steel of high elastic limit which has been developed
by the company’s chief chemist, Mr. F. G. Martin. This steel is being
used for the vessel illustrated, and it is claimed that by its adoption,
the deadweight capacity of the ship is increased by 250 tons. The
new steel was used previously for the Holt liner Prometheus, and
two years’ experience has proved its success.
The new Holt liner is a vessel of 6,400 tons gross with a dead-
weight carrying capacity of 7,900 tons. The vessel has been designed
for the owners’ pilgrim trade, and is of the well-deck type, having a
length of 425 feet, a breadth of 54 feet 6 inches, and a depth of 82 feet
Sinches. All the Board of Trade requirements for passenger carrying
have been complied with, the watertight doors being operated by
Scott-Ross electrical control gear, and the turning gear for the boat
davits is the invention of Mr. George Turnbull, the owners’ super-
intendent shipwright. The weather decks are wood-sheathed, and
18 electric winches will be fitted for operating the cargo gear. The
windlass and steering gear are also electrically operated.
The vessel will be propelled by Scott-Still engines which were
first adopted for marine propulsion on the Holt liner Dolius, and which
have now been in service for three years. This type of engine works
on a regenerative principle, the heat which is usually lost to the
exhaust gases and cooling water in the normal Diesel engine being
partially recovered as steam which is produced in a low-pressure
generator and a high-pressure boiler. The engines of the Dolius
had four cylinders each, the upper part of the cylinders constituting
the internal-combustion part of the engine, while the steam obtained
from the exhaust products and cylinder jackets of the engine is applied
to the underside of the pistons. Each engine developed 1,250
b.h.p. at 120 r.p.m. The engines for the new vessel differ in many
respects and develop 2,500 b.h.p. at 105 r.p.m. Two double-acting
steam cylinders are fitted at the forward end of the engine which has
five single-acting combustion cylinders. Another detail in which
tho new engines differ is that the steam engine valve gear is of con-
ventional form as against the hydraulically-operated valves of the
Dolius.
A Cairn Liner.
The Cairn liner Cairnesk, illustrated on the plate facing p. 186, is
notable, as are all the modern vessels of the fleet of the Cairn Line of
Steamships, Ltd., for the attention which has been paid to every
detail of design and equipment. The Cairnesk, with her sister ship
Cairnglen are turbine-driven vessels with extensive accommodation
for refrigerated cargoes for conveyance between Canadian ports and
this country. It will be recalled that the Ministry of Health issued
recently new regulations with regard to the use of preservatives in
foodstuffs in which it was prohibited to use borax, boracic acid, ete.
This necessitated extensive refrigerated spaces on vessels engaged in
the carriage of foodstuffs, and these two Cairn liners were specially
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NOTABLE MERCHANT SHIPS OF THE YEAR. 181
designed to meet these requirements, and of their deadweight of
8,100 tons, 70,000 cubic feet is insulated, and provision is made to
extend this to 100,000 cubic feet.
The Cairnesk has a length of 401 feet 9 inches, a breadth of 55 feet,
a depth of 28 feet 9 inches, a draught of 25 feet 6 inches, and is
specially strengthened for navigation in ice-invested waters. The
machinery is arranged amidships and there are three cargo holds
forward, and three aft of the machinery. The holds are arranged for
carrying grain in bulk while the upper and lower ’tweendecks are
insulated for the stowage of refrigerated cargo. The vessel was built
by William Pickersgill & Sons, Ltd., Southwick, Sunderland, and the
Parsons Marine Steam Turbine Co., Ltd., Wallsend-on-Tyne, supplied
and fitted the machinery. The latter consists of three turbines of
the reaction type, high pressure, intermediate pressure, and low
pressure, with double-reduction gearing and capable of developing
2,500 s.h.p. at 77 r.p.m. The H.P. astern turbine of the impulse
type is incorporated in the I.P. ahead cylinder casing. By the use of
a by-pass valve on the H.P. turbine a higher power can be obtained,
and when on trial the machinery developed 2,900 s.h.p. at 81 r.p.m.
Steam is supplied at 180 lbs. per sq. inch by three single-ended
cylindical boilers burning coal and fitted with superheaters.
Orrent Passencer Liner.
The last vessel of the Orient Line’s post-war programme, and the
third 20,000 gross ton vessel of that series ordered from Vickers,
Ltd., Barrow-in-Furness, is shortly due for completion. This vessel,
the Orford, is a modified design of its forerunners, her lines being
different ; she has a different boiler arrangement, and has a swimming
bath. Her dimensions are: length b.p. 630 feet ; breadth, 75 feet ;
depth, 47 feet ; draught, 29 feet 6 inches. Accommodation will be
provided for 558 first- and 1,160 third-class passengers, with a crew of
447, making 2,160inall. The Orford has six decks on which passenger
accommodation is arranged, the fittings on the lowest deck being
portable. The vessel is illustrated on p. 116. Her propelling
machinery consists of two sets of Parsons type steam turbines
running at 1,372 r.p.m., driving the propellers through single-reduc-
tion gearing at 95 r.p.m. Steam is generated by six double-ended
and two single-ended oil-fired boilers. The machinery is designed
to develop 19,500 s.h.p. to give the vessel a speed of 20 knots.
PassENGER MororsuIP.
During the past year the Royal Mail Steam Packet Co. received
delivery of the second of their large twin-screw passenger motorships
which they ordered from Harland & Wolff, Ltd., Belfast. This
vessel, the Alcantara (see plate facing p. 120), has a gross tonnage
of about 22,180 tons and, with engines developing 20,000 i.h.p.,
represents the limit so far reached in this country by the Diesel engine
as regards ship propulsion. Like her sister ship, the Asturias, her
cruiser stern, two masts, and two squat funnels, give the vessel a
182 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
most distinctive and attractive appearance. She has a length b.p.
of 630 feet 5 inches, a breadth of 78 feet 5 inches, and a depth of
40 feet 5 inches. Designed for the owners’ South American service,
accommodation is provided for about 1,900 persons, three classes of
passengers being carried. The vessel has four continuous decks,
and two superstructure decks, and the furnishing and decorations set
up a new standard for vessels on that service.
The machinery consists of two sets of eight-cylinder four-stroke
cycle, double-acting, heavy-oil engines of the Burmeister & Wain
type, manufactured by Harland & Wolff, Ltd., Belfast. The cylinders
have a diameter of 33 inches, a stroke of 59 inches, and 10,000 i.h.p.
is developed at 115 r.p.m. The auxiliary machinery includes four
400 k.w. generators each driven by a four-cylinder Harland & Wolff
B. & W. Diesel engine. It will be noted therefore that the main
machinery installation is similar to the earlier vessel, the Asturias ;
a slight modification has, however, been made with regard to the main
generators, which run at 165 r.p.m. compared with 180 r.p.m. in the
Asturias. This change gives sweeter running and has cut down the
vibration trouble originally experienced.
Larcest Post-War VESSEL.
The Compagnie Générale Transatlantique liner Ile de France,
completed in May last, has the distinction of being the largest vessel
in the French mercantile marine and the biggest liner designed and
built since the Great War. In size she ranks as the sixth largest
vessel in the world. The plate facing p. 124 shows the appearance
of this vessel, which has a gross tonnage of 42,050 tons. She has a
length b.p. of 758 feet, and a breadth of 91-9 feet; on a draught of
82 feet, a deadweight of 11,500 tons, including water and oil fuel,
can be carried. The Ile de France has 15 main watertight bulk-
heads, four continuous decks, two orlop and three superstructure
decks. There are five holds, a feature being that two of these are
specially fitted for the stowage of motor-cars, space being provided
for 60 of these vehicles. The vessel was built and engined by the
Société des Chantier et Ateliers de Saint-Nazaire-Penhoét for the
owners’ Havre-New York service, and has accommodation for 1,644
passengers and a crew of 803.
The propelling machinery, like that of her sister ship Paris, con-
sists of four sets of direct-coupled slow-speed Parsons type reaction
turbines. The total ahead power is 52,000 s.h.p. developed at 220
r.p.m., or 13,000 s.h.p. per shaft. Steam is supplied by 24 boilers,
12 double-ended and 12 single-ended, of the Prudhon-Capus combined
fire-tube and water-tube type, arranged to burn oil fuel on the White
low-pressure system. ‘The designed speed of the vessel is 23-5 knots.
Although it is not generally realised, the equipment of such a high-
class vessel as the Ile de France involves a fair amount of work for
British manufacturers. In the case of this vessel it is interesting
to note that $8. G. Brown, Ltd., London, supplied a Brown gyro-
compass with repeaters, duplex automatic helmsman, rudder angle
recorder, and loud speaking electro-megaphones, while J. Stone &
<< s~ e =
NOTABLE MERCHANT SHIPS OF THE YEAR, 183
Co., Ltd., supplied the 85 hydraulically-controlled watertight doors
and the bronze propellers.
Lares “ Bracketiess ’’ TANKER.
The largest tanker so far constructed on the Isherwood bracketless
system of longitudinal framing is the Gulf Refining Company’s vessel
Gulfpride, illustrated on the plate facing p. 182. She has a dead-
weight capacity of 17,400 tons, and has been built by the Federal
Shipbuilding and Dry Dock Company, Kearny, N.J. In last year’s
“ Brassey’s Annual "’ there appeared an illustration and description
of the first vessel built in a British shipyard on this system. This
vessel, the British Inventor, has now been in service for more than
twelve months, and when she was dry docked recently for a thorough
examination the structure was found to be in excellent condition.
The Gulfpride has the following principal characteristics : length
overall, 544 feet ; length between perpendiculars, 525 feet; breadth
moulded, 74 feet ; depth to shelter deck, 40 feet 6 inches; ’tween
deck height, main to shelter deck, 14 feet 8 inches; bulk cargo,
16,700 tons; draft, 28 feet ; speed on trial, 11 knots; capacity of
main cargo oil tanks, 672,000 cubic feet ; capacity of summer tanks
about 159,000 cubic feet. She is a twin-screw direct-drive Diesel
tanker with her machinery aft. The hull is divided by 17 oiltight
and watertight transverse bulkheads. There are 10 bulk oil tanks,
pump room, fuel oil tank, forward hold and machinery space. The
forehold is arranged for carrying oil in barrels, which is accomplished
by fitting a non-watertight deck between the main and shelter decks.
A centreline bulkhead is fitted in the oil tanks extending from the
keel to the shelter deck and expansion trunk bulkheads, one port and
one starboard, extending from main to shelter deck. Wing spaces
outside the expansion trunk bulkheads are divided into five com-
partments on each side, fitted up as summer tanks. The fuel oil
bunker has a capacity of about 800 tons.
The main propelling machinery consists of two Bethlehem direct-
reversible, four-cylinder, two-stroke cycle, single-acting oil engines,
which are unique in having valve scavenging instead of the now
universal port scavenging of two-stroke engines. All the engine-
room auxiliary machinery with the exception of the emergency com-
pressor and two donkey boiler feed pumps are electrically driven,
power being supplied by three oil-engine-driven generator units.
A Royat Yacur.
Although not a sea-going vessel, the yacht Kassed Kheir, which
John I. Thornycroft & Co., Ltd., have built at their Southampton ship-
yard for His Majesty King Fuad of Egypt, is a very interesting craft.
Designed by the builders for service on the Nile, she has a length
b.p. of 228 feet, a breadth of 82 feet, and a depth of 9 feet 6 inches.
She is a shallow-draught vessel of the side-paddle type, and her length
was limited by the locks at Assiut and Esna. The appearance of the
vessel has been made most striking by the fitting of elaborately
184 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
carved panels, executed by Egyptian workmen, in way of the
paddle-boxes and stem. As is to be expected, the equipment and
furnishing of the vessel is on a most elaborate scale. The engines
are of the diagonal triple-expansion type, developing 500 i-h.p. at
45 r.p.m.; steam is supplied by two boilers with a working
pressure of 170 lbs. per sq. inch.
As no problem of liability to excessive corrosion had to be con-
sidered, the hull of the Kassed Kheir was built of steel ; otherwise
use might have been made of iron as offering greater resistance to
corrosion. A particularly suitable material for this purpose is
Armco iron, which was utilised recently for the construction of some
cargo barges for the Sudan Government for service in waters in
which chemical action was excessive on steel hulls.
Furness, Witny Motor Liners.
When completed, the quadruple-screw passenger motorship
Bermuda, building by Workman, Clark & Co., Ltd., Belfast, will be
the most luxurious vessel in fleets associated with Furness, Withy &
Co., Ltd. This vessel, the appearance of which when completed is
shown by the plate facing p. 178, has been designed for the West
Indies service of the Bermuda and West Indies Steamship Co., Ltd.,
and she is being fitted out to make her suitable for extensive cruises.
The Bermuda has a length b.p. of 525 feet, a breadth of 74 feet,
a depth of 41 feet, a gross tonnage of about 16,000, and a displacement
of 20,000 tons. Accommodation is provided for 616 first- and 75
second-class passengers, there being seven decks devoted to cabins
and public rooms. Seventy of the staterooms are fitted with
private lavatories. Many of these rooms are arranged for individual
accommodation; others are fitted up for two passengers, and, in
certain cases, with provision for a third passenger. The total
number of first-class cabins is 250. The cargo arrangements include
insulated and refrigerated chambers for the carriage of chilled meat,
similar chambers for the carriage of fruit and vegetable produce,
also as cargo, and ’tween deck and hold space for general cargo, part
of which is arranged for motor-cars.
The propelling machinery consists of four Doxford opposed-
piston engines. The Bermuda is the first passenger ship to be
propelled by this type of engine. The engines, however, are not of
the standard type. The latter usually have a stroke to each piston
of twice the diameter of the cylinder, but this has been reduced in
the Bermuda’s engines, the upper piston having a stroke of 760 mm.
and the lower piston a stroke of 1,040 mm., the cylinder diameter
being 600 mm. It may thus be said that this ratio of piston stroke
to cylinder diameter has been reduced from 4to1to8tol. Theaim
of this modification has been to reduce the height of the engine.
Each engine develops about 2,900 b.h.p. at 112 r.p.m. The auxiliary
machinery is mainly electrically driven.
Another motorship for Furness, Withy interests is the Pacific
Reliance (see plate facing this page). This is one of a fleet of motor-
ships building by the Blythswood Shipbuilding Company, Ltd.,
FURNESS WITHY MOTORSHIP PACIFIC RELIANCE.
., Ltd.,
NOTABLE MERCHANT SHIPS OF THE YEAR. 185
Glasgow, for the Norfolk and North American Steam Shipping Com-
pany, Ltd. She is a twin-screw cargo vessel of about 10,000 tons dead-
weight, with a length of 450 feet, a beam of 60 feet, and a depth to
shelter deck of 42 feet. The vessel is intended for trading between
home ports and the Pacific coast of North America, via the Panama
Canal. The lower ‘tween decks are insulated throughout for carrying
fruit. All the auxiliary machinery, both on deck and in the engine-
room, is electrically driven. ‘The main machinery was supplied by
John G. Kincaid & Co., Ltd., of Greenock, and consists of two sets
of single-acting Diesel engines (Burmeister & Wain-Harland &
Wolff system) of sufficient power to give the vessel a sea speed of
18 knots when fully loaded.
Buve Star Suirs.
It is now two years since the Blue Star Line gave their very
welcome orders to British shipyards for a quarter of a million tons of
shipping for their South American trade. It will be recalled that
nine vessels in all were ordered, five passenger liners and four cargo
liners. A number of these vessels have now been delivered to the
owners, and the smart appearance of the passenger ships is shown by
the illustration of the Avila on the plate facing p. 122. This vessel
is one of two Blue Star passenger ships built by John Brown & Co.,
Ltd., Clydebank. The Avila is 580 feet in length, with a breadth of
60 feet, and a depth to upper deck of 87 feet 8 inches. Her gross
tonnage is about 14,000 tons, and she has a sea speed of 15 knots.
Seven decks are fitted, four being devoted to passenger accommoda-
tion, and there are nine watertight bulkheads. All the lower ‘tween
decks and holds are insulated for the carriage of chilled and frozen
meat, the total space being about 425,000 cubic feet. The passenger
accommodation is of a high standard, one- and two-berth cabins
being arranged for 162 first-class passengers.
The propelling machinery consists of two sets of Parsons type
steam turbines driving the propeller through single - reduction
gearing. About 8,000 s.h.p. is developed by the machinery at 120
r.p.m. of the screws. Three double-ended and two single-ended
boilers supply steam at 200 lbs. per sq. inch. They are arranged to
burn either oil fuel or coal. On trial the vessel attained a speed of
over 17 knots.
The first of the four refrigerated cargo vessels to be delivered was
the Stuartstar, built by Palmers Shipbuilding & Iron Co., Ltd.,
Jarrow-on-Tyne. This vessel is the subject of the plate facing p. 129.
She has an overall length of 494 feet, and a deadweight of about
11,750 tons. The propelling machinery consists of two sets of single-
reduction geared turbines with two doubled-ended and two single-
ended boilers. On trial a speed of 153 knots was reached.
THe New Ben-My-CHREE.
Many will long remember the famous 25-knot Vickers-built Isle
of Man Steam Packet Co.’s steamer Ben-my-Chree, which came to
186 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
such a glorious end during the Great War, when she was run aground
and used as a landing structure at Suvla Bay. Her successor has
now taken up service, and with a speed of 22 knots should soon
create a good name. The new Ben-my-Chree has been built and
engined by Cammell, Laird & Co., Ltd., Birkenhead, and is illustrated
by the plate facing p. 180. She has a length b.p. of 355 feet, a
breadth of 46 feet, a depth of 26 feet 6 inches, and will carry 2,400
passengers. She has been specially designed for the owners’ Liver-
pool—Douglas pleasure service, and in addition to the public rooms
usually found on this type of vessel, there are a number of private
cabins. The machinery consists of two sets of Parsons single-
reduction geared turbines, steam being generated by two double-
ended and two single-ended oil-fired boilers.
New Waite Star Liner.
It is anticipated that by November this year the White Star
Liverpool—Canada service will be augmented by the new cabin-class
passenger liner Laurentic, which is shown on the plate facing p. 114.
The vessel is now nearing completion at the Belfast yard of Harland
& Wolff, Ltd. Her principal dimensions are: length, overall,
600 feet ; breadth, 75 feet ; depth, 45 feet ; gross tonnage 18,700 tons.
The White Star liners Albertic and Laurentic will be the largest
vessels on their particular service. Cabin-class, tourist-third, and
third-class passengers only are catered for on the Laurentic, and as
the vessel has been specially designed for this purpose she should
prove a very popular ship. She is propelled by three screws,
each wing shaft being operated by a four-cylinder triple-expansion
reciprocating engine, which exhausts into a low-pressure turbine
direct-coupled to the centre line of shafting. Steam is supplied
by four double-ended and four single-ended boilers burning coal
under natural draught, and the steam is superheated before delivery
to the engines. A speed of 16} knots is anticipated.
BrazitiaN PassENGER Mororsuips.
The Brazilian shipowners Companhia Nacional de Navegacao
Costeira, Rio de Janciro, have quite an extensive construction pro-
gramme on at present. Fortunately British builders secured a
share of this work, and William Beardmore & Co., Ltd., Dalmuir,
are constructing three passenger motorships of about 5,000 gross
tons. ‘The appearance, when completed, of these vessels is shown by
the plate facing p. 168, which depicts the first of the group to be
launched, the Itapé. Her dimensions are 870 feet b.p. by 52 feet by
52 feet 9 inches, with a draught of 20 feet, and a deadweight capacity
of 8,800 tons. The vessel has continuous upper and main decks, with
lower deck forward and aft of the machinery space, long forecastle,
combined poop and bridge decks with upper promenade and boat
deck over. She is rigged as a fore-and-aft schooner with two pole
masts. Accommodation is arranged on upper and promenade
NOTABLE MERCHANT SHIPS OF THE YEAR. 187
decks for 145 first-class passengers, on upper deck aft for 40 inter-
mediate passengers, and on the main deck forward for 90 third-class
passengers.
There are five cargo holds, three forward and two aft of the
machinery space. A portion of the cargo *tween-deck space is
refrigerated. The propelling machinery consists of two Beardmore-
Tosi four-stroke-cycle single-acting Diesel engines, developing 8
total of 8,600 b.h.p. when supercharged. Each main engine has six
cylinders, the diameter being 26 inches, and the stroke 434 inches.
The auxiliaries are a combination of steam and electrically driven
units, the electrically driven sets deriving current from steam-driven
generators. Two donkey boilers are provided for generating steam
for deck and engine-room auxiliary purposes.
Larcest AND Fastest Motor Liner.
This chapter would be incomplete without some reference to the
Cosulich Line’s new passenger motorship Saturnia, built by the
Cantiere Navale Triestino and engined, with two 10,000 b.h.p.
Burmeister and Wain type double-acting oil engines, by the Stabili-
mento Tecnico Triestino. At the time of writing, this vessel has
just gone into service, and is the largest and fastest motorship in
the world, its gross tonnage being 28,900 and its service speed
19 knots. The Saturnia has been built for the Trieste-Buenos
‘Aires service of the Cosulich Line, and her comparatively high
service speed will enable passengers from Paris to reach Buenos
Aires in 14 days. Her dimensions are: length, 0.a., 681 ft. 3 in.;
length b.p., 599 ft.; breadth, 79 ft. 6 in.; depth to main deck,
45 ft. 6 in.; load draught, 29 ft. Accommodation is provided for
279 first-, 257 second-, 809 second-economic, and 1,852 third-class
passengers and emigrants ; with a crew of 441 a total of 2,638 persons
can be accommodated. (See plate facing p. 118.)
In the size and decoration of her public rooms the Saturnia is
superior to any previous Italian liner, notwithstanding the high
standard attained in this direction by the Lloyd Sabaudo vessels
which Wm. Beardmore & Co., Ltd., built a few years ago. The new
Italian motor liner is also noteworthy from a marine engineering
standpoint, because her engines, although of the same size as those
of the Asturias, each develop 10,000 b.h.p. as against the British-
built engines’ 7,500 b.h.p. each. This increase has been obtained by
driving the injection air compressors by separate Diesel engines,
by raising the maximum rotational speed from 115 to 125 r.p.m.
and by adopting supercharging. Extensive tank trials were carried
out on the Saturnia’s model so as to ensure efficient propulsion, and
as a result of these investigations contra-propellers were fitted to the
vessel and she was given screws of approximately aerofoil form.
The sister ship of the Saturnia, the Vuleania, is now fitting out at
Monfalcone, and will enter her owners’ Trieste-New York service
early in 1928.
W. H. CuapuaM.
Digitized by Goog le
CAPITAL SHIPS.
(In order to facilitate identification, the ships are arranged in accordance with
the number of funnels and masts, as these are the features most easily dis-
tinguished at a distance. The page indicated, in the case of warships, refers the
reader to the table where full particulars of the ships will be found. All the profiles
are drawn to the scale 3 in. = 100 ft.]
[Indexes to the names of vessels of which profiles are included in this section
are given at the end of the volume.)
=> —_
GREAT BRITAIN. Battle-crulser. Tiger. (See p. 266.)
FRANCE, Battleships. Courbet, Jean Bart, Paris. (See pp. 278 and 279.)
191
192 CAPITAL SHIPS.
GREAT BRITAIN. Battle-cruiser. Hood. (See p. 264.)
GREAT BRITAIN. Battle-cruisers. Renown, Repulse. (See p. 265.)
JAPAN, Battleships. Hyuga, Ise. (See p. 288.)
tn a
JAPAN. Battleships. Fuso, Yamashiro, (See pp. 288 and 289.)
ee
a eee
CAPITAL SHIPS. 193
—— = SS
GREAT BRITAIN. Battleships. Barham, Malaya, Valiant.
(Sce pp. 264 and 266.)
UNITED STATES, Battleships. California, Tennessee, Colorado, Maryland,
West Virginia. (See pp. 298, 299, and 301.) woes
GREAT BRITAIN. Battleships. Benbow, Emperor of India, Iron Duke,
Marlborough. (See pp. 264 and 265.)
ITALY. Battleships. Andrea Doria, Caio Duilio. (See p. 265.)
ITALY. Battieships. Conte Di Cavour, Giulio Cesare. (See p. 285.)
oO
194
CAPITAL SHIPS.
UNITED STATES. Battleships. Arkansas, Wyoming. (See pp. 298 and 301.)
=.
GREAT BRITAIN, Battleships. Queen Ellzabeth, Warspite. (See pp. 266 and 266.)
UNITED STATES. Battleships. New York, Texas. (See pp. 300 and 501.)
CAPITAL SHIPS. 195
GREAT BRITAIN. Battleships. Ramillies, Resolution, Revenge, Roya! Oak, Royal
Sovereign. (See p. 265.)
UNITED STATES. Battleships. Idaho, Mississippi, New Mexico.
(See pp. 299 and 300.)
UNITED STATES. Battleships. Nevada, Oklahoma. (See p. 300.)
UNITED STATES. Battleships. Utah, Florida. (See pp. 290 and 801.)
( 196 }
CRUISERS.
—_—_ = —
JAPAN. Cruisers. Naka, Abukuma, Sendai, Jintsu. (See pp. 200 and 291.)
JAPAN. Cruisers. Chikuma, Hirado, Yahagi. (See p. 290.)
ITALY. Armoured Cruisers. San Giorgio, San Marco. (See p. 285.)
ITALY Scout Cruisers. Marsala, Nino Bixio. (See pp. 286 and 237.)
GREAT BRITAIN. Light Cruisers. Birmingham, Lowestoft.
(See pp. 267 and 2715
CRUISERS. 197
ITALY. Light Cruiser. Taranto (ez-German Strassburg’. (See p. 287.)
FRANCE. Light Cruiser. Thionville (ex-Austrian Novara). (See p. 281.)
GREAT BRITAIN. Light Cruisers. Kent, Berwick, Cornwall, Suffolk,
Cumberiand. (See p. 267.)
COMMONWEALTH OF pedi lps | ht Cruisers. Australia, Canberra.
p. 272.
GREAT BRITAIN. Light Cruisers. Emerald, Enterprise. (See p. 270.)
JAPAN. Light Cruisers. Kiso, Kitakami, Kuma, Oh-l, Tama.
“Isudzu, *Kinu, *Natori, *Nagara, *Yura.
(See pp. 290 and 291.)
* Has aircraft hangar incorporated in bridge structure.
FRANCE. Light Cruiser. Metz (ex-German KGnigsberg’. (See p. 280.)
198 CRUISERS.
ITALY. Light Crulser. Ancona (ez-German Graudenz). (See p. 284.)
ITALY. Light Cruiser. Bari (ex-German Pillau).9f{(See p. 286.);
GREAT BRITAIN. Light Cruiser. Cleopatra. (See p, 268.)
ITALY. Scout Cruiser. Quarto. (See p. 287.)
CRUISERS. 199
JAPAN. Second Class Cruiser. Tone. (See p. 201.)
GREAT BRITAIN. Light Cruisers. Effingham, Frobisher, Hawkins, Vindictive.
ee p. 270.
JAPAN. Cruisers Furutaka, Kako. (See p. 290.)
GREAT BRITAIN. Cruiser Mine-layer. Adventure. (See P- 267.)
200
CRUISERS.
ITALY. Cruisers. Trento,:Trieste. (See p. 256.)
=
GERMANY. Light Cruiser. Emden. (See p. 283.)
GREAT BRITAIN. Light Cruisers. Danae, Dauntless, Delhi, Dunedin, Dragon,
Diomede, Despatch, Durban. (See pp. 269 and 270.)
GREAT BRITAIN. Light Cruisers. Cardiff, Ceres, Coventry, Curacoa, Curlew.
(See p. 269.)
GREAT BRITAIN. Light Cruisers. Cairo, Calcutta, Cape Town, Carlisle, Colombo.
(See p. 268.)
GREAT BRITAIN. Light Cruisers. Caledon, Calypso, Caradoc, Centaur,
Concord. (See pp. 268 and 269.)
CRUISERS. 201
GREAT BRITAIN. Light Cruisers. Cambrian, Canterbury, Castor, Constance.
(See p. 269.)
rd = == —
GREAT BRITAIN. Crulsers. Courageous, Glorious. (See p. 267.)
These vessels are being reconstructed as aircraft-carriers.
JAPAN. Light Cruiser. Yubari. (See p. 291.)
( 202 )
TORPEDO BOAT DESTROYERS,
FRANCE. Flotilla Leaders. Bison, Guépard, JAPAN. Torpedo Boat Destroyer. Am-
Lion. (See p. 315.) atsukaze. (See p. 321.) Le
FRANCE. Flotilla Leaders. Jaguar, FRANCE. Torpedo Boat Destroyers,
Panthére, Leopard, Lynx, Chacal, Bourrasque, Orage, Ouragan, Simoun.
Tigre. (See p. 316.) (See p. 315.)
UNITED STATES. Torpedo Boat De- UNITED STATES. Torpedo Boat De-
stroyers. Allen, Aylwin, Conyngham. stroyer. Caldwell. (See p. 330.)
(See p. 330.)
FRANCE. Torpedo Boat Destroyers.
— Algtrien, Annamite, Arabe, Bambar
e “'De- lova, abyle, Marocain, alave,
ate AE ser tie ope gone es Sénégalais, Somali, Tonkinois, Touareg,
(See p. 316.)
FRANCE. Torpedo Boat Destroyers. JAPAN. Torpedo Boat Destroyer. Kaba.
Aventurler, Intrépide, Téméraire. (See p. 821. :
(See p. 316.)
FRANCE. Torpedo Boat Destrcyers. ITALY. Torpedo Boat Destroyers. An-
Enseigne Roux, Mécanicien Principal elo Bassini, E. Cosenz, Francesco
Lestin. (See p. 316.) tocco, Giacinto Carini, Glacoma
Medici, Giovanni G. Acerbi, Giuseppe
la Farina, Giuseppe la Masa, Giuseppe
Sirtori, Nicola Fabrizi, Vincenzo
G. Orsini. (See p. 319.)
FRANCE. Torpedo Boat Destroyer.
Bouclier, (See p. 315.)
ITALY, Flotilla Leaders. Leone, Pan-
tera, Tigere. (See p. 319.)
TORPEDO BOAT DESTROYERS.
ITALY. Torpedo Boat Destroyer. Carlo
Mirabello. (Sve p. 319.)
GREAT BRITAIN.
Torpedo Boat De-
stroyer. Broke,
(See p. 309.)
GREAT BRITAIN. Torpedo Boat Oo
stroyers. Vansittart, Venomous, Verity,
Volunteer, Wanderer, Whitehall, Whit
shed. Wits’ Swan, Wishart, Witch. Wren
(See p. 310.)
GREAT BRITAIN. Torpedo Boat De
stroyers. Vancouver, Vanessa, Vanity,
Vanoe, Vanquisher, Vectis, Vega, Ve-
lox, Vendetta, Venetia, Venturous,
Verdun, Versatile, Vesper, Vidette,
Vimiera, Violent, Vivacious, Vivien
Vortigern. (See pp. 310 and S11.)
GREAT BRITAIN. Torpedo Boat De-
stroyers. Viceroy, Viscount, Voyager,
Wakeful, Walker, Walpole, Walrus,
Warwick, Watchman, Waterhen, Wes-
sex, Westcott, Westminster, Whirl-
wind, Whitley, Winchelsea, Winchester,
Wolfhound,
Wrestler, Wryneck.
Wolsey, Woolston,
(See pp. 310 & 311.)
GREAT BRITAIN. Ambus-
scade, Amazon.
Destroyers.
(See p. 309.)
CHILE. Destroyers.
croft. (See p. 314.)
6 Building by Thorny-
ITALY. Torpedo Boat Destroyer.
ITALY, Torpedo Boat Destroyer.
203
JAPAN. Torpedo Boat Destroyer. Momo.
(See p. 321.)
XN
Quin-
tino Sella, (See p. 319)
Ales-
sandro Poerio. (See p. 31%)
ITALY. Torpedo Boat Destroyer. Nazario
Sauro. ~ (See p. 319.)
GREAT BRITAIN. Torpedo Boat De-
stroyers. Tower, Trenchant, Ulster,
Umpire, Undine, Urchin, Ursula.
(See p. 311.)
GREAT BRITAIN. Torpedo Boat De-
stroyers. Shikari, Simoom, Tasman
Tattoo. (See pp. 300 and 3:0.)
ITALY. Torpedo Boat Destroyer. Pales-
tro. (See p. 320.)
oH
a |
ITALY. Torpedo Boat Destroyer. Tur-
bine. (See p. 319.)
( 204 )
MERCHANT SHIPS.
AQUITANIA. Cunard. Length, 868 ft. 7 Ins. ; Gross Tonnage, 45,847 ;
Funnels: Red, Black Tops.
OLYMPIC. White Star. Length, 852 ft. 5 Ins. ; Gross Tonnage, 46,439 ;
Funnels: Buff, Black Tops.
MAURETANIA. Cunard. Length, 762 ft. 2 ins. ; Gross Tonnage, 30,696 ;
Funnels: Red, Black Tops.
FRANCE. Cie. Générale Transatiantique. Length, 699 ft. 2 Ins, ; Gross Tonnage, 23,666 ;
Funnels : Red, Black Tops.
ARUNDEL CASTLE. WINDSOR CASTLE. Union Castle. Length, 630 ft. 5 tne. ; Gross Tonnaze, 18,060;
Funnels: Bed, Black Tops,
MERCHANT SHIPS. 205
non
MAJESTIC. White Star. Length, 915 ft. 5 ins. ; Gross Tonnage, 56,551 ;
Funnels: Buff, Black Tops.
LEVIATHAN. United States Shippin, ing Board. Length, 907 ft. ; Gross Tonnage, 69,957 ;
Funnels: White Band, Blue Tops.
BERENGARIA. Cunard. Length, 883 ft. 6 ins. ; Gross Tonnage, 52,226;;
funnels: Red, Black Tops.
ILE DE FRANCE. Cle. Générale Transatlantique. Length, 758 ft. ; Gross Tonnage, 42,050;
Funnels : Red, Black Top.
PARIS. Cle. Générale Transatlantique, Length, 785 ft. 4 ins. ; Gross Tonnage, 34,569 ;
Funnels : Red, Black Tops.
BELGENLAND. Red Star Line. { Length, 607 Ha j Gross Tonnage, 27,132 ;
Funnels: Black, White Band.
206 MERCHANT SHIPS.
= CAP POLONIO. Hamburg-South America. Length, 687°7 ft. ; Gross Tonnage, 20,576 ;
Funnels : White, Red Tops.
4 \
EMPRESS OF CANADA. Canadian Pacific. Length, 627 ft. ; Gross Tonnage, 21,617 :
Funnels : Yellow.
——— 7
RELIANCE. Hamburg Amerika Line. Length, 592 ft. ; Gross Tonnage, 19,682 :
Funnels : Yellow, with Black, White and Red Bands at Top,
EMPRESS OF AUSTRALIA. Canadian Pacific. Length, 589 ft. 8 ins. ; Gross Tonnage, 21,861-
Funnels: Yellow.
NALDERA. Peninsular and Oriental. Length, 580 ft. 9 ins. ; Gross Tonnage, 1
NARKUNDA. » Hinnet Length, 681 {t. 4 Ins. ; Gross Tonnage, 16,118 *
unnels : Black.
(The Narkunda is similar to the Naldera but has raised forecastle.)
MASSILIA, Cie. Sud Atlantique. Length, 579 ft. ; Gross Tunnage, 15,147;
Funnels: Buff, Black Tops, Cockerel on sides,
MERCHANT SHIPS. 207
Length, 579 ft. ; Gross Tonnage, 14,654;
nels: Buff, Black Tops. Cockerel on side.
LUTETIA. Cie. gud Atlantique.
Funi
EMPRESS OF ASIA. EMPRESS OF RUSSIA, Canadian Pacific.
Length, 570 ft. 1 In. Gross Tonnage, 16,909;
Funnels: Yellow.
TRANSYLVANIA. CALEDONIA. Anchor Henderson.
Length, 550 ft ; Gross Tonnage, 17,000;
Funnels: Black.
7
CHAMPOLLION. Messageries Maritimes.
Length, 508 ft. 6 ins. ; Gross Tonnage 12,500 ;
‘Funnels : Black.
TAIREA. TAKLIWA. TALAMBA. British indie 8. N. Co.
Length, 449 ft. 6 ins. ; Gross Tonnage. 8,
Black, Two White Bands, Black Tos.
PRINCESS KATHLEEN: PRINCESS hdd iene eee Canadian Pacific.
Length, 350 ft.; Gross Tonnage, 6,000;
Funnels: Yellow.
208 MERCHANT SHIPS.
CIUDAD DE BUENOS AIRES. Argentine 8.N. Co. CIUDAD DE MONTE VIDEO
Uruguayan 8.N. Co. Length, 350 ft. ; Gross Tonnage, 3,864 ;
Funnels: Yellow, Black Tops.
4 4 4
ADRIATIC. BALTIC. White Star. Length, 709 ft. 2 ins. ; Gross Tonnage, 24,541 ;
Funvels : Buff, Black Tops.
4
pping Board. Length, 609 ft.
hield on side.
GEORGE WASHINGTON. United States Shi
Gross Tonnage, 23,/
Funnels: Red, White Band, Blue Top. U.
“A
CEDRIC. CELTIC. White Star. Length, 680 ft. 9 ins. ; Gross Tonnage, 21,073 ;
Funnels: Buff, Black Tops.
> ae -
EMPRESS OF SCOTLAND. Canadian Pacific. Length, 677 ft. ; Gross Tonnage, 25,128;
Funnels : Yellow.
LAPLAND. Red Star Line. Length, 605 ft. ; Gross Tonnage, 13,585;
Funnels : Black, White Band.
MERCHANT SHIPS. 209
ALBERT BALLIN. DEUTSCHLAND. Hamburg-Amerika Line. Length, 602 {t. 6 ins. ;
Gross ‘Tonnage, 20,815 +
Funnels: Yellow, with Black, White and Red Band at Top.
FINLAND. KROONLAND.
International Mercantile Marine Co. Length, 560 {t.;
Grogs ‘Tonnage, 12,230 ;
Funnels: Black, White Band.
LATVIA. Det Ostasiatiske Kompagnie Akties. Length, 475 ft. ; Gross Tonnage, 8,832 5
Fun
nels : Yellow.
HOMERIC. White Star. Length, 75i ft. ; Gross Tonnage, $4,351;
Funnels: Buff, Black Tops.
ROMA. Navigazione Generale It: na. Length, 664 ft. 6 ins. ; Gross Tonnage, 33,000 ;
Funnels: Black, White Band.
ORFORD. ORAMA. ORONSAY. OTRANTO. Orient. Length, 658 ft. ;
Gross Tonnage, 20,000 ;
Funnels: Cream.
210 MERCHANT SHIPS.
M.S. ASTURIAS. Royal Mail Steam Packet Co. Length, b.p., 655 ft, 8 is
ross ‘Tonnage, 22,000 tons ;
Funnels: Buff,
CONTE BIANCAMANO. Lloyd Sabaudo. Length, 655 ft. ; Gross Tonnage, 23,000;
Funnels: Yellow, White Band between Two Narrow Green.
4 \
CARMANIA. CARONIA. Cunard. Length, 650 ft. ; Gross Tonnage, 19,687 ;
Funnels; Red, Black ‘Tops.
ROTTERDAM. Holland-America. Length, 650 ft. ; Gross Tonnage, 24,149 ;
Funnels : Buff, Two Blue Bands with White Band between, Buif Tops.
M.V. CARNARVON CASTLE. Union Castle Line. Length, 629 ft. ; Tonnage, 22,000 ;
Funnels: Red, Black Tops.
GIULIO CESARE. Navi ione Generale Italiana. Length, 626 ft. ; Gross Tonnage, 21,657 ;
= Funnels: Black, Broad White Band.
MERCHANT SHIPS. 211
MOOLTAN. MALOJA, Peninsular and Oriental. Length, 625 ft. ; Gross Tonnage, 20,847 ;
Funnels: Black.
HAMBURG. Hamburg-Amerika Line. Length, 602 ft. ; Gross Tonnage, 20,815 ;
Funnels: Yellow, with Black, White and Red Band at Tops.
LAURENTIC. White Star. Length, 600 ft. ; Gross Tounage, 18,700
Funnels: Buff, Black Tops.
REGINA. White Star—Leyland Line. Length, 600 ft. ; Gross Tonnage, 16,500;
Fannels: White Star Colours, Buff, Black Tops.
MONTNAIRN. Canadian Pacific. Length, 590 ft. ; Gross Tonnage, 17,282 ;
Funnels: Yellow.
ALBERTIC. White Star. Length, 588 ft. 8 ins. ; Gross Tonnage 18,000;
Funnels: Buff, Black Tops.
212 MERCHANT SHIPS.
ORMONDE. Orient Line, Length, 580 ft. 5 ins. ; Gross Tonnage, 14,858 Hy
Funnels: Cream.
.8. AORANGI. Union Eteam Ship Co. of N.Z._ Length, 580 ft. ; Gross Tonnage, 17,500 ;
“eo Funnels : Red, Black Tops. pEy
VEENDAM. VOLENDAM. Holland-Amerlica Line. Length, 576 ft. ; Gross Tonnage, 15, 434;
Funnels: Buff, White Band between Two Green.
SAXON. Union Castle Line. Length, 570 ft. 5 ins. ; Gross Tonnage, 12,385 ;
Funnels: Red, Black Tops.
CONTE RO8SO, CONTE VERDE. Lloyd Sabaudo. Length, 570 ft. 2 ina. ;
Gross Tonnage, 17,048 ;
Funnels: Yellow, White Band between Two Narrow Green.
ARMADALE CASTLE. Union Castle Line, Length, 570 ft. 1 in. ; Groas Tonnage, 12,973 ;
Funnele: Red, Black Tops.
MERCHANT SHIPS. 213
BALMORAL CASTLE. EDINBURGH CASTLE. Union Castle Line.
Length, 620 ft. ; Gross Tonnage. 13.361
Funnels: Red, Black Tops.
ROCHAMBEAU, Cie. Générale Transatlantique. Length, 559 ft. ; Gross Tonnage. 17,400 ;
Funnels: Red, Black Tops.
MALOLO. Matson Line. Length, 654 ft. ; Gross Tonnage, 17,200;
Funnels: Yellow, Black Tops, “ M” ou sides.
DRESDEN. Norddeutscher Lloyd. Length, 550 ft. ; Gross Tonnage, 14,588 ;
Funnels: Yellow.
M.8. GRIPSHOLM. Swedish American Line. Length, 550 ft. ; Gross ‘Tonnage, 17,000 ;
Funnels; Yellow, Blue Dises on Sides.
DE GRASSE. Cie. Générale Transatlantique. Length, 550 ft.; Gross Tonnage, 17,000 ;
Funnels: Red, Black Tops.
214 MERCHANT SHIPS.
TENYO MARU. SHINYO MARU. Toyo Kisen Kaisha. Length, 550 ft. ;
Gross Tonnage, 13,400.
Funnels: Yellow, Black Tops.
MONTCALM. MONTCLARE. MONTROSE. Ganadian Pacific.
Length, 649 ft. 6 ins. ; Gross Tonnage, 16,418 ;
Funnels: Yellow.
———"
MONTROYAL. Canadian Pacific. Length, 548 ft. 8 ins. ; Gross Tonnage, 15,857 ;
Funnels : Yellow.
RAUPUTANA. RANCHI, RAWALPINDI. P. & O. Line, Lougth, 547 ft. ;
Gross ‘Tonnage, 16,100 ;
Funnels: Black.
D'ARTAGNAN. Messageries Maritimes, Length, 541 {t.;
Grogs Tonnage, 13,950 ;
Funnels: Black.
MALWA, MANTUA, MOREA. P. & O. Line. Length, 540 ft. ;
Gross Tonnage, 10,941 ;
Funnels: Black.
MERCHANT SHIPS, 215
GELRIA. Koninklijke Hollandsche Lloyd. Length, 540 ft. ; Gross Tonnage, 13, :
7 Funnels: Yellow, Black Band. sant
ORSOVA. Orient Line. Length, 536 ft.{2 ins. ; Gross Tonnage, 13,036 ;
Funnels: Cream.
ORVIETO. Orient Line. Length, 535 ft. 8 ins.:; Gross Tonnage, 12,133 ;
Funnels ? Cream.
OSTERLEY. Orient Line. Length, 585 ft. ; Gross Tonnage, 12,129 ;
Funnels; Cream.
STAVANGERFJORD. Norske Amerika Linie. Length, 532 ft. 3 Gross Tonnage, 12,977 ;
Funnels: Yellow, Two Red aud ‘I'wo White Bands with Blue Band between.
VASCO NUNEZ DE BALBOA. Compaiia Trasatlantica, Length, 531 ft. ;
Gross Tonnage, 7,842 ;
Funnels: Black,
216 MERCHANT SHIPS.
MACEDONIA. P.t&O. Line. Length, 520 ft. 4 ins. ; Grots Tonnage, 11,(89 5
Funnels: Black.
ANORE LEBON, Messageries Maritimes. Tength, 528 ft. ; Gross Tonnage, 13,631 ;
Funnels. Black.
CATHAY. CHITRAL. COMORIN. P. &O, Line. Length, 525 ft, ;
Gross Tonnage, 15,000 ;
Funnels: Black.
M.8. BERMUDA. Bermuda & West Indies 8.8. Co. Length, 525 ft.
Funnels: Black, Red, Thin Black and Red Bands, Black Tops.
NIAGARA, Union Steam Ship Co. of N.Z. Length, 524 ft. 7 ins. ; Grose Tonnage, 13,6185
Funnels: Red, Black Tops.
FREDERIK Vill. Det Forenede Damskibs Selskab, Length, 52
Gross Tonnage, 11,850 ;
Funnels: Black, Red Band.
MERCHANT SHIPS. 217
KAISAR-I-HIND. P. &O.Line. Length, 520 ft. ; Gross Tonnage, 11,430 ;
Funnels: Black.
MINNEDOSA. Canadian Pacific. Length, 520 ft. ; Gross Tonnage, 14,000,
Funnels: Yellow.
BERGENSFJORD, Norske Amerika Linle. Length, 612 ft. ; Gross Tonnage, 10,709;
Funnels: Yellow, Two Red and Two White Bands with Blue Band between.
ALMEDA, ANDALUSIA. ARANDORA. AVELONA. AVILA. Blue Star Line.
Length, 510 ft. ; Grors Tonnage, 14.000*
Funnels : Red, Black’ Tops, White Band on Black,
Blue Star on White Diec on Red.
H. F, ALEXANDER. Admiral Line. Length, 509 ft. Gross ‘Tonnage, 8,255 ;
Funnels: ‘Tan, Black Top, White Disc with Flag.
CHICAGO. Cle. Générale Transatiantique. Length, 508 ft. ; Gross Tonnage, 14,250 ;
Funnels : Red, Black ‘Tops.
218 MERCHANT SHIPS.
PAUL LECAT. Messageries Maritimes. 1, 508 ft. ; Grose Tonnage 12,088 ;
Funnels: Blac!
METAGAMA. Canadian Pacific. Length, 500 ft. 4 Ins. ; Grose Tonnage, 18,420;
Funnels: Yellow.
RABMAK. P. & O. Line. Length, 500 ft. ; Gross Tonnage, 10,000;
Funnels : Black.
CHINA. P. & O. Line, Length, 500 ft. 5 ins. ; Gross Tonnage,'7,952 ,
Funnels: Black.
ALFONSO XII. Compaiila Trasatiantica. Length, 481 ft. 4 ins. ; Grose Tonnage, 6,768,
Funnels: Black.
PATRIA. Wm. Ruys & Zonen. Length, 480 {t. ; Gross Tonnage. 0,801)
Funnels: Black.
MERCHANT SHIPS. 219
SPHINX. Messagerics Maritimes. Length, 479 ft. ; Gross Tonnage, 11,374 ;
Funnels: Black.
PRESIDENTE WILSON. Cosulich Line, Length, 477 ft. 5 ins.; Gross Tonnage, 12,578;
Funnels: Red, White Band, Black Top.
itimes. Length, 476 ft. ; Gross Tonnage, 12,601 ;
Funnels : Black.
CUBA. Cle. Générale Transatlantique. Length, 476 ft. ; Gross Tonnage, 11,400 ;
Funnels: |, Black Tops.
FLANDRIA. ORANIA. Koningen Hollandsche Lloyd. Length, 470 ft. ; Grogs Tonnage, 9,678 ;
‘unnels; Yellow, Black Band.
FLORIDA. Société Générale de Transport Maritimes a Vapeur.
Length, 471 ft. 2} ins. ; Gross Tonnage, 9,149 5
Funnels: Black, Red Band.
220 MERCHANT SHIPS.
—
MARTHA WASHINGTON. Cosulich Line. Length, 459 ft.; Gross Tonnage, 8,347 ;
Funnels; Red, White Band, Black ‘Tops.
TALMA. TILAWA. British India 8.N. Co. Length, 450 ft. ; Gross Tonnage, 10,000 ;
Funnels: Black, Two Whit+ Bands, Black Tops.
PEROU. Cie. Générale Transatlantique. Length, 449 {t. ; Gross Tonnage, 6,600 ;
Funnels: Red, Black ‘Tops.
DE LA SALLE. Cie. Générale Transatlantique. Length, 440 ft. ; Gross Tonnage, 8,400 ;
Funnels: Red, Black Tops.
SINAIA, Cyp. Fabre, Length, 440 ft. ; Gross Tonnage, 8,666.
ASIE. Chargeurs Reunis. Length, 439 ft. ; Gross Tonnage, 9,059 ;
Funnels: Yellow, Red Stars on White Band.
M.8. THEOPHILE GAUTIER. Messageries Maritimes Length, 425 ft ;
Gross Tonnage, 9,000;
Funnels: Black.
SIMON BOLIVAR. Royal Nederlands West Indian Mail Line.
Length, 420 ft. ; Gross Tonnage. 7,906:
Funnels: Black, ‘'wo White Bands.
MERCHANT SHIPS. 221
HAYTI. Cle. Générale Transatlantique. Length, 410 ft. ; Gross Tonnage, 6,179 ;
Funnels: Red, Black Tops.
M.8& RIO BRAVO. M.8. RIO PANUCO. Flensburger Dampfer Co. (H. Schuldt).
Length, 410 feet ; Gross Tonnage, 6,000;
Funnels: Black, Blue Band, White Diamond with Red 8
NAGASAKA MARU, SHANGHAI MARU. Nippon Yusen Kaisha. Length, 408 ft. ;
Gross 'Connage, 5,27
Funnels : Biack.
ARANKOLA. Gritish India 8.N. Co. Length, 390 ft. 3 ins. ; Gross Tonnage. 4,129 ;
Funnels; Black, Two White Bands, Black Tops.
CAMBRIA. HIBERNIA. SCOTIA. London, Midland and Scottish Railway.
Length, 380 ft. 5 ins. ; Gross Tonnage, 3,460;
Funnels; Yellow, Black Tops,
WAHINE. Union Steam Ship Co. of N.Z._ length, 375 ft.; Gross Tonnage, 4,436;
Funnels: Red, Black Tops.
KEIFUKU MARU. SHOKE! MARU. TOKUJU MARU. Imperial Japanese Railway.
~« Length, 375 ft. ; Gross Tonnage, 5,857 :
Funnels: Yellow, Black ‘Top, Red X on Yellow.
222 MERCHANT SHIPS.
GOUVERNEUR GENERAL CHANZY. GOUVERNEUR GENERAL GREVY. DE
GUEYDON. JONNART, -French Government. Length, 861 ft.; Gross Tonnage, 4,500.
eT. ANDREW. 8ST. DAVID. ST. PATRICK. Great Western Rallway
Length, 851 ft. 1 in. ; Gross Tonnage, 2,495 ;
Funnels: Red, Black Tope.
MENEVIA. London, Midland and Scottish Railway. Length, 829 ft. ;
Gross Tonnage, 1,872 ;
Funnels: Yellow, Black Tope.
ANTWERP. MALINES. London and North Eastern Railway. Length, 821 ft. 6 ins. ;
Gross Tonnage, 2,957
Funnels: Yellow, Biack Tops.
CURRAGHMORE, London, Midland and Scottish Railway. Length, 307 ft. 1 in.;
Gross Tonnage, 1,587 i
Funnels: Yellow, Black Tops,
GREENORE, London, Midiand and Scottish Railway. Length, 80¢ ft -
Gross Tonnage, 1,488 ;
funnels: Yellow, Black Tops.
LORRAIN. London, Midland and Scottish Railway. . Length, 299 ft. 5 ins. ;
Gross Tonnage, 1,569 ;
Funnels: Yellow, Black Tops.
MERCHANT SHIPS. 223
8T. HELIER. ST. JULIEN. Great Western Railway. Length, 290 ft. ;
Gross Tonnage, 2,000 ;
Funnels: Red, Biack Top.
HANTONIA. NORMANNIA. Southors ners Length, 290 ft. 3 ins. ;
Gross Ton!
Funnels:
REINDEER. Great Western Railway. Length, 280 ft. ; Gross Tonnage, 1,101 ;
Funnels: Red, Black Tops.
DIEPPE. Southern Railway. Length, 273 ft. 5 i
Gross Tonnage, 1,228 ;
Funnels: White, Black Top eet
Gross Tonnage, 12,184 ;
ROTORUA. New Zealand Shipping C ce. eth 526 ft. 6 ine.
1: Buff.
PRESIDENT ADAM. Dollar Steamship Line. Length, 502 {t.; Gross Tonnage, a 558 5
PRESIDENT GARFIELD. ,, he ” » wy 10,558;
PRESIDENT HARRISON. ,, ” " ” 10,588;
PRESIDENT HAYES. " i . * 10,5385
PRESIDENT MONROE. ,, “4 ” ” » 20,588;
PRESIDENT POLK. ia ” ” 10,583;
PRESIDENT VANBUREN. |, ” 1» 10,638;
Funnel; Black, white $ on Red Band.
224 MERCHANT SHIPS.
Lenzth, 431 ft. ; Gross Tonnage, 8,663 5
ite Maltese Cross, Black Top.
BARONESA. Furness (Houlder).
Funnel: Black, Red Band, W)
NIEUW AM8TERDAM, Holland-America. Length, 615 ft. ; Gross ‘lonnage, 17,149 ;
Funnel ; Buff, White Band between Two Green.
PRESIDINT ROOSEVELT. United States Shipping Board. Leugth, 585 ft. ; Gross
Tonnage, 14,127 5
Funnel : Red, White Band, Blue ‘top, U.S.A. Shield on side.
PRESIDENT LINCOLN, PRESIDENT CLEVELAND. PRESIDENT PIERCE. PRESIDENT
TAFT. PRESIDENT WILSON. Dollar Steamship Line.
Funnel: Black, White § on Red Band.
M.8. SHROPSHIRE. Bibby Line. Length, 502 ft.; Gross Tonnage, 10,900;
Funnel : Salmon Pink, Black ‘Top.
ATHENIC. Shaw, Savill, and Albion Co, Length, 500 ft. 8 ine. ; Gross Tonnage, 12,866 ;
Funnel : Buff, Black Top.
COLONIA. Telegraph Construction and Maintenance Co. Leugth, 487 ft. ;
Gross Tonnage. 8,010; : +
Funnel : Yellow.
MERCHANT’ SHIPS. 225
YORKSHIRE. Bboy Line. Length, 482 ft. 4 ins. ; Gross Tonnage, 10,250;
‘tunnel: Salmon Pink, Black Top.
LANCASHIRE. Bibby Line. Length, 482 ft. 4 ins. ; Gross Tonnage, 9,445 ;
Funnel : Salmon Pink, Black Top.
DIPLOMAT. Harrison Line. Length, 482 ft. ; Gross Tonnage, 8,218;
Funnel: Black, Red Band between Two White.
DOMINIA. Telegraph Construction and Maintenance Co. Length, 475 ft. ;
Gross Tonnage, 9,260 ;
Funnel: Yellow.
OXFORDSHIRE. Bibby Line. Length, 474 ft, 7 Ins. ; Gross Tonnage, 8,624 ;
Funnel : Salmon Pink, Black ‘Top
WARWICKSHIRE. Bibby Line. Length, 470 ft. 3 ins. ; Gross Tonnage, 8,012 ;
Funnel: Salmon Pink, Black Top
226 MERCHANT SHIPS.
LEITRIM. Union Steam Ship Coot Ne Length, 470 ft. ; Gross Tonnage, 9,540
‘unnel; Red, Black Top.
GLOUCESTERSHIRE. Bibby Line. Length, 467 ft. 2 ins. ; Grose Tonnage, 8,126 ;
nnel : Salmon Pink, Black Top.
LEICESTERGHIRE. Bibby Line. Length, 467 ft. 2 ins. ; Gross Tonnage, 8,059 ;
Funnel : Salmon Pink, Black Top.
COLLEGIAN. Harrison Line. Length, 455 ft, : Groas Tonnage, 5,850;
Funnel : Black, Red Band between Two White.
HEREFORDSHIRE. Bibby Line. Length, 452 ft. 3 ins. ; Gross Tonnage, 7,192);
Funnel: Salmon Pink, Black Top.
DERBYSHIRE. Bibby Line. Length, 452 ft. ; Gross Tonnage, 6,776;
Funnel: Salmon Pink, Black ‘op.
HYACINTHUS. HYPATIA. Houston Line. Length, 452 ft. ; Gross Tonnage, 5,726 ;
Funnel : Red, Black Top, Two Black Bands.
MERCHANT SHIPS.
MAUL Matson Navigation Co. Length 484 ft. ; Gross Tonnage, 9,801 ;
Funnel: Yellow, Black Top, with “ M."
MANUEL CALVO, Compajia Trasatlantica. Length 435 ft. ; Gross Tonnage, 5,617;
Funnel : Black.
M.8. BALBOA. M.8. BUENOS AIRES. M.8. CANADA. Axel Axelson Johnson.
Length, 426 ft. ; Gross Tonnage, 5,455.
MONTEVIDEO. Compaiiia Trasatlantica. Length, 422 ft. ; Gross Tonnage, 5,306 ;
Funnel : Black.
MINNETONKA, MINNEWASKA. Atlantic Transport. Length, 626 ft. ;
Gross Tonnage, 21,998 ;
Funnel : Red, Black Top.
CARINTHIA. FRANCONIA. Cunard. Le: sh, 600 ft. ; Gross Tonnage, 20,158 ;
Funnel : Red, Black For, eine
}
LACONIA. SAMARIA. SCYTHIA. Cunard. Length, 600 ft. ; Gross
Tonnage, 20,158 ;
Funnels : Red, Black Top.
227
228 MERCHANT SHIPS.
M.8. SATURNIA, M.8..VULCANIA. Cosulich Line, Le: sh, 609 ft. ; Gross Tonnage, 23,900 ;
Funnel: Red, White Band and Black Top.
\ \
LANCASTRIA. Cunard. Length, 578 ft. ; Gross Tonnage, 16,700 ;
Funnel : Red, Black Top.
CAMERONIA. Anchor Henderson. Length, 552 ft. 5 ina, ; Gross Tonnage, 16,280 ;
Funnel: Black.
EURIPIDES. Aberdeen Line. Length, 670 ft. ; Gross Tonnage, 15,000;
Funnel : Ochre.
= B = =
NESTOR. ULYSSES, Blue Funnel Line. Length, 563 ft. 2 ins, ; Gross Tonnage, 14,547 5
Funnel: Blue, Black Top.
ee oe —
NOORDAM. RIJNDAM. Holland-America. Length, 660 ft. ; Gross Tonnage, 12,520 ;
Funnel: Buff, White Band between Two Green.
MEGQANTIC. White Star. Length, 550 ft. 4 ins. ; Gross Tonnage, 14,878 ;
Funnel : Buff, Black Top.
MERCHANT SHIPS. 229
ALMANZORA. Royal Mail Steam Packet Co. Length, 550 ft. 3 ins. ; Gross Tonnage, 16,031 ;
Funnel ; Buff.
ORDUNA, Royal Mail Steam Gacket Co. Paneth, 550 ft. 8 ina, ; Gross Tonnage, 15,490 ;
funnel: Bult.
ORBITA. Royal Mall Steam Packet Co. Length, 550 ft. 3 ins. ; Grose Tonnage, 15,486 ;
Funnel; Bull.
CALGARIC. White Star. Length, 550 ft. ; Gross Tonnage, 16,063 ;
Funnel: Buff, Black Top.
CALIFORNIA. TUSCANIA. Anchor Henderson. Length, 550 ft. ; Gross Tonuage, 17,250;
Funnel: Black.
MOLDAVIA. MONGOLIA. P. & 0. Line. Length, 550 ft. ; Gross Tonnage, 15,800 ;
Funnel : Black
230 MERCHANT SHIPS.
BETHORE. Ore Steamship Co., N.Y. Length, 560 ft. ; Gross Tonnage, 14,899;
Funnel : Grey, Biue and White Bands, White 0.
ESPERANCE BAY. HOBSONS BAY. JERVIS BAY. LARGS BAY. MORETON BAY.
Australian Commonwealth Line. Length, 548 ft. ; Gross Tonnage, 16,600;
Funnels: Yellow.
OROYA. Pacific Steam Navigation Co. Length, 547 ft. ; Gross Tonnage, 14,000 ;
Funnel: Buff.
OROPEBA, Pacific Steam Rasigstion Co: ensth, 580 ft. ; Gross Tonnage, 14,072 ;
unnel ; Buff.
SAN FRATERNO. SAN GREGORIO. SAN JERONIMO. SAN LORENZO. SAN MELITO.
BAN NAZARIO. SAN PATRICIO. Eagle Oil Transport Co.
Length, 627 ft. 8 ins. ; Gross Tonnage, 11,929;
Funnel: Black, Yellow Band, Black Eagle, Black O on White Band, Yellow Band.
MARLOCH. Canadian Pacific. Length, 520 ft. ; Gross Tonnage, 10,600;
Funnel : Yellow.
ATHENIA, LETITIA. Anchor-Donaldson. Length, 620 ft. ; Groas Tonnage, 12,000;
Funnel : Black, White Band, Black Top.
MERCHANT SHIPS. 231
M.8. PIETER CORNELISZOON HOOFT. Stoomvaart Maatschapplj Nederland.
Length, 520 ft. ; Gross Tonnage, 14,642 ;
Funnet : Buff, Black Top.
BARADINE. P. &O. Line. Length, 519 ft. 9 ins. ; Gross Tonnage, 13,300;
Funnel: Black.
DIOGENES. SOPHOCLES. Aberdeen Line. Tength, 518 ft. ; Groas Tonnage, 12,500 ;
Funnel : Ochre.
MANGALORE. MATHURA. Anchor Brocklebank. Length, 518 ft. Gross Tonnage, 9,571 5
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
MALANCHA, Anchor Brocklebank. Length, 518 ft. ; Gross Tonnage, 10,572 5
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
MACHARDA. Anchor-Brocklebank. Length, 518 ft. ; Gross Tonnage, 10,464 ;
Fuonel: Black, White Band, Blue and White Stripe Band, Black Top.
232 MERCHANT SHIPS.
DROTTNINGHOLM. Swedish American Line. Length, 517 ft. ; Gross Tonnage, 12,522 ;
Funnel: Yellow Blue Disc, Three Gold Crowns.
FUSHIMI MARU. 8UWA MARU. Nippon Yusen Kaisha. Length, 516 ft.
Groas Tonnage, 10,938 ;
Funnel: Black.
ARAQUAYA. Royal Mail Steam Packet Co, Length, 615 ft. 2 ins. ; Gross Tonnage, 10,580;
Funnel: Buff.
ic Steam Navigation Co. Length, 611 ft. 7 ins. ; Gross Tonnage, 11,571-;
Funnel: Buff.
VANDYCK. VOLTAIRE. Lamport and Holt. Length, 510 ft. 3 Gross Tonnage, 13,233 ;
Funnel: Blue, White Band, Black Top.
ACHILLES. PHILOCTETES, TYNDAREUS. Blue Funnel Line. Length, 507 ft.;
Gross Tonnage, 11,426 ;
Funnel : Blue, Black Top.
MERCHANT SHIPS. 233
DEMOSTHENES, THEMISTOCLES. Aberdeen Line. Length, 506 ft. 6 ins. ;
Gross Tonnage, 11,223 ;
Funnel : Ochre.
PORT MELBOURNE. PORT NAPIER. PORT SYDNEY. Commonwealth and
Dominion Lirle. Length, 601 ft. 8 ins. ; Gross Tonnage, 9,152 ;
Funnel: Red, Black Top.
DARRO. DEMERARA, DESEADO. DESNA. Royal! Mall Steam Packet Co.
Length, 500 ft. vine i Gross Tonnage, 11,477;
ne} : Buff.
LLANSTEPHAN CASTLE. Union Castle Line. Length, 500 ft. 5 in. ;
Gross, Tonnage, 11,293; Funnel: Red, Black Top.
BELTANA. BENALLA. BERRIMA. BORDA. P. & O. Line. Length, 500 ft. ;
~ Gross Tonnage, 11,120; Funnel : Black.
FORDSDALE. Australian Commonwealth:Line. Length, 500 ft. ; Gross Tonnage, 9,674;
Funnel: Yellow.
234 MERCHANT SHIPS.
ALFONSO XIII. CRISTOBOL COLON, Compaiia Trasatlantica
Length, 500 ft. : Gross Tonnage, 10,322 ;
Funnel : Black.
GLENIFFER, Glen'Line. Length, 500 ft. ; Gross Tonnage, 9,429 ;
Funnel; Red, Black Top.
M.8 INDRAPOERA. Rotterdam Lloyd. Length, 500 ft. ; Gross Tonnage, 10,500 ;
Funnel: Black.
MAQGDAPUR. MANIPUR, ST ee erate O37 Line. Length, 499 ft. 6 ine. ;
fonnage,
Funnel : Black, White Band, Blue ‘and white Stripe Band, Black Top.
INFANTA ISABEL DE BORBON. Compania Trasatlantica. Length, 498 ft.;
Gross Tonnage, 10,348 ;
Funnel: Black.
REINA VICTORIA EUGENIA. Compaiila Trasatlantica. Length, 498 ft.
Gross Tonnage, 10,137 ;
Funnel : Black.
MERCHANT SHIPS. 235
HAKONE MARU. HAKOZAKI MARU. HARUNA MARU. Nippon Yusen Kaisha.
Length, 496 ft. ; Gross Tonnage, 10,420;
Funnel : Black.
AENEAS. ANCHISES, ASCANUS. Blue Funnel Line. Length, 493 ft. ; Gross Tonnage, 10,049 ;
Funnel : Blue, Black Top.
SARPEDON. Blue Funnel Line. Length, 491 ft. ; Gross Tonnage, 11,400 ;
DARDANUS. ie ” Length, 459 ft. ; Gross Tonnage, 7, 000;
Funnel : Blue, Black Top.
CAXIAS. Lloyd Brasileiro, Cie. de Nav. Length, 491 ft. ; Gross Tonnage, 9,791 ;
Funuel: Yellow, White Band.
CALCHAS. Blue Funnel! Line. Length, 490 ft, 8 ins. ; Gross Tonnage, 10,804 ;
Funnel : Blue, Black Top.
LLANDAFF CASTLE. Union Castle Line. Length, 490 ft. ; Gross Tonnage, 10,000;
Funnel: Red, Black Top.
236 MERCHANT SHIPS.
CITY OF NAGPUR. Ellerman City Line. Length, 490 ft. ; Gross Tonnage, 10,138;
Funnel: Buff, White Band, Black Top.
EXETER. Ellerman City Line. Length, 496 ft. 7 ims. ; Gross ‘Tonnage, 9,447 ;
Sine Funnel : Buff, White Band, Black ‘Top.
REMUERA. New Zealand Shipping Co. Length, 485 ft. ; Gross Tonnage, 11,276;
‘unnel : Yellow.
M.8. GLENAPP. M.8.GLENBEG M.8. GLENGARRY. M.S. GLENOGLE, Glen Line.
Length, 485 ft. ; Gross Tonnage, 6,802 ;
Funnel : Red, Black Top.
M.8. DINTELDYK. Holland Amerika. Length, 485 ft. ; Gross Tonnage, 8,400;
Funnel: Buff, Two Blue Bands, White between, Buff Top.
M.8& LOCHKATRINE. Royal Mall Steam Packet Co. Length, 485 ft.; Gross Tonnage, 9,409;
Funnel : Buff,
CITY OF PARIS, Ellerman City Line. Length, 484 ft. 7 ins. ; Gross Tonnage, 10,245 ;
Funnel : Buff, White Band, Black Top. r
CEYLAN. MALTE. Chargeurs Réunis. Length, 483 ft. ; Gross Tonnage, 9,000;
Funnel: Yellow, Red Stars on White Band.
NIAGARA, Cle. Générale Transatiantique.
Funnel ; Red, Black Top.
MERCHANT SHIPS. 237
‘Chargeurs Réunis. Length, 481 ft. 6 ins. ; Gross Tonnage, 10,500 ;
HOEDIC. } es nee
BELLE iste. ,, Mi ” 5015
Funnel: Yellow, Red Stars on White Band.
FONTAINEBLEAU. COMPEIGNE. } Mossageries Maritimes.
Funnel: Black.
PORT ADELAIDE. PORT AUCKLAND. PORT BOWEN. PORT CAMPBELL. PORT
CAROLINE. PORT DARWIN. PORT DENISON. PORT HUNTER. PORT KEMBLA.
PORT NICHOLSON. Commonwealth and Dominion Line. Length, 481 ft. 2 ins. ;
Gross Tonnage, 8,422;
Funnel: Red, Black Top.
MEDUANA. MOSELLA. Cie. Sud Atlantique. Length, 481 ft. ; Gross Tonnage, 10,500 ;
Funnel: Yellow, Black Top.
RUAHINE, New Zealand Shipping Co. Lensth, 480 ft. 7 ins; Gross Tonnage, 10,859;
‘unnel: Yellow.
NEURALIA. NEVASA. British India S.N. Co. Length, 490 ft. 5 ins. ; Gross Tonnage, 9,082 ;
Funnel : Black, Two White Bands, Black Top.
TURAKINA. New Zealand Shipping Co. Length, 480 ft. ; Gross Tonnage, 10,000;
Funnel : Yellow. g
238 MERCHANT SHIPS.
KASHQGAR. KASHMIR. KALYAN. KARMALA. KHIVA. KHYBER. Peninsular
and Oriental. Length, 479 ft. 9 ins. ; Gross Tounage, 8,860 ;
‘unnel ; Black.
CITY OF SIMLA. Ellerman Ott Line Length, 476 ft. 7 ins. ; Gross Tonnage, 9,468 :
Funnel : Buff, White Hand, Black Top.
IROQUOIS. ‘Anglo-American Oll Co. Length, 478 ft. 3 ins, ; Gross Tonnage, 9,202 ;
Funnel : Red, Black:Top.
AFRICSTAR. NAP IERE TAT: RODNEYSTAR. STUARTST AR: Blue Star Line.
Length, 475 ft. 9 ins. ; Gross Tonnage, 10,64
Funnel: Red, Black Tops, White Band on ' Black, Blue Star on White Disc on Red.
M.8 PORT HUON, M.2. PORT FREMANTLE. M.S. PORT GISBORNE.
Commonwealth and Dominion. Length, 475 ft. 6 ins. ; Gross Tonnage, 8,000;
Funnel: Red, Black Top.
DUNLUCE CASTLE. DURHAM CASTLE. Union Castle.
Length, 476 ft. 5 ins, ; Gross Tonnage, 8,130 ;
Funnel : Red, Black Top.
MERCHANT SHIPS. 239
ARIZONA MARU. ALABAMA MARU, AFRICA MARU, MANILA MARU. HAWAII!
MARU. Osaka 8hosen Kaisha. Le: h, 475 ft. Gross Tonnage, 9,500 ;
Funnel : Black, Two White Bands, joined at Side.
MAIDAN, MAH8UD. MAIHAR MALAKAND, MANAAR. MATHERAN
Anchor-Brocklebank. Length, 470 ft. 4 ins. ; Gross Tonnage, 8,077 ;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
OELTA. DEVANHA. DONGOLA. Peninsular and Oriental
Length, 470 ft. 8 ins. ; Gross Tonnage, 8,097 ;
Funnel : Black,
MALAKUTA. Anchor-Brocklebank. Length, 470 ft. 2 ins. ; Gross Tonnage, 7,205 ;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top,
RE! United Frult Co.. Length, 470 ft. ; Gross Tonnage, 7,782;
PABTORES. | United Frult Com Tenet MOE Gross Toreaee Pegs
¥unnel : Butt, White’ Diamond on Red Band, Black Top.
M.8. ACCRA. M.8. APAPA. Elder Dempster. Length, 468 ft.; Gross Tonnage, 12,000;
Funnel : Buff.
240 MERCHANT SHIPS.
MADURA. MALDA. MANTOLA. MATIANA. British India 8.N.Co. Length, 465 ft, Sins. ;
Gross Tonnage, 8,975 ;
Funnel: Black, Two White Bands, Black Top.
M.8, PORT DUNEDIN. M.8. PORT HOBART. Commonwealth and Dominion Line.
Length, 465 ft. ; Gross Tonnage, 7,500;
Funnel: Bed, Black Top.
RAJULA. ROHNA. British India Steam Navigation Co. Length, 460 ft. ;
Gross Tonnage, 8478 ;
Funnel ; Black, Two close White Bands.
ARAWA. TAINUL Shaw, Savill, and Albion Co. Length, 460 ft. ; Gross Tonnage, 9,378
Funnel : Buff, Black Top.
M.8 GULFCREST. Oil Tanker. Gulf Refining Co. of New York. Length, 460 ft. ;
Gross Tonnage, 8,950.
RIMUTAKA, RUAPEHU. New Zealand Shipping Co. Length, 457 ft. 6 ins. ;
Gross ‘Yonuage, 8,887 ;
Funnel : Yellow.
MERCHANT SHIPS. 241
CITY OF LYONS. Ellerman Line. Length, 455 ft.; Gross Tonnage, 7,063;
Funnel: Buff, White Band, Black Top.
AGAPENOR. ELPENOR. EUMAEUS. QLAUCUS. HELENUS. LYCAON. MACHAON
MENTOR. PHEMUS. PYRRHUS. TEIRESIAS. TROILUS. Blue Funnel Line.
Length, 455 ft. 2 ins. ; Gross Tonnage, 7,587 ;
Funnel : Blue, Black Top.
KONINGEN DER NEDERLANDEN. Stoomvaart Maatschappy.
Length, 455 ft. ; : Gross Tonnage, 8,300;
Funnel: Buff, Black Top.
Length, 452 ft. 7 Ins. ; Gross Tonnage, 7,602 ;
woo Length, 469 ft. ; Gross Tonnage, 7,619 5
Funnel: Black, two Ked Bands.
CLAN MACTAGGART. Clan Line.
CLAN MACTAVISH.
GARTH CASTLE. GRANTULLY CASTLE. Union Castle.
Yength, 452 ft, 6 ins. ; Gross Tonnage, 7,715 5
‘Funnel: Red, Black Top.
: Length, 451 ft. 6 ins. ; Gross Tonnage, 7,578 ;
jus. ania Trasatlantica.
MANUEL ARNUS. Compani: tanta ack.
R
242 MERCHANT SHIPS.
M.8. ABA. M.8. ADDA. Elder Dempster. Length, 450{t. 3 ins. ; Gross Tonnage, 7,935 ;
Funnel: Buff.
8. SOMERSETSHIRE. Bibby Line
; Gross Tonnage, 7,500 ;
Pink, Black Top.
SICILIA, SOUDAN. P. & O. Line. Length, 450 ft. 2 ins. ; Gross Tonnage, 6,684 ;
Funnel: Black.
M.8. DOMALA. British India 8.N. Co. Length, 450 ft. ; Gross Tonnage, 8,441 ;
Funnel : Black, Two White Bands, Black Top.
> — . 5
CIRCASSIA. Anchor Henderson. Length, 450 ft. ; Gross Tonnage, 7,180 ;
Funnel : Black.
LONDON MARU. PARIS MARU. Osaka Shosen Kaisha. Length, 450 ft. ; Groes Tonnage, 7,600
Funnel: Black, Two White Bands joined at Sides
MAKURA. Union Steam Ship Co. of N.Z. Length, 456 ft. ; Gross Tonnage, 8,075 ;
Funnel: Red, Black Top.
MERCHANT SHIPS. 243
M.8. ESQUILINO. M.8. VIMINALE. Lloyd Triestino. Length, 450 ft. ;
Gross Tonnage, 10,000.
BAKARA. BARAMBAH. BOONAH. Australian Commonwealth Line.
Length, 450 ft. ; Gross Tonnage, 5,970 ;
Funnel: Black,
NANKIN.. _NOVARA, P. &O. Line, Length, 449 ft. 7 ins. ; Gross Tonnage, 7,058 ;
‘Funnel : Black.
M.8. CAMRANH. Chargeurs Réunis, Length, 449 ft. 5 ins. ; Gross Tonnage, 8,500 ;
as "Bonne! Yellow, Red Stars on White Band.
MASIRAH. Anchor-Brocklebank Line. Length, 448 ft. ; Gross Tonnage, 6,886 ;
Funnel : Black, White Band, Blue and White Stripe Band, Black Top.
ANCHORIA. Anchor-Brocklebank Line. Length, 446 ft. 4 ins. ; Gross Tonnage, 6,112 ;
Funnel : Black, White Band, Blue and White Stripe Band, Black Top.
MAHRATTA. MAKALLA. Anchor-Brocklebank Line. Length, 445 ft. ; Groas Tonnage, 6,690;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
244 MEROHANT SHIPS.
8. ASIATIO PRINGE. M.S. CHINESE PRINCE. M.8. JAPANESE PRINCE,
M.8, JAVANESE PRINCE, M.8, MAYLAYAN PRINCE. Length, 440 ft.;
Gross Tonnage, 10,000 ;
Funnel: Black, ‘'wo Red Bands, feathers on side.
ANTONIO LOPEZ. Compania Trasatlantica. Length, 440 ft. ; Gross Tonnage, 5,975;
Funnel : Black.
HILDEBRAND. Booth Line. Length, 440 ft. 3 ins. ; Gross Tonnage, 6,995 ;
Funnel: Black.
ELYSIA, Anchor Henderson. Length, 440 ft. ; Gross Tonnage, 6,368 ;
Funnel : Black.
BRITISH MERCHANT. British Tanker Co. Length, 440 ft.; Gross Tonnage, 7,400 ;
Funnel : Black, Two Red Bands, White Disc, B.T.C. in centre,
ZEELANDIA. Koninklijke Hollandsch Lloyd. Length, 440;ft.; Groas Tonnage, 7,095 ;
Funnel: Yellow, Black Band.
CLAN URQUHART, Clan Line. Length, 440 ft. ;
Funnel : Black, I'wo Red Bands.
Gross ‘Tonnage, 5,856 ;
MERCHANT SHIPS. 245
M.8. PACIFIC RELIANCE. M.8. PACIFIC ENTERPRISE. Furness Withy. Length, 485 ft. ;
Gross Tonnage, 6,570 ;
Funnels: Black, Red, Thin Black'and Red Band, Black Top.
M.8. GLENAMOY. Glen Line. Length, 435 ft.; Gross Tonnage, 7,269;
Funnel: Red, Black Top.
Fa
CITY OF NORWICH. Ellerman (Hall Line). Length, 484 ft. ¢ ins, ; Gross 1 ;
Funnel : Buff, White Band, Black Tup. ; Sonne ONES
REINA MARIA CRISTINA. Compafia Trasatlantica. Length, 434 ft.; Gross Tonnage, 4,817;
Funnel: Black.
NAGINA. British India Steam Navigation Co. Length, 433 ft. ; Gross Tonnage, 6,050:
Funnel: Black, Two White Bands.
TAKADA. TANDA. British India 8.N.Co. Length, 430 ft. 1 in. ; Gross Tonnage. 6,949 ;
Funnel : Black, Two White Bands, Black Top.
M.8. LEIGHTON. M.8. LINNELL. Lamport and Holt. Length, 480 ft. ; Gross Tonnage, 7,412 ;
Funnel : Light Blue, White Band, Black Top.
246 MERCHANT SHIPS.
M.8. UPWEY GRANGE. Furness-Houlder. Length, 630 ft. ; Gross Tonnage, 9,100;
Funnel: Black, Red Band with White Maltese Cross, Black Top.
HARDWICKE GRANGE. Furness-Houlder. Length, 430 ft. ; Gross Tonnage, 9,005;
Funnel : Black, Red Band with White Maltese Cross, Black Top.
= 7
BRITISH INVENTOR. British Tanker Co. Length, 430 ft.; Gross Tonnage, 7,200;
Funnel: Black, Two Red Bands, White Disc, B.1.C. in Centre.
MARQUESA. Furness-Houlder. Length, 430 ft. ; Gross Tonnage, 8 979;
Funnel : Black, Red Band with White Maltese Cross, Black Top.
BAYANO. CAMITO. CORONADO. Elders and Fyffes.
Length, 425 ft. 5 Ins. ; Gross Tonnage, 6,788 ;
Funnel: Buff, Black Top.
4 I
M.8. (Building). Blue Funnel Line. Length, 425 ft. ; Gross Tonnage, 6,400 ;
Funnel: Blue, Black Top.
STOCKWELL. Anchor-Brocklebank Line. Length, 425 ft. ; Gross Tonnage, 5,643 ;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
MERCHANT SHIPS. 247
CAIRNROSS. Cairns, Noble & Co. _Lensth, 425 ft. ; Gross Tonnage, 5,494;
Funnel: Black, Red Rand, White Triangle.
KARAGOLA. British India 8.N. Co. Length, 425 ft. ; Gross Tonnage, 7,053 ;
Funnel: Black, Two White Bands, Black Top.
TUSCARORA. Anglo American Oll Co. Length, 425 ft. ; Gross Tonnage, 7,106 ;
Funnel: Red, Black Tup.
M.8. NARRAGANSETT. M.8. SEMINOLE. Anglo American Oil Co.
Length, 426 ft. ; Gross Tonnage, 6,839 ;
Funnel: Red, Black Top.
BUENOS AIRES. Compajfia Trasatlantica. Length, 422 ft. ; Gross Tonnage, 5,311;
Funnel : Black.
LEON XIII. Compaiia Trasatlantica. Length, 421 {t. ; Gross Tonnage, 5,086 ;
Funnel: Black.
P. DE SATRUSTEGUI. Compania Trasatlantica. Length, 421 ft. 10 ine. ;
Gross Tonnage, 4,670 ;
Funnel; Black.
248 MERCHANT SHIPS.
KAROOLA. KATOOMBA. Mcliwraith, McEacharn. Length, 420 ft. 5 ins.;
Gross Tonnage, 7,391 ;
Funnel : Red, Black Top.
MARAMA. Union Steamship Co. of N.Z. Length, 420 ft. 3 ins. ; Gross Tonnage, 6,497 ;
Funnel : Red, Black Top.
SAN DUNSTANO. SAN EDUARDO. SAN RICARDO. SAN SILVESTRE. SAN TIRSO.
SAN VALERIO. SAN ZEFERINO. Eagle Oil Transport Co., Ltd.
Length, 420 ft. 2 ins. ; Gross Tonnage, 6,220;
Funnel: Black, Yellow Band, Black Eagle, Black O on White Band, Yellow Band.
ALNMOOR. CASTLEMOOR. Runciman. Length, 420 ft. ; Gross Tonnage, 6,578 ;
Funnel: Black, White Band, Biue R.
416 ft. 2 ins. ; Gross Tonnage, 4,929 ;
Funnel : Black, Red Band, White Triangle.
CAIRNVALONA. Cairns, Noble & Co. Length,
D'ENTRECASTEAUX. FORBIN, Chargeurs Réunis. Length, 415 ft. ; Gross Tonnage, 7,563 5
DUPLEIX, be % ss i ie 7,418 ;
7,393 5
7,298 ;
ANGO.
BOUGAINVILLE,
. » ”
” ” ” 413 ft. 5 ”
Funnel: Yellow, Red Stars on White Band.
293
MUNARGO. Munson Steamship Co. Length, 415 ft.; Gross Tonnage, 6,484:
Funnel: Blue, White Band, Black Top.
MERCHANT SHIPS. 249
BELVIDERE. Cosulich Line. Length, 412 ft. ; Gross Tonnage, 7,305 ;
Funnel: Red, White Band, Black Top.
FORT 8T. GEORGE. FORT VICTORIA. Furness Withy. Length, 411 ft. 3 ins. ;
Gross Tonnage, 7,785
Funnel: Black, Red, Thin Black and Red Bands, Black Top.
ERINPURA. British India 8.N. Co. Length, 411 ft. ; Gross Tonnage, 5,128;
Funnel: Black, Two White Bands, Black Top.
ZEALANDIA. Huddart, Parker. Length, 410 ft.; Gross Tonnage, 7,000 ;
Funnel: Yellow.
OLAN MACNAB. CLAN MACNAIR. CLAN MACNAUGHTON. CLAN MACNEIL. CLAN
MONROE. CLAN MORRISON. CLAN MURDOCH. CLAN MURRAY, Clan Line.
Length, 410 ft. 6 ins. ; Gross Tonnage, 6,114 ;
Funnel: Black, ‘Two Red Bands,
MEDIA. Anchor-Brocklebank. Length, 410 ft. ; Gross Tonnage, 5,437 ;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
OCEAN PRINCE. Furness Withy. Length, 410 ft. ; Gross Tonnage, 5,212;
Funnel : Black, Red, Thin Black and Red Bands, Black Top.
250 MERCHANT SHIPS.
ELLENGA, Gritish India 8.N. Co. Length, 410 ft. ; Gross Tonnage, 5,196;
Funnel: Black, Two White Bands, Black Top.
DRAMATIST. Harrison Line. Length, 410 ft. ; Gross Tonnage, 5,443;
Funnel: Black Red Band between Two White,
C. LOPEZ Y LOPEZ. Compafia Trasatlantica. Length, 408 ft. ; Gross Tonnage, 4,170 :
Funnel : Black.
EGBA. Elder Dempster. Length, 406 ft. ; Gross Tonnage, 4,989 5
Funnel : Buff.
EBOE. Elder Dempster. Length, 405 ft. 1 in. ; Gross Tonnage, 4,866;
Funnel: Buff.
HIGHLAND LADDIE, Nelson. Lenzth, 405 ft. ; Gross Tonnage, 7,381 ;
HIGHLAND LOCH. ‘ Tenzth, 413 ft} Gross Tonnage, 7,493!
HIGHLAND PIPER. Length, 413 ft. ; Gross Tonnage, 7,490
Funnel : Red, Two White Banda, Black Between, Black Top.
NEWFOUNDLAND. Warren Line (Furness Withy). Tenth, 405 ft.; Gross Tonnage,
6,820 ; Funnel; Black, Red, Thin Red and Black Bands.
MERCHANT S4IPS, 251
M.8. LOUISIANA. Det Forenede Dampskibs Selskab. Length, 405 ft. ; Gross Tonnage, 6,518 ;
Funnel : Flamingo, Red, Black Top.
DAGHESTAN. Ol! Tanker. Hindustan Steam Shipping Co. Length, 405 ft ;
‘Gross Tonnage, 5,742;
Funnel; Black, Two White Bands, Vermilion Between, C in White.
M.8, GLENLUCE. M.8. GLENTARA. Glen Line. Length, 405 ft. ; Gross Tonuage, 6,755 ;
Funnel: Red, Black Top.
KALIMBA. ROMERA. Maclay and Mcintyre. Length, 602 {t. 3 ins. ; Gross Tonuage, 4892 ;
Funnel: Yellow, Black Top.
BREDA. BRIELLE. Koninklijke Nederlandsche Stoomboot Mii. Length, 402 ft. ;
Gross Tonnage, 6,915 ;
Funnel: Black, wo White Bands.
CAIRNESK. CAIRNGLEN. Cairn Line. Length, 401 ft. 9 ins. ; Groas Tonnage, 5,000 ;
Funnel: Black, White Diamond on Red Band,
HOLYWELL. Anchor-Brocklebank. Length, 401 ft. 8 ins. ; Gross Tonnage, 4,867 ;
Funnel: Black, White Band, Blue and White Stripe Band, Black Top.
HALIZONES. Houston Line. Length, 400 ft. 8 ins.; Gross Tonnage, 5,273;
Funnel: Red, ‘Iwo Black Bands, Black Top.
252 MERCHANT SHIPS.
CHALEUR. CHAUDIERE. CHIGNECTO. Royal Mail Steam Packet Co.
Length, 400 ft. 5 ins. ; Gross Tonnage, 4,890;
Funnel ; Buff.
ABINSI. Elder Dempster. Length, 400 ft. 5 ins.
Funnel: Buff.
; Gross Tonnage, 6,365 ;
ARIANO. Gulf Line. Length, 400 ft. 4 ins. ; Gross Tonnage, 5,155 ;
Funnel: Black, Wide Red’Band, Narrow Red Band Below.
NORWEGIAN. Leyland Line. Length, 400 ft. 2 ins. ; Gross ‘Tonnage, 6,357 ;
Funnel: Bult, Black Top.
MANISTEE. PATIA. ZENT. Elders and Fyffes. Length, 400 ft. 2 ins. ; Gross Tonnage, 6,360;
Funnel: Buff, Black Top.
EDAVANA, ELEPHANTA. Gritish India 8.N. Co. Length, 400 ft. ; Gross Tonnage, 5,284 ;
Funnel : Black, ‘two White Bands, Black ‘top.
CANADIAN VICTOR. Canadian Government Merchant Marine. Length, 400 ft. :
Gross Tonnaze, 5,493 ;
Funnel : Yellow, Black Top.
MERCHANT SHIPS. 253
“RN,
ANSELM. Booth Line. Length, 400 ft. ; Gross Tonnage, 6,450 ;
Funnel : Black.
M8. DOLIUS. Blue Funnel Line. Tength, 400 ft. ; Gross Tonnage, 5,700:
Funnel : Blue, Black Top.
ORANGEMOOR. Runciman. Length, 399 ft. 6 ins. ; Gross Tonnage, 6,573 ;;
Funnel : Black, White Band, Blue R.
CAIRNDHU. Cairns, Noble &Co. Length, 399 ft. 3 ins. ; Gross Tonnage, 5,250;
CAIRNGOWAN o ” Length, 400 ft. ; Gross Tonnage, 5,295 5
Funnel: Black, Red Band, White ‘Triangle.
M.8. LULE. Grangesberg Oxeldsund Co. Length, 399 ft. ; Gross Tonnage, 5,630;
Funnel: Buff, Blue Band, Gold Emblem.
BAOULE.
CASAMANCE. } Chargeurs Réunis. Length, 301 ft. ; Gross Tonnage, 5,900;
DAHOMEY.
ADRAR.
5,355 5
”
Funnel’: Yellow,’Red Stars on White Band.
ANGORA. British India 8.N. Co. Length, 300 ft. 8 ins. ; Gross Tonnage, 4,298 5
Funnel: Black, Two White Bands, Black Top.
254 MERCHANT SHIPS.
CAIRNMONA. Cairns, Noble & Co. Length, 390 ft. 2 ins, ; Gross Tonnage, 4,666 ;
Funnel: Biack, Red Band, White Triangle.
ARONDA, British India 8.N. Co. Length, 390 ft. 2 i
Groes Tonnage, 4.062 ;
Funnel: Black, !wo White Bands,
‘op.
VARELA. VARSOVA. wits British India 8. N. Co. Length, 390 ft. 1 in. ;
Gross Tonnage, 4,645
Funnel: Black, Two W nite Bands, Black Top.
AMIRAL NEILLY. AMIRAL PONTY. AMIRAL LATOUCHE TREVILLE.
Chargeurs Reéunis. Length, 389 ft. 5 ins.; Gross Tonnage, 5,582 ;
funnel: Yellow, Red Stars on White Band.
OLJAREN, Transatlantic §.8. Co. Length, 389 ft. ; Gross Tonnage, 5,450 ;
Funnel: Yellow, Black Top
LEGAZPI. Compafia Trasatlantica. Length, 389 ft. ; Gross Tonnage, 4,339;
Funnel: Black.
COOEE. Australian Commonwealth Line. Length, 887 {t 8 ins. ; Gross Tonnage, 4. 255 5
Funnel: Black.
MERCHANT SHIPS. 255
MONTSERRAT. Compajia Trasatlantica. Length, 386 ft. 1 {n. ; Gross Tonnage, 3,004 ;
Funnel: Black.
SCATWELL. Cairns, Noble & Co. Length, 385 ft. ; Gross Tonnage, 4,425 ;
Funnel : Black, Red Band, White Triangle.
HALESIUS. Houston Line. Length, 385 ft. ; Gross Tonnage, 4,652 ;
Funnel : Ked, Two Black Bauds, Black ‘Top.
HESPERIDES. Houston Line. Length, 382 ft. 6 Ins.; Gross Tonnage, 3,914 ;
Funnel ; Red, Two Black Bands, Black Top.
DENIS. STEPHEN. Booth Line. Length, 376 ft. 4 ins, ; Gross Tonnage, 4,435 ;
Funnel: Black.
AIDAN, Booth Line. Length, 375 ft. 9 ins. ; Gross Tonnage, 4,545 ;
Funnel: Black.
ALBAN. Booth Line. Length, 375 ft. 2 ins, ; Gross Tonnage, 5,223 ;
Funnel : Black.
256 MERCHANT SHIPS,
ISLA DE PANAY. Compaiiia Trasatlantica. Length, 373 ft. ; Gross Tonnage, 3,484 ;
Funnel: Black.
ALICANTE. Compania Trasatlantica. Length, 872 ft. 2 ins,; Gross Tonnage, 3,879 ;
Funnel : Black.
M.S. ITAPAGE. 8.8. ITAIMBE. 8.8. ITAHITé. Companhia Nacional Di Navegacao
Costiero. Length, 370 ft. ; Gross Tonnage, first named, 4,600 tons ; others, 4,993 ;
Funnels; Black, Brass Maltese Cross.
M.8. ITAPE. Companhia Nacional di Navigacao Costiero. Length, 370ft. ;
Gross Tonnage, 5,000 ;
Funnel: Black, Brass Maltese Cross.
SPEAKER. Harrison Line. Length, 370 ft.; Gross Tonnage, 4,264 ;
Funnel: Black, Red Band between Two White.
EUROPE. Chargeurs Réunis. Length, 369 ft. ; Gross Tonnage, 6,453;
Funnel : Yellow, Red Stars on White Band.
SANTA AURORA. Eagle Oil Transport Co., Ltd. Length, 367 ft. 5 ins. ; Gross Tonnage, 4,278 ;
Funnel: Black, Yellow Band, Black Eagle, Black O on White Band, Yellow Ban Band,
MERCHANT SHIPS, 257
HESIONE. Houston Line. Length, 361 ft. 7 ins. ; Gross Tonnage, 4,125 ;
Funnel : Red, Black Top.
M.8. STELLA POLARIS. Bergen Steamship Co. Length, 360 ft. ; Gross Tonnage, 5,020 ;
Funnel: Yellow.
JOHN W. MACAY. Commercial Cable Co., N.Y. Length, 360 ft. ; Gross Tonnage, 4,049;
Funnel : Buff, Black ‘op.
BEN MY CHREE. Isle of Man Steam Packet Co. Length, 355 ft. ; Gross Tonnage, 2,587
Funnel; Red, Black Top.
CUTHBERT. JUSTIN. Booth Line, Length, 355 ft. ; Gross Tonnage, 3,343
Funnel: Black.
BRITISH COMMERCE. BRITISH ENTERPRISE. BRITISH TRADER. British Tanker Co.
Length, 351 ft. 4 ins. ; Gross Tonnage, 4,205 ;
Funnel: Black, Two Red Bands, White Disc, B.T.C. in centre.
CHANGTE. Australian-Oriental Line. Length, 350 ft.; Gross Tonnage 4324;
Funnel: Black,
258 MERCHANT SHIPS.
REGELE CAROL |. Roumanian State, Length, 350 ft. ; Gross Tonnage, 2,870;
Funnel : White, Black Top.
M.8. MALIA. Anchor Brocklebank, Length, 850 ft. 5 ins. ; Gross Tonnage, 8,872;
Funnel: Black, White Band, Blue and White Striped Band, Black Top.
POLYCARP. Booth Line. Length, 340 ft. 7 ins. : Gross Tonnage, 8,577 3
Funnel : Black. a
BARODA. G5ritish India S.N. Co, Length, 330 ft. 4 ins. ; Gross Tonnage, 8,172;
Funnel: Black, Two White Bands, Black Top.
Se
ISLE OF THANET. MAID OF KENT. Southern Railway. Length, 329 ft ;
Gross Tonnage, 2,664 ;
Funnel; White Black ‘Tops.
LA PERLA, M.8. LA MAREA. M.8. LA PLAYA, United F-uit Co, Length, 825 ft. ;
Gross Tonnage, 3,830 ;
Funnel: Buff, White Diamond on Red Bank, Black Top.
MICHAEL. Booth Line. Length, 300 ft. 6 ins. ; Gross Tonnage, 3,172 ;
Funnel: Black.
MERCHANT SHIPS. 259
SLIEVE BAWN. SLIEVE MORE. London, Midland and Scottish Rallway.
Length, 800 ft. 2 ins. ; Gross T nage, 1,061 ;
Funnel; Yellow, Black Top.
SLIEVE DONARD. London, Midland and Scottish Railway.
Length, 800 ft. ; Gross Tonnage, 1,116 ;
Funnel : Yellow, Black Top.
SNOWDEN. London, Midland and Scottish Railway. Length, 299 ft. 9 ins. ; Gross Tonnage,
SOUTH STACK.
y Le th, 200 ft. ; Gross Tonnage, 977 ;
‘ Funnel: Yellow, Black Top?”
SLIEVE GALLION. London, Midland and Scottish Railway.
Length, 299 ft. 5 ins. ; Gross Tonnage, 1,071 ;
Funnel ; Yellow, Black Top.
SAN CARLOS. Compafia Trasatiantica. Length, 291 ft. ; Gross Tonnage, 2,491;
Funnel: Black.
PRINCESS ADELAIDE. Canadian Pacific. Length, 290 ft. 5
fas. Gross Tonnage, 3,061
Funnel ; Yellow,
260 MERCHANT SHIPS.
M.8. DUMRA. British India 8.N. Co. Length, 280 ft. ; Gross Tonnage, 2,000;
Funnel: Black, Two White Bands, Black Top.
CADILLAC, SARANAC. Angie American Oil Co, Length, 530 ft. 2 ins ;
Gross Kennage, 12.074:
Funnel: Red, Black Top,
DIMENSIONS AND PARTICULARS
oF
BRITISH AND FOREIGN WARSHIPS.
Digitized by Google
LIST OF BRITISH AND FOREIGN SHIPS.
The following abbreviations are used throughout the Alphabetical
List :—
a.c. Armoured cruiser. g.v. Gun-vessel.
a.g.b. Armoured gunboat. H.A. High angle = a.a. Anti-
b. Battleship. aircraft.
bc. Battle-cruiser. u.N.8. Harvey nickel steel.
ler. Light cruiser. u.8, Harveyised or similar
Flot. Idr. Flotilla leader. hard-faced steel.
o.d.s. Coast-defence ship. Ks. Krupp steel.
P.L. Cr. Protected light cruiser. p.v. Patrol vessel.
M.Cr. Minelaying cruiser. ¢. Turret-ship (in class
er. Cruiser. column).
a.a. Anti-aircraft guns. (H.A.= t. Speed and H.P. at trials (in
High angle) speed and H.P, columrs).
a.c. Aircraft carrier. to.cr. Torpedo-cruiser.
a.t. Aircraft tender. to.g.b, Torpedo-gunboat.
gb. Gunboat,
u. Light guns under 15 ewt., including boats’ guns,
u. Machine guns.
sub. Submerged torpedo tube.
The following abbreviations are used to distinguish the various
types of boilers :—
W.T. Water-tube boilers, where the My. Myabara.
type is not known. N. or Nic. Niclausse.
B. Belleville. Nor. Normand.
Bl. Blechynden. NS. Normand-Sigaudy.
B, & W. Babcock and Wilcox. T. Thornycroft.
DA. D’Allest. T.S. Thornycroft-Schulz.
Y'. Yarrow small tube.
Y*, Yarrow large tube.
The following abbreviations distinguish types of turbines :—
P.T. Parsons. C.T. Curtis.
(G.) Geared turbines. B.C.T. Brown-Curtis.
A reference is now given in the tables to the pages on which
diagrams cf the ships appear.
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304 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
SHIPS OF THE LESSER NAVIES.
Austria.—Patrol vessels: Neretva, Compo (1918), 139 tons,
16 knots, four 2°7-in. a.A., 6 M.; Fogas (1916), 62 tons, 16 knots,
one 2'7-in., 4 m., and Pozsony (1918), 130 tons, 16 knots, two 3-in.
AA. 6 M.
Belgium.—the Belgian Navy is to be disbanded and all the
vesssls are to be sold.
Bulgaria.—Under the terms of the naval clauses of the
Peace Treaty, Bulgarian warships of all classes, existing or under
construction, were surrendered to the Allied and Associated Powers
or broken up. All vessels are under the Ministry of Commerce for
police and preventive duties; torpedo boats Derzki, Khrabri, Smelyi,
and Strogi, with some motor boats of little value.
China.—Cruisers: Chao Ho (Elswick, 1912, 2,600 tons), Ying
Jui (Barrow, 1912, 2750 tons)—two 6-in., two 4-in., ten smaller;
Hai Yung, Hai Chou, and Hai Chen (Germany, 1897-1898, 2,950
tons)—three 5:9 in., eight 4-in. and smaller; Hai Chi (Armstrong’s,
1899, 4,300 tons)—two 8-in., ten 4°7 in. and smaller. Destroyers:
Chien Kang, Tung An, and Yu Chang, of 390 tons, speed 30 knots,
armament: two 12-pr., four 3-pr., and two 18-in. T.7. Torpedo boats :
Seventeen. River gunboats: Twenty-two. Also several despatch
vessels and torpedo gunboats. There are, in addition, a few gun-
boats and miscellaneous vessels belonging to the water-police of the
Kwang Tung Province.
Colombia.—Gunboat Chercinto (1897), 640 tons; four
guardacostas (Yarrow, 1913). River gunboats, General Nerino and
Esperanza, 40 tons. Three revenue cruisers building, 150 tons, 13
knots, two 3-pr.
Cuba.—Light cruiser, Cuba, 2055 tons, 6000 H.P. 18 knots,
and the training ship Patria, 1220 tons, 16 knots; also 5 gunboats,
SHIPS OF THE LESSER NAVIES. 805
Czecho-Slovakia.—There are six patrol ships and two
tugs on river service.
Ecuador.—tThe torpedo cruiser Libertador Bolivar, of no
fighting value, mine-laying torpedo boat Tarqui, and special vessel
Cotopaxi.
Esthonia.—The Navy consists of destroyers Vambola (ex-
Kapitan Kingsbergen), 1260 tons, 35 knots, four 4-in. guns, 2 M.,
9 1.1., and Lennuk (ea-Avtroil), 1350 tons, 35 knots, five 4-in. guns,
and one 2-pr., 9 T.T., with gunboats, launches and some other
vessels, including the ex-Russian gunboat Bobr, 875 tons, two
4°7-in, and four 12-pr. guns, completed in 1908, which has received
the name of Lembit. Two mine-layers, two mine-sweepers, one
ice-breaker, and Peipus Lake gunboats Ahti and Tartu.
Finland.—Patrol boats Klas Horn (ea Posadnik), Uusimaa,
Haimeenmaa, Matti Kurki (ex Voevoda), Karjala (ex Filin), and
Turunmaa (ex-Orlan); also 2 torpedo boats, S1, 85; 3 c.M.B.’s; 6 ice-
breakers, and three mine-sweepers and several motor launches.
Three submarines are building at Chrichton Vulcan, Abo, 450 tons,
and an additional submarine is projected.
Hayti.—Four special service vessels ranging from 270 tons to
1200 tons.
Hungary.—Patrol vessels: Debreczen, Kecskemet, Siofok,
Szeged, and 4 others ; also 12 motor launches.
Latvia.—Gunboat Virssitis (ec German M68), 480 tons, two
3-in., two 6-pr., one 3-in. A.a., one torpedo tube; 1 ice-breaker; 2
surface
submerged
submarines, Ronis and peas a tons disp]., launched
1926, completed 1927, 2 3 knots, one 3-in., 2 M., 6 torpedo tubes,
a) ae
complement 27; 2 mine-sweepers, Imanta, Viesturs, 225 tons, 14
knots, one 3-in., 4 M., 30 mines, completed in 1926.
Mexico.—Gun-vessels, Tampico and Vera Cruz (Elizabeth Port,
New Jersey, 1902); displacement, 980 tons; armament, two 4-in.
Q.F., four 6-pr.; 16 knots; fitted to serve as transports for 200 troops,
Bravo 1200 tons ; 2600 I.H.P.; 17 knots (Leghorn, 1904), and Aguas
Prieta, 1200 tons; 1800 I.H.P.; 15 knots, Training ship Zaragoza,
x
306 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
1200 tons, 1300 H.P., 15 knots, five 4°7-in., and one 6-pr.q.F. Two
revenue cutters. A small aircraft establishment. On the Pacific
side, two gunboats and a transport.
Peru.—Almirante Grau and Coronel Bolognesi, cruisers, 3200
tons; (Barrow, 1906); two 6-in, eight 14-pr., eight 1-pr.;
2 submerged torpedo tubes; 24 knots; also Lima (parent ship for
submarines). Gunboat America. Destroyer, Rodriguez, 500 tons.
Submarines R1 and R2, built at New London, S. and E. Co., Croton
576 14
Works, U.S.4., pro tons, <4
completed in 1926. Submarines R3, R4, building at New London
Ship and Eng. Co., Croton, Mass., same particulars as R1 and R2.
knots, one 3-in., 4 torpedo tubes,
Poland.—tThe Polish Government hopes eventually to become
possessed of a small Navy. She has been allotted five ex-German
torpedo boats for police purposes. Gunboats, Komendant Pilsudski,
350 tons, carrying several small guns, and General Haller, built
in Finland. Training ship, Lwow. Monitors, Warszowa, Horodyszcre,
Wilno, Torun, Pinsk ; 2 more river monitors are building at Krakow.
Two destroyers, Burza, Wicher, are building at Blainville, France,
1515 tons, 33,000 H.P., 33 knots, four 5°l-in., one 2°9-in. a.a., 6
torpedo tubes. Three submarine mine-layers are building in France,
Rys at Ch. Loire, Nantes; Zbik at Ch. Navals Francais, Caen;
Wilk at Ch. Augustin Normand, Le Harve ; inn tons, 1800 H.P.,
14 knots surface; one 4-in., one 2-pr., 6 torpedo tubes, 40 mines.
Three more are projected.
Portugal.—The cruiser Adamastor, 1760 tons, completed at
Leghorn in 1897, reconditioned in 1925, two 4°7-in., four 4:1-in.,
four 3-pr., 3 maxim, 3 torpedo tubes (14-in.). Eleven gunboats
mainly for Mozambique and Timor. The mine-layer Vulcano was
built by Messrs. Thornycroft in 1909. There are other small boats,
and two sloops sold out of the British Navy have been added. These
are the Republica (ex-Gladiolus), and Carvalho Araujo (ex-Jonquil).
There is also the coast defence vessel Vasco da Gama (1876), 3030
tons, 15°5 knots, mounting two 8-in., one 4-in., one 3-in., six 3-pr.
Portugal has the old destroyer Tejo and four modern, Douro, Tamega,
Guadiana, and Vouga (1913-24), 700 tons, 11,000 H.P., 30 knots,
two torpedo tubes, also four ez-Austrian F boats for police duties,
Submarines Espadarte, 245-300 tons, 13 knots (F.I.A.T.), and Foca,
Golfinho, and Hidra (Laurenti) ; 260-389 tons, 13-85 knots, 2 T.1.
SHIPS OF THE LESSER NAVIES. 807
Seaplane establishments at Belem, Faro and Aviero. Three gunboats
are building at Lisbon, Zaire, Damas, Diu, 400 tons, 700 H.P., 13
knots, two 3-in., two 3-pr.; and two more, the Lagos and Faro, are
to be built as fishery inspection vessels.
Rumania.—tTwo flotilla leaders, to Messrs. Thornycroft’s
design, are building at Pattison’s Yard, Naples, 1785 tons, 34 knots.
Length 331} ft., beam 314 ft.
One submarine is building at Canterie Navali Triestini, Trieste.
Displacement, 640 tons surface, 817 tons submerged.
There is the old protected cruiser Elisabeta, now a hulk used as
a boys’ barracks.
River Monitors.—Bucovina (1916), 540 tons, 12 knots, two 4°7-in.
two 1°8-in., two 11-pr. a.a.; Ardeal (1905), 440 tons, 10 knots,
two 4°7-in., one 1°8-in., one 3°5-in. A.A.; Basarabia (1915), 530 tons,
12 knots, two 4'7-in., two 1°8-in., two 11-pr. a.a.; Lascar Catargiu,
Toan Bratianu, Milhail Kogalniceanu, Alexandru Lahovary (1907-08),
670 tons, 13 knots, three 4°7-in., two 1°8-in., one 3-in. A.A., 2 M.
Flotilla Leaders.—Marasti, Marasesti (ex-Italian Nibbio, Spar-
viero), completed 1917-18, 1460 tons, 35 knots, five 4°7-in.; four 2°9
in. A.A., 2 M., 2 triple torpedo tubes, 50 mines.
Five vedettes, 50 tons.
Gunboats.—Stihi, Lepri Remus, Dumitrescu, Ghiculescu, com-
pleted 1916-17, 350 tons, 15 knots, two 3°9-in., 2 Mm. These are
ex-French vessels.
There are also five armed motor boats, several police craft (ex-
Austrian T.B.D.’s, Naluca, Sborul, Vartej, Vifor, Vijelia, Zmeul), and
armed launches.
A submarine depét ship 2264 tons is building at Cantiere Navali
de Quarnavo, Fiume.
Siam.—tThe gunboats Ratnakosindr, 1925, 920 tons, two 6-in.,
four 3-in. H.A., 12 knots; Bali and Sugrib, Muratha and Mongkut,
500-700 tons, one 4°7-in. @.F., five 2°2-in., four 1-4-in., 11-12 knots,
launched 1898, 1901, 1898, and 1887 respectively. One despatch
vessel, 195 tons. Two 380-ton, 27-knot destroyers, built at Kobe,
Sua Gamron Sindbu and Sua Tayanchou. Phra Ruan (ex-British
destroyer Radiant, 1917), 2 torpedo boats. One coastal motor boat,
2 torpedo tubes (18-in.).
Turkey.—The old battleship Torghad Reis (ex-German
Weissenburg, 1891), of no military value. The battle-cruiser
Yavouz Sultan Selim (ez-Goeben), 24,000 tons, 25 knots. Arma-
308 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
ment: ten 1l-in., twelve 5°9-in. and smaller. Light cruisers:
Hamidieh (Elswick, 1904), 3,830 tons, speed 22 knots, armament:
two 5°9-in., four 3-in., and smaller ; Medjidieh (Philadelphia, 1903),
3,300 tons, speed 22 knots, armament: four 5:l-in. and smaller.
These are of no military value. Destroyers, three; torpedo boats,
four; and several gunboats, mine-layers, and yachts. Three sub-
marines are building at Fijenoord Works, Rotterdam.
Tenders have been invited for 3-5 destroyers, 1300 tons, 36 knots,
four 5-in., one 3-in., 40 mines.
Tenders have also been invited for a number of mine-layers.
Uruguay.—Light cruiser Monte Video, torpedo-gunboat Uru-
guay, built at the Vulcan Yard, Stettin; 1400 tons; two 4°7-in.,
four 12-pr., six 1-pr., four Maxims; two 18-in. torpedo tubes. Tor-
pedo boat Oriental. Surveying ships Baron de Rio Branco, Zapican,
Charrua, are building in Germany.
Venezuela.—Gunboats Marescal Sucre (ex-Spanish Isla de
Cuba), drill ship bought from United States, 1912. General Salom,
Miranda. Armed tug José Felix Ribas. Transport Antonio Diaz.
Yugoslavia.—Two submarines are building at Armstrong’s
(one has been named Hrabri), to complete this year; displacement
975 tons surface, 1164 tons submerged ; speed 153 knots surface, 10
knots submerged ; mount two 4-in., 6 torpedo tubes, Two additional
submarines are building in France at the Chantiers de la Loire,
surface displacement 620 tons. Two coastal motor boats, built at
Thornycroft’s, completed in 1927. Old cruiser Dalmacija (ex-
German Niobe), refitted 1926, 2600 tons, is used as a gunnery and
general training ship. There are four ex-Austrian river monitors,
Vardar, Drava, Sava, Morava, 430-600 tons, mounting two 4°7-in. ;
eleven ex-Austrian T.B.D.’s, two patrol boats, six mine-layers,
four mine-sweepers (ez-Austrian T.B.D.’s), five transports, one train-
ing ship, one submarine depét ship, and auxiliary craft.
Yugoslavia is about to place an order with the “Sartid” firm at
Smedereva for two shallow-draught gunboats, 80 tons displacement,
5 ft. draught, 14 knots, to be armed with one 3-in. 4.a., 2 machine
guns,
The total of the Navy Estimates for 1927-28 amounts to Dinars
220,000,000, or at 276 dinars to £1, to about £797,000, which is
an increase of Dinars 68,956,064 over the 1926-27 estimates.
BRITISH TORPEDO-CRAFT.
309
BRITISH AND FOREIGN FLOTILLAS.
Great Britain.
Dimenstons. s a ; fle
i; PREEE El al ds
Name or Number. Ballt by. 2 $ Z § 3
A # i B \adea) § | dee ii
3 |
8 a & az) & |
Fioritta Leapers.
f. ins. |ft ina.) ft. ins. Tons. Knots. Tons.
|)s4 -in., 1 apr.
Abdiel .. .. .. | Cammell Laird ..| 1916 to 9 | \ dite Abs 130
32s | 319 |{Mears)) 5) i510 [36,000 | 36 e-layer. Via y,| to | 615
120 4 4-10, 0. 140
: max. { pr. 1m,
a 320, | a1 1] 12.4 | 2 | 1480 |40,000| 36 { I
Cammell Laird .. 6 4°T-in.
3326 | 319] 123 | 2| 1880 |40,000| 6-6 1S-in. aa. /27,)182 500
| 22pr. aa. le
Hawthorn Leslie
Destrorers.
| Dimensions. 3 2 g 2|5
E FY Blais
& El gi) &
Name or Number. Built by. | 4 é A 3 Fy é
z 3 4 Fi3i3
a a &|o le
i Feet. Knots. | ons.
Amazon (7) .. ‘Thornycroft 9 37 433
‘Ambuseade (¥) Yarrow 8% 3 37 985
Admiralty “8” Class :
Shamrock ‘| Doktord 2.1) tore 3 4in, 1 2p
Shamroc! xlor : Cheer ne aif = a a in. 1 2pt | | og
Saladin Stepben yoi9{| 278 | 26] 109] 2| 905 | 27,000] 36 Hf* “Nhs YT PI Jap 98 | 302
Sardonyx < a 1919 ee
Tactician Beardmore 19181) ong P ag (3 fn... 2pr.,
menticle bs 1918} ava 10) | 2 7,000} 36 {8 4 tne tI 301
Scimitar Brown 1918\ | |
Scythe : 1918 |
Seabear zs 191s |
Seafire Pe 1918 |
Searcher x 1918 |
Seawolf <. 31/7 ") 1918 |
Sepoy | Denny «| 1918)
Seraph ‘s 1918} |
Serapis vee 1919 |
Serene 1919| |
Sesame e 1919] | |
Sirdar field .. 1918 | | |
Somme = 1918 ) | | ;
Steadfast Palmer .!) 1919 | | |
Sterling ” ae --| 1919\ |
board Fairfield . 103 2 905 | 27,000 36 3 4-In., 1 2-pr., [2 D.| 98 | 301
urbulent Haw. Lesiie Lm, 41.
Tenedos » oo | |
Thanet ” | |
Thracian Hs |
Stormeloud Palmer | |
Strenuous Scott |
Stronghold a |
Sturdy 7 |
Sportive Swan Hunter
Sparrowhawk a |
Splendid i | |
Simoom Brown |
Swallow ott |
Tilbury Swan Hunter |
Tintagel oo fy | |
1. =triple.
310
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Great Britain—continued.
3 Dimensions. |, A : 3 2 i
s cI
z
Oswald Vickers .. | Bldg. | . = iS gz 5 i 5 § | on
£ a & |6
aaa Hl Feet. | Feet.| Feet.| | Tons. Knote. Tons.
6in No, .. «+ | Thornycrofts} Bldg.| 300 | 29 | 9:3| 2| — — | 35 34°7-in, [2 triple! — ar
Almirante Lynch,}! write, .. |f 1912 | 320 32-6 | 11:1 | 3 | 1850 |30,000 | 31:7 |64-in,2M.| 4 190 |——_
ndell.. .. -. te. 1913 | p.p. D 50
Almirante Riveros
(ea-Faulknor) 1700, 2 4-T-in., 2 403 |
Almirante, Uribe liwnite .. | rots] 329 | s2-6] 11 3} to {20,000 avs | in,” 2) 4 160 |-5-
Se De tase PP. 1740! apdr. A.A.
(ex-Botha) .. .. !
SUBMARINES—
Hie
2
“ 480 13 _
ue Fore Rac fr isis | 160° |16-75] 12-3] .. | 2) 35 | ap fe 4 ie: :
HS ‘
He ,
3 or 6 Submarines are projected.
Denmark.
‘J Dimensions. |= | # 3 4 Z # |ruet
Fa ‘ i ’
a —ly 8 2 se a
amie oe Where built. | ae s BE 8 | & 2 | 4
J me | g| 2 83] a z 3 | & | Coal
ci 4 a) ee €
“|e laleF [al a|é a al
=
SF &
TORSRDO BOAzs. Feet. |Feet.|Feet.| | Tons. Knots. ‘ons,
B10. Havkatten 1919
Bu. Selen—.. 1919
B9. Nordkaperen 1918
sae ig i
. Narhvalen .. 1 " * i
BG. Havin 1917 )}1263|13-9| 9 | 2/108-5/|2,000}24-6t,| 26-pr. 2|22)
BS. Sdhunden :. || Royal 1917
B4. Séléven -: |) Dockyard, (| 1916
B3. Stéren .. |/Copenhagen || 1916
B2, Springeren .. 1916
B1, Ormen 1907 |1246/14 | 85) 1]105 | 2,100 | 26 23pr. | | 21) it
E38. Sverdfisken 1913 28
E2. Delfinen .. 1913 (| 148-2] 16-9] 7-5] 2/190 |3,480]26-2¢) 13-in. | 4 28
E1, Hvalrossen : - 1913 =
D3. Sdiilven -- } Burmelster, {| 1911
D2. Flyvefisken |{ Copenhagen t| 1911 \ 181:7]18 |97 | 2/275 |5,000/275 | 234m, | 5/33) 80.
D1. Sérldderen .. | Yarrow & Co. | 1911 =
C3. Spaekhuggeren|) Royal Dock..,;
C2, Vindhunden Copenhagen’ 1911 |184-8/19-1]}7-1 | 2}300 |5,000|27-5 | 23-in, | 5| 34] 80
Cl. Tumleren .. Schichau =
TORPEDO Boats.
SEconD CLass— 1898 -
A3. Sobjornen .. recon.
1923
Royal 1897
A2. Havornen .. |) Dockyard, (|recon. }| 147 |15-5]7-5 | ..|140 |2,100]23 |13-pr.,im.| 4] 25] 15_
Copenhagen ies v
Al. Hajen .. recon.
1923
SUBMARINES—
Royal
Daphne... : 21 ‘ 305 | 900
Drenden cee { Backyard, } 1926 | 161 | 16 |82 | .. | 50 | gop | — [18im aa] 6]. | +
Flora. C3). is 1919 sor] 900 ]145 | 4g Pye p=
Bellona. C2. c 1019 } 185-7144 /3-8 | .. | S55] Gao | ios er. | 4 is
B12. Galathea ¢: i ae
Nepian. Bit 7 bi | 23] 8 PI ea ap al a a s|iz| =
Triton, B10 f ris {°° 12-3 tear sag" (oe Pr. >
Acgir Be *. Fs 1914
Nymfen. 7 1914 )|
Najaden. A6 3 1913
1913 7 161 | 450 | 13:0 =
Whitehead ;| 1912 [| 1272)12 | 76 201 | 275 | os " bal Real be
Ag \ & Co., { 1912
Harmanden. AS Fiume 1911
FOREIGN TORPEDO-CRAFT. 315
France. ‘
Dimensions.
—— Ss | als FT| o B | 2 |rue.
A H
Name or Number. | Where Built. 3 3 # at é |e & A Coal
| Coal
a i i la t EI i 8 fon
a ! Fé
Frorma Leapers— | Feet. | Feet. | Feet. Tons. Knots.) Tons,
A” nay tea ae, ae! Poet | Oh Bim
/ (65:40. 7
B . ree ere 4264 - «+ | «+ | 2,646 70,000 36 437 mm. red ee hl
beer
|
ue a 426-5 | 38-7] .. | .. | 2,690/64,000 | 36 (Here pag 6] ss] oe
ID IT | Lertent Dy.” | 1923
srr | St Nazaire. | 19241) aig | 36 | 14s | 2 | 2,360|60,000 | 35-5 {5512}! 6 | 200 in
<. Tl | Lorient Dy. | 1994
Tigre .. 1... 11 11 | Nantes .. | 1924 ba
Amirai Sends, & 8.118"" | Germany <- | 1911" s46-s | 3-6 | 14-8 | 2 | 2,s80/s6,000 | 96-9 J¢sr0-in., 4.) 2 | 180] 79g
t |e }
Destrorers—
Be as ie we coh So) Cds Ge8s
ville, Le
Havre
Bose ue oe os vss [OU de Bet
Nuts _ | i
‘antes 4 5+1-in.,
Cone ue we we ee | Ob He Dyte)} Bld. | s5u-7 | s2z-2] .. |. | 1,405]35,000] 33 [{T3 ins ata.j] & |<» |
et Bacalon, |
Bordeaux
ue. .. | Maritime
Bordelais. I. | Bordeanx glee 45-1 in, =
Boulonnais LL | Dunkirk anit | sea} .. | .. | 1470/9800] 39 {TSI K, }] 6) + i:
Brestois .. -. | Nantes
L’Adrolt °. ID | Dunkirk
L’Aleyon :. T. | Marfleur
Le Fortane 2h | Cates 1926 }| 381°5 | 32-2] 9-7] .. | 1,452/85,000 | 34 [Catach 9 BR le
Nantes |
LL | Nantes 2!
.. | Dunkerque 1925
“ |} Havre + | 1925
o*: }caen ee we 1924, 465-1-in.,
1 Sin.
}St. Nazaire... 1924)} 346g | 31-7 | 10°2| 2 1,430|33,000 | 33+5 Akay 2107 6
‘Tempéte ID OND ID | Nantes... | 1928] pede tates
‘ramontane eats ‘ Hs
ene oe ee }Bordeaux .. | 19241
Typhon *) {] | Marfeur .. | 1926,
Tornade |. {1 | Bordeaux 11 | 1925 a s9eal clot
*Bouclier :. 1 I | Normand << | 1911 | 237-0 | 24-9] 9-4 | 3 | 700 [13,000 | as-aa{3 oye! 4 | +9 | Tao
Glaive.. .. 2... «2 | Rochefort .. | 1908 | 197-4 | 22-4 | 11-e| 2| 968 | 6,800 | 27-90)1 9-pr.43-prs.| 2 | ro |{
Lansquenet oe «+ «. | Bordeaux .. 1909 | 221°0 | 20°8 | 10°0 3 | 492 8,129 | 28-8 | 6 9-prs. 3) 79 {=
Trident .. .. .. .. | Rochefort .. 1907 | 197°4 | 21°5 | 11°5 2) 344 6,800 | 28 19-pr.,43-pr.| 2 | 70 ad
Com. Riviére, *Dehorter(s)|{No™*P’> }) i912 | 261 | 25-4 | 10-0 | 3 | 780 [14,500 | 31 aerhe)} 4} s0])_
bh sneer eT | Be 1912 S | (140
*Comm. ines Toulon, etc. { & } ast-s 25-5} 10-0| 3 |{7%the,000 | a1 |474°9Im | 13 Nee S
*Mangini(4) .. ee 1913! pete :
* Fitted as mine-sweeper. + Fitted as mine-layer.
6 additional flotilla leaders, of 2360 tons displacement, will be laid down between July 1, 1927-July 1, 1928, and 6 more
are projected for laying down 1928-1929.
aby Google
316 BRASSEY’S. NAVAL AND SHIPPING ANNUAL.
: Franee—continued.
a o :
i ee saacic! RS 83 E ALE Z
Name or Number. | Where Built. g a { z FB fe Fi EES i
Z 5 iz
A a 5 EF £ g Fes) 4
PETROYERE—Conta sor,| Feet. | Feet.| Feet. | | ‘Tons Knot,
rant Herbert (2) sal] Rochefort .. yet 21 | 21-6 | 10-3} 2] 492 | 7,600] 28°5 | 69-pre
23° Ste 1
Ens. Roux, M.P. Lestin} Rochefort .. | 1916 | 271 21 105 | 2 925 17,000 | 30 les
Ens,Gabolde .. ..| Havre. .. | 1921] 271 | 26-9 | 10-0] 2| 940 |20,000 | s2-5 eas rr
34-in., ws
Buino, ez-V. 136 .. | Germany .. | 1917 | 269 27-2] 10-0 | 2] 1,063 |25,000 | 34°7 { aM, : 6/113 he
t ndnes.
Rageotde la Touche, ex | Germany .. 3 4-in., 1 es
5 1917 | 266 | 27°4| 10°0 | 2) 1,019 |23,800 | 33-3 {ipein} ein)
Delage, ez-H.147 .. | Germany .. ¢ |\aomines. 296
Deligny, ez-§. 139 .. | Germany
Chastang, e- -. | Germany
Vero, e813 Germany
Mazare, ez-3 135 .. | Germany
ea 272°3 | 27°3 | 11°5 | 2 984 24,000 | 38-7 [3 4-1-in., 4m.) 6 113 | 246
‘3 4°1-in.
P. Durand, ez-V.79.. | Germany .. | 1915 | 269 | 28 | 10-0] 2] 1,088 {23,000 so-a |{ raed 6
mires
Matelot Leblanc, ez : « : wg [f2 3°9-in., 6
Dukla aaa Fiume - 1916 | 277°5 | 25°7 | 11°0 2 910 17,000 | 32°5 Hi smaller. } 4
Téméraire, Intrépide, 3 ‘ : 43°9-in.
Opiniatre, Aventurter}| Nantes. | 2912 | 290-5 | 28°6 | 11-8 | .. | 1080 | 18,000 | 32 spread ‘4
Avpamite, Algérien,
Bambar:
Kabyle, Maro” J reir | 27 3 + ee | 2 14t-in,, | 2 jos 98
mide japan... 2 | |10-5]..] 270 10, 9 Ci Sa-pre |abl, aie
alaie, Somall.
inois, ‘Touareg...
Seven 1st class torpedo boats (1905-7), 98 tons, 14-17 knots.
Cretsen SuBMARINES—
1inNo, .. .. .. | Cherbourg.. | Bldg.| sco | .. | .. | ..| 3000 rn He debivs [coe
SUBMARINES, Ist Cl.
} Brest...
ee Bldg.| 302 | 26-8 | 15-5 1535-19¢8| 6000 |1¢-10/ 2 3°%!n.1 | yo
jantes , a “81. Beth)
Ch. de la . LS-in. aca.
Lolre, St.
Nazaire
Brest .. .-
Poncelet .. ..
Henri Poincare ..
Archimede .. .. .. Cate ees
baer S}] Bldg. | 302 | 26-8 | 15-5 | .. |1586-1968] coo0 [aero |, 13%!
§
(
Puteuee ent
1
i)
10
Fresnel.. 2. «+
Mediter-
ranée, 1a!
Seyne
Monge... .. .-
*lin No .. ..
SSaphir 1),
*Turquolse . -
Redoubtable .
Vengeur..
Requin.. ‘
Morse .
Warval.. 1. .
Souffleur 2...
Toulon. | Bldg. | 216-8 | 23-3 | 13-5 | .. | 41-910 [{1800-}) 13-9 Sone [be eas
. . 1 3°9-in, Aa,
802 | 26-8 | 15°5 | .. |1835-1968) 6800 | 18-10), 1.5 in’ 44 }10
Cherbourg ..
Caiman
Dauphin
Espadon
Mareouin
Phoque.. 2.1.
ates | 22-5] 15 | 2 | 1130-1415 ]{7200"}} 16-10]1 3:9-tm. a.a.| 10 | 64 |
Toulon ..
Brest .. ..
J
{] Cherbourg ..
d
;
)
)
FOREIGN TORPEDO-CRAFT. 817
France—continued
Dimensions. #3 : : | Z
3 Ss g|£ ists z A Fuel.
a &
Number and Name. | Where Built. g :é vy F 5 € é i Fey i 3 | com
53 eE ? LU ge g SEG E g on
Ad q 6
SUBMARINES—Contd. Feet. | Feet, | Feet. Tons. Knots. Tons.
Diane: 26 sa; as. = of
Meduse ens Pe P :
Argonaut elie Bldg. “ ze
‘Arethuse <2 1... 3
ory . 1925
owe 1925 "
ie Havre.. .. | Bldg. | 216°5 | 16 | 12°8 | 2 | 600-766 |{ Topg {{i4-9-5|t 3-9-In.a.a.) 7 | .. | ..
ves 1927
«0 1925
won sage | 2045 | 17-6 | 12°8 | 2 | s90-res |{T300-tid-o-o|t 3-9-tn.a.a.) 7
Eee Chalons ., Bldg. 204°5 | 17°65 10-765 1000 ALA. | Po
nara 1927
o. 1925 °
oi 1975 12:8 | 2 | 590-750 |{Topo j{t4-9°9]! 8-9-tn.a.a,] 7
+ t*}) St. Nazaire | jgo¢ | 210 | 27 590-150 |{ 909 oA *.
soe 1925
? 1911 13-8 - 7 j29
Cherbourg ..{! i912 | | 150- \j=
a J , 9 | 10°3 | 2 | 390-542 + io”
{| Rochefort TEN el ld tee } Weeheim ..] 7 a9 J] 10
yf eeeee ae ( 330. or )
+Cornélie, 1 1913 1300~ :
Amphitrite, *Astrée {| Rochefort ..{! i914 lazy [aren | 10-9] 2 | 413-597 200 pers 8 | 30
Atalante '.. .. ..| Toulon .. | 1913 |) sity ( es |)
Néréide ++ s+ «+ | Cherbourg., | 1914 | 243 19°8 | 12-3 | 2 840-1070){ 1500 14-12/2 3-in. 4, | 8 | 40
Bellone, Hermione, Rochefort ., [1914 & ; Fi «9 | -2 s 1800-1155 sin, ..| 8 | 29
Womens as Bec alkiee isis}! 198-9 | 17-7 | 11-9 562-783 00 10
Gustave Zédé .. ., | Cherbourg., | 1918 | 243 19-7 | 12°3 | .. 840-1080|{ ts99 16-10/2 3-in. =... | 8 | 47
1800-
Daphne... .. .. | Cherbourg.. | 1915 | 223° | 18-0 | 12-0 | 2 ros-sex |{}599 {| 18-1/t 840, .. | 10 | 43
'2900-
Joessel, Fulton .. ., | Cherbourg ., | 1917 | 243 | 20-0 | 13-4) 2 | 916-1200) 4 16}-11/23-in. .. | 8 | 47
y 4a I! | Rochefort‘: | 1917,
Tee TD TD] Touton = 7; | 19178) 246 21-0 | 13-0} 2 925-1307 (7800 } wy-ulas-in, .. | og | 47
Romazzotti, Regnanlt | Toulon {; | 1918! 1640
Amazone, Armide ., | Schneider ,, | 1916 | 184-6 | 17-0 | 10-6 | 2 | 451-665 weg 15-10|1 L-pr. 4| 29
O'Bryne,
L. Dupetit-Thonare, }
Henry Fournier,
j| Chatons { 1989 & hire 15°6| 9°6| -. | 335-509 (Mee } 14-8 |i a-pr. ..| 4 | 24
Dupuy de Léme,Sané | Chalons .. }
L -)
tins 246 = | 20°9 | 13°7 | .. | 837-1270) brs 1s-11/23-in, 4, | 8 | 40
(er io aria
2900-, fl 3-in., 40
1640 { {" mines}
*Pierre Chailley.. .. | Havre.. .. | 1922 | 299-7 | 24-7] 130 | .. | 886-1191
ra
6
*Maurice Callot.. .. | Bordeaux ., | 1921 | o47-g | 22 11°8 | .. | 920-1270)
Pierre Marrast (ez-
U. 162) }
=
S
8
8
S
3
te
Jean Rouliercex-U.166! 1200
en ste ele Sy Se Sf Sn gel gS] gr Bly
{
860-1030) {ize 16-8-5] 1 4-in.,1a1.| 6 | 48
t
{
Halbronn (ex-U. 139) » se} 1918] goa-2| 30 | 15° | 2 fooso-asiel{tegg {I's-¢ | Lat as
Hon Migs 108) » oe | 19 ages ]ar faze} .. | e5-r0sal(Taoe fee fl etin..tar] 6 | 48 mr
185) «6 we ee se
sale) +s grate Jisas fas [az | ., | 520-640 |{Pe9° ia-r-sia aa-tntan! 5 | 34 | Fp
Sit ati “y mee | TUT | 26765 | 24 faa |. farer-n5z0/{7A00-H IAS F(t Sodtmad ae] 4g | gg |
Vee UI) “How ee | tmne } 198 J as-s | ae |. | t97-827 {Boo 20-9(|t teal} a | 40 |
ee
French submarines are now divided into two classes :—1st class: All vessels of 850 tons and above in the surface condition,
including the U mine-layers. 2nd class: All smaller vessels.
5 let class submarines will be laid down between Ist July, 1927 and Ist July, 1928, and 6 more are projected for 1928-29.
1 mine-laying submarine will be laid down between Ist July, 1927, and 1st July, 1928, and 1 more In projected for 1928-29.
4 2nd class submarines will be laid down between Ist July, 1927, and lst July, 1928, and 4 more are Projected for 1924-29,
1 cruiser submarine is projected for 1924-1929.
* Mine-laying submarines. + Recently struck off the active lst.
aby Google
318 BRASSEY’S NAVAL AND SHIPPING ANNUAL
Germany.
: ; 3 cl.
; Dimensions. |. | ¢ & ai “
¥ ej e | § é Z 5 H Fuel.
4 rg 4 2
Ss) ac| , | 2 BEE] e |
Name or Number. | Where Built.| @8 i me g4|e z F i & | coal
4 2 la?| & 3 2 )or
A 3 fm | £ S <
Ag & a] z g|s
DEsTROYERS— Feet. | Feet. | Feet. Tons. Knots. (Tons.
W 109
W 110
Witt 3: Wilhelms- | Blgg.| .- | .. | .. bet dh 306 . F =
WHI, «55.52 sa haven
WLS! es. ce: ai
Wii
W 103 Secadler 1926
Greif. : 1926
W 105 Albatross <. p| Wilhelms: 1926 |}asty | 27¢ | 10 787 |23,000| 32 34-lin. | 6 |ts| ..
W 106 Condor javen | 1926
W 107 Falke... 1926 <=
5 - «+ | Wilhelmsh'n | 1926 |'295-5 | 274 | 9°2] .. | 726 | 23,000] 32 s4-iin. | 6 [115 | 399
“||| ghtoban 1913 24-1-In., 73, in
“Ml ‘Eibing 1912) 234-6 | 24°6 | 10 620 | 15,000] 32°5 {faaecin’?2 x. \ 2| 90) <="
os sd 1912 24-1-in., 7a. 85
“|| Germania | 1911
Re Works, \ 233 «| 25 | 10 650 | 15,000| 32-5
4 Kiel 1si2 :
\ 140
ted Jean, ta.) 2 | 90 | =
Vulean Works,! 911 '/ 933 | 25 | 10 660 | 15,000] 32°65
Stettin Tei
1911 tee
Kiel 1911 Tet | 16,000/ 32° j2du-in., Tm.) | 98 | 26°
a3 | 26 | 10°5 160
Vulcan Works, 1910 187 | 16,000 24-1-in,, 2M.) 2] 98 | Ge
Stettin 148
242°5 | 26 10°5 718 | 16,000} 32°5 j24‘l-in., 2m.) 2] 98
14 torpedo boats (1907-8), 650-664 tons, 30 knots, 3 torpedo tubes; 12 carry 2 22-prs.,7 M., and the remaining 2 carry 1 22-pr.,
1M. One torpedo boat projected, 200 tons displacement.
Name or Number.
Thyella .. :
Sphendont ++ |byarrow .. | 1906
Lonchi
Smyrne (ex Avatran
}Trieste 1907
Sie
= \feiea) 1906
fasion them, |, |}Bitkenbead | 1911
SUDMARIS Es—
Katsonis.. .. .. | Schneiders,
Harfleur 1926
Papanicolis .. .. |Ch.dela Loire,
Nantes
de la Loire,
tes
Six 125-ton torpedo-bvats built by the Vulcan Co.
been added to the Greek Navy for police duties,
+ Reconstructed by Messrs. J. 8. White & Co., Cowes, 1924-25,
A.
t Stettin: Arethusa, Doris, Aigli, Dafni, Alkyonis, Thetis, 25 knots.
The surrendered Austrian torpedo-boats ; Pergamos, Panormos, Kios, Proussa, Kyzikos and Kydoni
FOREIGN TORPEDO-CRAFT.
319
Dimensions. ~ | Bl g oy ae
3 Sele es £ § Z B |Fuet,
8 |3¢ 2 8 e\sée| & =
Name or Number. | Where Built. | 2 i @ leglsae
g s BASES 3 & | Coal
a | 33 &- 283 g Oi
a a &
Frormua Leapers— Feet. | Feet. | Feet. Tons Knots ‘Tons
U. Vivaldi. Genoa
A. Usodimare “oe
‘arigo enoa.
L. Malocello +. (Ansaldo)
L. Pancaldo .. Riva Trigoso
a Pos (Cant, Navall)! \pigg| 4. | .. | «+ | «+ | 1978 [50,000 | 38 6a7in. | 6 o,
N. Da Recco «. (Cant. Navalt)
Ni Zeno...
X Cadnosten” | Flume.
‘A. Pigafetta .. “
iain seal 1923; peters ‘ _
Pantera* Ansaldo .. {isu 359°3 | 34°3 | 11°56 | .. | 1625 | 42,000) 34 3-in, a.a.,(| triple 210 ao
Tigere* ss 1924| | “pp. rH
447-in,
twins,
64-7 in 2 Tn
Aquila® .. 5... i twins an} + =
Fasco® Le + se ad | Pattison .. 1916 310 31 10-8 | .. | 1407 | 40,000) 35 1 single), 4 2 dbl. |140 ny
Premuda* —. aan ® 4 - =
(e-German vis) ‘} - oe on 1918 | 347°8 34 14°2 | .. | 2165 | 54,000] 33 \ Waa + | F20
Augusto Riboty* .. 1915 . " é 1285) 2 dbl. =
Galo Mirabellos 72}] Amsatdo .. l{i51¢ opel 2] 9°38) .. H{r39a}] 35.000) 36 18-in.|!5° | 344
Cesare Rossarol,* a 5 =-
Sere wor ..j| Hamburg | 1915) sug] 30-6| 95) 2| 144 [40,000] 36 eal ple
Derreorsne os 24 mines
rea oo 192
Zefliro “Ws Ansaldo, } rf
2 a bs jenoa 44-7-in., Zz
Orzo. fe oe 1927 \| 311g | 30-2 | 10-6 | 2| 1092] 35,000] 36 | snails, 6 |uo |
Sanlione 5 ce H Gdero, } \sa A.A.)
‘urbine .. 2... moa
Nembo .. .. WE Geneon, 1926
Buro.. .. os 8 Co. 1927
N. Sauro ai 1926 sarin.
. Battisti aro, 1926 ‘ 7 5 smaller aed
F Nall | { Plame } He 2954 | 30-2 | 10-5 | .. | 1060 |32,000 | 35 | ‘ts 6 juo | =
. Manin see 30 mines
Branoesse Coepl * feo 1925 9 4te,
iovanni Nieotera japles 1926] yg. ‘ 0. |! 9 abl =
Bettmo Ricasoli . f (Pattison) } fe 27896: :28°2)), 30), | '2') “988 ,/26;000,) “2 \4 sale 1-in,|!96 | 350
je et RE Seeuhe
lest - a o =
Gutieimo Pepe. cit (Ansaldoy} | 29% | 279 | 26-3 | 9-3] 2) #44 |20,000 32 ane } 100) —_
Ipino .. « 1909)
BMORTO: 5s. oe: 1912
Corazziere® i) | Genoa 1909 ‘ i 5 . +5 \¢ 43-in., =
Pontiere?.. 2.2 {| CAmsatdo) } i319 )| 223°5 | 20-0 | 1-0] 2] 330] 6,000 | 28 lier a| 3 || 5
erreaas see 1906
eT@ -- wee 1909,
Impavido.. 1. 1913
Indomito.. .. . Naples 1912 : 5 e 5 4-in., =
Tonio Bee (Pattison) } {3h 239} | 24-0 | 8-4 | 2] 540 [13,500 30 Jp ama 21s
fiquieto.. .. 1913
Ardito .. 6. . Orlando 5 4-in., =
24-0 | 8-4| 2| 560 13,800] 30 Es
Ardente 2 1. 1}] Cleghorn }} 1912) 239% fs smaller, } 210/15
si 4
Lele s Perea (isi | wry} 2 | 9-0] 2] oro |ts,o00| ao i fatnr* y) 4 jroo | =
Francesco Stoceo . (Odero) 1916 / Fd 2-pr. Aa, 150
Glovannl Acerbl . 1916
. Coseng oe 1918,
Glacoma Medici 1917) 4 4In., 2
G. La Farina .. @ viel Pata =
Nicola Fabrizi Oderoy }{{ 1917 \| 2ate| 24 | 9-0] 2] 685 ]15,000] 30 ly’ Carries;| 4 |! | Teq
‘Angelo Bassini (Odero) 41) 1917 / taaaition,
Giacinto Carini 101)
he jasa 1917
FracelllCafroli’ <.)/ Naples 30°8
ntonio Mosto , Pattison,
Rowolino Pilo-. --) . :
Giuseppe Abba, i914 \} 236 24 8-8 | 2] 616 |\18,000} 30 5 4-in., 4 | coe
aft
Ippolito Nievo . Genoa ‘2-pr. A.A. 150
mone Schiaffino | (Odero)
Giuseppe Dezza .
Giuseppe Missori |: 1915
* Designated scouts in Italian official list of naval vessels.
Dig
wy CS oogle
rontiere has 2 torpedo tubes.
320
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Italy—continued.
¥ Dimensions, Is 2 g g ie Z |rue.
eat =r mama emetic (47 5 &
; s |SE\s é ey
Name or Number, | Where Built. g 4?|.|2 H Hy =| : § eax
3 | 88 i 2 [pelaeq|/ & | $7 E | or
33 & az| = Sie
"| Feet. | Feet. | Feet. Tons. Knots, ‘Tons,
Diernor ate —conte.
Gen. A, Cantore
Gen. A; Chinotto ..
Gen, A. Papa. Genoa 1921 : 3 4in,
Gen, Ac Caseino Ii1|{ COderoy }]? 922 | 408] 24 | 9-0] 2] 636 jt5,500) so ff, Sorihy |) 4 jroo | 160
Gen. M, Prestinari
Montanari
Getace Moment! “| verrow .. { sos} 287 | 27-8 | o-3| 2| 630 [21,800 30 catty 4.} abt, [ft21) 252
Animentoso, 3 3-9-in., 4
8.63 ".. .. | Schichan .,| 1915 | 274] 27-3| 86] 2| 803 {23,000 | 30 {ematter, 4} 4 | 98] 305
mines
Solferino, Palestro a eins
S.Martino,Curtatone |] ¢ Teg 1921)! 969 860 sda deel]
SL ee 65 | 8-6 | 2 ne [18,000 | 32 pila + | 170
Confienza, Castelfi- 1922/1 99a1] 2 Se 66 |'8> 4 ;
dardo, Calatafimi, { (Grlandoy } 1923 i i pmalter, 21]? 6 }
Monzambano ..
Gao Dawwvlas bow 28-9-in,
Monfalcone agen eaten Sia 274| 25'S | s-2| 2| 570 /17,000| 32-5 dzin aalp 4 [loz] 96
Pee 2s 32 1913 2 smaller
First Ciass TorPEDO
. Naples s 1 3-in., 1)
Calipso .. wee { (eattieon } ee 164-3] 1774] 7 | 2] 160 | 2,950] 25 Jeo. a.) 2 |35| 30
P.N., 2, 4, 7, 12, 98,
34, 35, 38, ‘ite Pattison .. i & } 116 2 Bein, AL AL
64,65, 67, 69-71 1913 }) 139-5) 15 55) 2) 435 2,700 | 27 a naliee } 2]..| 16
AS.. 26-29, 52-87 ...| Ansaldo
O.S., igen 19, 24) Odero.. 1914
|, 58-6: Tt] Orlando .. | 41916 4 . 133 | 2,700 213-In, AA.
21 | Orlando {isao}] 199°5) 15 | oe | 2] 28 3,600 | 7 Temalier } 2 | ++] 28
SUBMARINES—
Taranto } a8 14-7-In., -
¥, Pleramosea «| {Toa} | + 10 |carriesmines| © | ** | =
M. Bragedtno at Taranto . u 14-T-4n., 4 =
F. Corridoni .. (Tosi) = & carries mines! a
Ballila .. at
A. Sciesa.. 1. Spezia, é 185 let actin, 1 -
E.ott .. 2 fl ‘ Kosa} Bldg. | 255 | 25-6 | 14 To emailer” | arin m7
D. Millelire <+
V. Pisani. . 4
M. Colonna eal| canes) Bldg. | 223 | 18-7 | 13.8 _768 us is age 63
Da. Geneys .. rrieste 1034 smaller. | 21-in,
pene |
G. Mameli zig | 3000 | 17°5 6
cee = eta te ais 213-3) 21-6 gi | too | -o |} 24m florta] +
5 Bld
Da. Procida B.
Ue dala ro sees }] Speaites i ist | |
\
L. Mocenigo . ss 1918] 211-7! 20°3 | 15-6 | ., | 780] 2,600] 17 2 3in, 1] 6 —
Te Mareellos: 2s “Hl Vente.. role i224 | 7,300} 10 flematier’ | 18-n.| 9?) gy
A. Barbarigo .. Spezia, | ros | 2600] 17 2 sin. 1) 6 ce
a Erovana +: } P Feat} 1917 | 218 0) 19-3 | 14 goo | 1300 | Yo |tsmatter’ | 18-tn.| 8? | “Ge
z a 13in.aal) 2
be ae Ansaldo 39 | 650 10 {10m ler, hsm ee
460 | 320 3 18 mines "1
H* 1to4, 6 to8 Vickers 336 500 12 f ain ae) @ || 8}
466 | 300 a9 1 smaller, | 18-in. 18
F>1,2,5,6,7,9, 10,] BA-T. ++ 24a] 700 Mo |pr atm, aca.) 9? =
Weal se |] Orlando 313, | 250 @ — |{t smalter poet lac ta
: Ansald 243) |, BOO) AS hae 2 \a)—
Argonauta’ Ansaldo .. ios | 350 ° Hin. 4-4.) 19 in =
. 650
20
Six “ Pisani" type submarines are about to be ordered: displacement a horre-power 2" ie ° speed * -
* Coastal submarines.
An unspecified number of submarines, 490 tons, are projected.
Digi
w Google
FOREIGN TORPEDO-CRAFT. 821
Japan.
Dimensions. 2 a &
| 3 Ss Ss, g 8 FI 4 4 i Fuel
4 oy 3 5 &
Name or Number. | Where Built. | “3 ai lz ae & i ‘ 3 | E loon
a \/e2)/e)/2 2 i e E go
a3) a | § = F
DestRoYeRs = Feet. | Feet. | Feet. Tons Knots. Tons.
First Coass—
No. 35 .. - | Maizura
88.55! Ge . | Sasebo
3T + | Maizura
38 ‘ Bs
eee . =
40... 1) 1) 1. | Sasebo.. ..)] Blig. | 320 | 30 | 9-6] .. 1700] .. ma |eazin, | 9] ..] .-
“a | Ishikawa-
i \ jima (Tokyo)}
42. « | Fujinagata
Si, Uraga..
Uraga.. .. | 1927
Fojinagata.. | 1926
Ishikawa- | Bldg.
Matzura | i926 [7320 | 30 | 9-8] 2] 1450] . 34 feast 6lus| ..
Sasebo.. 1927
Uraga 1927
Fujinagata | 1927
Uraga..
Ishikawa
Sasebo. Jima} 924-25] 320 | 30 | 9-6] .. | 1450 |38,500 Eye §4 4°T-in.,\) gg} |) | =
(2M. aa. * | foo
Maizura PP.
Fujinagata, .
Nagasaki. .)|1922-23}
Maidzura ..}|1922-24) 320 30 9°6 | .. | 1450 |38,500 ot 8 i
Fujinagata..J) 1924 | p.p. | 950
Maiznra and a 98° E F —
Umikaze, Yamakase {Naatsakt 1910-11] 323-3 | 28-0 | 9°2| 3 | 1150 20,500} 33 4 139 | T79
Amatsukaze Kiobe ..
Tokitsukaze -. | Kure .. ‘i . . 2 nd
lickac6 To Rare. 1916 | 325°5 | 28°0 | 9°3 | 3 | 1227 |27,000 a 6 |145 | S55
Hamakaze .. .. | Nagasaki
Tanikase.. .. ., | Maidzuri 6 |128 | =
Kawakase .. 2. | Yokosuk baad
Sawakase. . Nagasaki.
Okikase, Shimakase,
Nadakase, Yakase,
Hakase, Minekase
Namikase,
paLe=ash
Maldzorn .
\ asses 29°25] 9°5 | 2| 1345 [38,500 34 SAari-in. |g
4,
|
i
}
‘|
|
| Jsss-5 29 | 9°3 | 2] 1300 |s4,000 | 34
———
. } U2M, AA.)
Tastikase,Shiokace, (| Mitsublehi, {
Hokase. Yukase, {| Kawasaki, }| 1920-2
‘Akieaes » Maidzurn )
Secoxp Cuass—
Nos.2,4.. .. -. | Kawasaki,
Kobe]| 1922 3 47-in. —
6,16,18 .. -. | Fujinagata.. {| 1923 75 | 26°56} 83 | .. | 900 |a1,000 | aie [FOL 4 [10 | g5q
10,12 .. .. .. | Ishikawa- PP. raged
Jima] 1922-23!
126
Sakura, Tachibana. Maizura .. |igit-12) 274 | 24-0] 1-9 | 3| 600| 9,500] 30 {i et 4| 92] 32
Kaba... .. | Yokosuka
‘ 90
1915 | 274-0] 24.0] 8-5| 2] 665| 9,500 | 30 tae 4} 92] ig57
Kusunoki 1) 1 43-in,
Matsu
Saxaki
Sugi .. at tee,
Ume.. .. .6 oe
Momo, Yanagi
Kashi, Hint ae Maidzuru .
Nara. .
Kuwa, ‘subaki
Maki, Keyaki ..
Enoki .. .. .
Yokosuka ..
Kure .. *./|1916-18| 275-0 | 25-3 | 7-9 | 2| 838 |16,000| 31-5 eee | 6 |109
Sarebo.. 1. PP. fe
Maizura
Twenty 3rd class destroyers of 375 tons, 6,000 shaft b.p., and 30 knots, carrying 6 12-pre.and 2.7. All these
vessels were complete! 18 to 21 years ago 18 Of these are now fitted as mine-sweepers,
Fourteen (A to N) lst class destroyers, of 1700 tons, projected for building during 1927-28 to 1931-32.
Y
5 Google
'
If
|
322
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Japan—continued.
2 Dimensions, els ~
5 |= Palen 3 g i 3
Name or Number. | Where Built. | 2 | ¢2| FA gE| § 2 | #2
3 Pe i £ g = s ie <
az mz} A =
Disceotxas td. Feet. | Feet. | Feet. Tons, Knots,
‘Second class—contd.
Mont, Take “| Yokosuka ..
as! Kawasaki |. s =
Kaya, Kuri TO) Kure. 2S tenr-19 aoe 26 | s | 2| s50|21,000/ s1°5 i | 4
Nire, ‘Tsuga “| Ishikawa er ‘
ma, ae
Urakaze .. oe oe | Yarrow | 91s | 2e7-3] 27-6 | 9-8 | 2] 955 |22,000| 28 {i sat 4
Set aot teeta, Kobe Urags,
uk, suta, |! Ishikawa- 5
Hishi, Hasu, Ashi,” /| “jima, {| 1920. | azs-s} 26 | 8 | 2| 860 [21,000] ai-s |{3 0°" wt}
*Warabl, Sumire, Fujinagata, pp. ne
‘Tade, Yomogi Kawasaki Surf.
pimne ‘Sub.
i ; Bld zine és i
: 7 Pa) eral ject (er orl
Kawasaki .. | Bldg. é f 1970 | 6800 | yy., |f24 Tin.
Kawasakt |, | 1926 }) 20] ae) 245) | | re 5 ein g]. 6S
As Bldg 1000
Kawasaki .. | ggg f] -* | + —|.. ” .
Bldg.
Kure .. 1926
Kare - inane 1700 | 6000 | 21 A ‘
Sasebo" 1. | Bide. it ie 2000) 1800 | 7-9
Yokusuka .. | 1927
770 2600 iv
Miteubishi,. | 1927 | .. i i000 | igo | io : -
Mitsubishi., | 1926
Miaubisht. | Biel ns. | ae | ae fas |e ee |, 1 3-in. 6
Mitsubishi. | 1926) 1600 | 1800 10
1500 | 6000
Kure.. ..| 1924 | .. a Pe EN Neonat he on os
e Mitsubishi. . | 1925
Ro. 63, 62, 61 Mitsubishi. | reas} aso | za 2| 12-4] .. | 1000] 2400 | at 1 3-in. 6
66+ _ 5 Mitsubishi. , | 1923. 1500 | 1800 lo
Ro. 32, 30 awasak | 19241 re 2] iat.
Ro. 29°, Pa 1989§;]( 42 [42°] Ge iF 10 3 .
Ro. 28 .. .. .. | Sasebo ., | 1923 230 iv 1 3-in. 4
2 192 s; oo = a
eae a2, tle Se isa pep.| 7") 1 E To 1 pr, | 2-in
Ro. 59... “a 1923 ‘ 900} 2400 | 17 | 1 ato, 4
Ro. 8,67 7)! toa} | 29°8| 23°5 | 13, i082 | i600 | Tos | 13pr. | 2i-in.
Ko. 28, 19, 18,17. | Sasebo, Kure | 1921
24 4. oe oe | Sasebdo .. | 1920
Bo. 23 1. 2 11 | Yokosuka /| 1923}] 230} .. | .. | ..] MO) 2600 | a7 | tigen | oe
Yokosuka: 990 | 1200 10 pr. ci
22,21, 20,16 ., { are” {| 1922
as 2600 | 17 ‘1 5
i . 2000 13-0,
Ro. 34,5 ., .. | Kawasaki .,| 1922 | 215-2] 20 | 13-5 | .. ame | Ce Tepn | eda
Ro. 56,55 .. .. | Mitsubishi, | 1922
54,53... 2. 1. | Mitsubishi. vst 231°5| 23:5 | 13 | . aaatr | kt Lema
62,51... .. .. | Mitsubishi. | 1920 1600 | 10° as r
Ro. 15,14 ., .. | Kure .. -.| 19212} 220] 99 | io.g 2600 Wy 1 12-pr. 6
ASP ye ey Sau E KONG 9p: 49 1920$ pp.| 7 i 1200 10 13-pr. 18-in,
220 F 2600 1 13-in, 6
Ro, 12,11 ., .. | Kure... .. | 1919 Pp. 21 | 13] .. 1200 Uy 13-pr. 18-in.
218° e ps 13-In, 5
Ro.1,2., .. .. | Kawasaki ..| 1920 | 215-2] 20 | 13-5 | .. Tae | a6 te let
186 si
Ha.9 .. .. .. | Kure .. ..) 1920 RP, 17 | 103] .. 1800 16 ide <
Hao... .. .. | France ., | 1917 aS iz | 10-3] .. be! 10 me asses
134°8] 19. r 800, 4
Ha.t,4.. 4. ..| Kure .. ..| 1916 | 08) 13-6 | 12-2] .. ry ad ie:
1000
BAO sig. ox, es, RR 1912 125 | 12°7 12 oo 300 at. 2
- 134-8] 14, 600,
Ha.3,4,5 ., .. | Kure .. .,/ asa |O8) 13-6] 12 | .. ie Pe 2
1 134°8] 14. 600
Ha.1,2.. .. .. | Vickers ..| 1908 Pp. 13°35 | 13 |.. 300 33 2
‘Three additional submarines are authorised for commencement this year, 157, 160, 164, and 4 more are projected for
building 1927-28 to 1931-32.
* Recently sunk in collision.
Sy Google
One of these will be 2000 tons surface displacement and the other three 1700 tons,
+ Fitted for mine-laying.
FOREIGN TORPEDO-CRAFT.
Netherlands.
14 S ae
3 Dimensions. S. 3 H g., E 3 rue
Name or 6 “= Bz —&
Number, |Wherebullt.) 2 | ci | . | = ee 8 | BE| Armament. | 2] 2
ee) € | B i/Bel a] & | 25 B| B [oat
s Sal cs 2/4/21) | § ;ow
[I =) A =
Feet. | Feet. | Feet. Tons. Knots ‘Tons,
PWan Galen | FiJenoord
‘an Galen jenoort e
Witte dewitn Rotterdam} tie cael Viel cl brad ata
e Ruyter | Flushing | 1926 .
4 4°7-in.
*Evertsen .. 1926 . 7 = 6 21
“Piet Hein || }nctertan| rop7 |821°5] $1 | OB)... | 1680 /81,0001 84 ofan it am :
*Kortenaer 1927
pahing , ((29esi2n0 | 22 | 9 | 2 | 510 | 8600] 30 | 4sin,aw. | 2 | ea | 208
ist CLass ToR-}
Paco Bosts— 1907
eeslang,
*Krokodil, brushing 1906 | 130 | 138. | oo | 1 | 104 |{1720i}24 | 2 2-prs, 2 | 20} 2
*Draak, 1906
G 13-15-16 |{$eheldt, | })(1913-/}162'5/ 173 | 90 | .. | 180 | 2,600] 26 | 23-in, 3 | 25 | 40
“1-4 Amsterdam |{1916-|t991 | 204} 6 | 2 | 822 |6,500/ 27 |23-in,20 | 4 | 30 | St
25-8 .. [{feheldt y! 1915 | 192 | 198] 5:5 |2 | 10 | 5,500] 27 |eain,ew. | 4 | 30] 2
Surf.
SUBMARINES— Sub.
506} 900 | 199 | 112-pr. aa. =
++ | Amsterdam | 1925 | 179} [18-7 | 114] ..| gaz7/ = a i thaxima 21
ae Fijenoord 1925 506 | 900 | 12: 1 22-pr. A.A., aaa
09 Flushing | 1936)|2704 |1s-7 [11a | .. | S06) S00) 282) 2aPni tts | 5 a
(erpatisnl eroea era pera 364| 480] 13 | 4 maxim alesis
mm) Eos 434 | 320 iH as 15
tla. & 157, 80} 7 “pr. —/16
le cee at Hamburg 1915 | 1114 | 10:3 9 da i7é| ies | 8 12 mines
177} 350 | 11-5
OT. . 6 | oef BE) S80 EEE =
Fijenoord | 1916 | 112 | 12-8 | 95 ano | 16515 |t maxim sf2|{=
De Schelde | 1916 | 115-9] 12:8 | 9:5 yr) $50 28
pe Rohelde 1913 11
je Schelde | 1913)) 105-3 | 10-2 | 9:5 129 | 300 1 maxim 2] 10 /—
De Schelde | 1912 “| Gaz] ao] ao z
o2 De Schelde i AAT?) 62001 32 ee
1,550
aes So 560 135 15 | 1 22-pr.
Si: saill==
°K 9 De Schelde | 1922}] 212 |183 |11-0 | .. | §55 ae = | i maxim 4) 20)
*K8 1,800
1 ——
wa 630
Bia 921 550 | 1,200 | 15
jenoord }arr2 16-8 }125 | ., | 550/1.200/ 15 | 13.n, 6| 20|/=
*KS ms 1320) 630 |~600 | 8 | 1maxim 76
*K4. 1,200
€ 1920 560 | “goo | 15 1 3-in. oe
welt } Desehelde |} 213/383 ]105 |.) 75 | a's] | tmaxim. | °| 2°] Zs
600°
“3 | 16: 3 550) 1.800} 15 | 1 3-in. =
*K2 Fijenoord | 1919 |172-3)16:8 | 12-5 | .. woo |e | Sm | 6) 21s
*K1 De Schelde | 1913 | 159-6 | 15-4 | 10-2 315 | 1,800] 15 Ps Pee me
374 | 650 | 8 16
323
© Indian Military Marine.
824 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Norway.
3 Dimensions. Ss. 4 i i 2 i 2 | roel.
gE
Name or Number. | Where Built. j ga : (|g ga i
a) Bel g ; Bs t 3 : Oi
Sala | 2 Z E
DustRorers— Feet. | Feet. | Feet. Tons. Knots.
Draug, Troll,Garm | Horten .. |1908-12| 226 | 28°56 | 8-8 | 2/640 | 7,500 | 27-0 63-in, 3
First Crase— 1919-
Snogg, Stegg, Trygg | Horten .. |{1999 } 173-9 | 18 | 8& | 2] 220 | 3,500] 25 28-in. 4
Segoxe CLass—
Walia ore das tee ‘
Storm, Brand, Treda 16°0 1] 100 | 1,100] 22 Nig
Laks,Sild,Sael, Skrei 180 1] 100 | 1,100) 21-8 ai-ain, | 2
Kjek, Hvas, Kvik,
Bits 146 | 60] 1| 73 | 750] 20 aidin, | 2
Lyn, Hauk, Falk .. 0 é ef
Skarv, Telst .. .. 133 | 14:9] 6-5] 1] 100 | 1,700] 25 2 pr. 2] 18
Horten =. {1906-7 {
Lom, Jo, Grib.. .. 117 | 145 | 87 | 1] 72 | 1,100] 23 au. 2) 16
Ravn, Orn... .. | Horten 1903] 113 | 146] 67] 1] 73 860 | 28 2i-4in. | 2] 16
Kjeld.. .. .. .. | Horten ..| 1912] 195 | 14:9] 6-4] 1] 100 | 1,800] 25 23-pr. 2) 19 | a5
SuswAxoOrEs—
A2,3,4.. .. «| Germania 1909 to 246 900] 14 oa
183-2 | 16-7 | 8-9 —|—|— ae
ce }r83 3 a iss 380 | 7 } "e. 3) hire
+ fueas—a4| Miers 15] 951. (AIS | g99 | MSY) L1Bpr. | 4) 23)
Bldg. 545 rT
1917-\| 250 | 27 Bt | 2) 755 - 22 44-in. 2] 80) 96
1918/| 138 |“28 | 6¢ | 2] 336 350 6 2izpdr. | .. | 39] 21
Soviet Union.
F Dimensions. 4 g af Z
ay '| mension = 3 a z
ran ee a a & 5 &
©, . " { s¢ a ¢ 3 s
Nameor Number. | Where Built.) 2 | 26 4 3 z 3
| es | €s 2 s 4 E
| & ‘¢ 3 <4 |
| ee | | |
| Feet. | Feet. | Feet. Tons. | Knots. | Tons
Feodini || snip & Eng.) | (eet? be
Petroviski Co., Niko-}] 1917 | 303°5 | 29-5 {10-5 | ., | 1326 | 29,000] 33 ee oareg| (22 | 1s0l ee
Nezamojni | laev J | 1 ee 390
Shaumyan | |
5 \ 4 4-in., 12- a
want Mare {! Revel. .. | 1915 | S44-5 | 31-3] 9-7 | .. | 1350 | 32,700] 35 | pr, 2 1} 9] a0) =
ig | 80 mines oi
| ({¢ 4in., 12
Mikhail .. .. .. | Rewel.. .. | 1915 | 314°75/ 30°5 | 9°75 | ., | 1260 | 30,000 35 4] pr, a | ‘
| | (| 80 mines ‘J
Orphel «. «| | ||! sein. 2 24 _
Ouritsky | 1610 | 32,000 35 S| pr. 2 o.,] 9] 110) —
Volodar= || so mines | 1%
Letun 4 |
Engels... Leningrad, , 44-in., 2m, =
Stalin . (| 1260 | 30,000] 35 {| 1 2-pr., si 9] 110) se
Zinoviev .. | mines
Trotsky .. .. || |
Lenin’ 5...) ) ‘ |
Bezpokoini* | =
Gnyevni* t| Nikolaev .. [1913-14] 307-7 | 29 5 | 9 .. | 1088 | 25,500] 34 4 146] =
Derski* ee | | eal U 260
Pospyeshni* .. | | j
Frunze* .. - Leningrad, . |1913-14) 321°5 | 30°5 | 9-8 | .. | 1100 | 23,000 34 2] pr, 4 M.,) jhe ea
Puilki* § | | 1} so'mines |
SuBMARtNES— | |
Lenin» 4.3%.) | | | | re
Budenni .. .. rT Bldg. 264 | 25-3 | 16-3 | .. | 850] 1,450 Bus 1 4-in, 5
Komintern” 3. J | ee ae to |
* Under French protection.
~
FOREIGN TORPEDO-CRAFT. 325
Soviet Union —continued.
] ] ; ]
| ») i . i 2 2
| Dimensions. g a j Z act
| = {8 Ey 5 Blg
: : z & 2 |
Name or Number. | Where Built. Part ra 4 i| 2 | cou
gE A < E18 | on
a | B/S
Supmarines—contd, — Feet Knots. Tons.
| 13
sot | 15%] 54 43) |: 6-pr. ‘i
Ag 150} | 5} at )per 4
A | |
i , Selllace 13 =
Se eG | isoh | ast | 28 | zs H
Ag 22%, |
Kommunist
| |
Proletary } 19162 | | G-pr., or 2} 4
Yaz. | a | pre, 1a.|f }
Forel ) 223 | 14+5 | 12-5 Jt 42 mines Blas (*
Rabotchky .. .. Ro wir |) | i2mines | 4
Volk 4. 2. oe | % 1916) a 1 =
Veors <5, Ga Aa% at 19165 § Ld 4
‘Tyulen* | an 1915) a Ha
Politnik .. ns 1913 ) 14°6)) Tary |
Hana | 211-pr., 11 é
Utke® .. | - 1916 N : | | ; preie. ‘ || _
| 145 | 125 | | iA =
Burysevyestnik® <3 1918 tater. 4 ie
Kuguar .. .. ais | 1917 | - *
Krasnoarmeyets .. | ae | 1917 | | |
Komissar 1916 | | | \=
Bolshevik | i916 || 500 | 10/2 6-pr., 11-] 10
Komunar | 1916 {} °° i ied -- | Boo kr pr.,im. |
Tovaristch | i916 | | | oo] 9 | | *]
Krasnoflotetz : 1916 | }
| | Pa | | Sa ee
Tn addition to the sbove there are sixty older destroyers completed from 1596 to 1912 of very little if any fighting value.
There are also twenty-four destroyers in various stages of completion, which it is very unlikely will ever be completed.
Many of the above versels are known to be practically useless until very extensively repaired and refitted.
* Under French protection.
Spain.
Dimensions. od = 5 is : ord
Se) 9 : sy 5 Fuel
Name or Number. Lid .¢ z |g H g] 4 a 3 |e
SUE G | ER e] 2 | #2 B | Eloe
33 & a| = é
Fiorina Leapers— Feet. | Feet. | Feet. Tone. Knota, Tone.
‘Almirante Ferrandiz
(No. 42) 6 4-7-in,
sore une Diez (No.}| Cartagena .. |? Blig. | \ g514] s1-7 | 10-8 | 2] 1,650 | 40,000] 36 {tse hal lee | ee
Leranto (No. 41) .. as ne sca
Sauchez-Barcaiztegal’| Cartagena .. | 1926
DestrorERs—
Alsedo .. .. 1922 34in., 2 =
Velasco 1. Cartagena .. |} 1923}| a3} a7 | 105 | 2/1115] 33,000] 34 382 M4 | 10 |
Juan Lazaga .. 1924! Pr. A.A. os
Proserpina* .. .. | Clydebank... | 1897 | 229 | 224 | 9-9] 2| 457 | 7,500] 0 epeaipe 2 |u] =
Boustamante* .. .. ‘piss 80
Villaamil * 2 | i918 | 2214] 223 | 5-6] .. | sea | 6,250] 28 5 6-pr. 4 | 70)
Cadarso .. 6. ra
Toxrrvo Boats—
22 boats... oe { ioza |} 264] 16-5] 4-0] 3] 177 | 3,750] 26 3 pr. 3 ja| 3
SusMARINES—
CD iese Seow 1927 4 ‘ 900 16 6
Gases ee Cartagena .. [{ pig }) 27 | 20-8 | 13-5 | .. | 2 Le
560 16 4
Oe hake a 24 z +25] .. | 80 6: ;
B 1-6 Cartagena .. [1921-24] 210 | 18-9 | 11-26} s is | 18! Iietn|) 28 | 6
Al-3 .. .. .. | Spesta, Italy | 1917 | 149-6] 13-6 | 10-2 | .. 3 a 13-pr. a || =
Isasc Peral .. .. |For¢River Co) org | aor lig far | ..| 48 38 |i sin aa} 4 | 24
S.A. 750 10
A new building programme authorises the construction of 3 flotilla leaders, Churraca type, to be built at Cartagena,
and 12 submarines, Three deecroyer leaders and 2 submarines of the abuve programme are authorised for coma ence-
ment this year. * Minelayers.
326 BRASSEY’'S NAVAL AND SHIPPING ANNUAL.
Sweden.
Dimensions. red zs : ] a“
¢ Ss | 8 A Fy ¢ 5 Feel.
Where 3 s = IgE é a
‘Name or Number. Built. g : 5 32 2 : ig = | coal
S\fe)a |e 24} 2) 2 | 22) & Flo
2138) 8 a |e =
py ean i— -| -|—-— —o [-——
Feet. | Feet. | Feet. Tons. Knots. ‘ons,
ae Ehrenskild .. | Gutebor sata Al 9 a
Is Ehrens! oo Te a 10° +. 11,0 25," { 40-nm. ol =
0. H. Nordenskjold | Malms } sisal (accu Vin esd eb [asall nese (Raa Lo? Bee 2s ea P.
Yarrow .. | 1902] 220-3 | 20-6] 8:9| 2] 450 | 6,800| 32-4 (66-pre.,2m.| 2] 67 | 95
Thornycroft | 1905 23in.,4 | 2 ea
Malmo... | 1906) } 6-pr., 2a. [db].
Malmo 1909 ,000- ‘
Gothenburg’ | 1908) 216 | 20-8] 9 | 2] 455 |{800U-]) gy.
Malmo... | 1909] ‘ 43-10. { jer Fi
Gothenburg | 1909 axe
Malmo. | 1910) : ; 1
Wrangel +. y ‘ ‘4 pat
Wachtmeister + Gothen borg 1917 | 232-8 | 22 972] 2] 600 | 12,000] 34-0 [4 ain. 2ar.f abL }r2 o
TorrEpo-Boats—
Plejad, Castor, P Normand &)| 1905-
ead, Castor, Pollux |{ Ceriskrona }] 1900
Vesa iE tr tr}) Cariskrona., | 1909
5 Led Astrea, “Iris, { Peraennd ana 20
iris aii Gothenburg} 1909) 108 | 45] 8:5] 1| 120 | 2,000] 25 26-prs. | 2/18 | —
Altalr = rss H
Antares .. ‘-
Argo Ty i) tt) Stockbolm.. / 1908
Cn
Perseus, Polaris ..4 Bergsund .. |\1910-
Regulus, Rigel .. | Stockholm.. |j 1915
Supwaninrs—
1st Class—
Draken : Naval Yard, 500 | 2800 15 1¢. 4 4
Grifen Karlskrona J] 1926] -- sa) eae peace) PC (a 9 ree cia! (a
vern ., 0
Ilern ,, 1921 ad se “a = moo * 16-pr. 41 es] os
Utern ., a a
BergsundCo.,
Delanen « Ce Stocktionm : 300 Be : sapien fist
Svardfisken Kockum Co.,
Tomlaren Malmo
‘len ;
‘ -¢ Kockum Co.
Valrossen ‘Vi i920] .. Pra (era (ec) er e a ts eater (tt
Salen Malmo.)
Minclaying Sub.—
Valen 4, 4. ee - 1925] .. ee ae. [aac] te 35 re “ sedan] oe
2nd Class—
Aborren wi
raxen |. +. (| Karlskrona
Laxen 7: DY... ..J/!914-15) it ee fe ae ss 1 6-pr. CS ere ae
Giddan 3) {)f!
ose a ai 3 : 4 175 1000 15
had ai \ . 1908-09] 139°4 | 14-8 | 9°81) .. | Soe | Soo z Pry 2/17]...
* Paid off.
+ Fitted for mine-laying.
Also ten small 2nd class torpedc-boats, 60 tons, built 1907-1908.
A naval replacement programme 1927-33 includes the construction of 2 destroyers, 4 vedette boats, and 3 submarines.
ne Google
FOREIGN TORPEDO-CRAFT. 327
United States.
Name or 7
Number. Where built.
Completed.
Complement.
g
3
a
3
2
é
D
Horse-Power.
Maximum
Speed.
Armament.
Torpedo Tubes.
Deer EES Feet. | Fect.| Feet. Tons. Knots. ‘Tons.
ruitt.. 4.
Sicard.. .. }{ Bath, L.W.
Preble oe
William B.
_ Preston Norfolk,
Navy Yard,
Mare Is.
Fahrenholt
HacDonough
Hull ..
Bruce :
Preston o
Coghlan...
Mullany |!
Robert Smith |
Chaso.. ..
1921
Mervine ..
Marcus on
g
Ei
3
Bethichem
Kidder eet B. Co...
Shirk .. 0... Union ‘Plant,
Wood o San
Sloat .. .. Francisco
La Valette ..
Yarborough
Zeilin 2...
William Jones
Paul Hamilton
Kennedy...
Thompson ..
Farquhar ..
314-4] 31 | 98 1,215 | 27,000 | 35 44-in., 1 4 122 | 375
14-pr. A.A.| triple
‘| 1920
Farragut .
John Francis
Burnes
Percival .. /
Osborne... \
Charles Aus-
D:
buri
Blingsloy rs
Bethlehem
S.B. Co.,
Squantum
1919
Henshaw
Moody
McCawley
Sinclair
Meade
Swasey
Tingey
Morris
Thornton
ailey
Shubrick
Ballard
328
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
United States—continued.
Where built.
Completed.
22
EE
Dimensions.
Draught.
Number
of Screws.
Displacement.
Horse-Power.
Maximum
Speed.
Armament.
Torpedo Tubes. |
Complement.
Williamson
Childs...
Sturtevant ..
Overton ..
James K.
Paulding
McFarland ..
Gilmer’ 1.
Paul Jones
Teer
John D. Ford
Pillsbury ..
son
Alden i
Broome
Long ..
Hovey
Southard
Chandler
Dallas ..
Herndon
Branch o.
George E.
Badger
Welborn C.
Wood
Hunt .. ..
Abel P. Up-
shur
Mason .
Satterlee ..
Semmes ..
Goldsborough
Dahlgren ..
Bethlehem
8.B. Co.,
Squantum.
Bethlehem
8.B. Co.,
Quincy
New York
$.B. Co.
Cramp, Pa.
Newport
News
S8.B. Co.
1919
1920
1921
1921
1920
1919
1920
1921
1920
1920
1920
1919
1920
Feet.
‘| 314-4
Feet.
31
a8
Feet.
Tons. Knots.
++ [1,215 | 27,000] 85 | 44-in.,1 4
14-pr. A.A.) triple
.» | Longand
| Hovey have
8 4-in. in
twin mtgs.
122
i
g
i
875
by Google
FOREIGN TORPEDO-CRAFT.
United States—continued.
329
Where built.
Completed.
Length.
(Extreme. )
Dimensions.
Number
of Screws.
Displacement.
Horse-Power.
Armament.
| Torpedo Tubes.
Complement.
Fuel.
Oil.
Thomas
Hopewell
Stansbury .. \
Howard .
Hogan
O'Bannon .
Leary a
Dickerson ..
J. e red Talbot!
Hale ..
Aaron Ward
Buchanan ..
ess Ae }
Tillman
Crownlnshieid
Jacob Jones
Babbitt...
Twiggs a
Badger ns
Tattnall
Ramsay
Gamble
mee ve
‘ontgomer,
Radford x
patuberton
pena te |
Dent .. ..
Waters we Wl
Talbot 2 |
Rathburne ..
Crane... ..
Williams...
Hazelwood
Champlin <:
Schley a
mr) esc
Taylor ae }
Fal os
Newport
8. at “Co.
Union I.W.
Fore River
8.B. Co.
Cramp,
P
Mare Island,
N.Y.
Bath I.W.
New York
8.B. Co.
Newport.
News
8. Co.
Cramp, Pa.
Union
Plant.
Fore River
.B. Co.
Mare Island,
N.Y.
1920 \
1920
1919
1918
1919
1919
1919
1918
1918
8144
3144
3144
314-4
\| 814-4
314-4
314-4
3144
3144
31
31
31
31
31
81
31
31
31
9-8
98
98
95
98
9-8
98
98
98
+ {1,191
+ [1,211
«+ [1,154
«+ [1,218
1,154
«» [1,191
+e | 1,154
27,000
27,000
26,000
26,000
24,000
26,000
25,000
26,000
27,000
24,200
35
35
35
4 4-in.,
1 14-pr.
44-in.,
1 14-pr.
4 4-in.
114-pr.
44-in.,
1 14-pr.
44-in.,
1 14-pr.
44-in.,
213-pr.
44-in.,
1 14-pr.
44-in.,
114pr.
4
triple
4
triple
4
triple
4
triple
4
triple
4
triple
4
triple
4
triple
4
triple
44in., 4
114-pr. A.A,| triple
122
122
122
122
122
122
122
122
122
Tons,
375
286
283
286
286
286
286
286
283
286
Digitiz
5) Google
330
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
United States—continued.
a o
: r A id 8 $ 4
3 Dimensions. deg E gle FA 2 © | rue
Name or | where built.| 8 | 2@ 2 e282] 8 | & | &8 a 3 | &
Number, & Sa a 6 [Eg] . roi 3 3 a D,
£ | BE] 3s] 2 lzc| & BE | ga E BR | g | ou.
: & ‘ 2 =
Oo }88/e) 8) °) a} 2 ]* a és |6é
DESTROYERS— Feet. | Feet.| Feet. Tons. Knots. ‘Tons,
be continued.
Gridley |. 1919)
Harding. 1919 a4 ;
Kean... 1919 . , , -in.,
Ringgold 1.) | Unlon LW. | hig /|314-4] 31 | 9-9] .. | 1,201 }27,000) 35 | 4 iy 4 | tripte| 122 | 286
Robinson .. 1918 |
McKee... 1918
Stephens ws (Sel 5e 2 Ss
Number. Where built. = ai : 2 BE 8=\g a |g = ° 4
B)ee| 2) 2 sjenel Ea} & |E) Blo
if Ag 46 a | «ia g|e
Scpwanises— oa an Feet. | Feet.| Feet. Tons. Knots 3 ‘Tons.
oe es ortsmout Navy 15 1 ie
ar. }| Blas. se |e | ae [+ 2,800] .. | 2 | co mines | 4 a
VGe Ske owe Bortamodth Mary is
ard.
Maro Isinnd Navy {| Bldg. | - os | xe [as [2,000] 2. | 26 Gee ttesll poll vee
Zand, 1926
Portsmouth Navy 5 +5 | 27-5 | 15+ 2,160 | 6,500 | 21 | 1 5-in.
path? 1025 }| s41-s 275/155] .. | 3555/7 | > | 2maxim | 6] 87] +
Lake T.B. Co, 990 | 1,800 | 14-8
. 1922 | 240 | 21-8] 13-5 | ., | 990 | 1,800) 148) agin [5] .. | 148
Bridgeport. 7,230 | i, 10
18
Bethlehem Shipbuild- | 3995
ing Corp., Quine: 225-3 ]20-7| 16 | .. | 906 | 1,200) 14 | agin, 4| 40 | 154
Pha wane 1925 1,126 | 1,500 | =
1924
1924
1923
Tos || 219°8 |20-7] 16 | .. 7s 10 M5) iain, | 4] .. | 140
|| Bethlehem Shipbuild- | 1933 : :
ing Corp., Union 1923
Plant 1923
1828 )/ 219-3} 20-7] 16 | .. | 854 )1,200]14'5)y4in. | 4 | s8 | 140
ae 7,062 | 1,500 | 11
1920
1924
1923
1924
1033
Bethlehem Shipbuild-
1923 : 854 | 1,200 | 14-5
ing Corp., 219-3 | 20-7] 16 | ., | 854 | 1,200] 145) 4 4in | 4] 38 | 140
Plant" Seley} 192g 7,062 | 7,500 | 1 ”
1923
1922
1921
1923
Lake TB.Co., | 1990
e T.B. Co., 2 21: 854 | 1,000 | 13-5 | 4 4.
Bridgeport iat 231 | 21-3] 13 | .. fas Pooo [iss | 2 fim | 4 | 88 128
1923
1838 (| 281 | 21-8] 18 | .. | 876 | 2,000 15:8) 14.1. | 5 | 38 | 128
ae 1,092 | 1,200 | 12°3
Navy Yard, Ports- 1921
mouth 1920
1930 )) 231 |21-8| 13 | .. | 876 /1,400) 15 |a4in, | 4 | 8 | 128
ieee 1,092 | 7,200 | i2-3
1919
Lake T.B, Co. 1920 | 207 |19-6]16-2] .. | 800 | 1,800) 16 /i4in. | 4] 38] 88
980 1,210 | 11 14 1
Fore River 8.B.Co, | 1920 | 219-3} 20-7] 16 | .. | 854 | 1,200 | 145 ns | 4 | 38 | 140
1,062 | 1,500 | 11 | #¢replane
eee Core Draacy | 1922} 200-8 | 22-8 | 128 Yu10 |4,400 | 20 | 5 44 6 76
ran ee 1033 = “+ |z,a90 | Tyoz0 | i1-5 | 7" ©
Lake T.B. Co., a 483 495 | 1,000 14 .
Bridgeport 1919 | 175 |16-6)13-9] .. | SP || TE | isin. | 4} 30] 60
* Designed by Electric Boat Co., Groton, Conn.
. Google
332 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Onited States—continued.
: . Pa -
3 Dimensions. “lB [os] & | A 3/4 2
Rawr 3 aéliddl E lu a lela] i
2 é
Ramgor | werent. | 2 | ag]. | 2 leelseie| © [etl s|2| 2
g = B | % [BnlSs/E) £2/3 a); °S
8 s | 2 |ay|Eals| & a E BIE] s
is) ¢ $ 8 ci2 |é| S a sifis
aé/ A] & a) a ia S|S/é
Feet. | Feet.| Feet. Tons Knots Tons.
SUBMARINES—
continued.
R20°.. 1, 1918
HE
Union, LW. agi
1918
1918
\ 1919
1919
ae 186-1) 18 }14-5 | .. | 320 | $80 | 133) aan, | 4] 30] 63
a Fore River 8.B. Co. | 1919
Wl Lake TB. Co 1918 | 175 | 163/138] .. a 1000 t 13in. | 4] 30] 62
4 Bridgeport | be
! \| Fore River 8.B, Co.
4 1918 | 1723) 18 | 14] .. oe at [iain | 4] 30] 73
oe Navy Yard, Puget
Sound
Navy Yard, Ports-
mouth f
“| ; 5 34s | 480 | 13
# M -3|15-8 | 12-5] .. | 348 | 480] 18 i 26 20
+ {] Morento, Seattle | 1917 | 147-8 |15-8 | 125 lela 4
econ ere 1016 | 1685 }17-4]13-6| .. | 450 | 900 | 14 |igin, | 4] 20] 65
| 550 | 680 | 105
Union I.W., San |
Francisco
F.R.S. Co.
Rar 392 480 4 2
Ww 1914 | 153:5]16-7] 13 | ., | 302 | $80 | TA “a 4/26] 57
Union I.W., San BRO | (880) 08
Francisco
F.B.S. Co.
Moran Co., Seattle,
was Ht ors |] : 358 | 480 | 1 ‘ 2
Union LW., San | jf 150-3} 15-8 }1z4] .. | S58 | 480 | 1 i; 4] 26] 32
Breccia t 1913 434 | 600 | 10-5
Three more V Class submarines and a submarine named Neff are authorised, but no money has been provided
for their construction.
All submarines older than O1 are termed second-line submarines, suitable only for const defence.
* Designed by Electric Boat Co., Groton, Conn.
t Built under licence from Electric Boat Co.
¢ Built from parts constructed by E.B.Co. for Russian Govt.
The machinery contractors for the 78 vessels of the E.B.Co. Design built {n yards other than the Navy
yards wera the Neve London Ship and Eng. Co., Groton, Conn., and the hulls were built under sub-contract
. B. Co.
» Google
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BRITISH AND FOREIGN WARSHIPS.
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Armament, 4—7°6-in., 12—6'5-in. ; and smaller.
ARMOURED CRUISER.
Victor Hugo.
Length, 489 ft. ; 12,400 tons ; Speed, 22 knots ; Completed, 3907.
Armament, 4—7°6-in., 14—6°5-in. ; 16—3-pr.
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ORDNANCE TABLHS.
397
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* At muzzle. Guns of 18-in. calibre were fitted to one cruiser during the War
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NAVAL REFERENCE SECTION.
Digitized by Google
STATEMENT OF THE FIRST LORD OF THE ADMIRALTY
TO ACCOMPANY THE NAVY ESTIMATES, 1927.
THE net total of Navy Estimates for 1927 is £58,000,000, which is
a reduction of £100,000 below those for the current year.
The provision for New Construction is increased from £9,083,693
to £9,983,446, and for the Fleet Air Arm from £681,000, to £882,000.
Extra charges amounting to nearly £1,000,000 have also to be
provided for in the new Estimates owing to causes outside the con-
trol of the Admiralty, such as the transfer of liabilities from 1926 to
1927 due to the coal stoppage, the fact of a pay day in excess of the
normal number falling in the financial year, and the automatic
increase in the non-effective votes.
That it has nevertheless been found possible to present Estimates
for 1927 which show a small reduction on those presented last year
is mainly owing to the following causes :—
(a) Many of the administrative economies referred to last
year as having been made possible by the adoption of the
programme of new construction are now producing their full
effect.
(6) A considerable relief is afforded in these Estimates by
the generous contribution of the Federated Malay States
towards the cost of the Singapore Naval Base.
(c) The anticipated delay in completion of the four
“London ” class Cruisers owing to the coal stoppage renders
it possible to defer making provision for their crews in Vote A
until 1928.
(d) Several of the large Oil Fuel storage installations which
have been under construction have now been completed, and
the expenditure under this heading next year is therefore less
than in recent years.
(e) In order to increase the efficiency and mobility of the
Fleet a trial is being made in the Mediterranean Fleet of a
plan for extending the period between successive dockyard
retits of ships.
(f) We have continued to take advantage of the absence
of any disturbing signs in the general Naval situation by
extending the period over which the provision of improved
war material of various kinds would normally be spread, and
by postponing and reducing other expenditure wherever
possible. :
In addition it has been considered justifiable, in view of the
special circumstances of the year, to make a larger overhead de-
duction than in past years in the provision for Contract work in
415
416 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Votes 8, 9 and 10, to discount in advance possible delays in the
progress of such work. I must point out, however, that any forecast
of this kind must be attended with great uncertainty and must carry
with it the possibility of a Supplementary Estimate, if the delays do
not, in fact, occur.
W. C. BRIDGMAN.
ADMIRALTY,
March 2, 1927.
NOTES ON MATTERS OF GENERAL INTEREST.
DisTRiBvuTioN OF THE FLEET.
In accordance with the decision announced in last year’s statement, two Battle-
ships of the ‘‘ Royal Sovereign " Class were transferred during 1926 from the Atlantic to
the Mediterranean Fleet in exchange for four of the ‘“‘ Iron Duke" Class, which are now
in commission with reduced complements in the Atlantic Fleet as a training squadron
for Boys.
During 1927 the two new Battleships, H.M.S, Nelson and H.M.S. Rodney, which
replace four Battleships to be scrapped in accordance with the stipulations of the
Washington Agreement, will join the Atlantic Fleet, and the remainder of the “ Royal
Sovereign ” Class will then be transferred from the Atlantic to the Mediterranean Fleet.
When these changes have been carried out, the Battleships and Battle Cruisers
comprised in the Mediterranean and Atlantic Ileets will be :—
Mediterranean Fleet - 4 or 5 ships of the ‘‘ Queen Elizabeth” Class.
4 or 5 ships of the * Royal Sovereign” Class.
Atlantic Fleet - - ships of the “ Nelson” Class.
4 ships of the ‘Iron Duke ” Class.
8 Battle Cruisers.
The five Cruisers of the “‘ Kent" Class on completion will proceed to the China
Station to relieve the five Cruisers now allocated to that station.
The new Cruiser Mine-layer Adventure will shortly join the Atlantic Fleet, replacing
H.M.S. Princess Margaret.
Submarine X.1 was under trial during the past year, and subsoquently joined the
1st Flotilla for service in the Mediterranean.
Co-opERATION WITH THE DomINioNs aND INDIA.
The meeting of the Imperial Conference afforded the Admiralty a valuable
opportunity of discussing Imperial naval policy in all its aspects with the representatives
of the Dominions and India.
The exchange of ships between the Royal Navy and the Royal Australian Navy
was continued in 1926. H.M.S. Delhi was detached from the Mediterranean Fleet for
service in Australian waters,and H.M.A.S. Melbourne, of the Royal Australian Navy,
was attached to the Mediterranean Fleet, and also visited England.
The new Australian cruisers, H.M.A.S. Australia and H.M.A.S. Canberra, are due
to complete and commission with R.A.N. personnel in England about February 1928,
replacing the Melbourne and Sydney.
Co-OPERATION BETWEEN THE SERVICES,
There has been a steady growth in the collaboration of the Services not only at
Home but also on Foreign Stations, where minor forms of combined exercises have
been carried out as opportunity permitted.
An important step has been taken in the past few months towards the co-ordination
of the defence of the Empire in the founding of the Imperial Defence College, which
is intended to provide for the study not of purely military problems only, but also of
the effects of war on the various aspects of the life of the Empireand Nation. Lectures
ace delivered by experts in the various subjects, and the graduates are drawn from
all the Fighting Services, both at home and from the Dominions and India, and also
from the great Departments of State on whom would devolve heavy responsibilities
in time of war.
FIRST LORD'S STATEMENT, 1927. 417
Cruisz or H.M.S, RENown.
On January 6 Their Royal Highnesses the Duke and Duchess of York
ombarked in H.M.§. Renown for their oflicial visits to New Zealand and Australia.
During the cruise the following parts of the Empire will also have been visited—
Jamaica, Fiji, Mauritius, Malta and Gibraltar.
H.M.S. Renown is due back in England towards the end of June.
Loss or H.M.S. VaLerian,
On October 22, 1926, H.M.S. Valerian was lost off Bermuda in a hurricane of
unprecedented violence. The loss of life was unhappily large, but the conduct of tho
officers and men was worthy of the highest traditions of the Service.
Rep Sra.
The sloops of the Red Sea have been employed largely on the coast of Asir, where
considerable unrest is prevalent. Operations for the prevention of slave traffic have
been continued as far as the above situation allowed.
TANGIER PaTROL.
After consultation with the French and Spanish Governments the two destroyers
of the Tangier Patrol have been withdrawn. These destroyers were co-operating with
French and Spanish warships in the patrol of the coast of the Tangier international
zone, for the prevention of traffic in arms. Their presence was no longer considered
necessary.
Greek Navy.
The Naval Mission to Greece was withdrawn in 1926. A new Mission under the
direction of a Captain R.N. is proceeding to Athens in March 1927 to assist the Greek
Governmont in the organisation and training of tbeir navy.
Cinna.
The difficulties experienced by British subjects in pursuit of their peaceful
avocations in China as the result of the civil war in that country have been enhanced
by the recent development of anti-British feeling among certain elements there.
Defence of British life and property has accordingly becomo an increasingly heavy
responsibility for our Naval forces in Chinese wators.
The situation has necessitated the despatch of the Naval reinforcements shown
below :—
From the East Indies—
H.M.S. Enterprise,
H.M.S. Emerald.
From the Mediterranean—
The 1st Cruiser Squadron (five Cruisers).
H.M.S. Caradoc,
Aircraft Carrier Hermes.
3rd Destroyer Flotilla (1 Leader and 8 Destroyers).
Gunboats Aphis and Ladybird.
Hospital Ship Maine.
From England —
Aircraft Carrier Argus.
8th Destroyer Flotilla (1 Leader and 8 Detroyers).
1,000 Royal Marines.
In order to ensure the maintenance of communications on the Yangtse, it has
been necessary for the Navy to assume responsibility for the British steamers plying
on that river, A dozen of these vessels have therefore been plying on Admirulty
charter since the middle of January. It is hoped shortly to terminate this
arrangement.
Piracy in the China Sea has been rampant; but so far it has not been possible to
obtain the co-operation of the Chinese authorities in its suppression. The prompt
action taken by the Naval Commander-in-Chief on November 16, when the
8.8. Sunning was pirated off the Chilang Light, led to the rescue of all but one of
her passengers, and the capture of a consideralle number of pirates.
25
418 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Surveyine SERVICE.
The surveying service of the Royal Navy has continued its work throughout the
year in waters insufliciently charted. The steady, efficient work of this service is of
the greatest value to the Navy, and in fact to all who sail the seas, as the results of
their surveys are published.
FisHery Protection.
Tho Fishery Patrol Service has kept in touch by exchanges of visits with the
Fishery Protection Services of other nations, and satisfactory relations have been
maintained.
Most cordial relations prevail between the Fishery Protection Service and the
fishing industry and fishing districts in general.
PERSONNEL,
The Committee under Lord Chelmsford’s presidency, which was appointed to
consider certain questions relating to the executive lists, presented its report in May.
The recommendations of the Committee, whose report has proved to be of great
value to the Board in dealing with this subject, have been generally adopted. A few
amendments are being made in the rules for retirement of Flag Officers, while the
zones of seniority from which officers are selected for promotion to Commander and
Captain have been modified in accordance with the Committee’s recommendations.
A voluntary retirement scheme for the older Lieutenant-Commanders, in order to
meet a temporary surplus of these officers, has been instituted. In order to increase
the spreading out of the ages of officers on promotion to Lieutenant, the time award
given to Naval Cadets on leaving Dartmouth or the Training Ship is being doubled.
By a slight re-arrangement of the terms at the R.N. College, Groenwich,
Midshipmen will now proceed to the College immediately on being rated acting Sub-
Lieutenant, with the result that they will complete their courses and proceed to sea
as Sub-Lieutenants two or three months earlier.
The recommendations of the Inter-Departmental Committee on the Medical
Services were approved by H.M. Government and improved conditions of service came
into force for Medical Ofticers, Dental Officers and members of Queen Alexandra's
Royal Naval Nursing Service as from the July 1 last.
The personnel of the Fleet proposed in Vote ‘A’ for 1927 amounts to 102,275,
being 400 less than last year.
Normally, an increase might have been expected in the Vote owing to the ships
included in the New Construction Programme being larger and more complicated in
their equipment, than the ships to be replaced. But various economies which have
been efiected, and the probable postponement of the date of completion of the
« Londons,” make it possible to defer this increase.
One of the economies introduced is the entry of s proportion of Short Service
Seamen, which was commenced in April and has proceeded steadily since that date.
The type of recruit has been satisfactory and it is proposed to continue their entry
through 1927,
The difficulty of finding accommodation for Seaman Class boys and young
Ordinary Seamen has been partially overcome, and it will not be necessary to
continue to utilise Port Edgar for their training in 1927.
It is expected that Forton Training Establishment, to be known as H.M.S. St.
Vincent, will be open for the reception of boys this summer.
It has been found possible to resume as from April 1, 1926, the payment of
capitation grants to Central Associations of Sea Cadet Corps, at the rate of 3s. 6d.
per annum for each efficient Cadet in recognised Units.
GENERAL FLEET TRAINING.
Tactical training has latterly to some extent suffered owing to the detachment of
units to the Far East leaving reduced forces available for exercises. As in previous
years, however, the Atlantic and Mediterranean Fleets are about to carry out com-
pines. exercises which afford particularly valuable experience to all who take part in
them.
Further progress has been made in Gunnery and Torpedo Practices designed to
represent the tactical phases of Naval action. Investigation of results obtained in
all Gunnery and Torpedo practices show that steady progress is being maintained.
The study and development of naval anti-aircraft gunnery has been continued
energetically with very satisfactory results. We shall shortly be in & position te say
FIRST LORD'S STATEMENT, 1927. 419
that the A.A, defence of the Fleet has become a formidable obstacle to every form of
air attack on surface ships.
Navan Arm Work.
The number of Naval and Marine Officers trained and employed as Pilots now
amounts to 95, and 28 more are under training.
A very high standard has been reached by these Officers in the execution of their
flying duties with the Fleet, and has assisted very materially in the progress made
in the use of aircraft at sea.
Fifty-eight Naval Officers have beon trained as Observers, and five are still under
training.
A number of Observers have completed special courses during the year in Air
Navigation and Meteorology and also in Photography.
A number of juvior Executive Officers have had short courses in Naval Air
Subjects in the various aircraft carriers during the year, and a Committee has now
been appointed to consider the whole question of the instruction of Junior Naval
Officers in this important subject,
Reports from the Fleet indicate that steady progress is being made in all branches
of Naval Air Work.
It is of interest to remark that all the aircraft now in China are supplied from
the Fleet Air Arm, and are manned by Fleet Air Arm Personnel, with, in addition,
twelve R.A.F. observers trained in Army co-operation work.
MarerikL,
The Programme for 1927 includes provision for commencing the construction of
the following ships :—
1 Class A” Cruiser,
2 Class ‘“‘B" Cruisers,
1 Flotilla Leader,
8 Destroyers,
6 Submarines,
2 Minesweepers.
The two “ B” Class Cruisers will be built in H.M. Dockyards, The construction
of the remaining ships will be put out to contract.
The Minesweepers are additional to the Programme of New Construction pre-
sented to Parliament in Command Paper 2476, dated July 27, 1925, and are of a
new type which will combine the functions of Sloops and Minesweepers and will
economically fulfil many important fleet duties for which small ships are required,
particularly on foreign stations. The time has come when the repairs of many of
the existing Sloops and Minesweepers, which were built at high pressure during the
war, would entail larger expense than is justified in view of the limited life that
can be assigned to them, and it would therefore be uneconomical to delay their
replacement.
On the other hand, it has been decided not to proceed with the construction of
the four Motor Launches included in the Programme for 1926.
Progress in 1926 on New Construction generally has been interfered with by lack
of coal, the effect being most serious on vessels which had been ordered just prior to
the coal stoppage and on those in the early stages of construction.
The Battleships Nelson and Rodney will be completed during the financial
ear 1927.
” The building of the Cruisers of the “ Kent” Class, although somewhat interfered
with by the coal stoppage, has on the whole proceeded satisfactorily, and it is
expected that these ships will be completed in the financial year 1927.
The construction of the four Cruisers of the ‘‘ London”’ Class has been more
seriously delayed.
The building of the four Gunboats for service in China has also been delayed by
the coal stoppage, but shipments to Hong Kong for re-erection and completion there
have commenced.
As regards the vessels mentioned in last year’s Statement as likely to be com-
pleted in the financial year 1926, the position is as follows :—
The Minelayer Adventure, which is fitted with a Diesel-driven cruising instal-
lation, has satisfactorily completed her steam trials and is expected to pass into
service early in 1927.
The new Destroyers Amazon and Ambuscade, of an experimental type, have
carried out steam trials during the past year, but some delay has been caused
by the occurrence of defects in the main turbines of these vessels. The investiga-
tions regarding these defects have provided valuable design information, which will
420 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
be embodied in new construction. Both these vessels have now resumed their steam.
trials.
Submarine L. 26 was completed and commissioned in 1926.
H.M.S. Oberon (formerly 0. 1)—the first of a new class of Submarines to be
distiuguisbed by names instead of, as hitherto, by letters—is expected to be com-
pleted early in 1927.
Orders have been placed for all the vessels included in the 1926 New Programme
(except the four Motor Launches, which, as already stated, will not be built), and
also for the large Floating Dock for Singapore.
The alterations to the Warspite were completed early in 1926, and the vessel
has joined the Mediterranean Fleet.
The Argus has undergone a largo refit and was recommissioned in January 1927.
The Queen Elizabeth is now in hand for bulging, and the Centurion for con-
version into a target ship to replace the Agamemnon. Both vessels are to be
completed during 1927. Provision is also made for completing the re-tubing refit of
the Battleship Resolution.
The reconstruction of the Courageous and Glorious as Aircraft Carriers is
proceeding; it is expected the former will be completed during the financial year
1927 and tho latter during 1929.
In spite of the fact that the process of reducing H.M. Dockyards at Rosyth and
Pembroke to a care and maintenance basis has now been completed, the programme
of work in prospect for the Dockyards in the year 1927 is smaller in extent than that
arranged for the current year, and a substantial reduction in numbers at several of
the Yards will in consequence be necessary. This is due in part, as already explained,
to the introduction as an experiment on the Mediterranean Station of extending the
period between ships’ refits.
The modernisation of the Dockyard electric generating stations, and the replace-
ment of obsolete Dockyard plant, are being continued.
Increasing attention bas been given to the improvement of fuel economy in the
Fleet, and further advances continue to be made in this direction both at sca and
under harbour conditions. Research and experiments of various kinds tending to
this end are being undertaken,
With regard to matériel gonerally, a large programme of research and investiga-
tory work is occupying the scientists and technical staffs employed by the Admiralty
on Service problems, and a close liaison is maintained between these and the staffs
of other Government Departments, public bodies, and institutions carrying out
similar work. 1n this connection particular reference may be made to investigatory
work on heavy oil engines, as a result of which engines having a performance con-
siderably in advance of the best obtainable commercially have been built.
Improvement in the position as regards counter measures against submarines
and mines is satisfactory, and research in connection with advance in mining
material and kindred weapons is making good progress.
The efficiency of Naval Signal communications has been still further developed.
The use of short-wave wireless for long-distance communication has enabled
messages to be passed direct from the Admiralty to all the Naval overseas wireless
stations and the Naval Cs.-in-C. abroad. Apart from the value of this organisation
from a strategical point of view, it has been the means of effecting a material
reduction in the cost of telegraphic communications.
H.M.S. Renown was equipped with a short-wave wireless set prior to her
departure to Australia, and except on one or two occasions, daily communication
has been maintained between the United Kingdom and Renown throughout her
voyage.
Arrangements are being made in conjunction with the General Post Office and
the Board of Trado to institute shortly a British Wireless Time Signal. The high
power employed at Rugby W/I' Station should enable Greenwich Time thus to be
received all over tho world.
W. C. B.
491
ABSTRACT OF NAVY ESTIMATES FOR 1927.
———
! - Estimates
Estimates 1927. 1926,
Vot AS ee ‘ait = eat
eRe | Gross Net Net
| Estimate, Estimate, Estimate.
Maximum Maximum
| 1—Nomeens, Numbers. Numbers,
Number of Officers, Seamen, Boys, ont 102,275 102,275 102,675
A Royal Marines 5
Number of Royal Marine Police 5 es 450 450 450
H IL.—Errerorive Srrvices. £ £ £
1; Wages, eto., of Officers and Men of the re
' Royal Navy, and Royal Marines, and}} 14,790,530 | 14,715,300 | 14,718,000
Civilians employed on Flect Services
2 | Viotualling and Clothing for the Navy . | 5s201,115 | 4,261,600 | 4,423,200
3 | Medical Establishments and Services . 509,275 452,900 452,900
4 Fleet Air Arm . 3 2 A r 882,000 882,000 681,000
5 ' Educational Services . ; ” $ 822,195 240,700 326,800
6 | Scientific Services . . . . 505,628 438,000 485,300
7, Royal Naval Reserves . é é 427,120 426,600 445,500
8 | Shipbuilding, Repairs, Maintonanco, ete. :
| Section I.—Personnel a é 7,253,694 | 7,146,000 7,487,200
Section IL—Materiel ., | 6,971,000 | 5,024,800 | 5,480,200
Section ITI.—Contract Work 5 9,024,715 | 8,613,700 | 7,427,200
9 Naval Armaments .. 4,067,460 | 3,341,700 | 3,436,400
10 | Works, Buildings, and Repairs at Hom) 2,612,500 | 1,907,000 | 2,375,300
ll Miscellaneous Effective airlock é 5 850,882 805,000 | 971,400
12 | Admiralty Office Mts tad ee 1,255,950 | 1,238,000 | 1,220,000
Total Effective Services y g| 54,674,064 | 49,523,300 | 49,880,400
III.—Non-Errrorive Services.
13. | Navaland Marine, Officers. . .| 2,971,970 | 2,943,700) 2,859,600
14 Naval and Marine, Men i < 4,610,050 | 4,571,000 4,510,400
15 Civil Superannuation, Conspeaaticn i « q
Allowances, and Gratuities | 963,056 962,000 849,600
Total Non-Effective Services . £) 8,545,076 | 8,476,700 | 8,219,600
| Geaxp Toran... £ 63,219,140 | 58,000,000 58,100,000
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( 423 )
EXPENDITURE FOR NAVAL PURPOSES OF THE
PRINCIPAL FOREIGN POWERS.
UNITED STATES NAVY.
AppROPRIATION Bit, 1928 (July 1, 1927, to June 30, 1928).
Appropriations.
1928, 1927,
Dollars. Dollars.
Naval Secretary's Department, including various out-
stations . . 8,328,840 3,372,800
Bureau of ‘Navigation, “including Transporta and” 1 Naval
Reserve. . sone . 11,035,940 10,895,000
Hydrographic Office LE ee OLE os Rat et Nee wAGe ic Neeeey te 439,800 427,420
Naval Observatory. . . . my, Aas Wh el feo gee” See 156,080 150,950
Bureau of Engineering . Poets, “ee gp tlnked oe: 19,500,480 19,951,000
Bureau of Construction and Repairs ae St phase sc ade 16,949,430 17,430,000
Bureau of Ordnance . . ts eg eh AN Le Ge 18,234,000 12,229,500
Bureau of Supplies and Accounts :
Pay of the Navy. . + + $124,428,702
Provisions, Maintenance, fuel, ote. | 41,700,775
——— 166,129,477 164,360,000
Bureau of Medicine and Surgery . . . . . . . 2,158,960 2,143,400
Bureau of Yardsand Docks. . . . . . . « ~~ 12,123,000 9,697,300
Bureau of Aeronautics;
Aviation Navy . . . . . ~ «20,099,000
Salatiegy "0s: C. eae diy Wen dy de ae 200,000
——— __ 20,299,000 19,091,000
NavalAcademy. . . . . .... . aa 1,889,000 1,929,160
Marine Corps . . . . . 1... «28,081,700 28,272,500
Increase of the Navy . . woe ee.) 28,815,000 28,275,000
Major altorations to Naval Vesscls | . |. =e 2,210,000 ——-7,5C0,000
Annual Estimates. . 321,345,607 320,725,030
Permanent and Indefinite, ‘including Naval Hospital Fund 1,916,850 2,144,400
Total , 2. . 2 « 6 - «ss «© 828,262,457 322,869,480*
* The par rate of exchange is $4°866 to the £.
IMPERIAL JAPANESE NAVY.
EstimMaTEs, 1927-28.
The Estimates of the Imperial Japanese Navy are divided under two headings
“ Ordinary ” and “ Extraordinary.”
The figures for 1927-28 as compared with the previous year are as follows :—
1927-28. 1926-21,
Yen. Yen.
Ordinary . 2. «© «© e+ «© . « «+ «© 185,978,084 126,750,238
Extraordinary. . . . . . . . « . 120,428,691 112,895,705
Total. . . . +. + « 256,406,775¢ 289,645,938¢
The “ Ordinary” expenditure is for pay, provisions, etc., and the general up-
keep of the Fleet and its Air Service, and the “ Extraordinary” expenditure for
new construction and additions and improvements to the present Fleet and its Air
Service and establishments.
t The par rate of exchange is 9°75 yen to the £.
424 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
FRENCH NAVY.
Estimates, 1927-28.
The Estimates of the French Navy are shown divided under three headings,
“Ordinary,” ‘‘ Extraordinary,” and “ Temporary expenses for reparations due to
war.”
The figures for 1927-28, including the votes for new construction, as compared
with the previous year, are as follows :—
1937-28. 1926-27.
Francs. Francs.
Ordinary 2. 2. « « . « «© . ~ . 1,882,571,819 1,785,006,681
Extraordinary. . 5,202,000 26,325,400
Temporary expenses for reparations due to
WAR AS eb hele) So en Sd avta's bay \iepe ts 5,000 87,305
Total » + + « . 1,837,778,819 1,761,419,386*
* The par rate of exchange is 25:225 frs. to the £.
ROYAL ITALIAN NAVY.
EstiMaTkEs, 1927-28.
(July 1, 1927—June 80, 1928.)
Orpinary EXPENDITURE.
1927-28, 1926-27,
Lire, Lire.
General Expenses 2. . 1 1 ew ee 4,870,000 4,666,000
Pensions . . . ~ oo. . . «83,070,000 74,070,000
Education. . ie ee A et 4,120,000 4,181,600
Lighthouses and Pilotage Shi may es 6,275,000 6,013,400
Maintenance, Construction, Armaments,
Establishments, and Coast Works . 862,658,000 854,400,000
Total. . . . « + « « «» 960,993,000 948,831,000
EXTRAORDINARY EXPENDITURE.
General and Various . . . . . . 257,977,630 97,009,180
Total. . .
+ . 1,218,970,630 1,040,340,130
* The par rate of exchange is 25:225 lire to the £.
BRITISH AND FOREIGN NAVAL ATTACHES.
British NavAL ATTACHES ACCREDITED TO FoREIGN COUNTRIES.
To :—
Albania, Bulgaria, Greece, Italy, Jugoslavia, Roumania, and Turkey: Naval
Attaché, Captain C. D. Burke (appointed 15th February, 1926); Headquarters,
Rome, Italy.
Belgium, France, Netherlands, Portugal and Spain: Naval Attaché, Captain
J. M. Pipon, O0.M.G., M.V.O., O.B.E. (appointed 15th July, 1925); Head-
quarters, Paris, France.
Denmark, Esthonia, Finland, Germany, Latvia, Lithuania, Norway, Poland and
Sweden : Naval Attaché, Commander G. 8. F. Nash (appointed 15th February,
1926); Headquarters, Berlin, Germany.
Japan and China: Naval Attaché, Captain C. V. Robinson; Assistant Naval
Attaché Engineer Commander E. J. Allen (appointed 4th June, 1927): Head-
quarters, Tokyo, Japan.
North and Central America, including Costa Rica, Cuba, Haiti, Honduras, Mexico,
Nicaragua, Panama, Salvador, San Domingo, and the United States: Naval
Attaché, Captain The Hon. Arthur Stopford, C.M.G. (appointed 24th October,
1925); Assistant Naval Attaché, Engineer-Commander A. Knothe (appointed
5th July, 1925): Headquarters, Washington, U.S.A.
South America, including the Argentine Republic, Brazil, Chile, Columbia,
Ecuador, Paraguay, Peru, Uruguay, and Venezuela: Naval Attaché, Captain
J. S. C. Salmond (appointed 6th Feb., 1925). Will be relieved by Captain
St. A. B. Wake in August, 1927.
ForgicN NavaL AtTracnés ACCREDITED TO GREAT BRITAIN.
From :—
Argentine Republic: Naval Attaché, Commander Luis Pillado Ford: 30, Gros-
venor Gardens, S.W.1.
Brazil: Naval Attaché, Commander José Maria Reiva, 19, Upper Brook Street,W. 1.
Chile: Naval Attaché, Captain Don Edgardo von Schroeders: Address, Chilean
Legation, 3, Green Streot, W.1.
Denmark: Naval Attaché, Commander C. V. Evers: Address, 29, Pont Street,
London, S.W.1.
France: Naval Attaché, Capitaine de Vaisseau Thouroude, C.V.O., D.S.0.; Assis-
tant N.A., Ingénieur du Génie Maritime de St. Aubin: Address, Albert Gate
House, Hyde Park, London, S.W.1.
Greece: Naval and Air Attaché, Captain D, Papalexopoulos: Address, Flat B,
Upper Feilde, Park St., London, W.1.
Italy: Naval Attaché, Captain di Vascello Ferdinando Farina: Address, 11,
(ueen’s Gate Gardens, Kensington, S.W.7.
Japan: Naval Attaché, Captain Koichi Shiozawa, D.S.O.; Assistant Naval Attaché,
Lieutenant Commander A. Oka: Address, Broadway Court, Westminster,
London, S8.W.1.
Norway : Naval Attaché, Commander H. F. Dons: Address, Offices of the Norway
Legation, 21-24, Cockspur Street, Westminster, London, S.W.1.
Peru: Naval Attaché, Capitan de Fragata Don Manuel D. Faura: Address,
Peruvian Legation, 28, Holland Park, London, W.11.
Spain: Naval Attaché, Capitan de Corbeta Don Fernando Navarro: Address,
Spanish Embassy, 1, Grosvenor Gardens, Westminster, London, S.W.1.
Sweden: Naval Attaché, Commander Baron Lave Malcolm Beck-Friis: Address,
Swedish Legation, 27, Portland Place, London, W.1.
United States of America: Naval Attaché, Captain W. C. Watts; Assistant Naval
Attachés, Commander J. R. Beardall, Commander J. O. Gawne (C.C.),
Lieutenant Commander R. D. Kirkpatrick (Aviation), Commander A. K.
awe (Engineering) : Address, 4, Grosvenor Gardens, Westminster, London,
Uruguay: Naval Attacké, Captain Rivera Travieso: Address, 8 Elvaston Place,
South Kensington, S.W.7.
425
Digitized by Google
MERCHANT SHIPPING
REFERENCE SECTION.
Digitized by Google
COMPARISON OF MERCHANT TONNAGE. 429
BRITISH AND IRISH MERCHANT TONNAGE, AND UNITED STATES
SEA-GOING MERCHANT TONNAGE, AS COMPARED WITH THE
WORLD'S TOTAL MERCHANT FLEET.
Pe
Great Britain |Percentage of British Percentage of
Year. World, tod Ireland, | #04 Iriah Tonnage iDalted States.t | United Bates Ton.
Tonnage. Tonnage. Tonnage.
1890 21,118,528 | 10,241,856 48°5
1891 22,912,758 | 10,585,747 46°2 i +
1892 23,672,698 | 11,157,662 47-1 1,926,426 81
1893 21,286,865 11,563,997 47 | 1,964,359 8-1
1894 24,547,597 } 11,807,010 48-1 2,171,459 88
1895 25,086,199 | 12,117,957 48°3 2,164,763 86
1896 25,598,186 | 12,293,539 48-0 2,234,725 87
1897 25,889,044 | 12,403,409 47-9 2,826,888 90
1898 26,543,860 | 12,587,904 47°4 | 2,448,677 92
1899 27,618,851 | 12,926,924 46:8 1,872,245 68
1900 28,957,858 | 13,241,446 45:7 ; 2,035,062 70
1901 30,479,971 | 13,656,161 448 | 9,981,925 T38
1902 82,302,412 | 14,431,072 44-7 2,842,913 T8
1903 33,501,855 | 14,889,571 44-4 2,480,981 TT!
1904 84,786,182 , 15,891,350 44-2 2,590,849 TA!
1905 35,998,180 , 15,803,180 43-9 2,649,411 T4
1906 87,550,477 | 16,881,350 48°6 2,672,042 T1
1907 89,435,788 | 16,999,668 48-1 2,728,711 69
1908 40,920,551 | 17,818,351 42:3 2,802,387 68
1909 41,447,825 | 17,877,936 419 2,791,282 67
1910 41,912,520 , 17,516,479 41:8 2,761,605 66
1911 43,144,909 17,872,697 414 2,808,684 65
1912 44,600,677 , 18,213,620 40°8 | 2,848,829 64
1913 46,970,113 | 18,696,237 39°8 2,998,457 64
1914 49,089,552 | 19,256,766 89°2 i 2,970,284 60
1915 49,261,769 | 19,541,368 39-7 3,522,933 TL
1916 48,688,186 | 19,184,857 39°3 | 8,790,578 78
1917* _-
1918* _ | _
1919 50,919,273 | 16,555,471 32°5 10,782,170 21-2
1920 57,814,065 | 18,830,424 82:0 18,789,874 24:0
1921 61,974,653 | 19,571,554 816 | 14,697,088 23°7
1922 64,370,786 | 19,295,637 300 | 14,738,506 229
1923 65,166,238 | 19,281,549 29°6 14,597,085 22°4
1924 64,023,567 : 19,105,838 29°8 18,580,544 211
1925 64,641,418 | 19,440,711 80-1 12,948,632 20-0
1926 64,784,370 | 19,899,797 29°9 12,364,668 19:1
1927 65,192,910 | 19,309,022 29°6 12,070,050 18°5
er
© Figures for 1917 and 1918 not available.
Excluding American Great Lakes vessels.
Not available.
lore. —Prior to 1919 the tonnages shown are the totals of gross tonnage for steam and motor vessels,
and et tonnage for sailing vesecls ; in 1919 and subsequent years the figures are given in gross tonnage
rougheut,
430 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
NUMBER AND GROSS TONNAGE OF THE VESSELS OF 100 TONS
TO EACH OF THE SEVERAL COUNTRIES OF THE WORLD, AS
—_—
June, 1913. June, 1919. | June, 1922.
ae aes ems ec Staaer | ) gi
: roas Toss
No. | Tonnage. | No. | phnage, | No. Toanegtt
Gt. Britain and Ireland] 9,214 18,696,237] 7,964 | 16,555,471 8,849 | 19,295,637
British Dominions . | 2,073) 1,785,806] 2,141| 2,052,404| 2,472| 2,746,883
Total . . | 11,287 20,431, 543 | 10,105 | 18,607,875 | 11,821 | 22,042,520
Sea . . | 9,696| 2,998,457] 4,850 | 10,782,170 | 4,886 | 14,738,506
: Lakes. || 627) 2382,690] '506| 2,257,786 '495| 2,247,690
United | Philippine
States of } ” Yslands 77| 46489] 73| 51,817; 99 76,264
America | awe all ‘i D f
Total . | 3,400 5,427,636] 4,929 | 13,091,773 | 5,480 | 17,062,460
Argentine elit See Ve 308 214,835 215 154,441 216 181,555
Austria-Hungary . . 427 | 1,011,414 339 714,617 | —
Belgium . . . ./ 172| 04,886] 152| 813,276) 275| 579,477
Brazil... - | 459| 329,687) 428] 512,675) 399} 499,571
Chili, . . . . .} 181/ 189,792] 114} 101,647) 126/ 131,401
Chins, Ssh 66 86,690] 102| 192,515) 184] 188,388
Ou. 3 sa a 8 59 61,536 51 47,295 65 62,677
Denmark . . . .| 811| 762,054] 645) 702,486) 822] 1,038,188
Esthonia . . . . — = _ — 98 45,259
Finland. ©. 2. .{ — — 838| 180,962} 352) 213,671
France. . . . . | 1,552| 2,901,164] 1,440| 2,238,631 2,094 | 3,845,792
Germany . . . . | 2,321| 5,082,061] 1,768| 3,503,380 | 1,723| 1,887,408
Greece. . . . .| 442) 722,782] '312| '323,206| '379| 668,127
Holland. . . . .| 759) 1,809,849] 931] 1,591,911] 1,164 | 2,632,713
Italy . . . . . | 4,114) 1,521,942] 858 1,870,097) 1,413| 2,866,835
Japan*. . . . . | 1,037) 1,500,014] 1,418 2,395,266 / 2,096 | 3,586,918
Datvia a sw 6. = a, —_ 67 40,124
Norway: : | | || 2191| 9,457,890] 1,629| 1,857,829 | 1,852] 2,600,861
ee ae 60 45,514 63 79,342 74| — 101,209
Portugal . . . .| 208] 120,679] 227| 261,212) 286 | 285,878
Roumania. . . . 33 45,408 85] 68,792 31 72,297
Rusia. . . . . | 1,916) 974,178] 618) 541,005) — —
Spain. . . . .| 607} 840,995] 576| 750,611 978 | 1,282,757
Sweden. . . . . | 1,436| 1,047,270] 1,263) 992,611 1,345) 1,115,375
Turkey. . . . .| “g72| ‘167,208] '161| 116,249, — ~
Uruguay 65 75,581 43 44, 499 | 58 76,311
Other Countries ‘and
flag not recorded . 158 98,115] 495 | 304,530 1,167) 1,270,564
Total. . . . . | 80,591 | 46,970,118 | 29,255 | 50,919,273 | 83,935 “64,370,786
|
OO
* Japanese sailing vessels are not recorded in Lloyd’s Register Book.
+ In 1913 the figure shown is the total of the gross tonnage of steam and motor vessels, and the
Soe of sailing vessels; in 1919 and subsequent years the figure is given in gross tons
THE WORLD'S MERCHANT FLEETS. 431
GROSS AND UPWARDS (STEAM, SAIL, AND MOTOR) BELONGING
RECORDED IN LLOYD'S REGISTER.
Jane, 1927.
June, 1935. June, 1936.
No. ‘tones: No, Tareas | Ne Tommage. No. Tones.
\
Qaag| 477ae62| a'450| s7e1e7 | 77 | erOlaeT | gasp | ‘sieed-o08
11,008 | 21,878,500 10,989 | 22,222,198 |10,864 | 22,270,124 | 10,655 | 22,174,077
4,508 | 18,580,544 | 4,265} 19,948,682 | 4,001 | 13,364,668 | 3,848 | 19,070,060
sa4| 2'861,464| 525] 3,364,990] 529 | 2,483,049) ‘563 | 2,516,250
o6| 64,959] 92| 68,998| 97 81,044] 97 84,972
5,128 | 15,956,967 | 4,882 | 15,877,480 | 4,627 | 14,878,761 | 4,508 | 14,670,272
215| 199,185] 226{ 922,759] 949 | 284,848) 267) 262,807
251| 560,597} 240] 542,588 | 295 507,478 | 224 | 499,229
875| 464,784] 874| 465,648) 861 482,808} 876] 625,481
147| 181,092} 144; 185,758 | 188 | 179,712/ 128 | 163,878
168] 248,108] 178: 269,987 | 201 299, 219 | 827,689
70 59,528 70, 61,502 72 61,785 68 52,888
764 1,085,948| 772: 1,059,846] 771 | 1,081,146] 748 | 1,059,846
108 45,897} 111 46,277 | 115 49,025 | 100 44,662
822} 207,952] 824| 210,829] 868 282,792 | 842] 241,855
1,857 | 8,498,283] 1,828| 3,511,984 | 1,769 | 38,490,606 | 1,752 | 8,469,980
2,008 | 2,958,671] 2,028; 3,078,713 | 1,986 | 3,110,918 | 1,990 | 8,868,046
409| 761,210} 459! 897,873 | 467 | 924,044; 484] 1,028,818
1,082 | 2,556,417 | 1,099| 2,600,881 | 1,109 | 2,564,904 1,156) 32,654,
1,299 | 2,832,212] 1,353 8,028,661 | 1,401 | 8,240,680/ 1,429 | 3,488,388
2,055 | 8,842,707 | 2,087 8,919,807 | 2,087 | 3,967,617 | 2,085 | 4,088,804
t t t 187 | 195,787} 144 245,698
69 46,281 72! 62,712 87 67,783 88 88,782
1,758 | 2,605,898) 1,805| 2,680,642 | 1,844 | 2,841,905] 1,805 | 2,824,295
70,821 89, 75,728 79,068 43 75,814
279| 801,808] 284° 299,99 | 985 280,116] 282) 258,448
89 71,188 87 67,851 87 68,178 81 65,570
897} 9838,792| 877; 822,257] 870] 323,284 346) 808,882
950} 1,289,521] 930! 1,164,721 | 924 | 1,168,008} 885) 1,161,369
1,405 | 1,254, 1,889, 1,801,126 | 1,380 | 1,388,089] 1,371 | 1,865,890
184| 105,148] 174! 189,944 | 174 | 186,796; 180] 150,928
68 79,920 65 | 76,770 68 75,218 55 80,292
868| 727,702} 580 | 749,765 | 468 | 687,799) 485 440,718
89,916) 64,641,418 82,615 | 64,784,370 | 82,175 | 65,192,910
© Japanese sailing vessels are not recorded in Lloyd's Register Book.
+ Figures included in total for “ Other Countries.”
432 BRASSEY'S' NAVAL AND SHIPPING ANNUAL.
NUMBERS OF STEAMERS AND MOTOR VESSELS OWNED BY THE
PRINCIPAL MARITIME COUNTRIES ON JUNE 30,
DIVISIONS OF AGE.
ed
1927,
BY
Numbers of Vessels owned of Various Ages. Percentage
Total | of Total
eae 7 Number | Number of
untry. s
under | tnd | Wand | Nand | aud |?52¢8*) Vessels | under
5 years.| under | under | under | under | Qver owned. 5 years
10 yeare.|15 years. 20 years,’ 25 yeure, i old.
i | eS
Gt. Brit. & Ireland | 1,106 | 1,717 | 1,896 | 1,019 | 1,000 | 1,582 | 7,820] 141
British Dominions 258 879 236 322 264 506 | 1,965] 13-1
United States * 128 | 1,770 301 210 200 429 | 3,038 42
Denmark . . . 95 191 86 46 81 150 649 146
France . 104 438 213 223 210 837 1,525! 68
Germany 302 574 223 233 229 890 | 1,951) 15°5
Holland 155 319 233 145 109 164 | 1,125 | 13:8
Italy 116 | 220 94} 123) 150] 429] 1,182] 10-2
Japan . 178 771 803 152 208 428 | 2,035 85
Norway . . 242 457 249 241 2u2 $86 | 1,777 | 13°6
Spain 85 228 64 56 49 861 793 44
Sweden : 2 {| 68} 186); 135] 97; 140] 594] 1,220) 56
Other Countries . 162 443 321 431 534 | 1,507 | 3,398 4:8
| ! me ai
|
World Total* 2,944 | 7,693 | 8,854 | 8,298 | 3,376 | 7,263 | 28,428 10-4
| \
® Excluding American Great Lakes vessels. «
NUMBERS OF STEAMERS AND MOTOR VESSELS OWNED BY THE
CIPAL MARITIME
GROSS TONNAGE.
COUNTRIES ON JUNE 30,
PRIN-
1927, BY DIVISIONS OF
! Numbers of Vessels Owned of Various Groes Tonnages.
pean die ys Sites as wataty es eters es FE Percentage
Z| g;eileslegl cei gf giled'g. | mumter|sumveror
Country. ES (Bs) zs £2 28/5 F282 32/8 of | Ships of
©2/¢3,88 23 #3| 23 28 ' £3! 28! 84 | Vessels 6000
&3 1g2| 8 83/83] £2.53 33) 53,2] owned. | gross tons
gi |g2/22 22/22/22 #2 82) 2/2 peas
“B("E| "5 SEI*E|*E 52 23/2218
a 3 i Pe Alt wate iT «ok ae
Gt. Brit, & Ireland | 8,429, 700, 752' 855'1,179) 526 169 187/ 48 | 25 | 7,820! 11°6
British Dominions | 947, 282 295 263) 120] 36 11: 9/ 2]—| 1,965; 3:0
United States* .| 689: 191) 216 657] 745] 503, 86 39] 6 | 8] 8,135; 203
Denmark . . .| 183) 99, 217 94! 33] 14 «7; 8/—|—| 649! 235
France. . . .| 667, 109 173 252/ 190 60 45 92/ 4] 8] 1,595! 88
Germany . .| 894 333! 251 198 180! 86 35: 14] 4] 6| 1,951; 7-4
Holland . . .| 475! 54/ 167 176 101, 100 36 11] 8 | 2/ 1,125] 135
Italy . . . .{ 323/ 101! 115 209 231] 106 38, 6] 2| 7] 1,132) 135
Japan. . . .| 780 246) 260 373° 251' 94 20 11; —|—] 2,035] 61
Norway . . 680, 216, 451° 207' 159! 51 10: 8)—]|—J| 1,777] 86
Spain. . . .| 379! 84! 97 174, 46 6 8, a — 793) 16
Sweden . . .| GOl' 157/ 301 93) 55 8 —' 2! 8/—| 1,990] 11
Other Countries . 178 455, 587, 533, 229, 44 24° 1; —|—| 8,301) 21
\ j | | Meiaet Zz
|
Topo he whole) o05 9,09 9.909504 9,400,694 479 260! 72 | 46 | 28,428] 88
| 1
* Excluding American Great Lakes vessels.
LARGEST MERCHANT VESSELS OF THE WORLD. 433
Largest Mercuant VESSELS OF THE WORLD.
A list of all vessels of 10,000 tons gross or more arranged in order of gross tonnage.
(T.= turbine engines ; M.= motor engines ; T. & R.= turbines & reciprocating engines ; T.E.=turbo-electric.)
Homeric
Augustus (M
Roma (T.) .
Columbu
Mauretania
Statendam (s T.)
Belyenland (T. & BR.) |
Empress of Scotland:
Saturnia(M.) 2.
Vuleania (M.) 2.
1922
av. Gen. Italiana!
Norddeutscher Lloyd .
3%
22 Name. re )
og a
8
Leviathan (T.) . . 1914] U.S. . oe 100: 8
Majestic (T.) we 1921] Br. nee 100-1 | 58:
Berengaria (T.) . 1912] Br. | Cunard s teas, 98: 1G
Olympic (T. & R): . 1911| Br. | Oceanic $.N. Co. ¢ . 9-
Aquitania (T.) . . 1914] Br. | Cunard 8.5. Co. e 9
Tle de France (T.) . 1926] Fr. en ‘Transatlantique . 1
Paris(T.) 2. . 1921] Fr. .Transatlantique — . 4
2 7
1
9
Cunard $.8. Co, :
Holland-Amerika Tijn)
International Nav. Co.
Dade ae CT OAT BOND
IMSS eons
Canadian une! fic Co.
* Cosulich "”
Cosulich Soc. ‘Tri. di Nav.
Pie OS ORO ORDO
VHIII IIS IIIA TRVYaKMOOD
Adriatic. Oc i¢ S.N. Co. 2 6 5
Conte Biancamano. (T. ) Lloyd Sabaudo. 6:
Duilio(T.) . 6 e Gen, Italiana. 4 6:
Rotterdam. . . - Nederl-Amerikaausche $.M. ; 7
Baltic . Oceanic 3.N.Co. . 6 3 5
George W: ashington U.S.S.B. «| 699-1 | 78°
France (T.) woe a. Transatlantique «| 690-1 | 75
Alcantara (M.) . Mail Co.. «| 630-5 | 78:
Asturias (M.) . Meat ‘Transports | 630-5 | 78+
Minnetonka (T.) : fransport Co... 600-8 | 80:
Empress of Australia (T.) Canad in Pacitic Co. 5RO-9 | 75:
Minnewaska (T.) . Atlantic Transport Co... "8 | 80:
Giulio Cesare (T.) . . Nay. Gen. Italiana... 6:
Empress of Canada (T.) : Canadian Pacific Co. 7.
New York (T.) . Haunbur Ut Linte ¢ 9
SSeS SEEeSseLeessissoe
Cedric. . ew o
Celtic . 2. 2. . oe ‘3
America 2. we tele 4
Hamburg (T.). . oe 8
Mooltan, 6. ee ‘ + «| 6008 | 73
Maloja_. pan Pl & O.8.N to + «| 600-8 | 73:
Albert Ballin (T. yee nburg-. American Line’ | 8°
Deutschland (f.) uburg-American Line 8°
Cap Polonio (T. & R. y Hamburg-Sud-Adnerikanische| 2)
Geiss te eee ee .
Carinthia (T. ie ae Cunard Co, . we 3
Franconia (T.) Cunard Co. AP his te $
Carnarvon Castle (M. y
Otranto (T tone
Union Castle C
Orient 3. Ce
Nyassa sas
Oronsay (T.) Orient S oo 3 5:
Caronia OE on en Cunard Co. ae 2:
Orama(T.) 6. Orient 8.N.Co. 2! 5
Seythia(T.) 5 2. Cunard Co... t 3
Laconia(T.) 6 6. Cunard Co, = 3°
Resolute (T. & R.). . Hamburg Amerika Linie | | 2.
Samaria(T.) . 6. Cunard Co, Cana eae a 3:
Carmania(T.) . . . Cunard Co, be a 72:
Reliance (1. & BR.) . Hamburg ‘Amerika Linie | a
Agamemnon. . B. ori cen 72.
Arundel Castle (T.). Viton CastleCo. 2 ff! 72.
Windsor Castle (‘I.). Union Castle Co. 2 6. 72"
Albertic hie White Star Line... 72"
Conte Verde (T. Vale se. Lloyd Sabaudo 2 74:
Lapland. aks International Nav. Co. 720-
Ceramic (T.& B.)" tea 69-4
Mount Vernon . ee Se 722
Empress of France (T:
* The registered dimensions are measured as follows : Length from fore part of stem at extreme top to aft
side of head of stern post, or centre of rudder stock if a balanced rudder is titted; Breadth is taken to outside
of plating; Depth from top of beam at centre line of tonnage deck amidships to ceiling. If there is no ceiling it
3 measured to thetank top. If there are more than two decks, the tonnage deck is the second deck, counting
rom below,
t The speeds shown in this Table are as given by the owners.
2F
434 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
LARGEST MERCHANT VESSELS OF THE WORLD—continued.
Date 7
Name. built.| Flas. Owners.
Republic 6. eee 1907 petites elke 09-0 | 68: 8-3
De Grasse (T.) G2> Ye Shr a . Transatlantique 1] 71+ 23
Gripsholm (MM). Fee a Amerika Linie . 0] 74 77
Aorangi (M.. . Co. of N.Z. 2 3-4
Montnairn . . Pacific Co. 5:6.
Minuekahda (TL& R. 5 Atlantic Transport 73
Malolo (T. ae eet | American-Hawaiian $ 0
Nieuw Arontoram’ re ee) Neder]. Amerikaansche 6
Conte Rosso (T.) 2. ee Lloyd Sabaudo wy J
Caledonia (T.). 6 6 8 Anchor Line... ca
Yuscania(T.) . o. 6 ee Anchor Line; 38-8
Cleveland | santas te Hamburg Amerika’ Linte 167
Transylvania (i; ere ee Anchor Line . . . 30:3
Empress of Asia (T.) |: Canadian Pacific Co : 420
Empress of Russia(T.) . 0. Canadian Pacific Co. . 42-0
California(T.). 2. 6. Anchor Line ce 35-3
Arabic. 6 1 we et Oceanic 8.N.Co. . 38-9
Ranchi. Vet a ee P.&0.8.N.Co. . . 43-2
Rawalpindi . 1 1 ee P.&0.8.N.Co. . . 43-4
Ranpurao . . 1 eee P.& 0. 2Co . 43-2
Rajputanas ) ool oft P.&0.8.N.Co.. : 43-4
Mongolia (T.) . . . P.& 0.3. ¥ eres 38:5
Laurentic (T. & R.) . White paar 40-6
Regina (T. & ue Jian ey os F. Leyland & Co... 41-2
Doric (T.) a> Wack Oceanic 8.N. Co... 4
Moldavia(T.) . 0. 6 P.& O.8.N.Co.. . 3
Montcalm (T.). 0. 6s Canadian Pacific Co. . 4
Montrose (T.) . 0. 6s Canadian Pacitic Co. . 40
Cameronia(T.). 6 2. Anchor Line, 38
Pennland (T.& RB) 2! International Nav. “Co. 41
Montclare(T.). 6. 0. nadian Pacific Co. 4
Narkunda a a enre «& 0.8. N. Co.
Lancastria (T. ye eo Beh Cunard Co. on 3s
Nate Ta . eee fe os P,& 0.8 Co... 4
Calgaric (T.& RY DD Dt White Star I ne PS
Bermuda (M.) . 0. 6 ee Furness, Withy and Co. 4
Montroyal. . . 6 we Canadian Pacific Co. 3
Andes (T.& RB.) 2 Royal Mail Co... 3
Royal Mail Co..
Royal Mail Co.
Royal Mail Co. ¢
Holland-Amerika Lijn™
Atlantic Transport Co.
Atlantic Transport Co.
Holland Amerika Lijn
Aug. Akt. Tirfing
Akt. Tirfing
er doy «
‘Almanzora (T.& BR.) 1)
Orduia (T. & R.)
Orbita (T. & RK
Veendam (T.)
Manchuria 2
Mongolia |!
Volendam (T.)
Amerikaland (Mf) |
Svealand (M.)
Berle e022
Chitral?
DCC mS SOIC Cm ANNs Wes thm:
ReeewoKkceeearse
Peer ee
1925
1918
N.
‘anadian pacine ce
a(T. & R. 1918 padian Pacific Co. .
Massilia (T. & i. y 1920 . de Nav. oud Atiantique .
Comorin 1 .
au a 8 er P.& O.8.N.C
Athos I(T.) 6 6 eee Me: g
D'Artaguan . . 1 ee
Cathay . re
Euripides (On at R. } * oe
Arlanza (T. &R).
Megantic
Ormonde ¢
Chenonce: ‘ :
Lutetia (T. av. Sud I Atfante
Ulysses. i i a Mutual §- RCo.
Pieter Corneliszaon Hooft ay “ Nederland "* :
Dreslen see coke Norddeutscher Hod
Nestorvorsc: deg |
5 Ocean 8.8.Co. . 6 t
aiyoMaru ))t Govt. of Japan. 2
Charles G. Black 1 :
sident Lincoln (T.) :
dent Madison (T.)
Standard Oil Co.
Robert Dollar Co,
Adniral Oriental Line
Ge Ge ee Oe Oo GO md RS Cte ND Co ae
P .
President Jetferson (TL). Admiral Oriental Line
President Me Kinley (T.) . Admiral Oriental Line.
nt Wilson (T.) ae 1921 Robert Dollar Co. ae
dent Jackson (T.) . 1yz1 Admiral Oriental Line.
President Cleveland (Ty). 1921 Robert Dollar Co. +
t * See notes on p. 433.
LARGEST MERCHANT VESSELS OF |THE WORLD.
LARGEST MERCHANT VE:
ELS OF THE WORLD—continued.
Owners.
435
President Pierce (T.)
President Taft (T.)
President Graut (T.)
Oropesa (‘’.)
John D. Archbold |
William Rockefeller
Alaunia(T.)
Ascania(T.) >!
Aurania(T.) .
Andania(T.) .
Ausonia(T.)
President Harding (T.
It
President Roosevelt (‘
Gelria . ww
Antonfa (T.) .
Esperance Bay (T.
Moreton Bay (T.)
Largs Bay (T.)
Hobson’s Bay (T.)"
Jervis Bay (T.) .
Southern Cross (T.)
Monte Olivia (M.)".
American Legion (T.)
Pan America (T.) »
Western World (T.)
André Lebon .
Monte Sarmiento (
Cap Norte . .
Antonio Delfina
Milnchen 2...
Letitia(T.) .
Athenia(T.) . .
Niagara (T. & R.)
Tenyo Maru(T.) .
Stuttgart .
Balmoral Castle
Edinburgh Castle .
Voltaire...
C.A. Larsen.
Vandyck (T.) .
Stavangerfjord
Chilore(T.) .
Barrabool .
Baradine .
San Fernando (T.
Balranald. .
Bendigo. .
Shinyo Maru (T.)
San Felix (T.)
Ballarat. .
San Fabian (T.)
Paul Lecat. .
Kenilworth Castle
Armadale Castle
San Gerardo (‘I',)
San ¢
Avelona(T.) 2!
San Florentino (T.)
Almeda(T.) .
Arandora (T.) .
Andalucia (T.) .
Stockholm. .
Albania (T.) :
Porthos oe
Suevic .
Rochambeau (T. &R.
Runic . .
City of Los Angeles
Presidente Wilson
Walmer Castle
Rijndam .
Noordam .
Gulfpride (M. Die
Sibajak (M.).
12,915
12,910
12.804
Robert Dollar Co,
Robert Dollar Co. *
Admiral Oriental Line
Pacific S.W. Co...
Standard Oil Co. .
Standard O11 Co. .
Cunard Co, eee 4
Cunard Co,
Cunard Co,
Cunard Co,
Cunard Co. ve
a States Shippin
Tollanise he Livyd .
Cunard Co. Poe tees
strallan Comm. Line .
- Line.
» Line
. Line
Line .
rg
Australian
Munson Line .
Hamburg Sud-. Amer, Ges!
Munson >
Munson
Munson 8.
Hamburg Sud-Amer.
Hamburg Sud-Amer.
Hamburg Sud-Amer, Ges.
Norddeutscher Lloyd.
Anchor-Donaldson)
Anchor-Donaldson
Union 3.8. Co.
Nippon Yus
Norddeutsch
Union Castle C
Union Castle Co. .
Lamport & Holt, td!
Hvaltanger A/S Rosshavet
Lamport & Holt, Ltd.
Norske Amerikalinje
Guaranty ‘Trust Co.
Union €
Union Castle Co. .
nsport Co.
sport Co.
Star Line cigs
Eagle Oil Transport Co.
Bhie Sts
Blue Star Line +
Blue Star Line
Svenska Amerika Linien
Cunard Co.
Messagerie
Oceanic 8.N.Co..
Cie. Gén. Transatlantique
Oceanic - Co. sos
Los Angeles 8.8/0.
Soe. T ino ** "Cosntich if
Union tle C .
Holland-. storie Lin ¢
Holland-Amerika Lijn
Gulf Refining Co. Inc,
Rotterdam Lloyd.
t * See notes on p. 433,
TEPSSSOSS
500-8
516-5
517-0
517-0
508-2
wm to tots
errs
SSSecennsy
Bs
TWONCAN OOM
436 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
LARGEST MERCHANT VESSELS OF THE WORLD—continued.
any
Z| Date B»* | D.*
22) pune] Flas. Owners. (tt. | (tt.
cE
Metagama. . . . . ./16 Canadian Pacific Co... .| 500-4} 64-2 | 37-9
Saxons. eGo ee es ahd? Union Bass 570-5 | G4-4 | 38-6
Corinthic 2... we 1B Ocean se + «| 500-3 | 63-3 | 45-0
Athenic. Bee {13 Deena 8.N. c. + «+ «| 600-3 | 63-3 | 45-0
Tamaroa (T.) . ee of 15 ‘Thompson & € ee of 500-4 | 63-2 | 39-6
Ionic. a tel ed Oceanic SN Co. we 5
Mataroa(T) 21 t 1) 45 G. Thompson & Co,
San Melito. . : 2 agle Ol Transport Co. ¢
Champollion ‘ oe Messageries Maritimes | ¢
Oroya (T.) . oo {14 .
Mariette Pacha. . ? cries Maritimes.
Finland. 2... of] | 1y02 Inter. Mer Marine Co. Inc.
Medic . . 2. . . « .{13 | 1899 > eed
Persic + +|13 [1899
Lafayette (T. €R) -[ 184] 1915
etley . +118 | 1909 i .N. :
Devonian 3 os -{ 15 | 1902 F. Leyland ao, | Pa |
Orvieto. 2. i¢ 1909] Br. Orient 8. .
Rotorua, . . -[15 | 1911] Br. x
San Lorenzo 1914] Br.
Cadillac. .
Saranac eae
Orsova . .
San Nazario.
San Jeronimo .
Arcadian...
ransport Co.
an Oi) Co.
Cs
Co.
Eagle Oil 'Fransport Co.
Eagle Oil Transport Co. ¢
Royal MailCo.. st
Colombo: Nav. Gen. Italiana, 1
Providence K
‘Argyllshire
Suttren .
San Fraterno
Orazio (Mt
Virgilio (M.)
Patria
Nav, Gen, Tatiana a
Cle. Fr. de N. (Cyp. Fabre)
SSE
‘a Morena .
Achilles (P. yo
Norddeutsel
Ocean 3.8
Rotterdams no Joya” 5 z
Ital. di Servizi Marittimf | 492-1 | 61-7
ee: Black & Azov Seas 8.5,|
«| 501-1 | 62-2
her Lloyd .
San Patricio)! Eagle Oil franspure Co. . «| 530-0 | 66-6
Frederick VI... . 523-5 3
KoreaMaru . we . 551-7 | 63-2
Mahana(T.) . 0. 500-9 | 6: 9
Siberia Maru... woe 551-7 | 63-2 | 21+
Minnesota rena: F. Leyland & Ca ee 561-6 | 60-2 | 38:
Oreoma ee ee Pacitic 8S. N. «+ + «1511-6 | 62-2 | 29:
Northumberland (T.) . Fede fs So. Pama 530-5 | 63-0 | 31:
Kaisar-i-Hind . : P. & O. 8. N. Co. «+ «| 520-0] 61-2 | 33:
eT ee ne Royal Mail Co... Sra ee, " 3 | 40:
Demerara 7 es ae Ro Mail C fo eat 3 | 40:
ee 40:
. 40:
oe 34
King Alexander rer 34
Philoctetes (T.) } China Mutual B.N.Co. tt 41
Drottningholm (T.)
Benalla, 2. .
: Nonddeutscher 11 i 61-8
. . Messageries Maritimes: . 60-7
PSAPOUR gy ae Ocean 8 o, 63-2
Thuringia (T.). 0.0. Mamburg-. Amerika, Linle | 60-7
Westphalia (Py 01 Hamburg-Amerika Linie 60-7
cuba (Tt Cie. Gen. Transatluntique 62-3
Sarpedon (T. pe Ocean 8.8. Co. ond 62:3
Patrochis (f) . 02 China Mutual $.N.Co.. 2 623
Montrolite(M.) 11 Imperial OU Ltd. 68-2
Canadolite (M.) Imperial Oil, Tr td. > 68-0
Llanstephan Castle Union Castle Co." . 63-3
Hororata . ; New Zealand Shipping Co. 64-2
‘Themistocles . G. Thompson & Co... «| 500-6} 62-3
Demosthenes (I. & R.) G! Thompson & Co. 1 1} 500-6 | 62:3
Berrima, . . v a 500-1 | 62-2
Borda. . 500-0 | 62-2
Hector (T. ie 498-3 4
2
£
i
é
SSF
+ * See note on p. 433.
NUMBER AND 'TONNAGE OF MOTOR VESSELS. 437
LARGEST MERCHANT VESSELS OF THE WORLD—continued.
3 a
ge 33! Dato B.* |] D2
ce f eo
83 Bis $2 | butit| Fins. Owner (tt) | (ft)
8 ne
11,174] Antenor(T.) 2. 6 6 China Mutual 8.N.Co. . 62-2 0
11,170} Tamiahua . 2. 2. . ee Southern Pacific 8.8. Lines 72 2
11,168|La Savoie... 1 ee Cie. Gén. ‘Transatlantique 60-0 | 35-9
11,167 | Bettana Be eee ak. UF P.&0.Co.. aoe 62-2 | 37-8
11,158} Remuera. 22 hp New Zealand Shpe. Co. 62-3 | 41-0
117155 | Espagne Sah eS es Cle. Gén. Transatlantique —< 60:8 | 39-0
11,140 | Jan Pieterszoon Coon. . . “ Nederland’ Stoom, Maats. 60-6 | 35-8
11,103/Edison. . . Byron S Hire, s,'4 60-1 | 34-9
11,089 | Macedonia. . . . « Pe. £0. ae, ares 60-4 | 25-5
11,081] Achilles . . 2. 2. 6 Panama fag ioe, 65-2 | 36-5
11,073{ Avon. See ae OR hee Royal MailCo.. «6 6s 62-3 | 31-8
11,013 | Bergensfjord 2 2 1 1: Norske Amerikalinje. . . 61-2 | 20-4
10,086) Malwa. 2. 2. 2 ee P.&0O.8.N.Co.. 2. 61-3 | 24-6
10,954 | Morea 18 eects P.&O.8.N.Co. 2. 61-2 | 24-7
10,951 Huntingdon | 2... Federal S.N.Co. . . . 64-2 | 38-1
10,046 | Mantua . ae ee a P.& O.8.N.Co. 2. 6. 61-3 | 24-6
10,946 | Norfolk Aa ie. at us Federal S.N.Co. . . . s 64-2 | 38-1
10,937| Cumberland . . . . Federal 3.N.Co. 2.0. 6 64-2 | 29-0
10,936 | Fushimi Maru. 2... Nippon Yusen Kaisha ae 63:5 | 37-5
Hertford 2. 2. ew ee Federal 8.N. Co. . Come 64:2 | 38-1
Ulysses... ee ee PanamaCanal . . - - 85-2 | 36-5
City of Paris(T.). 2... City Line, Ltd. . Me 59-3 | 32-6
Robert Dollar woes Woak Dollar 8.3. Lines, ita) tt 65-7 | 37-5
Ruahine. be te ce New Zealand Shipping Co. 60-3 | 32-1
Cambridge. . . 2 6 Federal S.N.Co. . . 65-7 | 37-3
Tjibesar (T.) . . Java-China-Japan Lijn 63-7 | 39-2
Cristobal Colon (T.) ¢ Cia Trasatlantica . . + 61-0 | 32:3
Bremen # oo . Norddeutscher Lloyd. . 60-2 | 34-7
Llandaff Castle” 1 . Union Castle Line. 9. 61-7 | 39-0
Indrapoera(M.) 2. 0. 6s Rotterdamsche Lloyd =. 60-2 | 35-1
Marburn . Allan Line é toa 59-2 | 30-8
Andrea F, Tuckenbach (T. ye Luckenbach 8.8. Cores os 68-2 | 3!
Marloch I.) : Sas Allan Line. 5 60-4 | 38-0
Suwa Maru Pan Nippon Yusen Kaisha | 62:6 | 34-9
lewis Liuckenbitch’ (tT) Shin Luckenbach 8.8.Co.. 68-0 | 40-0
Vauban ss. . noe Lamport & Holt, Ltd. .- 60:8 | 28-
Stuartstar(T) 2 21 ol. Blue Star Line. eee 67:3 | 36+
Cornwall (T.) 2. 6 es Federal8.N.Co.. 6 «+ 63-1 | 40:
Llandovery Castle... Union. CastleCo. 2... 61-7 | 39:
Razmak ae ee ee P,&0.5.N.Co.. . . - 63-2 | 34+
Rodneystar (r. ) . ner Blue Stas Line aca ee a 67°3 | 36-
Napierstar (T.) . os Blue Star Line oo cae 67-3 | 36+
Shropshire (M.) sane Bibby 88. Co. ee 60-3 | 31:
President Adams . soe Robert Dollar Co. . 62-2 | 28:
President Gartield . Robert Dollar Co. . 62-2 | 28-
Alfonso XTIT, (T.) . Cia. Trasatlantica . ?
President Harrison
: Robert Dollar Co. :
President Hayes. .
Robert Dollar Co.
Robert Dollar Co. .
Robert. Doll
Cle. Gén, Trans
Kibby 8.8. Co, ;
Robert Dollar Co.”
President Monroe .
President Van Buren
Chicago er
Cheshire (ML).
President Polk
Helen Vinmont
Agwistone eee
Hakusan Maru(T.) . . .
Johan de Witt. 6 6 6 e
Diomed (T.)_:
Infanta Isobel de Borbon™
(T.&R.). 2 6 2 6
Calchas(T.) 2 6 6
Menelaus(T.) . 0. 6 6
Perseus (T.) .
Bernardin de Saint Pierre
City of Honolulu .
10, oat Exploration Grandidier ?
10,229; Ixion 2. 6 1 ee
Vestris. . ke . Lamport & Holt, Ltd. .
Lemoyne . . C Linganvee os
Dorlestar (T.) 20. . Blue Star Tine 22.
Winifredian : z F. Leyland & Co... ee
Haruna Maru (T. 7 . . Nippon Yusen Kaisha 3
Hakone Maru (.) . Nippon Yusen Kaisha. .
Hakozaki Maru (‘T.) . Nippon Yusen Kaisha. .
Herminius . 6 . Shaw, Savill & Albion Co. .
Calefornia Petroleum Corp.
Ar eRtlcs Guilt & W. Indies!
nisvon’ ‘Yusen Kaisha) |
Nederland Stoom, Maat.” |
China Mutual 8.N. Co.
Cia. Traeatlantica cate
Ocean 8.8. .
Ocean §.8. Co. see
China Mutual 8.N.Co. .
Messageries Maritimes.
Los Angeles 8.9. Co.
Messageries Maritimes
China Mutuai 3.N. Co.
+ * See votes on p. 433.
438 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
LARGEST MERCHANT VESSELS OF THE WORLD—continued.
28 ee L.* | B.*| D.*
a Zs | Date , ; i
z a mame: 32 | puilt| Fine. Coyners. (tty | ct | att
&
8 BE |
10,224 | Talthybius . 14 | Ocenn $8. Co. -| 506-0 | 60-3
10,196 | Araguaya | 16} Royal Mail Co.. +| 515-2 | 61-3
10,184 | Yorkshire (T.) . 15 Bibby 8.8. Co. 1] 482-4 | 58-3
10,171 | Flandria (T.) {14 Hollandsche Lloyd 450-1 | 59-2
10,138] City of Nagpur 22] 14 City Line, Ltd. +] 469-9 | 59-3
10,137 | Reina Victorla-Eugenia |
(T. & R.) 3 7 ‘Cia. Trasatlantica. . . .| 480-0 | 61-3
10,123 | Meduana (‘I 133 Cle. de Nav. Sud Atlantique .| 484-2 | 59-3
10,123 | Mosella (TY. 13) | Cle. de Nay. Sud Atlantique .| 484-2 | 59-3
10,121 | General Belgrano . 2 alot . | Akt. Ges. Hugo Stinnes . -6| 59-1
10,117] Vasari... 2 5. 2] 12 | 1909] Br. | Lamport & Holt, Ltd. 59-3
10,092 | Commissiare Ramel ? | 1920] Fr. Messageries Maritimes 59-2
10,038 | Aeneas . ae 4 |3910} Br. | Ocean 8.8.Co. . . 60-4
10,048 | Ascanius 4/1910] Br, -OceanS.8.Co. . . 60-4
10,012 | Oscar IL, 6 |1901] Den. | Forenede Damps. 8. 58-3
10,006 | Tilawa - 1924] Br.” | British India 8.N. 59-3
10,000 | Anchises 1911] Br. | Ocean $.8.Co, 6 60-4
10,000 | Talma . 1oz3 | Br. | British India 8. N. Co. 59:3
t * See notes on p. 433.
NUMBER AND TONNAGE OF MOTOR VESSELS (EXCLUDING VESSELS
FITTED WITH AUXILIARY MOTORS) OWNED BY VARIOUS NATIONS.
June, 1922, June, 1925, June, 1926. June, 1927,
52 | | :
a Gross Gross
No. steely No.) tonnage. | NO | tonnage. | No | ieee
i}
|
Gt. Brit. & Ireland} 214 355,461} 220) 783,784] 251 953,852! 291) 1,167,301
British Dominions 99 86,973 69) 87,272] 87 88,087, 100° 94,959
United States * 142) 183,083| 182; 216,889] 149 241,309. 188 $49,786
Denmark . . . | 104 165,810; 56} 171,964) 61 198,388; 68 219,246
France sone] 65 33,656 27) 34,824) 29 40,195} 26 84,377
Germany. . . 99} 73,127; 78; 233,612] 106} 284,188! 112 = 815,141
Holland 95, 75,684; 64| 124,262) 75 147,151; 85' 192,807
Italy oe 91 88,330; 41! 124,901} 52 208,613! 64 363,822
Japan. . . .| 8 6,090] 42 41,376] 58 64,372! 73 99,290
Norway . . . | 240 197,973] 156, 324,567| 187] 493,478, 197! 580,551
Spain . a ‘47 18,104 17 18,442) 19 24,899 25 45,927
Sweden . . «| 160 166,679] 120 259,900] 117 288,944/ 119; 295,646
Other countries . 224° 144,293 88, 67,501} 104 146,119) 120' 207,718
World's total *. /1,588, 1,535,263 1110 2,389,244 |1.295) 3,174,540 11,468 38,966,571
ec ee ee ee ee
* Excluding American Great Lakes vessels.
VESSELS CLASSED BY VARIOUS SOCIETIES. 439
NUMBERS OF VESSELS CLASSED BY VARIOUS CLASSIFICATION
SOCIETIES.*
Society. 1918. J 1919, | 1021. | 1928, | 1925. | 1926. | 1927.
1
i | ff
Lioyd’s Register. . . . . . . {10,466] 9175 10,154) 10,296! 9973 | 9950 | 9947
British Corporation. . . ; 876 | 1002 | 1190 | 1806 1253 | 1817 | 1344
American | Record of American and |
Bureau of) Foreign Shipping . | 846 | 926 , 2216 | 2392 2181 | 1886
Shipping {Gt. Lakes Register. . | 572 | 442 | 892 416) 883 881) 359
Bureau Veritas + + + + « «| 5165 | 5706 | 6887 | 4998} 5185 | 5553 | 5048
&
2
e
Norske Veritas . . . . . . . | 1604] 955 | 1109 1242) 1220 | 1806 | 1823
Registro Italiano . . . . . . 1442] 699 | 1280) 1872: 1826 | 1564 | 1623
Germanischer Lloyd . . . . . | 2848] —} | 2219 | 2799, 2855 | 2848 | 2882
Veritas Adriatico . . . . . .} 1146] 516) 471 | + | t t t
= Many vessels, of course, are not exclusively classed in one Register.
+ The Veritas Adriatico is ‘now amalgamated with the Registro Italiano.
No data available.
FLUCTUATIONS IN THE PRIOE OF A NEW, READY, 7,500-TON (D.W.)t
CARGO STEAMER.
Pertod. tan Go
&
1898 (Sept.). . 2 1. 1. ew ee we ee | 48,500 67
1900 (Nov.). 2. 2. 1. 2. 1 ee ee eee | 60,630" 8:4
1905 (June). . 2. ww 1 we wee | (86,500 50
1908 (June)" |. | ew we ee ee | 86,000 49
N9IO2(Fan:)* 2ocds be vee sen WRAL xe ED 24 89/000: 53
1912 (Nov.). . . aA NS leh gat wahe Gs glenetis 58,000 TT
1914 (June). . Se Ses Meade ee se oo] P00: 57
JOIN (lan beh ea a ay ae ae ee 60,000 | 80
1916 (June). . 2. 2 ws s+ +. «| 82,600 11:0
1915 (Sept). . 2 2 we ee ee | 08,750 | 125
191G (Jani) 55 5 35 ce ie hoe ae cs a? Se ; 126,000 167
1916 (June. © 2 we ee - +. + | 180,000 24:0
1916 (Dec.). . toe ee ee es | 187,500 | 25-0
1918 (Jam) 2 2. ee ee ee ee ee | 165,000 22:0
1918: (June)se 2 oe es ee ees - | 180,600 | 24-1
1919 (Jan.) 2. ew ee eee ee | 169,000 22°5
1919 (June)... 2 ee. ee. | 195,000 | 26:0
1920; (Jan:). 5. ye cs ns ae ey eh i Se . | 282,500 81:0
1920 (March) - . . 2 ll Ll. 1 | a68'60 | 845
1920 (June)... » ee. 2 | tg0}000 | 24-0
1921 (Jan.) . ie eka ae a a 050008" | 14-0
1921 (June)... ners ead ey: 03,750 | 85
1992 Jan.) . - . . . ws. | 60,000 | 8-0
1922 (June). . . . ; +. 4 + + | 62000 | 88
19985 (San: c- e Pal Gy to oto sae ee he os 65,625 88
1928 s(Tune)) sys. 28) Se ee secrete Meee ae 62,500 8:3
joo Jan.) 2 ss fe fet et fT 60000 | 80
1924°(Jun®) 6s. es 60,000 8-0
1925 (Jan.) . sk ; . . . «| 61,500 | 8-2
1925 (June) . 3 4 oe ee ee | 85,500 4
1926 (Jan.) . dole Rae ete he Ss lige t500) | 70.
1926 (June). . . . Gare pay st haa 52,500 TO
W027 Wan}. a 6 ee ee ef OGTR | OL
1927 (June). . . 2. 2. 1 ew ee ee | «68,000 84
Compiled from “ Fairplay,” July 7, 1927.
Nors.—The highest and lowest prices are given in heavy type.
* Highest pre-war figure.
+ The table is now based on a single-deck steamer of very specification, built to Lloyd's Register
latest rules, partly of continental steel, with no deep tank, donkey boiler, or Grain Act requirements ;
length 380 ft, breadth 49 ft., depth 29 ft., carrying 7500 tons deadweight at 10} knots on 23' 8° draught.
‘rom 1898 to 1906 the vessel used was 360 ft. long by 48 ft. beam by 30’ 10” depth, carrying 7000 to
7250 tons deadweight on 24’ 6’ draught. In 1906 the revised Board of Trade rules enabled the freeboard
to be reduced, thus increasing the deadweight by 60 to 80 tous, while in.1910 changes in the Rules of
Lioyd’s Register of Shippiog permitted of lighter scantlings, adding an additional 160,tons to the deadweight.
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
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BRASSEY’S NAVAL AND SHIPPING ANNUAL.
442
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448
FREIGHT RATES.
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444
BRASSEY'S NAVAL AND SHIPPING ANNUAL.
NUMBERS OF MERCHANT VESSELS OF VARIOUS SPEEDS.+
speed. | Number. Speed. |] Number.
| 1910. 1922, 1924. 1925. 1926. 1927. !1910, 1922, 1924. 1925. 1926. 19°27.
25 knots and over! 16}knots, 45] 44, 53 43 51! 50
24, to95 . | » | 126] 181/132 147 162 163
933, (4 | ». 47] 85° 45 55 52° 53
92 93 ! | 915] 185. 201 182 205 | 217
a1 0 (afl. » | 85] 81, 102 100 100° 102
20 =, 21 » | 276 | 289 ; 819 322! 827 | 336
19, © .20 mn, 138] 170 | 172 169 169 | 170
184 knots. 3 | 462 | 458 | 461 441 451 456
182 » 206} 158 195 186 211 + 203
lip. % » | 732 | 790 | 853 839' 918 | 909
FY ieee | 120 ' 121 | |
* This figure includes all merchant ateamers of 20 knots and over in existence in 1910.
t ‘The speeds used in compiling these tables are as given by the owners.
FASTEST VESSELS OF THE WORLD.t
Gross Date 7 Le .# pee
ee, Name. rounage.| built. | Flas. Owners. (ft. dey. e
Majestic aye 56,551 | 1921 | British White Star Line 1/582
Mauretania . . .|30,696] 1907 ee Cunard Line 0157-1
Anglia. . . . «| 3,460] 1920 Ps L.M.S. Railway Co, "2117-2
wo ||Hibernia . . . «| 3,458] 1920 eS rs 217-2
gy Cambria oa 1921 op 17-2
wo \|Scotia any 1921 5 3417-2
ag Chemins de Fer de
Versailles. . . 1919 |French Etat Francais | 21-4
(Southern Railway Co.)
Paris res 1913 [British] Southern Railway Co. 15-2
Leviathan. . . 1914 U.S. U.S. Shipping Board 58-2
red France. . ‘é 1912 |French| Cie. Gén. Transatlantique |6 6148°5,
oo} a Maid of Orleans . 1918 | British} Southern Railway Co. 116-0
ee § \|Biarritz . . 1915 on oo”. “1/24-0
a8 | Newhaven ae 1911 {French { onhnt Feaneaie’ | 1
Rouen . . «| 1656] 1912 » || (Southern Railway Co.) 23-1
Berengaria So ve 1912 |British Cunard Line g 3/5771
oa | |Aquitania . . 1914 ” " y UAT
au ]|H.F. Alexander. . 1914 U.S. Admiral Line : 21-0
oo Viking. .« 2. 1905 {British [Isle of Man Stm.Packet Co, ¥ 16-1
a 8 Engadine . Obs: 1911 ” Southern Railway Co. S WLS
Riviera 2. ke 1911 ” ” 316" “115-8
Olympic . 6 1. lvl rs White Star Line 1352-5] 92°5|59-5
Paris. ta 1921 |French| Cie. Gén. Transatlantique |735°4) 85°3/59-1
Prinses Juliana | 1920 | Dutch Stoomvaart Maat- 350-4] 42-7/23-9
Mecklenburg Ave 1922 ” i schappij, ‘ Zeeland” } 350-4] 42-7/23-9
& | | Isle of Thanet ona 1926 |British} Southern Railway Co. {329°5) 45°1/17-1
im Maid of Kent. . . 1925 ” ” 1329°5| 45°1)17-1
3 Manxman. ake 1904 ie Isle of Man Stm, Packet Co|334-0} 43-1]17-3
3 Mona’s Isle . . 1905 ” on 311-2) 40-1)15-8
3 St. Andrew Pigne 1908 3 Fishguard and Rosslare }/351:1] 41°1|16°5
@ {{St. David . cee 1906 ” Railways and Harbour }/350°8} 41°1]16-°5
g St. Patrick eas 1906 ” Company 350-8} 41°1/16-5
Snacfell ay as 1906, bey Isle of Man Stm.PacketCo.|315-0| 39°6)15-7
Victoria 2. 1. 1907 e Southern Railway Co. {311-0} 40°1/15-8
'|Wahine . . . , 1913 A Union S.S. Co, of Now [375-0 52°2/25-6
Zealand
* Rogistered dimensions:
nee note on p. 433.
+ The speeds used in compiling this table are as given by the owners.
445
PARTICULARS OF LARGE SHIPS OF VARIOUS NATIONALITIES.
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zed og qyim od . . . 120,000 99,000} 29,000 25,000| 48,000 24000
Norway. | 307,000 | 53,000! 50,000 89,000] 37,0008, 24/000
Spain. 530,000*| 520,000, 128,090 73,000] 35,000 33,000
Sweden. | 204,000 | 22/000; — 13,000] 9,000, +
Other Countries t. 192,000 | 195,000} 83,000 154,000, 100,000 77,000
World’s total. |10,984,249 |9,128,000|6,888,000 5,078,000 |5,845,000 [6,086,000 4,076,000 |4,000,000
* Estimated.
+
§ Figures at October, 1926, available only.
No data available.
Mainly belonging to countries shown above,
bi
i Figures at May Ist, 1927, available only.
4 Partly estimated.
(NotE.—A reference is given, in the 1926 edition of the Annual, to the available information regarding the laying-
)
up of tonnage prior to January, 1922.
PAY IN THE MERCHANT SERVICE.—Monvruty Rares.
Foreign-going Cargo Steamers.”
Rating. 1914. 1924. 1926. ¢ 1927.§
ee &£ al & 8. 28\|8 & £2 8/k 6. £ 8
First Mates . | 12 5tol4 5/17 10 to 26 10/16 O0to25 0/16 Oto25 0
Second Mates .| 9 6,, 1215/15 0,, 1810/13 10 ,, 17 0/13 10,,17 0
Third Mates. ./ 7 10,, 1010/13 0,, 14 0/11 10, 12 10/11 10,,12 10
Chief Engineers 16 15,, 24 0/21 10,, 3410/20 0,, 33 0/20 0,,33 0
Second Engineers | 12 5 ,, 14 15/17 10,, 2610/16 0 ,,25 0|16 0,,25 0
Third Engineers. | 8 15,, 11 15|15 0,, 1810/13 10 ,,17 0/13 10,,17 0
Carpenters 7 » 710/1210,, 1610) — — |11 10to15 10
Boatswains . .| 6 » 610/11 10 (Fixed | 10 10 (Fixed | 10 10 (Fixed
rate.) rate. rate.)
Firemen. . .| 510,, 6 0/1010 mA 9 10 ss 9 10
AbleSeamen . 5 0, 510/10 0 s. 9 0 = 90
* On Oil-Tank Vessels, the 1924, 1926 and 1927 rates are supplemented by the
following percentage additions :—
Chief Engineers . ra ee ee 134 per cent.
First Mates and Second Engineers a Sepgs: Sa ”
Other Mates and Engineers. 7
On Motor Vessels there is a special National Standard Scale of Pay for Engineer
Officers substantially higher than on steam-driven vessels.
+ The 1924 figures are the National Maritime Board standard rates of pay,
effective from September 5, 1924, and based, in the case of Navigating and
Engineer Officers, on tonnage and seniority,
} National Maritime Board standard rates effective from August 1st, 1925.
On Passenger Liners, Navigating and Engineer Officers, as a rule, receive now,
as before the War, wages from 10 to 25 per cent. higher than the Standard Cargo-
Vessel rates.
§ National Maritime Board rates revised to January Ist, 1927.
DISTANCE STEAMED BY SHIPS OF DIFFERENT SPEEDS. 449
Distance Steamed, per day (Nautical Miles)
erouy us pasds sedis
nt en ee ee es 8 8 8 Bs
DISTANCE STEAMED IN ONE DAY
BY SHIPS OF DIFFERENT SPEEDS.
NUMBERS OF MERCHANT VESSELS USING THE VARIOUS TYPES OF
PROPULSION.*
(Excluding vessels of less than 100 tons gross.)
Country.
Great Britain and Ireland . 8,216
British Dominions . 2,439
British Empire . 10,655
United States 3,940
Belgium . 224
Denmark. 748
France 1,752
Germany 1,990
Greece 3 484
Holland 1,156
Italy . . 1,429
Japan 2,035
Norway 1,805
Spain . 885
Sweden . . 1,371
Other Countries | 3,138
Total 1,468 | 1,373 | 24,389 | 122 | 1,076 | 3,184] 31,612
* Excluding American Great Lake vessels and Japanese sailing vessels.
2a
450 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
COMPARISONS OF STEAM AND OIL-ENGINED VESSELS.
The table given herewith of comparisons of the cost of operating steam and oil-
engined vessels is the same as was given in last year’s issue of “ Brassey’s Annual,’’
age 447,
i The savings consequent upon the installation of Diesel machinery compel atten-
tion. The relative positions occupied by vessels propelled by the various types
of prime movers will be noted.
It is impossible in any such comparisons to take fully into account all the factors
which may operate in the case of vessels trading on different routes, but it is hoped
that the figures given herewith will indicate the nature of the relative costs.
The following savings, which are effected by the installation of Diesel machinery,
have not been taken into account: less fuelling costs, demurrage, no stand-by losses,
less cleaning ship, higher average speed in a seaway, reduced fuelling appliances
required, etc.
1
\DIESEL ENGINES. RECIPROCATING STEAM-ENGINES.| TURBINES.
4-cycle single-
‘Type of propelling fctingreversible,, —Triple-expansion engines, | With reduction
y. crosshead. cylindrical boilers, Howden's | gearing, oil-
Diesel electric: | forced draught, Superheat, | fired, Superheat,
driven 50° Fabr. 160 Fahr.
auxiliaries.
Coal-Fired ‘ Oil-Fired
Boilers. | Boilers.
Total deadweight in tons 10,050 10,280 10,235 10,235
Freight-earning cargo in '
tones 6 ae 9,857 7,880 | 8,555 8,743
Average sea - power,
horse-power - . . 2,500 2,800 2,800 2,500
(Shaft) (Indicated) | (Indicated) (Shaft)
Radius of action in miles 10,500 10,500 10,500 10,500
Fuel consumption per
brake horse - power
hour, including auxili-
aries, in lb. my ae 0°45 2:0 14 11
* Fuel consumption Per j
day in tons ads 121 585 87°5 29°5
Fuel consumption per
voyage of 16 days, in
tons. 2. we ew 194 1 856 600 4712
ComparaTiVE Costs oF WoRgING.
Provisions, total Per ' ‘
month . £151 £184 15s. Od, | £156 10s. Od. | £156 10s. Od.
Wages, total er month . £404 £468 £408 £408
Fuel, per 16 days’ sailing £776 £1,070 £1,800 £1,416
(£4 Os. Od. (£1 58. Od. (£3 Os. Od, (£8 Os. Od.
per ton) per ton) per ton) per ton)
Fuel, per month of 24
days’ sailing . . £1,164 £1,605 £2,700 £2,194
Cost of running for one
year of 288 days’ sailing £20,628 £27,096 £39,168 £32,265
Tons of freight-earning
cargo carried, assuming
9 round voyages per
year, each of 32 days’
total sailing out and
home . 168,426 141,840 153,990 157,274
Cost per ton’ of cargo
carried per 16 days’
sailing out and home .
Cost per ton-mile
8s. 10d. 5s. 1d. 43. 1d.
Oll4d. 01524. -0121d.
* Calorific value of ofl fuel taken at 19,000 B.Th.U.'s. Calorific value of coal taken at 13,500 B.Tb.U.'s.
Note.—No cognizance has been taken in the above table of the fact that with Diesel sbipe, bunker
fuel ofl, costing £3 per ton, can be used.
smaias ajdnipend || “mBays PU TIO § “aoyjoafay Beaty f “ou18u9 U0 JosverdwI09 ON 4
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452
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
IMPORTANT DATES IN THE DEVELOPMENT OF MARINE
PROPELLING MACHINERY.
Approximate Date of Introduction in the United Kingdom.
Merchant. Naval. |
Compound engines . _ 1860 - | 1865
Triple-expansion engines _ 1880 - | 1885
Quadruple-expansion en- |
gines . _ 1890 | Not fitted . . .!) —
Cylindrical boilers . - 1862 _- | 1869
Water-tube boilers Cross-channel . . | 1911 | Destroyers . « | 1893
a Ocean liners . . | 1914 | Battleships . . 1897
Direct turbines . . . | Cross-channel . . | 1901 | Destroyers. . . | 1898
Ocean liners . . | 1905 | Light cruisers. . 1904
Battleships . - | 1906
Combination engines and ‘
turbines . . . | Intermediate liner. | 1908 {or cruising only) 1902
Geared turbines . . Single-reduction 1911 | Single-reduction . ‘ 1913
Double-reduction . | 1916 | Not fitted eel
High pressure turbines . | Single-reduction 1926 | Destroyers . . . 1 1926
Electric propulsion . . | First attempts . 1904 | Not fitted . 2... —
Modern plant . 1912 feat _-
Oil fuel burning . . | First attempts . 1870 | Coal and oil—
Destroyers . . , 1902
Battleships . . 1904
Modern plant . 1892 | Oil alone—
Destroyers - 1910
Battleships . . 1913
Heavy oilengines . . ! First attempts . 1904 | Tender . » .) 1914
Modern plant . 1910 | Submarines . . 1908
Double-acting . 1924 _ i
Supercharging . . | 1925 =~ Kener
MARINE ENGINES UNDER CONSTRUCTION IN THE WORLD *
(Recorded by Lloyd’s Register of Shipping as at the end of December, 1926).
Steam Engines. |
Count | Oll Engines. Total.
in whic Reciprocating. | Turbines. |
building. =e
No.| LP. |No., SHR. | No. | LHP. | No., HP.
Gt. Britain & Ireland] 136 | 220,223 | 20 209,000 } 62 | 291,512 | 218 720,735
British Dominions .| — —- =_ Se ioe Bay a iid
British Empire . 136 | 220,223 | 20 209,000 | 62 | 201,512| 218 720,735
United States . .| 4] 7,100] 11' 90,525! 15 “41,710! 30° 139,336
Denmark a 4 5,500; —' — 16 | 42,055} 20 | 47,555
France . . 7 | 23,750| 1, 52,000 7 | 33,400) 15 109,150
Germany. . -| 32] 41,480) 4 | 50,600, 31! 79,490| 67 | 171,670
Holland . +| 26) 35,750] —, — 20 | 62,490} 46; 98,240
ltaly . zi 2 3,050; 2 43,000 | 25 | 168,450) 29 | 214,500
Japan. 4| 5,230} 4° 15,200; 8| 21,200] 16 41,630
Norway . 9 6,350 | — _ -' = 9 6,350
Sweden . 3 4] 2990;/—, — 80 | 49,500] 84 52,570
Switzerland . = ie ae 10, 46,980} 10! 46,980
Other Countries 17] 13,800! 4° 26,900 3! 6,740] 24! 47,440
Total 245 | 365,213 | 46 | 487,226 i 277 | 843,617 | 568 | 1,696,055
i |
* The horse-power is compiled from figures given by the makers; only engines intended for
ea-going vessels are Included.
453
PROGRESS IN MARINE MACHINERY.
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“AMANIHOVW ANIUVN NI SSHUDOUd
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
454
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455
PRODUCTION OF COAL IN PRINCIPAL COUNTRIES.
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(“pa3}1M0 8,000 a's ‘suo, Jo spuvsnoy],)
456 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
COAL PRODUCTION AND DISTRIBUTION OF THE
UNITED KINGDOM.
Year. eater coustenptice! Exported* | Foreign ‘trede.)
* | criousand tone.) | (Thousand tona,) | (Thousand tons.) | Vy Gueand tons.)
1902 227,095 168,788 48,159 15,148
1903 230,334 168,584 44,950 16,800
1904 232,428 168,981 46,256 17,191
1905} 986,129 | - 171,256 47,417 17/396
1906 251,068 176,878 55,600 18,590
1907 267,831 185,602 63,610 18,619
1908 261,529 179,508 62,547 19,474
1909 268,774 180,983 63,077 19,714
1910 264,483 182,822 62,085 19,526
1911 271/892 188/029 64,599 19,264
1912 260,416 177,681 64,444 18,291
1918 987/412 192/980 73,400 21,032
1914 265,430 187,854 59,040 | 18,536
1915 258,179 196,013 48,535 | 13,631
1916 255,846 204,506 38,352 12,988
1917 248,041 202,817 84,996 | 10,228
1918 226,557 186,048 81,753 } 8,756
1919 299087 | 181,766 35,250 | 12021
1920 229,295 190,523 24,932 | 13,840
1921 164,344 128,757 24,661 | 10,926
1922 250,808 «168,850 64/198 18,259
1928 278,141 180,533 79,450 | 18,158
1924 269,134 189,793 61,651 | 17,689
1925 246,671 179,417 50,817 16,437
1926 126,280 88,780 t+ 80,000 | 7,500
* Excluding coke and manufactured fuel.
+ Owing to the extended coal stoppage which prevaiied during seven months of 1926, over 21,000,000
tons of coal were imported into the U.K. from abroad. The total home consumption for 1926, including
importations, and also including coal worked during the stoppage fur which no figures are available, is
estimated at 128,000,000 to 133,000,000 tons,
COAL PRODUCTION AND DISTRIBUTION OF THE
UNITED STATES.
Year, peboneuon® et |. Exported. (iets tele )
(Thousand tons.) | (Thousand tons.) | (Thousand tons.) | CPhousana tous.)
1902 269,277 Figures not 6,127 Figures not
available available
1903 319,068 7 8,812 ”
1904 814,122 x 8,573 ‘i
1905 350,645 A 9,189 ”
1906 369,783 354,736 9,922 5,125
1907 428,896 409,989 13,153 5,754
1908 871,288 853,411 11,853 6,024
1909 411,442 892,786 12,537 6,119
1910 447,854 427,602 13,806 6,446
1911 443,189 419,089 17,433 6,667
1912 477,202 451,713 18,149 7,340
1913 508,893, 479,051 22,141 7,701
1914 458,505 433,607 17,632 7,266
1915 474,660 446,884 20,305 7,471
1916 526,873 495,904 23,143 7,826
1917 581,609 548,077 26,649 6,883
1918 605,546 575,622 24,392 5,532
1919 494,600 464,808 22,402 7,343
1920 577,738 529,161 89,415 9,362
1921 452,139 419,762 24,829 | 7,548
1922 425,849 408,280 13,449 4,120
1923 572,182 543,935 23,700 | 4,547
1924 512,048 489,208 18,851 3,989
1925 514,605 491,832 18,429 4,344
* Figures given include both anthracite and bituminous coal.
1926 figures not available.
oigiizes by GOORle
Cc
“EXPORTS ” OF NEW SHIPS FROM THE UNITED KINGDOM.
“EXPORTS” OF NEW SHIPS FROM THE UNITED KINGDOM.
Surrs not REGISTERED aS BRITISH, WITH THEIR MACHINERY.
457
Steam Shi,
(other than Sailing Ships
War Vessels (in-
Year. cluding ieshionry ay renee other a Total of New
and Armament). | ine Machinery. | including Boats.
z z= | z & £
1903 74,480 2,798,737 1,222,108 188,504 4,283,829
1904 388,600 2,570,835 1,164,779 330,937 4,455,151
1905 50,000 3,693,422 1,516,183 171,693 5,431,298
1906 2,800,000 3,973,873 1,668,592 201,706 8,644,171
1907 554,700 6,586,449 2,550,702 326,262 | 10,018,113
1908 1,879,994 5,902 428 2,505,280 189,773 10,567,475
1909 247,000 3,698,556 1,819,618 161,940 5,927,114
1910 4,894,500 2,553,427 1,209,119 113,158 8,770,204
1911 25,000 3,745,349 1,632,402 259,564 5,663,115
1912 765,000 4,243,308 1,750,351 268,503 7,027,162
1913 2,617,100 5,867,179 | 2,336,509 205,742 11,026,530
1914 308,385 4,716,226 1,784,900 123,043 6,932,554
1915 _— 1,170,606 | 472,597 49,548 1,692,661
1916 20,000 154,372 481,703 34,510 1,290,585
1917 _ 706,084 | 347,354 33.869 1,087,307
1918 = 778,525 | 229,292 39,517 1,047,334
1919 = 1,708,961 | 505,652 118,718 | 2,398,331
1920 - 26,280,243 295,771 26,576,016
1921 _ 29,523,833 470,615 29,994,448
1922 — 30,222,080 220,485 | 80,442,515
1923 = 9,566,187 148,474 9,714,661
1924 — 5,257,957 264,388 5,522,345
1925 14,354 5,996,585 265,384 6,276,323
1926 19,300 4,008,979 } 297,433 4,325,712
HIGHEST AND LOWEST IRON AND STEEL PRICES, 1914-1926.
| 1gl4. 1918, 1920. 1922. 1924, 1925. { 1996.
as ne a pg Ar oe NL Be Wa Oe | ee a ee af OR Re aR el eee
Marked Iron Bars,('9 O 0/20 0 0/3310 0,16 0 0 15 0 0/15 O OO 1410
S.Stafis . . . U 810 0/1415 0} 2615 0/1810 0/1410 0/14 0 O/ 14 O
Common Iron Bars,\ 8 2 6/20 0 0/30 0 0/18 0 O 1210 0} 12 0 0/1210
Cleveland. . } 710 0/| 1415 0 | 24 5 0/1010 0,)12 0 O/11 0 0/11 5
Steel Ship Plates, »)/ 710 0} 1610 0 | 2410 0 | 1010 0 1010 0} 915 0; 812
Middlesbrough } 7 00/1110 0}20 0 0; 9 00, 910 0; 7 5 0] 7 5
Steel Ship Angles,j.7 5 0/16 2 6/24 0 0 | 10 0 0;10 0 O| 9 5 OO} 717
Middlesbrough . } 615 0/11 2 6/1910 0} 812 6; 9 5 0/ 7 0 Oj 7 O
Steel Ship Plates,{ 7 5 0/1610 0| 28 5 0/1010 0 1210 0/ 915 0; 8 5
Glasgow . . . 2/617 6/1110 0/2110 0) 8 5 0; 915 0} 8 00) 7 7
Steel Ship Angles, 7 0 0) 18 2 6} 2610 0 10 0 0/10 0 0} 910 O; 8 2
Glasgow . . . } 6 7 6/11 2 6/1910 0 8 5 0| 710 0} 617
Steel Boiler Plates, 8 5 0/1710 0; 381 0 0/1410 0, 14 0 0/1310 0} 1110
Middlesbrough . 8 0 0/1210 0}; 22 0 0/1210 0;13 0 0/1110 0/11 5
Steel Boiler Plates,);7 5 0)1710 0| 3110 0/1410 0,14 0 0|13 0 0 |
Glasgow. . } 7 0 0/1210 O/ 24 0 0/1210 0:18 0 0/11 0 0/11 0
WEEKLY TIME WAGE RATES OF SHIPYARD TIME WORKERS.
ie | Britain ¢ Germany Holland
Grade of Workman. (Tyne), amburg). | (Rotterdam).
October, 1925. une, 1925. October, 1924.
eae aa s. d. roe ST ee ae ee Sea
Skilled . . . . 55 6 35 8 to 37 10 | 44 6
Semi-skilled 41 6 32 ll to35 1 38 9
Unskilled | 38 6 28 1to30 3 33 0
* Time wages in British yards have varied in the following manner since 1914. The figures
given are the average of recognised rates for a full normal week, at the dates given, in nine
principal centres :—
Shipwrights .
Ship joiners .
Labourers
Aug. 1914. Dec. 1920.
a. d. 8. d.
41 4 91 3
40 0 lol 4
22:10 70 5
Digtized by Google
Mar. 1926.
a. d.
oon
OS SCOMAMDOAOMOSCOOR
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
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VALUES OF IMPORTS, EXPORTS AND RE-EXPORTS. 459
VALUES OF UNITED KINGDOM IMPORTS, EXPORTS AND
RE-EXPORTS.
—_————
Exports.
re ‘otal or
aie = ee
British Produce. | and Colonial Total Exports.
| ‘oduce.
£ £ , £ £ £
1890 420,691,997 268,530,585" 64,721,533 $28,252,118 748,944,115
1900 523,075,163 291,191,996 | 63,181,758 354,373,754 877,448,917
1910 678,257,024 430,384,772 | 103,761,045 534,145,817 | 1,212,402,841
1913 768,734,739 525,253,595 109,566,731 634,820,326 | 1,403,555,065
1914 696,635,113 430,721,357 | 95,474,166 526,195,523 | 1,222,530,636
1915 851,893,350 884,868,448 99,062,181 483,930,629
1916 948,506,492 506,279,707 97,566,178 603,845,885 *
1917 | 1,016,164,678 527,079,746 69,677,461 596,757,207 | 1,660; 921, 1885
1918 | 1,316,150,903 501,418,997 80,945,081 532,364,078 | 1,848,514,981
1919 | 1,626,156,212 798,638,362 | 164,746,815 963,384,677 | 2,589,530,889
1920 | 1,932,648,881 | 1,334,469,269 222,753,331 | 1,557,222,600 | 3,489,871,481
1921 | 1,085,500,061 703,399,542 106,919,306 810,818,848 | 1,895,818,909
1922 | 1,003,098,899 719,507,410 103,694,670 823,202,080 | 1,826,300,979
1923 | 1,096,226,214 767,257,771 118,543,805 885,801,576 | 1,982,027,790
1924 | 1,277,489,144 800,966,837 | 139,970,143 940,936,980 | 2,218,376,124
1925 | 1,320,715,190 773,380,702 | 154,036,799 927,417,501 | 2,248,132,691
1926 | 1,242,863,679 651,892,504 125,565,633 777,458,137 | 2,020,321,816
j
* Excluding value of ships and boate (new) with their machinery:
figures,
this item is included in the later
VALUES OF UNITED STATES IMPORTS AND EXPORTS, SHOWING PER-
CENTAGE CARRIED IN AMERICAN VESSELS.—(By Ten-YEaR PrERiops
GENERALLY.)
By Sea (including all Great Lakes water-borne
foreign Commerce).
By Land
F ; Vehicles. | Total by Land
In American | In Foreign | f $ and Sea.
Vessels. Vessels. | Total. | ‘eer cent. = Value in Value in Dollars.
Value in Valuein | Valuein Dollara, American) Dollars.
Dollars. | Dollars. |
113,210,462; 14,358,235 127,559,679 88-7 _ _-
129,918,458] 14,447,970 144,366,428; 89:9 _ Coo
198,424,609| 40,802,856! 239,227,465! 82:9 | _ _-
230,272,084) 90,764,954 330,037,038! 72-5 _ _
507,247,757, 255,040,793; 762,288, 650| 665 ae
352,969,401! 638,927, 488) 991,896,889) 35°6 _ 991,896,889
258,346,577! 1,244,265, 433| 1,482,612,011 | | 17-4 20,981,393] 1,503,593,404
202, "451,086 1,371,116,744) 1,573,567,830, 12:9 | 73,671,263) 1,647,139,093
195,084,192 1,894,444,424 2, 089,528,616! 93 | 154,895,650) 2,224,424,266
260,837,147: 2,721,962,475 2,982, 799,622 8-7 | 319,132,528] 3,301,932,150
381,032,496 3,392,028,. 429 | 3,773,060,925, 10'1 605,831,459| 4,278,892,384
368,359,756 3,417,108, 756 | 3,785,468,512 7 473,036,293] 4,258,504,805,
571,931,912 2,420,693, 563 | 3,992,625,475| 14:3 | 450,133,605) 4,442,759,080
948. 908,216: 4,877,132, 995 | 6,826,041,211' 16:3 | 705,326,184) 6,531,366,395
| 1,452,086,468' 6,367,408, 665 | 7,819,495,133' 18°6 = 1,129,908,446| 8,949,403,579
1918 1,688,495,946: 6,015,204, 510" 7,703,700,456' 21-9 1,161,666,318| 8,865.366,774
1919%| 3,823,763,693 6,679,895,162 10,503,658,855, 36°4 1,321,132,067/ 11,824,790,922
1920*| 5,154,337,761 6,830,563,705 | 11,984,901,466 43-0 | 1,523,256,493] 13,508,157,959
1921*, 2,166, 796; 204 3,908,315,192) 6,075,111,396) 35-7 919,036,703 | 6,994,148,099
1922* 2,161,715,609 3,803, 167,434 | 6.964,883,043 31-0 | 881,163,751] 7,846,046, 794
1923* 2,398, ! 218; 424 4,452,363,924 | 6,950,582,348 | 34°5 | 1,001,656,437 | 7,952,238, 785
1924*) 2,544,350, 150) 4, 610; 834, 1030 : 7,155,184,180| 35-5 | 1,046,350,344] 8,201,534,524
1925* 2,609,44 1,847, 5,286,877,517 7,896,319,364; 33-0 1,148,992,334 Hi 045,311,698,
1926* +2,582,754,016 5,314,922,849 7,897,676, -7 | 1,244,741,320] 9,142,418,185
* Up toand including 1918, the statistics given are for years ended on June 30; from 1919 onwards they are
given for calendar years,
t Prelimizary Sgures —liable to correction.
t Including Parcels Post.
460 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
IMPORTS AND EXPORTS OF THE UNDERMENTIONED COUNTRIES FOR
THE YEARS 1913, 1925, AND 1926.
(In Millions of United States Dollars.)
Imports. Exports,
Countries.
1913. 1925, 1926. 1913, | 1925. | 1926,
United Kingdom. . | 3,741 | 6888 | 5,421 | 3,089 | 4,479 | g62
United States. . . | 1,798 | 4,226 | 4,415 | 2494 | 4,910 4,712
France. . . . . | 1,625 | 2,097 | 2,966 | 1,928 | 2,165 | 9,867
Japan. . 1. 364 | 1,056 | 1,118 815 | 946 | 957
Netherlands . . . 1,046 986 977 822 | 726 | 100
Spain <, 2. vi ass 935 | * $22 836 190 227 251
British India... 585 s20 | 1,142 797 | 1,476 1,564
Australia... 380 nt | 71 861 | 752 | 625
South Africa... 187 305 838 v1 | 219 | 198
Norway ... 148 951 216 105 | 187 | 208
Belgium... . s95 | 846 638 701 689 | 540
Sweden . 2... 227 386 399 219 | 365 | 878
Brazil. 2... 827 418 324 318 496 386
ee ees,
ABOVE AS PERCENTAGES OF 1913 FiGURES.
United Kingdom . 100 170 145 100 | 145; 102
United States. . 100 286 246 100 | 198 ! 190
France. . . . . | 100 | 199 | 146 | 100 ; 168 | 178
Japan... .. 100 290 807 100 800 304
Netherlands... 100 94 98 100 Cn
Spin... 1. 100 187 143 100 119° | «182
British India. . . | 100 | 140 | 195 | 100 | 165 | 196
Australia 2... . 100 189 | 198 100 208 173
South Africa 2. 100 161 181 100 | 155 | 187
Norway .... 100 170 187 100 | 178 194
Belgium... . 100 95 ral 100, 98 qT
Sweden 2... 100 170 176 100 167 | 178
Brazil. 2... 100 128 99 100 156 121
461
TONNAGE OF UNITED KINGDOM TRADE.
oor
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462 BRASSEY’'S NAVAL AND SHIPPING ANNUAL.
NATIONALITY AND NET TONNAGE OF VESSELS WHICH ENTERED
AND CLEARED WITH CARGOES AND IN BALLAST IN THE FOREIGN
TRADE OF THE UNITED STATES OF AMERICA FOR THE YEARS
ENDED 30rn JUNE, 1913, AND 3lsr DECEMBER, 1925.
r Percentages.
Entrances. Clearances. §— |————— —
Nationality. H Entrances. Clearances.
1s, | 1925, | 1918. | 1 iis, | 1925. | 1913, | 1925,
Tons.* | Tons.* | Tons.* | Tons.*
American . . , . | 5,241 27,947 5,289 | 27,808] 13:°8| 403] 14:1 396
British . . . . . | 19,697 (25,513 19,360 | 25,9€8 | 51:9 | 36°83 51:5 | 370
Hy |
Other Nationalities :— |
Austrian, . . . 438, — 424 _— 12; — 11 =
Belgian. . . . 352 | 375 356 380 0-9 05 09) 05
Danish . 1. a « 481 | 1,166 446 | 1,165 13 1 12) 17
Dutch . . . . | 1,049 | 1,368 | 1,077 | 1,376 2'8 20 29 20
French . . . . | 1,027 | 1,604 1,034 | 1,663 27 23) 28 24
German +. . || 4,578 | 1,200 | 4,687 | 1440] 121) 19) 122) 21
Italian . . . 838 | 1,910 802 1,978 22 28) 21 28
Norwegian © | || 2,774 | 3249 | 2,708 | 3,256 73| 47) 74) 46
Portuguese . . . 14 L 15 1 _ _- —_ =
Russian. - : :| 190| 4! 180 3] 03) —| o3| —
Spanish . . . 391 425 374 415 10 06 10 06
Swedish. . . . 60 | 653 65 636 0-2 0-9 02; O9
All other Nation- |
alities . . 903 | 3,864 809 4,140 2:3 55 48 58
Total . . . |37,973*|69,378* 37,566* 70,229%] 100-0 | 100:0 | 100-0 | 100-0
Entrances and Clearances. Percentage of | Percentage,
oe Increase or
191s. | 1925, Difference. 25. | Decrease.
Tons.* | Tons.* | ‘Tons.* | = aera
American . . . | 10,530 | 55,755 [Increase 45,225 i4 40 | Increase429
British . . . . | 39,057 | 51,481 |Increase 12,424 52 37 Increase 32
Other Nationalities | 25,952 | 32,371 [Increase 6,419 34 | 23 | Increase 25
Total. . . | 75,689*139,607*|Increaso 64,068*] 100 | 100 | Increase 85
* Figures in thousands, |.e. hundreds omitted.
PROPORTION OF U.S.A. EXPORTS CARRIED IN BRITISH, AMERICAN,
AND OTHER VESSELS, AS SHOWN BY THE OLEARANCES WITH
CARGOES IN THE OVERSEAS TRADE OF THE UNITED STATES OF
AMERICA.
Clearances with Cargoes.
sin, | Forgataco] sans, | Forest
—— |
| Net Tons. Net Tons.
British Vessels . . . . « «| 21,825,638 49 25,968,000 | 87
American Vessels » « . «| 10,917,760 25 27,808,000 40
Allother Vessels . . . . «| 11,739,449 | 26 17,453,000 | 23,
Total Clearances with Cargoes . | 44,482,847 100 70,229,000 | 100
ENTRANCES AND CLEARANCES IN FOREIGN TRADE. 463
ENTRANCES AND CLEARANCES IN THE FOREIGN TRADE OF THE
UNDERMENTIONED COUNTRIES FOR THE YEARS 1913, 1923, AND
1926.
Note.—C=With Cargo only. C & B=With Cargo and in Ballast.
Entrances, Clearances,
Countries,
1913. 1923, 1926, 1913. 1923, 1926,
Thousand | Thousand | Thousand | Thousand | Thousand | Thousand
tons net. | tons net. | tons net. | tons net. | tons net. | tons net.
United Kingdom C 49,068 | 51,084 | 64,176 | 67,824 | 70,668 | 46,956
United States ie
of America } C& B| 53,280 | 66,319 | 76,920 | 53,796 | 66,624 79,044
France c 34,512 | 41,818 | 44,124 | 26,112 | 30,750 | 37,764
Japan C&B | 24,720 | 37,548 | 49,212 | 24,900 | 37,056 | 49,404
Netherlands Cc \ 17,148 | 16,272 | 22,764 | 11,016 { 11,532 | 26,484
Spain C&B. | 25,788 | 24,588 * 28,992 | 20,772 *
British India Cc 6,700 6,573 6,984 8,256 7,787 8,052
Australia C&B.} 5,364 4,848 5,304 6,232 4,896 5,364
South Africa C&B | 5,352 6,137 4,944 5,280 5,005 4,944
Norway Cc | 3,756 3,192 3,132 4,740 4,092 4,968
Belgium c 16,908 | 20,448 | 26,940 | 16,896 | 20,304 | 26,952
Sweden C&B | 13,764 | 12,192 | 13,680 | 17,004 | 12,337 | 13,692
Germany C&B | 26,580 | 30,372 | 38,100 | 26,640 | 30,900 | 38,232
ABOVE as PERCENTAGES ov 1913 FicURES.
United Kingdom 100 104 131 100 { 104 69
Ome of SY} woo | 1e7 | se | 100 | ize | 147
France 100 121 128 100 117 145
Japan 100 152 199 100 149 198
Netherlands 100 95 133 100 105, 240
Spain 100 95 s 100 72 =
British India 100 98 104 100 o4 98
Auscralia 100 90 99 100 94 103
South Africa 100 96 92 100 95 94
Norway 100 85 83 100 86 105
Belgium 100 121 159 100 120 160
Sweden 100 89 99 100 72 81
Germany 100 114 143 100 116 144
© Figures not available.
BRASSEY’S NAVAL AND SHIPPING ANNUAL.
464
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466
BRASSEY'S NAVAL AND SHIPPING ANNUAL.
CaRGoEs (IN TONS WEIGHT) CARRIED IN COMMERCIAL VESSELS THAT PASSED THROUGH THE
Panama CANAL, DURING THE YEARS ENDED 30TH JuNE, 1919, 1920, 1921, 1922, 1923, 1Y24,
1925, AND 1926, DISTINGUISHING THE PRINCIPAL NATIONALITIES.
ete Weight of Cargoes carried.
of: Neatels 1919. | 1920. 1921. 1922, 1923. 1924. 1925. | 1996.
British. , |1,876930 9,680,568 | 9,738-257 | s,guo1 | 4,099'317| 6,051 842 snitasal 6,730 883
American | |
(U.S.A.) . | 2,758,886 , 4,547,140] 5,163,025 | 4,950,519 | 11,055,150 16,654,435: 13,080,200 18,710,956
Norwogian . | 577,679} 404,323] 637,887] 408,268 704,292, 589,101) 849,708 1,051,278
Japanese . | 503,427' 726,938| 758,617) 1,044,515] 943,400' 985,245 os6,916 667,952
Chilian . 161,340| 104,738] 61,737| 46,182] 76,670; 107,147| 96,369 © 8 2,695
Danish . 825,277} 42,583 322,059] 272,779] 307,876, $17,274] 201,877 295,530
Peruvian 121,524: 119,418] 105,322] 64,370 111,519} 102,136, 101,005 = 94,775
Dutch . . | 119,297} 128,442] 216,488] 290,573) 487,957] 578,929] 619,017! 552,741
French. . | 286,812! 125,249] 132,836} 189,463] 230,175, 407,249, 481,526 39,393
Spanish. . | 10,047) 101,568 143,076) 28,701] 82,178) 67,903, 72,011 49,956
Other Nation-| \ |
alities . | 175,893} 244,487] 819,910] 814,679 689,341) 1,288,449) 1,600,449 2,382,298
Totals . | 6,916,621 9,374,499 | 11,599,214 '10,884,0910 | 19,567,875 26,904,710 23,986,836 26,037,448
ABOVE AS PERCENTAGES.
1919, 1920. 1921. 1922, | 1923, ‘ 1924. 1925. 1926,
British . @T1 30-2 82-2 306 252 | 99-4 247 | 25-9
American ‘ l
(U.S.A). 399 485 445 455 | 5G C17 (B46 52-7
Norwegian . 84 4:3 55 87 3-6 ' 2:0 35 4:0
Japanese. 73 TT 65 96 48 | 35 40 26
Chilian 23 rit 05 o4 | o4 | O-4 0-4 03
Danish . 47 | 05 28 | 25 16 12 | 08 Lt
Peruvian 13/18 09 o6 | 06 | oO | og 0-4
Dutch . 17 14 19 27 | 25 | 2 | 6 21
French. . 42 | «18 12 18) 12! 45 2-0 15
Spanish . o1 11 12 | 02 | 082 0-3 | 038 0-2
Other Nation- i
alities . {| 25 26 28 | 29 | 84 45 | 67 9-2
Totals 100 1000 | 1000 }) 1000 | 1000 1000 | 1000 | 1000
a A aa ee ee [ee ee
OCEAN DISTANUES FROM BRITISH ISLES. ‘ 467
OCKAN DISTANCES FROM THE BRITISH ISLES.
(Steaming Distances in Nautical Miles.)
I.—CONTINEDT.
Paley ala Glial ele; dlalal
Se, ee ee
Cardiff 1,060*/1,126%)1,495°/1,400*) 839 | 577 | 553 | 541 | 367 | 531 | 561 878
Glasgow . 930t| 996t]1,4084)/1,280f] 490 | 818 | 794 | 782 | 610 | 778 | 808 | 1,093
Liverpool . 1,0054)1,0664/1,4784/1,3404/ 942 | 711 | 687 | 675 | 503 | 671 | 701 | 1,010
London 702 | 7U0 |1.180 | 989 | 427 | 188 | 177 | 180 | 198 | 682 | 712 | 1,058
: 702 1,
Sunderland 11,755 | 520 | 5386 | 998 | 860_| 413 | 258 | 266 | 327.1397 | 896 |! 915 11,2251 1,615
* Bouth about. t North about.
II.—MEDITERRANEAN, BLACK SEA AND RED SEA.
g i : ; 3 -
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z z aA S & B é
Cardiff. 2,804 2,922) 3 15
Glasgow 30
Liverpool . 20
London. 5
Sunderland io
ATLANTIC,
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Cardiff > 1,523 | 2,484 | 2,838 | 3,068 | 3,775 | 4,841] 4,372 | 5,947
Glasgow. 1,745 | 2,706 | 3,059 | 4,189 | 3,940 | 5,056 | 4,637 | 6,168
Liverpool . 1,655 | 2,616 | 2,962 | 4,097 | 3,830 | 4,946 | 4.527 | 6,076
London . 1,699 | 2,660 | 3,008 | 4,138 | 3,900 | 5.021 | 4,597 | 6,117
Sunderland } 1,740 1,890 | 2.2511 3,199 | 4,329 [4.185 | 5,301 1 4,582 | 6.30817, 12,322112146
* Via Tenerife and Dakar. t Via Bt. Vincent (C.V.1.) ¢ Via Cape Town.
IV.—INDIAN OCEAN, BTC. (ria SUEZ),
7 Z ; é
5 3
213) 4 a
Eile|é 8 cd
x] a] é a]?
Cardiff 712)11,070 11,100
Glasgow P2R5|LL,315
Liverpool . 11,330
London 6,330, 11,380
Sunderland 6.610 10.105) 11:420)11,
3 . ga Aloe 3 4
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Cardiff. 9,718]10,470) 11,7 13,150|13,490
Glasgow. 9,815]10,712| 12,0: 31365113
Liverpool . 9,856] 10,6 11,9 1
London 9,900]10,6. 11,96 14,010
Sunderland 10,060110, 12.152111.900) 14/220)
oI ¢
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3 ¥ z
3 s =
& 3 8
= a
Cardiff.
Glasgow.
Liverpool .
London
Sunderland 5 A80 16.450
LIST OF THE PRINCIPAL COMMERCIAL FUEL-OIL
BUNKERING STATIONS ESTABLISHED THROUGHOUT
THE WORLD.
Various publications, British and American, interested in oil or
shipping matters furnish particulars from time to time of fuel-oil
bunkering stations, either by way of more or less comprehensive
general lists or of announcements by oil-distributing companies.
Some of the more comprehensive lists, whilst valuable as showing the
widespread provision of fuel oil supplies already made or contem-
plated, do not in all cases, however, distinguish between installations
in actual operation and thuse under construction, or clearly indicate
whether Government installations are the only ones existing at
particular ports. In compiling the following list from many sources,
our aim has been to specify the principal bunkering ports at which
commercial oi] installations are in operation. Whilst absolute
accuracy cannot be guaranteed, much care has been taken to eliminate
errors.
Aalborg (Denmark) Belfast Conception del Gulf Port (Miss.)
Aarhus Belize (Honduras) Uruguay Halifax (Canada)
Abadan (Persia) Bergen Constantinople Hamburg
Aberdeen Bermuda Constanza Hamilton (Ont.)
Abo (Finland) Bilbao Copenhagen Hankow
Adelaide Birkenhead Corinto (Nicaragua) Harwich
Aden Bizerta (Tunis) Cork Havana
Ajaccio Boelbaai Ceram Corunna Havre
Alexandria Boma (Congo) Cristobal Helsingfors
Algiers Bombay Curacao Hong Kong
Almeria Bordeaux Dakar (W. Africa) Honolulu
Amoy (China) Boston (U.S.A., Dantzig Houston (Texas)
Amsterdam Bourgas (‘T'urkey) Destrehan Hull
Ango-Ango (Congo) Bremen Donges Hurghada
Antilla Brest Dover Ichang (China)
Antofagasta (Chile) Bridgetown (Bar- Dublin Ilo Ho (Philip. Is.)
Antwerp badoes) Dunkirk Immingham
Aomori Brighton (Trinidad) Durban Tquique (Chile)
Arica (Chile) Brixham Emden Itosaki
Astoria Brunsbuettel-Oster- Eten (Peru) Jacksonville (Fla.)
Auckland (N.Z.) moor Eureka Jarrow-on-Tyne
Augusta (Sicily) Brunswick Fall River (Mass.) Junin (Chile)
Avonmouth Buenos Aires Falmouth Karachi
Azores (Ponta Del- Cadiz Fayal Ketchikan
gada) Calcutta Ferrol Kettle Point (R.1.)
Bahia (Brazil) Calcta Buena(Chile) Folkestone Key West
Bahia Blanca (Arg.) Callao Foochow Kiel
Balboa (Panama) Campana Fort William (Ont.) Kingston (Jamaica)
Balik Pappan Canton Foynes Kiu Kiang
(Borneo) Cape Town . Fredericia Kobe
Baltimore Cardiff Fremantle La Guayra (Venez.)
Bangkok (Siam) Casablanca Funchal La Pallice
Barcelona Cebu (Philippines) Galveston La Plata (Argen-
Barranquilla (Co- Ceram (1).E.1.) Gemsah tine)
lombia) Ceuta Genoa La Rochelle
Barrow Charleston Georgetown Las Palmas
Barton Cherbourg Gibraltar Leghorn
Basrah Chittagong (India) Glasgow Leith
Batevia Cienfuegos (Cuba) Gothenburg Levis
Baton Rouge (La.) Civita Vecchia Granatello (Italy) Lisbon
Batum Claxton Buy (‘Trini- GrancyIsland(Va.) Liverpool
Bayonne, N.J. dad) Grangemouth Lobitos
Baytown Cochin (India) Granton London :
Beaumont (Texas) Colombo Grimsby Thameshaven,
Beira Colon (Pan. Canal) Guayaquil Purfleet, etc.
468
FUEL-OIL BUNKERING STATIONS. 469
Lorient Palembang (Suma- Puloe Samboe Stavanger
Los Angeles tra) Pulo Bukom Stettin
Lourengo Marques Palermo Pulo Solsoe Stockholm
Macassar (Celebes) Palo Blanco (Mex.) Quebec Strasburg
Madras Pangkalan - Beran- Rangoon Suez
Malmo dan Regla (Cuba) Sunderland
Malta Papeete (Tahiti) Richmond (Va.) Supe (Peru)
Manati (Cuba) Para (Brazil) Rio de Janeiro Svolvaer (Norway)
Manchester Ship Paramaribo (Dutch Rochefort Swansea
Canal Guiana) Rosyth Swatow (China)
Manila Passaic (N.J.) Rotterdam Sydney
Maracaibo (Venez.) Payta Rouen ‘Tacoma
Marmagoa (India) Penan Sabang Talara (Peru)
Marseilles Pensacola (Florida) Sabine Taltal (Chile)
Mantanzas (Cuba) Perim Saigon (French Tambes (Peru)
Mauritius Pernambuco Cochin China) Tampa (Florida)
Mejillones (Chile) Philadelphia Saitozaki Tampico (Mexico)
Melbourne Pireus St. Georges ‘Tarakan (Borneo)
Messina (Sicily) Pisagua St. John (N.B.) Teneriffe
Middlesbrough Plymouth St. Nazaire Texas City
Minatitlan(Mexico) Point 4 Pierre St. Thomas Tientsin
Miri (Trinidad) St. Vincent Tocopilla (Chile)
Mobile (Alabama) —‘ Point Fortin(Trini- Salina Cruz (Mex.) Toronto
Mollendo (Peru) dad) Salinas (Chili) Toulon
Mombasa Point Wells Salonica Trieste
Monopoli Ponce San Antonio (Chile) Trinidad
Montevideo Ponta Delgada San Diego Trondjbem
Montreal (Azores) San Domingo Tsuchizaki (Japan)
Nagasaki Port Arthur (Texas) San Francisco Tunis
Naples Port Edgar San Juan (P. Rica) ‘Tuticorin (India)
Neuvitas(W.Indies) Portici San Luis Obispo Tuxpan (Mexico)
Newcastle-on-Tyne Portishead (Cal., U.S.A.) Vado
New Orleans Portland (Maine) San Pedro (Cal.) Vallo (Norway)
New York Portland (Ore.) Santander Valparaiso
Niigata (Japan) Port of Spain Santos (Brazil) Vancouver
Nonai . Port St. Luis du Sarnia Venice
Nordenham Rhone (France) Savannah Vera Cruz (Mexico
Norfolk (Va.) Port Said Savona Victoria (B.C.)
Nyborg Port Sudan Seattle (Wash.) Viaardingen
Odense (Denmark) Prince Rupert(B.C.) Shanghai Wellington (N.Z.)
Oleum (Cal.,U.S.A.) Providence (It.1.) Singapore Willbridge
Oran TPuerto Barrios Smyrna Willemstad (Cura-
Oslo (Guatemala) Soerabaya (Java) cao)
Pago Pago (Sa- Puerto Cabello Southampton Yati (Paraguay)
moa) (Venez.) South Shields Yokohama
Paitaz (Peru) Tuerto Mexico Spezia Zanzibar
BRITISH NAVAL AND SHIPPING ORGANISATIONS.
Aberdeen Shipbuilders’ Assuciation: Chairman, A. Hall-Wilson; Secretary, James
Hay: Address, 2, Union ‘Terrace, Aberdeen, N.B.
Amalgamated Engineering Union: Chairman, J. T. Brownlie, 0.B.E.; Sccretary,
A. H. Smethurst : Address, 110, Peckham Road, London, 8.E. 15.
Amalgamated Marine Workers’ Union : President, A. Cannon; Secretary, J. McKinlay :
Address, 41, Gower Street. London, W.C. 1.
Average Adjusters, Association of: Chairman, A. C. Smith; Secretary, A. F. Green-
wood : Address, 70, New Broad Street, London, E.(. 2.
Baltic Mercantile and Shipping Exchange, Ltd.: Chairman, Sir Ernest W. Glover,
Bart. ; Secretary, J. A. Findlay : Address, 24-28, St. Mary Axe, London, E.C. 3.
Barrow Shipbuilders’ Association: Chairman, John Barr, C.B.E. ; Secretary, G. P.
Lancaster: Address, Naval Construction Works, Barrow-in-Furness.
Belfast Shipowners’ Association : Chairman, Sir Thomas Dixon, Bt. ; Hon. Seerctary,
F. L. Heyn; Telephones, Belfast 2097-99; ‘Telegrams, “ Heyn, Belfast”:
Address, Head Line Buildings, Victoria Strect, Belfast.
Birkenhead Shipbuilding Employers’ Association: Chairman, R. S. Johnson,
O.B.E. ; Secretary, H. M. Hinchliffe: Address, Shipbuilding and Engineering
Works, Birkenhead.
Blacksmiths’ and Ironworkers’ Society of Great Britain and Ireland: Secretary,
William Lorimer: Address, 177, Hill Street, Charing Cross, Glasgow.
Boiler Makers and Iron Shipbuilders’ Socicty: Chairman, Mark Hodgson; Vice-
Chairman, C. W. Church; General Secretary, John Hill, J.P.; Assistant
Secretary, Councillor John Barker: Address, Lifton House, Eslington Road,
Newecastle-on-Tyne.
Border Counties Engineering Trades Employers’ Association: Secretary, James
Cameron: Address, Bolbec Hall, Westgate Road. Newcastle-on-Tyne.
Bristol Steamship Owners’ Association: Chairman, 8. R. Cosford; Hon. Secretary,
ne 8. Bay i Telephone, Bristol 1836: Address, 18, St. Augustine’s Parade,
ristol.
Britannia Stcam Ship Insurance Association, Ltd. : Chairman, Sir Ernest W. Glover,
Bia Managers, Tindall Riley & Co. : Address, 17, Gracechurch Street, London,
0. 3. :
British Bankers’ Association: Chairman, R. M. Holland-Martin ; Secretary, E. Sykes;
‘Telephone, Avenue 3103: Address, 5, Bishopsgate, I:.C. 2.
British Chambers of Commerce, Association of: President, Gilbert C. Vyle; Deputy
President, Sir James Martin, J.P.; Secretary, R. B. Dunwoody, C.B.E.; Tele-
phone, Victoria 3154; Address, 14, Queen Anne’s Gate, S.W. 1.
British Coal Exporters Federation: Secretary, R. M. Stewart; Telephone, Victoria
3679: Address, 27, Abingdon Street, S.W. 1.
British Coasting & Near ‘Trades’ Shipowners’ Association: Chairman, T. E. Brown;
Secretary, J. G. Rutherford: Address, 45 & 46, West Sunniside, Sunderland.
British Cold Storage and Ice Association: Chairman, Sir Gordon H. Campbell ;
Hon, Secretary, J. Raymond: Address, Weavers’ Hall, 22, Basinghall Street,
London, E.C. 2.
British Corporation for the Survey and Registry of Shipping: Hon. President, Sir
Archibald Denny, Bt., LL.D.; Chairman, Robert Clar! Vice-Chairman, Sir
Wm. H. Raeburn, Bt.; Chief Surveyor, J. Foster King, C.B.E.; Secretary,
John Fleming; ‘Telephone Numbers, Cent. 8152 and 8153; Telegraphic
Address, “ Seaworthy, Glasgow ” : Address, 14, Blythswood Square, Glasgow.
British Engineering Standards Association : Chairman, Sir Archibald Denny, Bart. ;
Secretary, C. le Maistre, C.B.E. ; Telephone, Victoria 3127: Address, 28, Victoria
Street, London, S.W. 1.
British Engineers’ Association, Inc. : President, H. J. Ward, M.A. ; Secretary, Alfred
Parker: Address, 32, Victuria Street, London, S.W. I.
British Industries, Federation of : President, Lord Gainford, P.C.; Secretary, D. L.
Walker; ‘Telephones, Regent 6050-6056; ‘clegrams, “ Fobustry, Piccy,
London”: Address, 39, St. James's Street, London, 8.W. 1.
British Marine Mutual Insurance Assn.: Chairman, E. P. Lindley; Managers, E. R.
Evans & Co.; Telephone, Avenue 5535: Address, 12, Lime Street, E.C. 3.
470
BRITISH NAVAL AND SHIPPING ORGANISATIONS. 471
British Maritime Committee: Chairman, The Rt. Hon. Lord Merrivale, P.C.; Hon.
Secretary, G. P. Langton, K.C.; Asst. Hon. Secretary, G. St. C. Pilcher; Tele-
phone, Cent. 2251: Address, 4, King’s Bench Walk, Temple, E.C. 4.
British Mercantile Marine (National Maritime Board): Chairmen, F. C. Allen and
J. Havelock Wilson, C.H., C.B.E.; General Secretary, G. A. Vallance; Tele-
phone, Holborn 3074; Telegrams, ‘‘ Joisec, London”: Head Office, 3 and 4,
Clements’ Inn, London, W.C. 2.
British Nautical Instrument Trade Association: Secretaries, Biggart and Lumsden :
Addrees, 105, West George Street, Glasgow.
British Passenger Agents’ Association: President, H. K. Scott; Hon. Secretary,
Charles Wright : Address, 22, Watergate Street, Chester.
British Sailing Ship Owners’ Association, Ltd.: Acting-Chairman, A. Westcott ;
Secretary, H. M. Cleminson : Address, 24, St. Mary Axe, London, E.C. 3.
British Sailors’ Society, Inc.: President, The Rt. Hon. Lord Radstock. C.B.E. ;
Hon. Treasurer, Sir Ernest Glover, Bart. ; Chairman of Finance, L. D. Lewis;
General Secretary, Herbert E. Barker; Telephones, East 4350-1; Telegrams,
“ Sailordom, Step, London”: Address, The Passmore Edwards Sailors’ Palace,
680, Commercial Road, London, E. 14.
British Shipowners’ Mutual Protection and Indemnity Association, Ltd. : Managers,
A. Bilbrough & Co., Ltd. : Address, 23, Rood Lane, London, E.C. 3.
Bureau Veritas: Chief Representative for the U.K., G. M. Milne: Address, 155,
Fenchurch Street, London, E.C. 3.
Cardiff and Bristol Channel Incorporated Shipowners’ Association: Chairman,
G. Leighton Seager ; Secretary, W. R. Hawkins ; Telephone, Cardiff, 242; Tele-
grams, ‘‘ Ships, Cardiff” ; Address, 6, The Exchange, Cardiff.
Chamber of Shipping of the United Kingdom: President, The Hon. A Shaw; Vice-
President, Sir William H. Seager, D.L., J.P. ; General Manager, H. M. Cleminson ;
Assistant General Manager, P. M. Hill; Secretary, H. J. Spratt; Telephone,
Avenue 7360; Telegrams, ‘‘ Logboard, Stock, London’’: Address, 28, St. Mary
Axe, London, E.C. 3.
Chartered Shipbrokers, Institute of: President, J. F. Fawcett; Secretary, J. A.
Findlay: Address, 24, St. Mary Axe, London, E.C. 3.
Clyde Shipbuilders’ Association : President, J. W. Kempster ; Secretary, D. Higgins :
Address, Fyfe Chambers, 105, West George Street, Glasgow.
Clyde Steamship Insurance Association, Ltd. : Chairman, John Denholm ; Secretaries,
Walter Patterson, M.B.E., J.P., and Wm. Brash: Address, 94, Hope Street,
Glasgow.
Clyde Steamship Owners’ Association : President, John Denholm ; Secretaries, Walter
Patterson. M.B.E., J.P., and Wm. Brash: Address, 94, Hope Street, Glasgow.
Consulting Marine Engineers and Ship Surveyors, The Society of : President. C. M.
Burls ; Vice-Presidents, H. Dunkerley and L. J. Blake ; Secretary, R. K. Munro:
Address, 6, Lloyd’s Avenue, London, E.C. 3.
Dock and Harbour Authorities’ Association: President, Sir Hugh Bell, Bt., C.B.;
Hon. Secretary, W. C. Thorne: Address, 13, Victoria Street, S.W. 1.
Documentary Committee : Chamber of Shipping ; Chairman, Sir F. Vernon Thomson ;
K.B.E. ; Secretary, R. B. Brown; Telephone, Avenue 7360: Address, 28, St.
Mary Axe, E.C. 3.
Dublin shipowners: Society : Secretary, David Barry, 27, Sir John Rogerson’s Quay
Dublin,
Dundee Shipbuilders’ Association: President, Grant Barclay ; Secretary, Robert
Fothergill : Address, Stannergate Shipyard, Dundee.
Dundee Shipowners’ and Shipbrokers’ Association : Secretary, William Kinnear, 18,
Commercial Street, Dundee.
East of Scotland Engineering and Allicd Employers’ Association: President, W.
Wallace ; Secretary, A. Gray Muir: Address, 19, York Place, Edinburgh.
Empire Steamship Assurance Association, Ltd.: Managers, A. Bilbrough & Co., Ltd. ;
Address 23, Rood Lane, London, E.C. 3.
Employers’ Association of the Port of Liverpool: Chairman, Charles Booth ; Secre-
tary, W. Awstun Jones: Address, Dock Board Building, Pier Head, Liverpool.
Engineering and Allicd Employers’ National Federation: Chairman, Sir Allan
McGregor Smith, K.B.E.,M.A.; Joint Secretaries, James Brown and W. G.
Campbell; Telephone, Vic. 8280: Address, Broadway House, Tothill Street,
Westminster, §.W. 1.
Engineering and Allied Employers’ National Federation, Birkenhead and District
Association: Chairman, R. 8. Johnson, 0.B.E.; Secretary, Herbert M. Hinch-
litfe : Address, Shipbuilding and Engineering Works, Birkenhead.
Engineering and Shipbuilding Draughtsmen, Association of : Secretary, Peter Doig:
Address, 96, St. George’s Square, London, S.W. 1.
472 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Engineering and Shipbuilding Trades, Federation of: President, Will Sherwood ;
Vice-President, E. Pacey; Treasurer, W. Lorimer; Secretary, F. Smith ;
Telephone, Museum 3078: Address, 374, Gray's Inn Road, London, W.C. 1.
Fisheries Organisation Soci Ltd.: President. Cecil B. Harmsworth ; Secretary,
A. Shaw: Addresa, 36, Tavistock Place, London, W.C. 1.
General Register and Record Office of Shipping and Seamen: Registrar-General,
Paymaster Commander J. Blake Harrold, O.B.E., R.N.R. ; Assistant Registrar-
General, Timothy Crone; Senior Staff Officer, F. Middleton; Telephones,
Central 74, 75, 76,77: Telegrams, ‘‘ Registrar, Seaman (Ald.) London”: Address,
Tower Hill, London, E.C. 3.
Glasgow Association of Underwriters: Chairman, Wm. McInnes; Secretary, Wm.
Stewart Howford: Address, Royal Exchange, Glasgow.
Glasgow Shipowners’ Association : Chairman, W. S. Workman; Deputy Chairman,
W. Betts Donaldson ; Secretary, Jas. A. Mackenzie; Telephone, Central 6606,
Glasgow ; ‘lelegrams, ‘“‘ Maritime, Glasgow": Address, 150, St. Vincent Street,
Glasgow.
Glasgow Stevedores’ Association: President, John F, Wilson; Vice-President, Wm.
H. Bain, V.D., R.N.V.R., M.P.; Hon. Secretary, N. R. White: Address, 109,
Hope Street, Glasgow.
Goole Steamship Owners’ Association: Secretary, J. Umpleby, St. John’s Street,
Goole.
Gravesend Sea School : Chairman, Captain H. Douglas King, C.B.E., D.S.O. ; Captain,
Captain O. H. Lewis; Secretary, Miss D. A. Wigner: Address, Leadenhall
Street, London, E.C, 3.
Hartlepools Shipowners’ Society : Chairman, Sir John H. Ropner, Bart. ; Secretary,
William Allen: Address, 4, Victoria Terrace. West Hartlepool.
Hull Incorporated Chamber of Commerce and Shipping: Chairman, Shipping
Section: W. Minnitt Good; Secretary, A. Whitehead: Address, Samman
House, Bowlalley Lane, Hull.
Hull Mutual Steamship Protecting Society: Chairman, James Cormach; Secretaries,
Jackson, Beaumont & Co.: Address, Samman House, Bowlalley Lane, Hull.
Humber District Association of Chartered Shipbrokers: Chairman, A. J. Atkinson,
J.P.; Joint Hon. Secretaries, ‘T'. H. Stone and Wm. Fenton: Address, Quay
Street, Hull.
Imperial Merchant Service Guild: Chairman, Captain W. Baker; Vice-Chairman,
Captain E, M. Donovan ; Secretary, Licut. T. W. Moore, C.B.E., R.N.R. ; Chief
Assistant Secretary, G. cB: Say, M.B.E. ; Telephones, Bank ag7i— 2; ‘Telegrams,
“ Dolphin, Liverpool” ; Head Office, T he Arcade, Lord Street, Liverpool.
Incorporated Soldiers’ and Sailors’ Help ‘Sceiety : President, Field-Marshal H.R.H.
The Duke of Connaught and Strathearn, K.G. ; Chairman of Executive Com-
mittee, The Countess Roberts, D.B.E. ; Vice-Chairman, Sir Harry Greer; Secre-
tary, Major-General Sir Bertram Boyce, K.C.M.G., C.B., D.S.0.; Telephone,
Kensington No. 1; Telegrams, ‘ Peaceful, Knights, London”: Address, 122,
Brompten Road, London, $.W. 3.
Industrial League and Council (Inc.): President, Viscount Burnham, C.H. ; Secre-
tary, John Ames; Telephone, Victoria 6449: Address, 82, Victoria Street,
London, S.W. 1
International Chamber of Commerce: President, Senor Alberto Pirelli; General
Secretary, FE. Dolleans: Address, 33, Rue Jean Goujon, Paris.
International Chamber of Commerce: British National Committee : Chairman, Sir
A. Balfour, K.B.E.; Sceretary, R. W. Hanna: Address, 14, Qucen Anne’s
Gate, S.W. 1.
International Shipping Conference: Secretary, H. M. Cleminson; Assistant Secretary,
P. Maurice Hill: Address, 24, St. Mary Axe, London, E.C. 3.
International Shipping Federation, Ltd. : Chairman, The Viscount Inchcape, G.C.S.L.,
-M.G., K.C.LE.; General Manager, Cuthbert Laws; Secretary, Michael
Chicf Office, 24, St. Mary Axe, London, E.C, 3.
Isle of Wight Shipbuilding and Engineering Employers’ Association: Chairman,
P.D. ‘Ewing, BLE. ; ‘hairman, A. J. Gettridge ; Secretary, 8. Lovett:
Address, c/o J. Samuel White & Co., Ltd., East Cowes, L.o.W.
King George’s Fund for Sailors (Ine.): ‘Patron, H.M. The King: President, H.R.H.
The Duke of York, K.G.; Chairman of General Council, H.R.H. The Duke of
Connaught, K.G.; Deputy Chairman, Capt. Sir syd W. Clarke, K.B.E. ;
Telephone, Central 7240: Address, ‘Trinity Hous-, E.C.
Lancashire and National Sca Training Homes for Boys: Brosident, The Rt. Hon.
the Earl of Derby, K.G. ; Chairman, Sir Alfred Read ; Supe -rintendent, Captain
D. Agnew, N.R.; Hon. Treasurer, A. B. Cauty; Secretary, Miss Manning;
‘Telephone, Central 3887 : Address, Tower Building, Water Street, Liverpool.
BRITISH NAVAL AND SHIPPING ORGANISATIONS. 473
Leith Shipowners’ Society : Chairman, James Currie, LL.D. ; Hon. Secretary, James
Low: Address, 7, John’s Place, Leith.
Liverpool and London Steamship Protection and Indemnity Association, Ltd. :
Chairman, J. Bruce Ismay ; Manager and Secretary, Vivian D. He: ; Assistant
Manager, Wm. Goffey ; Adviser to the Committee, Sir Norman t.; Tele-
phone, Central 1446 (3 lines) ; Telegrams, “‘ Grayhill, Liverpool”: Address, 10,
Water Street, Liverpool.
Liverpool and London War Risks Insurance Association, Ltd.: Chairman, J. Bruce
Ismay ; Manager and Secretary, Vivian D. Heyne; Assistant Manager, William
Goffey ; Adviser to the Committee, Sir Norman Hill, Bt. ; Telephone, Central
1446 (3 lines); Telegrams, ‘‘ Warisks, Liverpool”: Address, 10, Water Street,
Liverpool.
Liverpool Master Porters and Master Stevedores, Association of : Chairman, Henry
E. Wright; Hon. Secretary, W. H. Boase: Address, Tower Buildings,
Liverpool.
Liverpool Navy League : President, The Rt. Hon. the Earl of Derby, K.G. ; Chairman,
Sir Alfred Read; Hon. Secretary, Miss Manning; Telephone, Central 3887 :
Address, Tower Building, Liverpool.
Liverpool and Glasgow Salvage Association: Chairman, N. B. Barnes; General
Manager and Secretary, B. C. Kinghorn, M.B.E.; Asst. Secretary, G. R. Critchley,
M.B.E.: Address, 19, 20, and 21, Exchange Buildings, Liverpool.
Liverpool Shipowners’ Association: Chairman, Alex. Bicket, Junr.; Secretaries,
Weightman, Pedder & Co.; Telegrams, “ Weightman, Liverpool”: Address,
Rarclay’s Bank Building, Water Street, Liverpool.
Tiverpoo! Shipping and Forwarding Agents’ Association (Inc.): President, David
Jonea, J. BP Chairman, J. H. Hughes ; Secretary, S. L. Jude; Telephone, Bank
8705 ; Telegrams, “Impartial, Liverpool”; Address, 20, Redcross Street,
Liverpool.
Liverpool Steam Ship Owners’ Association: Chairman, A. Harold Bibby;
Chairman, S. J. Lister; Secretary, Martin Hill; Asst. Secretary, Vivi:
Heyne ; Telephones, Central 1446 (3 lines); Telegrams, “Grayhill, Liverpool”:
Address, 10, Water Street, Liverpool.
Liverpool Underwriters’ Association (Inc.): Chairman, H. H. Stitt; Deputy Chairman,
E. §. Lund ; Sceretary, C. H. Penn: Address, Exchange Buildings, Liverpool.
Lloyds’: Chairman, Perey G. Mackinnon; Deputy Chairman, Ernest E. Adams:
Telephone, Central 8746; ‘Telegrams, ‘ Lloyds, London”: Address, Royal
Exchange, London, E.C. 3.
Lloyd's Register of Shipping: Chairman, Sir Thomas J. Storey, K.B.E.; Deputy
Chairman end Treasurer, Sir George S. Higgins, C.B.E.; Chief Ship ‘Surveyor,
Sir W estcott S. Abell, K.B.E., M.Eng., M.Inst.C.E.; Chief Engineer Surveyor,
H. Ruck-Keene, M.Inst.C.E. ; Sceretary, Andrew Scott; Telephones, Royal
811-3; Telegrams, “ Committee, Fen, London”: Address, 21, Fenchurch Street,
London, E.C. 3.
London and District Employers’ Association of Boiler Cleaners and Ship Scrapers :
Chairman, John Weir; Secretary, E. H. McGuise: Address, 1, Lloyd’s Avenue,
London, E.C. 3.
London and District Welding Employers’ Association: Chairman, R. S. Kennedy ;
Secretary, E. H. McGuire: Address, 1, Lloyd’s Avenue, London, E.C. 3.
London Chamber of Commerce : President, Sir James Martin, J.P.; Secretary,
A. de V. Leigh, M ee E., M.A.; Telephone, City 1949: Address, Oxford Court,
Cannon Street, .
London General Shigownere Society : Chairman, I. C. Geddes ; Secretary, Douglas
T. Garrett ; Telephone, Avenue 7084 : ‘Address, 1, Fenchurch Avenue, London,
EL. 3.
London Master Stevedores’ Association: Secretary, C. F. Smith: Address, 30a,
Quecn’s Avenue, London, N.W. 10.
London, Port of, Registration Committee: Secretary, L. G. Bullock: Address, 6,
Minories, London, E. 1.
London Short Sea Traders’ Association : Chairman, D. L. Howe ; Secretary, A. H. K.
Aldred: Address, 21, Mincing Lane, E.C. 3.
London Steamship Owners’ Mutual Insurance Association, Ltd.: Chairman, John
Cory; Managers, A. Bilbrough & Co., Ltd.: Address, 23, Rood Lane, London,
Ev, 3.
London Underwriters, Institute of : Chairman, H. M. Merriman ; Deputy Chairman,
G. A. 'T. Darby; Vice-Chairman and Secretary, E. P. Hudson: Address, 1, St.
Michael’s House, Cornhill, London, E.C. 3.
Manchester Association of Engincers: Secretary, Frank Hazelton: Address, 16,
Albert Square, Manchester.
474 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
Manchester Assn. of Importers and Exporters: Chairman, Harold A. Baerlein; Vice-
Chairman, W. C. Bacon; Hon. Treasurer, H. C. Clanahan; Hon. Secretary,
Jas. S. McConechy; Telegrams, ‘“‘ Overseas,” Manchester: Telephone, City 4761:
Address, National Buildings, St. Mary’s Parsonage, Manchester.
Manchester Marine Insurance Association: Chairman, John Speers; Vice-Chairman,
J. Brockbank ; Secretary, Geo. Lombers; Telephone, Central 1228: Address,
Parr’s Bank Buildings, 3, York Street, Manchester.
Manchester Steamship Owners’ Association: Chairman, J. Robertson ; Hon. Secretary,
T. WI hyman ; Telephone, City 2060, Manchester ; Telegrams, “* Membership,
Manchester”: Address, 3, Cathedral ‘Street, Manchester.
Mansion House Association on Railway and Canal ‘Iraffic: President, Major-General
8. S. Long, C.B.; Secretary, Vincent Clements: Address: 96, Victoria Street,
8.W. 1.
Marine Engineers’ Association, Ltd.; President, P. A. Brown; Vice-President, D.
White; General Secretary, D. Bramah, C.B.E.; Telephone, Hop 1053; Tele-
grams, ‘ Oarless Boroh, London”: Head Office, London Bridge House, London
Bridge, London, 8.E. 1
Marine Society : President, The Rt. Hon. the Earl of Romney ; Chairman, Captain
Sir Arthur Clarke, K.B.E.; Treasurer, J. F. W. Deacon; Captain Superin-
tendent, Commander D. O. F. Phibbs, R.N. (retd.) ; Secretary, Captain C. G. A.
Lenny, R.N. (retd.); Telephone, Avenue 7740; Telegrams, ‘‘ Hanway, Stock,
London”: Address, Clark's Place, Bishoprgate, London, E.C. 2.
Master Lightermen and Barge Owners (Port of London), Association of : President,
Lionel G. Locket ; Secretary, E. J.G. Weare: Telephone, Royal 2280: Address,
24-25, Great Tower Street, London, E.C. 3.
Mercantile Marine Office: Chief Superintendent, P. O. Griffiths, R.D., R.N.R. ;
Superintendent, E. A. Tatis, K.D., R.N.R.; Cashier, F. F. Revell, R.N.R.:
Address, Canning Place, Liverpool.
Mercantile Marine Service Association, Inc.: President, Captain J. Fortay; Vice-
President, Captain W. O. Wynne; Deputy Vice-President, Captain J. A.
Coverley ; Hon, Treasurer, Gershom Stewart, M.P.; Secretary, Thos. Scott;
Telephone, Central 690; Telegrams, ‘‘‘Topmast, Liverpool” ; Address, Tower
Building, Water Street, Liverpool. London Office, 90, Fenchurch Street, E.C. 3,
Middlesbrough District Association of Chartered Shipbrokers: President, G. S.
Rosevear; Vice-President, G. W. Moore; Sccretary, F. L. Smith: Address,
Queen's Square, Middlesbrough.
Middlesbrough Keel and Lighter Owners’ Association: Chairman, G. Eason; Secre-
tary, J. W. Nellist : Address, Court Chambers, Albert Road, Middlesbrough.
Mining Association of Great Britain: Chairman, Evan Williams; Secretary, W. A.
Lee: Address, (reneral Buildings, Aldwych, W.C. 2.
Missions to Seamen: President, Admiral The Hon, Sir E. R. Fremantle, G.C.B. ;
Secretary and Treasurer, Stuart C. Knox, M.A.: Address, 11, Buckingham
Street, Strand, London, W.C. 2.
Mutual Marine Underwriting Association, Ltd.: Chairman, John Denholm; Secre-
taries, Walter Patterson, M.B.E., J.P., and William Brash: Address, 94, Hope
Street, Glasgow.
National Council of Port Labour Employers: Chairman, F. C. Allen; Secretary,
Charles Cullen, M.A.: Address, Port of London Building, Savage Gardens,
EC. 3.
National Federation of Iron and Steel Manufacturers: President, Benjamin Talbot ;
Secretary, M. 8. Birkett: Address, Caxton House (Kast), Tothill Street, S.W. 1.
National Maritime Board. Sce British Mercantile Marine.
National Sailmaking Employers’ Association: President, Wm. M. Rose; Vice-
President, A. E. Nickels; Hon. Treasurer, William Douglas ; Secretary, David
M‘Gill, Jr. : Telephone, Central 4535: Telegrams, “ Sands, Glasgow ” : Address,
78, St. Vincent Street, Glasgow. .
National Union of Seamen: President, J. Havelock Wilson, C.H.,C.B.E.; Treasurer,
J. B. Wilson ; General Secretary, E. Cathery, C B.E.; Asst. Gen. peoretaty
G. Gunning; telephone. Hop 4006; ‘grams, © Scarovii ing, Lamb, London ”
Head Office, St. George’s Hall, Westminster Bridge Road, London, S.E. 1.
National Sailors’ Society (Inc.): Secretary, Rev. W. Burton, D.D.: Address, 30-32,
Ludgate Hill, London, E.C. 4.
Nautical Almanac Office, H.M.: Superintendent, P. H. Cowell, D.Sc., F.R.S. ; Chief
Assistant, B. F. Bawtree: Address, Royal Naval College, Greenwich, London.
8.E. 10.
Nautical College, Pangbourne, Berkshire: Captain Superintendent, Commander
A. F, G. ‘Tracy, K.N. (retd.); Managers, Devitt and Moore's Ocean Training
Ships, Ltd., 84, Leadenhall Street, London, E.C. 3.
BRITISH NAVAL AND SHIPPING ORGANISATIONS. 475
Navy League: President, The Marquis of Linlithgow, 0.B.E.; Chairman, Sir Cyril
S. Cobb, K.B.E., M.V.O., M.P.; General Secretary, Commander H. M. Denny,
Pane R.N.; Telephone, Vic. 8586: Address, 13, Victoria Street, London,
S.W. 1,
Neptune Steamship Protecting and Indemnity Assn.: Chairman, S. Marshall;
Secretary, George S. Coatsworth: Address, 56, John Street, Sunderland.
Newcastle Protection and Indemnity Association: Chairman, Sir William J. Noble,
Bt.; Manager, Jas. Ferguson: Address, 4, Queen Street, Newcastle-on-Tyne.
Newport Shipowners’ Association : Chairman, J. E. Dunn; Secretary, J. A. Evans:
Address, 86, Dock Street, Newport, Mon.
North-East Coast Engineering Trades Employers’ Association: Secretary, James
Cameron: Address, Bolbec Hall, Westgate Road, Newcastle-on-Tyne.
North-East Coast Shiprepairers’ Association: Secretary, James Cameron: Address,
Bolbec Hall, Weatgate Road, Newcastle on-Tyne. a:
North of England Protecting and Indemnity Association : Chairman, Sir William i.
Seager, D.L.; Vice-Chairman, J. W. Witherington; Managers, J. Stanley T ‘odd.
and Frederick Miller; Assistant Manager, S. M. ‘Todd ; Telephones, Central 5221—
2-3; Telegrams, ‘“Norprindem, Newcastle”: Head Office, 32, Collingwood
Buildings, Newcastle-on-Tyne.
North of England Steamship Owners’ Association: President, His Grace the Duke
of Northumberland, K.G.; Chairman, W. B. Nisbet; Treasurer, J. T. Lunn;
Secretary, William T. Todd; ‘Telephone, Central 1270; Telegrams, ‘“ Nemesis,
Newecastle-on-Tyne”: Address, 20, Collingwood Buildings, Newcastle-on-Tyne.
Port of London Authority: Chairman, Rt. Hon. Lord Ritchie of Dundee; Vice-
Chairman, ©. F. Leach ; Secretary, F. Ayliffo: Address, Tower Hill, EC. 3.
Register and Record Office of Shipping and Seamen. Sce General Register and
Record Office of Shipping and Seamen. :
Registry of Business Names: Rogistrar, A. E. Campbell-Taylor, 0.B.E. ; Assistant
Registrar, F, N, Whittle : Address, N. E. Wing, Somerset House, Strand, London,
W.C, 2.
River Thames Dry Dock Proprietors’ and Shiprepairers’ Association: Chairman,
R. H. Green; ‘Sccretary, E. H. McGuire: Address, 1, Lloyd’s Avenue, E.C. 3.
Royal Corps of Naval Constructors : Director of Naval Construction, Sir W. J. Berry,
K.C.B.; Director of Warship Production, E. A. J. Pearce, C.B.E. ; Deputy
Director of Naval Construction, C. F. Munday, C.B.; Assistant Directors, E. L.
Attwood, 0.B.E., W. H. Carter and A. W. Johns, C.B.E. : Address, Department
of Naval Construction, The Admiralty, Whitehall, London, S.W. 1.
Royal Merchant Seamen’s Orphanage : President, H.R.H. The Prince of Wales, K.G. ;
Chairman, R, J. Leslie; Deputy Chairman, J. Herbert Scrutton; Treasurer,
The Viscount Inchcape of Strathnaver, G.C.M.G., G.C.S.I., K.C.LE. ; Secretary,
F. W. Rawlinson, C.B.E.: Address, Dixon House, Lloyd's Avenue, London, E.C. 3.
Royal National Lifeboat Institution: President, H.R.H. The Prince of Wales, K.G. ;
Chairman, Sir Godfrey Baring, Bt. ; Deputy Chairman, The Hon, George Colville ;
Secretary, G. F. Shee, M.A.; Telephone, Gerrard 2161; Telegrams, “ Lifeboat
Institution, London ” : Address, 22, Charing Cross Road, London, W.C. 2.
Royal Naval Benevolent Society: President, Admiral of the Fleet Lord Walter T.
Kerr, G.C.B.; Secretary, Paymaster Commdr. E. W. C. Thring, C.B., R.N.:
Address, 18, Adam Strect, Adelphi, London, W.C. 2.
Royal United Service Institution: President, Ficld-Marshal H.R.H. The Duke of
Connaught and Strathcarn, K.G.; Chairman of the Council, Admiral Sir H. H.
Bruce; Vice-Chairman, Field-Marshal Viscount Allenby; Secrctary, Captain
Altham: Address, Whitehall, London, S.W. 1.
Sailing Ship Mutual Insurance Association, Ltd. : Chairman, A. Anderson ; Secretary,
J. F. Plinke : Address, 49, Leadenhall Street, London, E.C. 3.
Salvage Association, Inc.: Chairman, P. Hargreaves; Deputy Chairman, Ww. F.
Thompson; Secretary, Sir Joseph Lowrey, K.B.E.; Assistant Secretaries,
F. C. Sadler and A. Muir Smith; Telegrams, ‘“ Wreckage, London”; ‘Tele-
phone, Avenue 8034: Address, 20, Birchin Lane, London, E.C. 3. |
Scottish Shipmasters’ and Officers’ Association: Now amalgamated with the
Mercantile Marine Service Association, q.v.
Seamen’s Hospital Society: President, Captain H.R.H. The Duke of York, K.G.,
G.C.V.0., R.N.; Chairman, Capt. Sir A. W. Clarke, K.B.E.; Secretary, R. E.
V. Bax; Asst. Secretary, 8. A. Lyon; Telephone, Greenwich 370; Address,
Seamen’s Hospital, Greenwich, London, S.E. 10. i s
Seamen’s National Insurance Society: Chairman of Management Committee, Sir
Norman Hill, Bt.; ‘Treasurer, H. Mead Taylor, C.B., Board cf Trade Asst.
Secretary for Finance; General Secretary, Sidney H. Godfrey: Address, 19,
Leman Street, London, E. 1.
476 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Shipbuilding Employers’ Federation: President, John Barr, C.B.E.; Secretary,
Sir Chas. J. O. Sanders, K.B.E.; Assistant Secretary, A. Belch : Address,
9, Victoria Street, Westminster, London, 8.W. 1.
Ship Constructors’ and Shipwrights’ ‘Assuciation : General Secretary, Alex. Wilkie,
C.H., M.-P. ; Telephone, Central 1886 ; Telegrams, ‘* Wilkie, Newcastle”: Regis-
tered Offices, 8, Eldon Square, Newcastle-on-Tyne.
Shipowners’ Parliamentary Committee: Chairman, Rt. Hon. Walter Runciman,
P.C., LL.D., M.P.; Vice-Chairman, Sir Norman Hill, Bt.; Secretary, H. M.
Cleminson : Address, 28, St. Mary Axe, London, E.C. 3.
Shipowners’ Protection and Indemnity Association, Ltd.: Chairman, S. West ;
Managers, John Hulman and Sons: Address, 1, Lloyd’s Avenue, London,
EC. 3.
Shipping Federation, Ltd.: Chairman, F. C. Allen; General Manager, Cuthbert
Law: eretary, Michael Brett ; Telephones, Avenue 6108 and 6109; Tele-
Traflic, Led, London”: Chief Office, 52, Leadenhall Street, London,
Soldiers’, Sailors’ and Airmen’s Families’ Association : Chairman, Lieut.-General The
Hon. Sir Frederick W. Stopford, K.C.B., K.C.M.G., K.C.V.O. ; Vice-Chairman,
The Countess of March, C.B.E. ; Telephone, oria 396; Telegrams, “ Gildea,
pal London”: Head Office, 23, Queen Anne’s Gate, Westminster, London.
s 1,
South Coast Engineering and Shipbuilding Employers’ Association: President,
J. Smith; Secretary, William Nelson: Address, South-Western Chambers,
Canute Road, Southampton.
Standard Ship Owners’ Mutual Freight Dead Weight, Demurrage and Defence
Association, Ltd.: Chairman, Sir Frederick Lewis, Bart. ; Managers, Charles
Taylor and Co. ; Telephone, Avenue 4021 ; Telegrams, “ Adno, Fen, London” :
Address, 9, Fenchurch Avenue, London, E.C, 3.
Standard Steamship Owners’ Mutual War Risks Association, Ltd. : Chairman, Sir
Frederick Lewis, Bart. ; Managers, Charles Taylor and Co. ; ‘Telephone, Avenue
4021; ‘Telegrams, ““Adno, Fen, London”: Address, 9, Fenchurch Avenue,
London, E.C. 3.
Standard Steam p Owners’ Protection and Indemnity Association, Ltd. : Chair-
man, Sir Fre ick Lewis, Bart. ; Managers, Charles Taylor & Co. ; Telephone,
Avenue 4021; ‘Telegrams, ‘‘ Adno, Fen, London’: Address, 9, Fenchurch
Avenue, London, E.C.
Steamship Mutual Underwriting Association, Ltd. : Chairman, A Anderson ; Secre-
tary, J. F. Plincke : Address, 49, Leadenhall Street, London, E.C. 3.
Suez, Compagnie Universelle du Canal Maritime de: Chairman, C. Jonnart ; Chair-
man of London Committee and Vice-President, The Viscount Inchcape, of Strath-
naver, G.C.M.G., GOS.L, K.C.LE.; Secretary, George E. Bonnet: Address,
3, Whittington Avenue, Leadenhall Street, London, E.C. 3.
Sunderland Shipowners’ Socie President, ‘The Earl of Durham; Chairman,
Ernest F. Dix; Secretary J. G. Rutherford : Address, 45 and 46, West Sunni-
side, Sunderland.
Sunderland Steamship Protecting and Indemnity Assn.: Chairman, F. Walford C.
Common; Secretary, J. G. Rutherford: Address, 45 and 46, West Sunniside,
Sunderland.
Swansea Chamber of Commerce (Inc.): President, Wm. Morgan; Chairman, W. G.
Mendus ; Secretary, Henry J. Marshall; T'clephone, 2818; Telegrams, ‘‘ Com-
merce, Swansea’: Address, Chamber-vf Commerce, Swansea.
Tees and Hartlepool Shipbuilders’ Association: Chairman, Herbert ‘Taylor; Secre-
tary, Allan Kennedy: Address, ‘‘ Kinnoull,” Dovecot Street, Stockton-
on-Tees,
Tees District and Whitby Shipowners’ Assn.: Chairman, Sir John Harrowing;
Secretary, B. O. Davies: Address, Middlesbrough.
Thames Estuary and Cvast Sailing Barge Mutual Insurance and Protection Associa-
tion, Ltd.: Chairman, E. A. Hibbs; Secretary, J. F. Plincke: Address, 49,
Leadenhall Street, London, E.C. 3.
Thames Nautical Training College : Chairman, The Viscount Inchcape of Strathnaver,
if S.C, KC. LE.; Captain Superintendent, Captain M. B. Sayer,
Head Master, Inst. Capt. T. S$. Green, Bs A., R.N.; Secre-
tary, F. H. Statford : Address, 72, Mark Lane, London, E.C.
‘Timber Mirrade Federation of the U.K.: President, Charles ica J.P.; Secretary,
i M. McVey; ‘I'clephone, City 1949: Address, Oxford Court, Cannon Street,
uC, 4.
Trade Facilities Act Advisory Committee: Telephone, City 3151: Address, 3, Bank
Building, Princes Street, London, E.C. 4.
BRASSEY'S NAVAL AND SHIPPING ORGANISATIONS. 477
Trinity House, Honourable Corporation of : Master, Field-Marshal H.R.H. The Duke
of Connaught, K.G.; Deputy-Master, Vice-Admiral G. R. Mansell, C.B.E.,
M.V.O.; Secretary, M. K. Smith, O.B.E.: Address, Tower Hill, London,
E.C. 3.
Tyne Shipbuilders’ Association: Secretary, James Cameron: Address, Bolbec Hall,
Westgate Road, Newcastle-on-Tyne.
United Kingdom Mutual Steamship Assurance Association, Ltd.: Chairman, Sir
Walter Runciman, Bt.; Managers, T. R. Miller & Son; Telephone, Avenue
2552; Telegrams, ‘‘ Mutuality, Stock, London”: Address, 24, St. Mary Axe,
London, E.C. 3.
United States Shipping Board Emergency Fleet Corporation, European Division :
Director for Europe, Captain P. C. Grening: London Address, Bush House,
Aldwych, W.C. 2; Telephone, Central 7750-6.
Wear Shipbuilders’ Association: Chairman, Hugh Laing; Secretary, F. J. Carlyle:
Address, York Chambers, St. John Street, Sunderland.
West of England Light Shipbuilders’ Association : President, F. C. Spink ; Secretary,
J. A. S. Hassal: Address, 6, Lord Street, Liverpool.
West of England Mutual War Risks Association, Ltd. : Managers, John Holman and
Sons: Address, 1, Lloyd's Avenue, London, E.C. 3.
West of England Steamship Owners’ Protection and Indemnity Association, Ltd. :
Chairman, Sir John B. Wimble, K.B.E.; Vice-Chairman, Daniel Radcliffe ;
Managers, John Holman & Sons: Address, 1, Lloyd's Avenue, London, E.C. 3.
COLONIAL AND FOREIGN SHIPPING ASSOCIATIONS.
AUSTRALIA.
Australasian Steamship Owners’ Federation: Chairman, W. T. Appleton ; Secretary,
H. M. Adams: Address, Steamship Buildings, 509, Collins Street, Melbourne.
Merchant Service Guild of Australasia: Secretary, W. G. Lawrence : Address, 79-81,
Pitt Street, Sydney, N.S.W.
United Service Institution of New South Wales: Secretary, Lieut. Frederick
Daniell: Address, 12-14, O’Connell Strect, Sydney, N.S.W.
BELGIUM.
Antwerp Chamber of Commerce: Address, Local de la Bourse, Antwerp. y
Antwerp Ship Repairers’ Federation: Chairman, David Petrie; Secretary, Willy
M. Speleers :_ Address, Gencral Buildings, 14, Place de Meir, Antwerp.
Comité Maritime International: President, His Excellency Louis Franck ; Secretary,
F. Sohr: Address, 34, Place Verte, Antwerp.
Fédération Maritime : Address, Courte rue des Claires 2, Antwerp.
International Shipping Federation, Ltd. (Belgian Branch): General Secretary,
J. ¥F. Drory: Address, 7, Quai Van Dyck, Antwerp.
Union des Armateurs Belges: President, Léon Dens, O0.B.E.; Manager, A. de
Bosschere; Hon. Secretary, Emile Deckers: Address, Longue Rue Neuve
132, Antwerp.
CANADA.
American Association of Port Authorities : Address, Montreal.
Shipping Federation of Canada (Inc.): President, R. W. Reford; Manager and
Secretary, : Address, 218, Board of ‘Trade Building, Montreal.
CHINA.
China Coastwise Association: Address, Hong Kong.
DENMARK.
Ageurenceforeningen Skuld. (Danish Branch): Address, Amaliegade 204, Copen-
agen.
Baltic and International Maritime Conference: Hon. President, Sir William J.
Noble, Bart. ; Manager, Jacob Olsen: Address, 35, Amaliegade, Copenhagen, K.
Dansk Dampskibsrederiforening (Danish Steamship Owners’ Association): Presi-
dent, A. O. Andersen; Managing Director, E. Maegaard: Address, Amaliegade
29a, Copenhagen.
International Shipping Federation, Ltd. (Danish Brancb): General Secretary,
A. O. Andersen; Address, Amaliegade 29a, Copenhagen.
FRANCE.
Bureau des Longitudes (Publishers of the French Nautical Almanac): Address,
Palais de l'Institut, 3, Rue Mazarine, Paris.
Bureau Veritas: President, C. J. Lefebvre ; Managing Director, A. Berlhe de Berlhe ;
General Secretary, A. F. Bertrand: Address, 31, Rue d'Offémont, Paris,
Comité Central des Armateurs de France : Chairman, J. Dal Piez ; General Secretary,
Paul de Ruusiers : Address, 73, Boulevard Haussmann, Paris (8°).
Compagnie Universelle du (anal Maritime de Suez: Address, 1, rue d’Astorg,
Paris (8*).
478
COLONIAL AND FOREIGN SHIPPING ASSOCIATIONS. 479
GERMANY.
Bremer Reederverein : Address, Haus Schiitting, Bremen. .
Germanischer Lloyd : Chairman, Prof. Carl Pagel: Address, Alsenstrasse 12, Berlin,
N.W. 40.
International Shipping Federation, Ltd., The, (German Branch) ; General Secretary,
Dr. Paul Ehlers: Address, Adolphsbriicke 9, Hamburg.
Reederverein fiir den Bezirk der Handelskammer zu Flensburg: Address,
Flensburg.
Reedereiverein zu Liibeck : Address, Breitestrasse 6, Liibeck.
Rostocker Reederverein : Address, Rostock.
Schutzverein Deutscher Reeder (Protection Association of German Shipowners) :
Chairman, H. M. Gehrekens ; Manager, J. L. Bartelsen : Address, Alaterstrasse 1,
Hamburg 1.
Verband Deutscher Reeder: President, Staatsminister a. D. Graf. von Rhoedern ;
General Manager, Dr. iur. Hans Rehmke: Address, Beim Alten Rathaus,
Patriotisches, Gebaude, VI Stock, Hamburg II.
Verein Hamburger Reeder: Address, Ménckebergstrasse 27 II, Hamburg.
Verein Stettiner Reeder: Address, Bérse, Stettin.
HOLLAND.
Bond van Werkgevers in de Koopvaardy (Union of Employers in the Merchant
Marine): Address, Rotterdam.
Centrale van Koopvardy-ofiicierin (Central Union of Merchant Marine Officers) :
Address, Rotterdam.
International Shipping Federatior, Ltd. (Dutch Branch): Sccretary, J. Stakenburg :
Address, Parklaan 8, Rotterdam.
Nederlandsche Reedersvereeniging : President, J. B. van der Houven van Oordt ;
Seoratary), J.C. P. Krayenhoff van de Leur: Address, Stationsweg 135, The
ague.
Scheepvaart Vereeniging ‘‘Nord” (‘‘North” Shipping Association): Address,
Amsterdam.
Scheepvaart Vereeniging “Zuid” (‘‘South” Shipping Association): Address,
Rotterdam.
INDIA.
United Service Institution of India: Address, Simla.
ITALY.
Federazione Armatori Italiani: Secretaries, Comm. C. Trucco and Avv. G. V.
Perosio :_ Address, Via XX Septembre 19-4, Genoa.
Federazione Fascista) degli Armatori di Navi da Casico del Tirreno: President,
Avy. G. B. Becchi; Secretary, Avv. Carlo Raimondo: Address, Salita 8.
Caterina 4, Genoa (6).
Registro Italiano: President, Gr. Uff. Prof. Camillo Supino; Director, Comm.
Ing. D. Barricelli; Secretary, Ing. C. Doerfles: Address, Piazza della Borsa 7,
Trieste.
JAPAN.
Japanese Merchant Marine Officers’ and Engineers’ Association ; Secretary, Yojiro
Teudzuki: Address, No. 180, 8 Chome, Shimoyamate—Dori, Kobe.
Nippon Shipowners’ Association: President, Y. Ito; Managing Director, Z. Kamiya:
Address, 32, Akashi Machi, Kobe.
Teikoku Kaiji Kyokai (Imperial Japanese Marine Corporation): Chairman, Baron
a eubey Secretary, S. Shinohara: Address, 444, Kaijo Building, Marunuochi,
‘okio,
NORWAY.
Assuranceforeningen Skuld.: President, Otto Thoresen; Managing Directors, Sir
Anton Poulsson, K.B.E., and Einar Poulsson: Address, Carl Johansgate 1,
Postbox 129, Oslo.
Det Norske Veritas: Chairman, Sir Anton Poulsson, K.B.E., Secretary, N. Hagness:
Address, P.O. Box 82, Oslo.
Nordisk Skibsrederforening: President, A. F. Klaveness; Managing Director,
J. Jantzen: Address, Drammensveien 21, Oslo.
Norges Rederforbund: President, H. Westfal-Larsen : Addreas, Stortingsgaten 16,
Oslo.
Skibsbyggerienes Landsforening : Address, Schestedsgt 3 Oslo.
480 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
SPAIN.
“ Almanaque Nautico” (The Spanish Nautical Almanac). See Observatorio de
Marina.
Asociacion de Navieros de Bilbao: President, Sir Ramén de la Sota, K.B.E.;
Secretary, Don Antonio Arroyo: Address, Ibatiez de Bilbao 22, Bilbao.
Observatorio de Marina (Publishers of the Spanish “‘ Almanaque Nautico ’’); Director,
Seftor Leon Herrero: Address, San Fernando, Cadiz.
SWEDEN.
International Shipping Federation, Ltd. (Swedish Rranch): General Secretary,
O. A. Nordborg: Address, Sveriges Redareférening, Kungsportsavenyen 1,
Gothenburg.
Svenska Teknologféreningen adv. for Skeppsbyggnadskonst (Association of Swedish
eawiucere and Architects—Section for Naval Architecture): Address, Stock-
olm 16.
Sveriges Allmanna Sjéfartsforening (Swedish General Shipping Association) : President,
Hans Ericson; Secretary, C. E. Landberg: Address, Hantverkargatan 32,
Stockholm.
Sveriges Angfartygs Assurans Férening: Address, Gothenburg.
Sveriges Redareférening (Swedish Shipowners’ Association): President, Gunnar
Carlsson ; Managing Director, U. A. Nordborg: Address, Kungsportsavenyen 1,
Gothenburg.
Sveriges Segelfartygsforening : Manager, Paul L. Nilsson: Address, Ombudsmannen,
Helsingborg.
UNITED STATES.
American Association of Port Authorities : President, J. Spencer Smith ; Secretary,
Tiley S. McChesney: Address, Room 200, New Orleans Court Building, New
Orleans, Louisiana.
American Bureau of Shipping: President, Stevenson Taylor; Secretary, J. W.
Cantillion : Address, 50, Broad Street, New York.
American Manufacturers’ Export Association: Secretary, M. B. Dean: Address,
1€0, Broadway, New York City.
American Marine Association: President, Colonel E. A. Simmons; Secretary,
K. Warren Heinrich: Address, 15, Park Row, New York, N.Y.
American Steamship Owners’ Association: President, H. B. Walker; First Vice-
President, William Newsome; Secretary, RK. J. Baker: Address, 11, Rroadway,
New York.
American Steamship Owners’ Mutual Protection and Indemnity Association (Inc.) :
Chairman, Alfred Gilbert Smith ; Secretary, J. H. de G. Evans: Address, 3,
South William Street, New York, N.Y.
Maritime Association of the Boston Chamber of Commerce: Chairman, Edward
E. Blodgett ; Manager, Frank S. Davis: Address, 177, Milk Street, Boston 9,
Mass,
Master Boiler Makers’ Association: Secretary, H. D. Vought: Address, 26, Cort-
landt Street, New York City.
National Association of Engine and Boat Manufacturers: Secretary, R. R. Hand :
Address, 29, West 39th Street, New York.
National Merchant Marine Association: President, Hon. Joseph E. Ransdell ;
Boeretarys Mr. Henry C. Wiltbank: Address, Munscy Building, Washington,
D.C,
National Rivers and Herbours Congress: Secretary, S. A. Thompson: Address,
824, Colorado Building, Washington, D.C.
Nautical Almanac: Director of the Almanac, Captain W. §. Eichelberger (Math),
U.S.N.: Address, United States Naval Observatory, Washington, D.C.
Pacitic Amcrican Steamship Association: President, Captain Robert Dollar; Secre-
tary, J. P. Williams: Address, 336, Battery Street, San Francisco, California.
Port of New York Authority: Secretary, Wm. Leary: Address, 11, Broadway,
New York.
Shipowners’ Association of the Pacific Coast: President, F. J. O'Connor: Secretary,
Nat Levin: Address, 336, Battery Street, San Francisco, California,
United States Shipping Roard Emergency Fleet Corporation: Address, Washington,
D.C.
THE STEAMSHIP SERVICES OF THE WORLD.
All lines run return journeys in reverse order to
services given, except where otherwise stated.
*,* Owners are requested to send insertions for the
next issue. Insertions made without charge.
AFRICA, EAST.
British India Line; from London and Middlesbrough to Principal Ports of East
Africa (passengers and cargo); from Bombay to Mombasa, Zanzibar, Dar-es-
Salaam, Beira, Delagoa Bay dicts passengers and cargo).
Clan Line; from Glasgow, Liverpool and Newport to Natal, Delagoa Bay, Beira,
Mauritius, Madagascar (cargo).
Compagnie Havraise Péninsulaire de Navigation 4 Vapeur; from Havre and Mar-
seilles to Madagascar (Hast Coast), Réunion and Maurice Isle (passengers and
cargo); from Havre, Bordeaux, and Marseilles to Madagascar (West Coast) and
Mozambique (passengers and cargo).
Deutsche Ost-Afrika Linie; from Hamburg, Antwerp, and Southampton to
Chief Kast African Ports (passengers and cargo).
Hall Line; from Glasgow and Liverpool to all East African Ports (passengers
and cargo).
Hamburg-Amerika Linio Africa-Dienst; from Hamburg, Antwerp, and South-
ampton to Chief Ports of East Africa (passengers and cargo).
Hamburg-Bremer-Afrika Linie A.G.; from Hamburg, Antwerp, and Southampton
to Chief East African Ports (passengers and cargo).
Harrison Line; from Glasgow and Birkenhead to Principal Ports of East Africa
(cargo).
Holland Africa Line; (Combined Service) to all Principal Ports (cargo and
passengers, limi ed).
Houlder Brothers and Co., Ltd.; from London to Chief Hast African Ports (pas-
sengers and cargo).
Houston Line; from Continent, Middlesbrough, London, Glasgow, Liverpool,
and United States to Chief East African Ports (cargo).
Prince Line; from New York to Delagoa Bay, Beira, etc. (carge) (vid Cape).
Prince Line; from New York to East African Ports, and vice vers& (cargo).
Union-Castle Line; from Southampton to Madeira, Capetown, Port Klizabeth,
East London and Natal (without transhipment); also for Delagoa Bay and
Beira (passengers, mails, and curgo).
Woermann-Linie, Aktien-Gesellschaft ; from Hamburg, Antwerp, and Southampton
to Chief East African Ports (passengers and cargo).
AFRICA, SOUTH.
Aberdeen Line ; from Liverpool to Cape Town (passengers only) to South Africa.
Blue Funnel Line. See Holt and Co., Alfred, Liverpool.
British India Line; from Bombay to Durban (passengers, mails, and cargo).
Clan Line ; from Glasgow, Liverpool and Newport to Cape Town, Algoa Bay, East
London and Durban (cargo).
Deutsche Ost-Afrika Linic; from Hamburg, Rotterdam, and Southampton to
Chief South African Ports (passengers and cargo).
Ellerman and Bucknall Steamship Co., Ltd.; from United Kingdom (weekly cargo
services, also regular pussenger service); from Australia (fortnightly cargo sail-
ings); from New York (joint weekly cargo sailings).
Furness, Withy and Co., Ltd. See Prince Line.
Hall Line; from Glasgow and Liverpool to Cape Town, Mossel Bay, Algoa Bay,
East London, Natal, Delagoa Bay, and Mauritius (cargo).
Hamburg-Amerika Linie Africa-Dienst; from Hamburg, Rotterdam, and South-
ampton to South African Ports (cargo and passengers).
Hamburg-Amerika Linie (Afrika-Dienst); from Hamburg, Antwerp and South-
ampton to Chief West African Ports (passengers and cargo).
481 21
482 BRASSEY'S NAVAL AND SHIPPING ANNUAL.
Hamburg-Bremer-Afrika Linie A.G.; from Hamburg, Bremer, Rotterdam, and
Southampton to Chief South African Ports (passengers and cargo).
Harrison Line; from Birkenhead, Glasgow, and Newport to Capetown, Mossel
Bay, Algoa Bay, East London, Natal, Delagoa Bay, Beira, and Mauritius
(cargo).
pete Line; London and Middlesbrough to Natal, Delagoa Bay, and Beira.
Holland Africa Line; from Hamburg, Antwerp, Amsterdam, Kotterdam, to all
Principal Ports (cargo and passengers, limitcd).
Holt and Co,, Alfred, Liverpool ; from Liverpool to Cape Town (passengers); home-
wards from Durban and Cape Town to Liverpool and Glasgow (passengers and
cargo).
raat Brothers and Co., Ltd.; from London to Cape Town, Port Elizabeth,
East London, Durban, Delagoa Bay and Beira (passengers and cargo).
Houston Lines; from United Kingdom and from United States (both cargo services,
carrying a few passengers).
Natal Line of Steamers, Bullard, King & Co., Ltd.; from London, Middlesbro’
and Continent to South Africa; also service between Calcutta, Rangoon and
Colombo and South and East African Ports (passengers and cargo).
Peninsular and Oriental Servico to Australia; from London to Adelaide, Mel-
bourne, and Sydney vid Cape Town (passengers, one class only, mails and
cargo).
Prince Line; from New York to South African Ports, and vice versa (cargo).
Shaw, Savill and Albion Co., Ltd.; from London to Australia, vid the Cape of
Good Hope (outwards, general cargo; homewards, a large amount of meat and
dairy produce in cold storage).
Union-Castle Line ; from London and Plymouth to Canary Islands, Cape Town,
Mossel Bay, Port Elizabeth, East London, Natal, Delagoa Bay and Beira (with-
out transhipment); also for Inhambane, Chinde, Quelimane, Macuse, Moma and
Angoche (passerers, mail, and cargo).
Wilh. Wilhelmsen; from Norway, Sweden, Denmark, and Finland, to chief South
African Ports (cargo).
White Star Line; from Liverpool to Australia, calling at Cape Town (passengers and
cargo).
Woermann-Linie, Aktien Gesellschaft; from Hamburg, Rotterdam, and South-
ampton to Chief South African Ports (passengers and cargo).
AFRICA, WEST.
African Steamship Co.; from Liverpool and London to principal West African
Ports (passengers and cargo).
British and African Steam Navigation Co., Ltd.; from Liverpool and Rotterdam
to principal West African Ports (passengers and cargo).
Deutsche Ost-Afrika Linie; from Hamburg, Rotterdam, Antwerp, and South-
ampton to Chief West African Ports (passengers and cargo).
Elder Dempster and Cuv., Ltd.; from Liverpool, London, Hamburg, Rotterdam,
Antwerp, New York, Montreal (ships load homewards to Montreal if induce-
ment offers) to West African Ports; also West African Ports to Hull (passengers
and cargo).
Hamburg-Bremer-Afrika Linie A.G.; from Hamburg, Rotterdam, Antwerp, and
Southampton to Chief West African Ports (passengers and cargo).
Holland West Africa Line; from Hamburg, Amsterdam, Bordcaux, Antwerp with
Trans to Principal Ports (cargo and passengers, limited).
Houston Lines; from London, Glasgow, and Liverpool (cargo).
Union-Castle Line; from London to Lobito Bay, Walfish Bay, and Luderitz
Bay ; Port Elizabeth, East London and Natal to Mauritius.
AMERICA, CENTRAL.
Canadian Government Merchant Marine, Ltd.; Montreal to Nassau, Kingston (Ja.)
Jamaica and Belsize (B.H.) (passengers and cargo); Montreal to Barbados,
Trinidad, and British Guiana (cargo). During the winter these services operate
from Halifax, N.S.
Canadian Government Merchant Marine, Ltd. ; St. John (N.B.) and Halifax (N.S.)
to Bermuda, St. Kitts, Antigua, Montserrat, Dominica, St. Lucia, Barbados,
St. Vincent, Grenada, Trinidad and Demerara (cargo).
yde Steamship Co.; from New York to Santo Domingo City and Azua, vid Turks
Island, calling at Monte Cristo, Puerto Plata, Samana, Sanchez, La Romana,
and Macoris (passengers and cargo).
STEAMSHIP SERVICES. 483
Compagnie Générale Transatlantique; Havre to Central American Ports (cargo).
Cuban Line (Ernest Bigland and Co., Ltd., Managers); from Antwerp, Hull,
and London to Cuba and Mexico (cargo and few passengers).
Elders and Fyffes, Ltd.; from Avonmouth, Garston, and Rotterdam to Bermuda,
Jamaica, Barbadoes, Trinidad, St. Simon, Panama, Spanish Honduras, and
Colombia (passengers only).
Ellerman and Buknall Steamship Co., Ltd.: Calcutta, and Rangoon to West
Indies and Cuba (regular joint service).
Furness Line; from New York to Bermuda (passengers and cargo); New York
to West Indies (passengers and cargo); from New York to Grenada, Trinidad
and Demerara (passengers and cargo); from Glasgow and Manchester to Colon
and Balboa, proceeding thence to Los Angeles, San Francisco, Victoria and
Vancouver (passengers and cargo).
Furness, Withy and Co., Ltd. See Furness Line.
Holland America Line; from Antwerp, Rotterdam to Havana, Vera Cruz,
Tampico and Orleans.
Hamburg-Amerika Line ; from Hamburg to Cuba and Mexico ( passengers and cargo),
from Hamburg to Cuba (freight); from Hamburg to West Indies (passengers and
cargo); from Hamburg to West Coast Ports and Mexico, vid Panama (passengers
and cargo); from Hamburg to the West Indies Islands (three-weekly).
Harrison Line; from Glasgow to West Indies and Demerara (cargo); from London
to West Indies and Demerara (passengers and cargo); from Swansea, Glasgow,
and Liverpool to North Pacific Ports, vd Panama Canal (cargo); from Liverpool
to West Indies and Mexico (cargo).
Holt and Co., Alfred, Liverpool; from Boston and New York to the Straits
Settlements, Philippines, China, Japan, Korea, Siberia, Pacific Coast vid Panama
(cargo).
tad Lines; from River Plate Ports to United States and Canada, calling at
Cuba (cargo service, carrying a few passengers).
Hugo Stinnes Linien; from Hamburg to Cuba and Mexico (passengers and
cargo).
ee West-Indische Maildienst; from Hamburg, Antwerp, Rotterdam,
Amsterdam to all Principal Ports in Central America, and West Coast of South-
America ( passengers and cargo).
Larrinaga Line; from Liverpool to Havanna and other Cuban Ports; from
Houston and Galveston to Liverpool and Manchester.
Leyland Line; from Liverpool, London, and Manchester to Panama (passengers
and cargo).
Now York and Porto Rico Steamship Co. Sce Porto Rico Line.
New Zealand Shipping Co., Ltd. ; from London and Liverpool through the Panama
Canal to New Zealand and Australia (passengers and cargo).
Nourse Line; from Calcutta to Cuba, P. & O.
Panama Rail Road Steamship Co.; from New York, Port au Prince (Hayti), to
Cristobal (Canal Zone, Panama) (passengers and cargo).
Porto Rico Line; from New York to San Juan, Ponce, Mayaguez, Arroyo, Agua-
dilla, Arecibo, ete. (freight and passengers); from New Orleans and Mobile to
San Juan, Ponce, and Mayaguez, Arroyo, Aguadilla, Arecibo, etc. (freight).
Roland-Linie, Aktien Gesellschaft; from Hamburg, Bremen and Antwerp to
West Indies and Central America.
Royal Mail Steam Packet Co.; from London and Hull to Bermuda, Nassau,
Santiago de Cuba, Jamaica, Haiti and San Domingo; from Rotterdam, Antwerp
and London to Puerto Colombia, Colon and Central American Pacific Ports
(passengers and cargo); from Colon and Central American Pacific Porta to
Glasgow, Liverpool, Southampton, London, Hamburg, Rotterdam, Antwerp ;
from St. John, N.B., and Halifax, N.S., to Bermuda, West Indies, and Demerara
(passengers, mails and cargo).
Shaw, Savill and Albion Co., Ltd.; from London through the Panama Canal to
New Zealand, returning by same route (passengers and cargo).
Stinnes Linien. See Hugo Stinnes Linien.
Wilh. Wilhelmsen; from Norway, Sweden, Denmark, and Finland to Cuba, Vera
Cruz, and Tampico (cargo and a few passengers).
White Star Line, jointly with Shaw, Savill and Albion Co., Ltd.; from London to
New Zealand vid Panama Canal ( passengers and cargo).
AMERICA, SOUTH.
“Artus’’ Line. See Hugo Stinnes Linien.
Booker Line; from Liverpool to Demerara (British Guiana) direct (passengers
and cargo).
484 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Booth Line; from Antwerp, Hamburg, Havre, Liverpool, Lisbon, London, Ma-
deira and Oporto to principal North Brazilian Ports, and Iquitos, Peru; also
from New York to all principal Brazilian Ports (passengers and cargo).
British and Argentine Steam Navigation Co., Ltd. ; from Liverpool to River Plate
Ports (passengers and cargo).
Compagnie Générale Transatlantique to Pacific Coast Porte (e270):
Compania Naviera Sota y Aznar (Spanish Line); from Hamburg, Rotterdam,
Antwerp and Bilboa to Rio de Janciro, Santos, Monte Video and Buenos Aires
(cargo); also Glasgow, Liverpool and Swansea to Spanish Ports (cargo) (out-
wards only).
Cornborough Shipping Line, Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Davies Steamship Co., W. R.; from Liverpool to principal South American Ports
(cargo).
Donaldson South American Line; from Glasgow, Liverpool, and London to Monte
Video and Buenos Aires—also by transhipment to other River Plate Ports (re-
Srigerated cargo).
Furness-Houlder Argentine Lines, Ltd.; from London and Liverpool to chief Ports
of Argentine and Uruguay (refrigerated cargo and a few first-class passengers).
Furness, Withy and Co., Ltd. See Furness Line, Prince Line, and Furness-
Houlder Argentine Lines.
Grace Lines ; from New Orleans to Ports of Equador, Peru, and Chile (passengers,
cargo, and mails).
Hall Line; from Calcutta to River Plate Ports (cargo).
Hamburg-Amcrika Line; from Hamburg to Brazil and La Plata Ports (passengers
and cargo); from Hamburg to West Coast Ports of South America (via Magellan,
fortnightly ; vid Panama, every ten days).
Hamburg-Siidamerikanische Dampfschififahrts-Gesellschaft ; from Hamburg to
Brazil, Uruguay, and Argontina (passengers, cargoes and mails).
Harrison Line; Liverpool and South Wales to Brazil (cargo).
Henderson and Co., Ltd.; from Glasgow to principal South American Ports (cargo).
Holland and Co., Ltd., Arthur; from Newport to principal South American Ports
cargo).
aiden Brothers and Co., Ltd.; from Antwerp, London, Liverpool, and Bristol
Channel to Monte Video, Buenos Aires, and Rosario (Outwards, general cargo
and passengers ; Homewards, frozen meat, chilled meat, dairy produce, and general
caryo ; and passengers).
Houston Lines; from Glasgow and Liverpool to River Plate; from United States
to River Plate; from Canada to River Plate; from West Indies to River Plate
(all cargo services, carrying @ few passengers).
Hugo Stinnes Linien; from Hamburg to Portuguese Ports, Pernambuco, Monte
Video, Buenos Aires, and Rosario (in association with the “ Artus” Line,
Danzig) (passengers and cargo).
Kaye, Son and Co,, Ltd. ; from Liverpool to principal South American Ports (cargo).
Koninklijke Hollandsche Lloyd; from Amsterdam to Buenos Aires, calling en route
at Southampton, Cherbourg, La Corunna, Vigo, Leixoes, Lisbon, Las Palmas, Per-
nambuco, Bahia, Rio de Janciro, Santos, and Monte Video (passengers, mails, and
freights) ; from Hamburg vid Rotterdam, Antwerp, Spain to Argentina (cargo) ;
from Hamburg to Amsterdam, Antwerp, Portugal to Brazil (cargo).
Lamport and Holt; from Liverpool, Glasgow, and Manchester to Brazil, vid
Portugal; from Liverpool and Glasgow to the River Plate, vid Spain; from
Middlesbrough, Hamburg, Antwerp, London, and Cardiff to Brazil and the
River Plate; from New York to North Brazil; from New York to Central and
South Brazil; from New York to River Plate Ports; from New Orleans to
Brazil and River Plate; from Glasgow, Liverpool, and Havre to the West Coast
Ports of South America (cargo); from New York to Brazil and the River Plate,
calling at the West Indies (passengers).
Leeds Shipping Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
MacIver Line ; from Liverpool to principal River Plate Ports without transhipment
(cargo).
Nelson, Ltd., H. and W.; from Iondon to Buenos Aires, calling on the outward
journey at Boulogne, Corunna, Vigo, Las Palmas, G.C., Rio de Janeiro, and
Monte Video, and on the homeward journey at Monte Video and Las Palmas;
from Liverpool to Buenos Aires, calling at Monte Video, and at Las Palmas
on the homeward voyage (cargo, passengers, and mails).
Oakwin Steam Ship Co.. Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Prince Line, Ltd.; from Middlesbrough, Antwerp and London to River Plate
Ports (cargo), and vice versé; from New York to River Plate Ports (cargo) ;
from New York to Brazil (cargo), and vice vers&; from Brazil to New Orleans.
STEAMSHIP SERVICES, 485
Ritson, F. and W.; from Glasgow, Liverpool, and London to principal West
Coast South American Ports (cargo).
Roland-Linie, Aktien Gesellschaft ; from Bremen and Hamburg to Chile, Peru, and
Ecuador (passengers and cargo).
Rotterdam South America Line; Koninklijke Hollandsche Lloyd (joint service) ;
from Hamburg, Antwerp, Amsterdam, Rotterdam to all Principal Ports in South
Amarica (cargo “A” boats passengers).
Rotterdam-Zuid Amerika Lijn; from Hamburg, Rotterdam, and Antwerp to
Buenos Aires, Monte Video, Santos, Rio de Janeiro, Bahia, and Pernambuco,
calling at Bilbao, Santander, and Vigo (cargo, carrying a few passengers).
Royal Mail Steam Packet Co.; from Southampton to Pernambuco, Bahia, Rio
de Janciro, Santos, Monte Video, and Buenos Aires (mails, passengers, and
cargo); from Liverpool to Rio de Janeiro, Santos, and Buenos Aires, calling at
Cherbourg, Coruna, Leixoes, and Lisbon (mails, passengers and cargo) ; from
London, Newport, and Swansea to Pernambuco, Maceio, Bahia, Rio de Janeiro,
Santos, Rio Grande do Sul and Paranagua (cargo only); from Brazil to Havre,
Antwerp, Rotterdam, Hamburg and Liverpool.
St. Just Steamship Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Shaw, Savill and Albion Co., Ltd.; from London to New Zealand, procecding on
the outward journey vid the Panama Canal, and on the homeward journey vid
Cape Horn, calling at Monte Video and Teneriffe (cargo, and meat and dairy
produce in cold storage on homeward voyage).
Sota y Aznar; from Hamburg, Rotterdam, Antwerp, and Bilbao to Pernambuco,
Bahia, Rio de Janeiro, Santos, Monte Video, and Buenos Aires (cargo), and
reverse.
Stinnes Linien. See Hugo Stinnes Linien.
Toyo Kisen Kaisha; from Hong Kong, Moji, Kobe, Yokohama, Honolulu, and Hilo
to San Francisco, Portland, Los Angeles, Salina Cruz, Balbao, Callao, Mollendo,
Arica, Iquique, and Valparaiso (passengers and mails).
Wilh. Wilhelmsen (Wilhelmsen Steamship Line); from New York to Brazil and
River Plate Ports (cargo and refrigerated stores—fortnightly).
AUSTRALIA AND NEW ZEALAND.
Aberdeen Line; from Liverpool to Albany, Adelaide, Melbourne, Sydney and
Brisbane ; calling at Teneritfe and Cape ‘own (outward), and Fremantle, Durban,
Cape Town and Teneriffe (homeward) (passengers and cargo).
Adelaide Steamship Co., Ltd.; between Queensland Ports, Sydney, Newcastle,
Melbourne, Adelaide, Albany, and Fremantle (cargo and stock); between Port
Adelaide, Spencer’s Gulf, and West Coast Ports (passengers, cargo, and stock).
Anderson, Green and Co., Ltd. Sce Orient Line.
Australian Commonwealth Line of Steamers ; from London to Fremantle, Adelaide,
Melbourne, Sydney, and Brisbane vid Port Said and Colombo (passenycrs and
cargo); trom United Kingdom Ports to Fremantle, Adelaide, Melbourne, Sydney
and Brisbane vid Suez Canal (cargo).
Australian Steamships Pty., Ltd.; between Melbourne, Sydney, Newcastle, Bris-
bane, Queensland Ports, Adelaide, and other South Australian Ports, Albany,
Fremantle, Geraldton, and West Australian Ports, Geelong, Portarlington,
Warrnambool, Portland, etc. (passengers and caryo).
Blue Funnel Line. See Holt and Co., Alfred.
British India Line ; from London to Fremantle, Adelaide, Melbourne, Sydney, and
Brisbane; from Gulf of Mexico to Australian and New Zealand Ports, from
Calcutta to Australian Ports (passengers and cargo).
Burns, Philp and Co., Ltd.; between Sydney, Queensland Ports, Darwin, Java,
and Singapore; between Sydney, Lord Howe Island, Norfolk Island, and New
Hebrides; between Sydney, Brisbane, Solomon Islands, and New Britain;
between Sydney, Queensland, Papua, and Rabaul; between Sydney and New
Britain direct (mails, passengers, and cargo).
Canadian-Australian Line. See Canadian Pacific Railway Co.
Canadian Government Merchant Marine, Ltd.; from Vancouver (cargo); from
Montreal (cargo). During the winter months this service operates from
Halifax, N.S.
Canadian Pacific Railway Co., in conjunction with the Canadian-Australian Line ;
from Vancouver to Honolulu, Suva, Fiji, Auckland, N.Z., and Sydney, Australia
(passengers and cargo).
Commonwealth and Dominion Line, Ltd. ; from London, also Glasgow and Liver-
pool, to Auckland, Wellington, Lyttleton and Port Chalmers and/or Dunedin,
N.Z., vid the Panama Canal.
486 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Commonwealth and Dominion Line; from London, Middlesbrough, Hull, Antwerp
and Hamburg to Melbourne, Sydney, Newcastle, N.S.W., Brisbane, Hobart and
Launceston vid the Cape of Guod Hope.
Commonwealth and Dominion Line ; from New York to Australia and New Zealand
vid the Panama Canal; Homewards from Australia and New Zealand to United
Kingdom and Continent (cargo and passenyers).
Cornborough Shipping Line, Ltd. Sve Smith and Sons, Ltd., Sir Wm. Reardon.
Cunard Line; from Svuthampton, Liverpoul, Belfast, Glasgow, Queenstown,
Cherbourg, Havre and Hamburg vid U.S.A. or Canada to all the chief Ports of
Australia and New Zealand (passengers).
Eastern and Australian Steamship Co., Ltd.; Melbourne, Sydney, Brisbane and
Queensland Ports to Borneo, Manila, Hongkong and Japanese Ports (passengers
and cargo).
Ellerman and Bucknall Steamship Co., Ltd.; to London, United Kingdom and
Continent, also United States (regular cargo services); from New York (frequent
(joint cargo services).
Federal Steam Navigation Co., Ltd.; from London and West Coast Ports of
Great Britain to Principal Ports of Australia (passengers and cargo).
Hall Line ; from Liverpool to principal Australian Ports (passengers and cargo).
Henderson and Co., Ltd.; from Glasgow and Liverpool to principal Australian
Ports (cargo).
Holt and Co., Alfred; from Glasgow and Liverpool and from Hamburg, Bremen,
Rotterdam aud Antweip to Western Australia, Adelaide, Melbourne, Sydney
and Brisbane; from Singapore to West Australian Ports (passengers and cargo).
Leeds Shipping Co., Ltd. Sve Smith and Sons, Ltd., Sir Wm. Reardon,
Liverpool Line to Australia; from Liverpool to Fremantle, Adelaide, Melbourne,
Sydney, Newcastle, Brisbane, Auckland, Wellington, Lyttelton and Dunedin ;
from Manchester to same ports (passengers and cargo). Marwood and Robertson,
33, Brazennose Street, Manchester, and 18, Water Street, Liverpool.
London Line ; from Bristol, Glasgow, Liverpool, and London to principal Australian
Ports (passengers and cargo).
Mcllwraith, McKacharn’s Line; from Sydney to Melbourne, Adelaide, Albany, and
Fremantle (passengers and cargo).
New Zealand Shipping Co., Ltd., from London and West Coast ports of Great
Britain, vid the Panama Canal, to principal Australian and New Zealand Ports
(mails, passengers, and cargo).
Oakwin Steamship Co., Ltd. Sce Smith and Sons, Ltd., Sir Wm. Reardon.
Orient Line to Australia; from Tilbury to Fremantle, Adelaide, Melbourne,
Sydney, aud Brisbane, calling at Gibraltar, Toulon, Naples, Port Said, and
Colombo, also on the return journey at Plymouth. At certain seasons of the
year the vessels call at Hobart, Tasmania (passengers, cargo, and mails for
Commonwealth of Australia).
Peninsular and Oriental Service to Australia; from London to Adelaide, Mel-
bourne, and Sydney, vid Cape Town (passengers—one cluss only—mails and
cargo).
Peninsular and Oriental Steam Navigation Company; fortnightly service from
London to Fremantle, Adclaide, Melbourne, and Sydney, calling at Gibraltar,
Marscilles and Port Said, or Port Said and Port Sudan, Aden, and Colombo,
and homewards also at Plymouth (passengers, mails, and carqo).
St. Just Steamship Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Shaw, Savill and Albion Co.; from Glasgow and Liverpool to Port Chalmers wid
Panama Canal, calling at Auckland, Wellington, and Lyttleton (passengers,
mails, and cargo) ; from London to New Zealand, proceeding tid the Panama Canal,
and on the return journey vid Cape Horn, calling at Monte Video and Teneriffe
en route (cargo).
Shire Line; from Glasgow to principal Australian Ports (cargo).
Trinder, Anderson and Co.; from London to principal Australian Ports (cargo).
Turnbull, Martin and Co.; from London and West Ports of Great Britain to
principal Australian and New Zealand Ports (passengers and caryo).
White Star Line; from Liverpool to Sydney, calling at Cape Town, Albany,
Adelaide, and Melbourne (passengers and cargo); from Liverpool to Australia,
direct (cargo); from Liverpool to New Zealand, direct (cargo), jointly with Shaw,
Savill and Albion Co., Ltd.; from London to Port Chalmers vid the Panama
Canal, calling at Auckland, Wellington, and Lyttleton (passengers, mails, and
cargo).
Wilh. Wilhelmsen: from Norway, Sweden, Denmark, Finland, Hamburg, and
Antwerp to principal Australian Ports (cargo).
STEAMSHIP SERVICES, 487
BALTIC AND NORTH SEA.
American-Hawaiian Steamship Co.; from Los Angoles, Portland, San Francisco,
Seattle, and Tacoma to Hamburg, calling at Glasgow, Havre, Liverpool, and
London (fortnight/y cargo sailings).
Bachke and Co.; from Hull, Trondhjem and West Norwegian Ports to Aberdeen,
Grangemouth, Hull, Grimsby, London, Manchester, Bristol, Swansea, Bremen,
Antwerp and French Ports (cargo).
Becker and Co., Ltd.; from East and West Coast Ports of the United Kingdom
to principal Baltic Ports (passengers and cargo).
Bergenske Dampskibsselskab, Det. ; from Glasgow, Manchester, Middlesbrough
and Newcastle to Principal Ports of Norway and Sweden (passengers and cargo).
Bergenske Dampskibsselskab, Det. (B. & N. Line); from Newcastle to Bergen
four times weekly (summer), three times. weekly (winter). Quickest route
Scandinavia—England (passengers and cargo). Cargo steamers from London,
Glasgow, Manchester, Middlesbrough, etc., to Principal Ports of Norway,
regularly. Regular steamers Rotterdam—Bergen, Hamburg—Bergen, weekly.
Bergen—Faré Islands and Iceland, fortnightly. Express Coastal steamers
Bergen—Kirkenes (passengers and cargo).
Brodin, Erik; from London to Principal Ports of Norway and Sweden (passengers
and cargo).
Burton, Smart and Orford, Ltd. See Scandia Lines.
Cook and Son, John; Kast Norway to Aberdecn, Dundee and Granton (cargo).
Cormack and Co., James ; from Aberdeen, Dundce, Grangemouth, Leith, Montrose,
and Methil to Riga, Windau and other Latvian Ports; occasional steamers to
Archangel (cargo and few passengers).
Compagnie Générale Transatlantique : Havre to Memel and Dantzig (passengers
and cargo).
Cornborough Shipping Line, Ltd. See Smith and Sons, Ltd., Sir Wm Reardon.
Currie Line. See Leith, Hull and Hamburg Steam Packet Co.
Ellerman’s Wilson Line; from Grimsby, Hull, Liverpool, London, Newcastle and
Swansea to Principal Ports of Baltic, Norway, and Sweden.
Finland Line ; from Liverpool to Helsingfors (cargo).
Finland Steamship Co., Ltd. Sce Finska Angfartygs Aktiebolagot.
Finska Angfartygs Aktiebolaget; from Hull to Copenhagen and Finnish Ports
(passengera and cargo); from Antwerp to Finnish Ports (passengers and cargo) ;
from Stettin and Libeck to Helsingfors and Finnish Ports (passengers and cargo) ;
from Stockholm to Helsingfors and Abo (passengers and cargo); from Dantzig,
Riga and Reval to Helsingfors or Hangé (passengers and cargo). The foregoing
lines carry mails for Germany, Sweden, and Esthonia. From Hull, London,
Liverpool; and Manchester, Leith, Grangemouth to Finnish Ports (cargo); from
Rotterdam, Antwerp, Northern France, and Copenhagen to Finnish Ports (cargo).
From Marseille, Geneva and Spanish Ports to Finnish Ports (cargo). From
Lubeck to Finnish Ports (cargo).
Forenede Dampskibsselskab., Det.; from Hull, London, Manchester, Swansea,
Liverpool, Newcastle, Leith, Grimsby and Harwich to Ports of Scandinavia
(passengers and cargo).
Glen and Co.; from Glasgow to Holland and Belgium (cargo).
Head Line and Lord Line; to Belfast and Dublin, from Petrograd, Reval, Pernau,
and Riga (chiefly cargo); between Belfast, Dublin, Cork, Londonderry and
Hamburg, Amsterdam, Antwerp, Rotterdam and Ghent and Breinen (chiejly
cargo).
Leeds Shipping Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Leith Hull and Hamburg Steam Packet Co., Ltd.; from Leith to Hamburg
passengers and caryo); from Glasgow, Grangemouth and Dundee to Hamburg
(cargo); from Aberdeen and Middlesbro’ to Hamburg (cargo); from Leith to
Bremen (cargo); from Leith to Copenhagen (passengers and cargo).
Lord Line. See Head Line and Lord Line.
Oakwin Steamship Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Preston Steam Navigation Co., Ltd.; from Fast and West Const Ports of the
United Kingdom to Principal Ports of Baltic and Norway (passengers and
cargo),
Roland-Linie, Aktien Gesellschaft; from Antwerp and Rotterdam, Bremen to
Finland, Russia and other East Seaports.
Royal Mail Steam Packet Uo.; from Hamburg, Southampton, and Cherbourg to
New York (passengers, mails, and cargo).
St. Just Steam Ship Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Salvesen aud Co., Chr. ; from Leith to Gothenburg (cargo); from Grangemouth to
Dronthein, calling at Stavanger, Bergen, Aalesund, and Christiansund (cargo),
490 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Cunard Line; from Liverpool, Manchester, Glasgow, and Swansea to Havre,
St. Malo and Dieppe (cargo).
Dens and Co., Ltd.; from London to Havre (cargo).
Ellerman and Bucknall Steamship Co., Ltd.; from Australia.
Ensign Shipping Co., Ltd.; from Hull and London to Amsterdam, Rotterdam, and
Hamburg (cargo).
General Steam Navigation Co., Ltd.; from East Coast Ports of England to Ham-
burg, Amsterdam, Rotterdam, Harlingen, Ostend, Ghent, Antwerp, Dunkirk,
Hayre, Charente (cargo); Bordeaux (passengers and cargo).
Gibson and Co., Ltd., George; from Leith, Grangemouth, Dundee and Aberdeen
te Antwerp, Rotterdam, Amsterdam, Hamburg, Rouen, Dunkirk and Ghent
cargo).
Great Western Railway; from Fishguard and Weymouth to Waterford, Rosslare,
Guernsey and Jersey (passengers and cargo).
Head Line and Lord Line; Belfast, Cork, Dublin, and Londonderry to and from
Amsterdam, Antwerp, Dunkirk, Hamburg, Ghent, Bremen, and Rotterdam
(chiefly cargo).
Holland Steamship Co., Ltd. ; from London to Dutch Ports (passengers and cargo).
Hull and Netherlands Steamship Co., Ltd.; from Hull to Rotterdam, Amsterdam
and Harlingen (passengers and cargo).
Hutchinson, Ltd., J. P.; from West Coast Ports of England to Rouen, Nantes,
Bordeaux and Hamburg (cargo).
Kaye, Son and Co., Ltd.; from London to North French Ports (cargo).
Lancashire and Yorkshire Railway; from Hull to Dutch Ports (passengers and
cargo).
Limerick Steamship Co., Ltd. ; from Limerick and Cork to Dunkirk, Calais, Havre,
Rotterdam, Amsterdam, and Antwerp (passengers and cargo).
London and North-Eastern Railway (Great Central Section); from Grimsby to
Antwerp, Hamburg and Rotterdam (passengers and cargo). (Great Eastern
Section); from Harwich to Hook of Holland, Antwerp and Rotterdam (cargo
only); from Harwich to Zeebrugge (passengers—summer season only).
Lord Line. See Head Line and Lord Line.
Marine Mercantile Co., Ltd.; from East Coast Ports of England to Rotterdam,
Antwerp, Amsterdam, and Havre (cargo).
Neptune Line; from London to Rotterdam, Cologne, and other Rhine Ports (bi-
weekly freight service); from Hull, Goole, King’s Lynn, and other U.K. Ports
to Rotterdam, Cologne, and other Rhine Ports (weekly freight service).
Ocean Belgian Steam Navigation Co., Ltd. See Dens and Co.
Park, Ltd., R. and J.; from London to North French Ports (cargo).
Rankin and Son, James; from Leith and Grangemouth to Dutch Ports (cargo).
Roland-Linie, Aktien Gesellschaft; from Hamburg and Bremen to England
(different lines).
Royal Mail Steam Packet Co.; from Liverpool and Southampton to French,
Spanish, and Portuguese Ports to Madeira, Las Palmas, Teneriffe, St. Vincent
(C.V.), Brazil, Uruguay, and Argentina (passengers, mails, and cargo); South-
ampton and Cherbourg to New York (passengers, mails, and cargo).
Smart’s Continental Lines ; from London to Antwerp, Boulogne, Havre, and Rouen
(bi-weekly freight service).
Walford Lines, Ltd.; from U.K. Ports to France, Belgium and Holland.
Wilsons and N.E.R. Shipping Co., Ltd.; from Hull to Dunkirk, Ghent, Antwerp
and Hamburg.
Zeeland Steamship Co., Netherland’s Royal Mail Line; from Folkestone to
Flushing (daily day service, mails, cargo and passengers).
INDIA, BURMAH AND CEYLON.
Anchor Line; Glasgow and Liverpool to Gibraltar, Port Said, Suez and Bombay
(fortnightly, passengers and cargo). Note-—On the return voyage the vessels
call at Marseilles in addition.
Anchor-Brocklebank and Well Lines; Glasgow and Liverpool to Calcutta direct
(cargo); Hamburg, Rotterdam, Antwerp, Middlesbro’ and London to Port
Said, Colombo, Madras and Calentta (cargo).
Anderson, Green and Co., Ltd. See Orient Line.
Asiatic Steam Navigation Co., Ltd.; from Calcutta to Chittagong and Rangoon ;
from Calcutta to Rangoon and Moulmcein; from Calcutta to Bombay vid Ceylon,
calling at Coast Ports; from Calcutta, Rangoon, and Madras to Port Blair
(Andaman Islands) (mails and passengers in all vases).
Bibby Line; from Liverpool and London to Marseilles, Port Said, Port Sudan,
Colombo and Rangoon (passengers and cargo).
STEAMSHIP SERVICES, 489
summer season; from Liverpool to Halifax and Portland, Me., during
wintor season (passengers and cargo) ; and from Southampton to Halifax.
NEWFOUNDLAND.
Furness, Withy and Co., Ltd.; from Liverpool to St. John’s, Halifax, Nova
Scotia, and Boston (passenjers and cargo).
CHINA AND JAPAN.
Ben Line Steamers, Ltd.; from Antwerp, Leith, London, and Middlesbrough to
the Straits Sottlements, China, and Japan (cargo and a few passengers).
Blue Funnel Line. See Holt and Co., Alfred.
British India Line; from Calcutta to Straits, China and Japan (passengers and
cargo).
Canadian Pacific Railway Co.; from Vancouver to Yokohama, Kobe, Nagasaki,
Shanghai, Manila, and Hong Kong (passengers and cargo).
China Navigation Co., Ltd. ; between Hong Kong and the Chief Ports of China,
including Yangtsze Kiang Ports up to Chungking, Indo-China, Siam and Straits
Settlements (passengers and cargo).
Clan Line ; Glasgow and Liverpool to Pacific Islands (cargo).
Furness, Withy and Co., Ltd. See Prince Line.
Glen Line and Shire Line; from London to Yokohama, calling at Genoa, Port
Said, Penang, Port Swottenham, Singapore, Hong Kong, Shanghai, Kobe, and
Nagasaki (passengers and cargo).
Holt and Co., Alfred ; from Liverpool (part loading at Glasgow and Bristol Channel
Ports), and from Hamburg, Bremen and Rotterdam to Straits, Philippines,
China and Japan (passengers and cargo).
Hugo Stinnes Linien; from Hamburg, Bremen, Antwerp, Rotterdam to Port
Said, Colombo, Singapore, Hong Kong, Shanghai, Kobe, Yokohama, Tientsien.
Java-China-Japan Lyn; from the Principal Ports of the Netherland Fast Indies
to the Philippine Islands, China and Japan-(passengers and cargo).
Nippon Yusen Kaisha; from Yokohama, vit China, Straits Settlements, Colombo,
Suez, and Marseilles to London (passengers and carqo).
Osaka Shosen Kaisha ; North Continental Ports to China and Japan,
Peninsular and Oriental Line; from London to Straits Settlements, China and
Japan (mails, passengers and cargo) (fortnightly).
Prince Line; from New York and Norfolk, Va., to Japan, China, Philippines vid
Panama Canal; from China, Philippines, Java, and Straits Settlements to
Boston, New York, Philadelphia, Baltimore vid Suez (cargo).
Rickmers-Linie ; from Antwerp and Hamburg to Singapore, Manila, Hong Kong,
Shanghai, Dalny, Kobe, Yokohama, and Vladivostock (freight).
Shire Line, See Glen Line and Shire Line,
Wilh. Wilhelmsen; from Norway, Sweden, Denmark, Finland, Hamburg, and
Antwerp to principal ports of China and Japan (cargo).
FRANCE (NORTHERN), BELGIUM, ETC.
American-Hawaiian Steamship Co.; from Los Angeles, Portland, San Francisco,
Seattle, and Tacoma to Antwerp, Hamburg, and Havre, calling at Glasgow,
Liverpool, and London (fortnightly cargo services).
Bennett Line; from Goole and London to Amsterdam, Rotterdam, Calais, Dun-
kirk, and Hamburg (cargo).
Bristol Steam Navigation Co., Ltd.; from Bristol, Plymouth, Swansea and
Gloucester to Amsterdam, Rotterdam, and Antwerp, and from Hamburg to
Gloucester (cargo).
British Rhineland Navigation and Transport Co., Ltd. See Neptune Line.
Brussels Steamship Co., Ltd. ; from London to Brussels (cargo).
Burnham Shipping Co., Ltd. ; from Cardiff to Antwerp, Rotterdam, and Hamburg
cargo).
Bete Smart and Orford, Ltd. See Noptune Line; and Smart’s Continental Lino.
Compagnie Générale Transatlantique; from London to Bordeaux, Nantes, and
La Pallice (passengers and cargo).
Constantine (Kk. A.) and Donkin, Ltd; from Middlesbrough to Calais, Havre,
Antwerp, Rotterdam, and Amsterdam (passengers and caryo).
Cork Steam Ship Co., Ltd.; from Liverpool, Manchester, and Southampton to
Amsterdam, Rotterdam, Dunkirk, Antwerp, and Ghent; from Glasgow to
Antwerp and Ghent; from Belfast to Ghent (cargo and passengers).
490 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Cunard Line; from Liverpool, Manchester, Glasgow, and Swansea to Havre,
St. Malo and Dieppe (cargo).
Dens and Co., Ltd.; from London to Havre (cargo).
Ellerman and Bucknall Steamship Co., Ltd.; from Australia,
Ensign Shipping Co., Ltd.; from Hull and London to Amsterdam, Rotterdam, and
Hamburg (cargo).
General Steam Navigation Co., Ltd.; from East Coast Ports of England to Ham-
burg, Amsterdam, Rotterdam, Harlingen, Ostend, Ghent, Antwerp, Dunkirk,
Havre, Charente (cargo); Bordeaux (passengers and cargo).
Gibson and Co., Ltd., George; from Leith, Grangemouth, Dundee and Aberdeen
t Antwerp, Rotterdam, Amsterdam, Hamburg, Rouen, Dunkirk and Ghent
(cargo).
Great Western Railway; from Fishguard and Weymouth to Waterford, Rosslare,
Guernsey and Jersey (passengers and cargo).
Head Line and Lord Line; Belfast, Cork, Dublin, and Londonderry to and from
Amsterdam, Antwerp, Dunkirk, Hamburg, Ghent, Bremen, and Rotterdam
(chiefly cargo).
Holland Steamship Co., Ltd. ; from London to Dutch Ports (passengers and cargo).
Hull and Netherlands Stcamship Co., Ltd.; from Hull to Rotterdam, Amsterdam
and Harlingen (passengers and cargo).
Hutchinson, Ltd., J. P.; from West Coast Ports of England to Rouen, Nantes,
Bordeaux and Hamburg (cargo).
Kaye, Son and Co., Ltd.; from London to North French Ports (cargo).
Lancashire and Yorkshire Railway; from Hull to Dutch Ports (passengers and
cargo).
Lineick Steamship Co., Ltd. ; from Limerick and Cork to Dunkirk, Calais, Havre,
Rotterdam, Amsterdam, and Antwerp (passengers and cargo).
London and North-Eastern Railway (Great Central Section); from Grimsby to
Antwerp, Hamburg and Rotterdam (passengers and cargo). (Great Eastern
Section); from Harwich to Hook of Holland, Antwerp and Rotterdam (cargo
only); from Harwich to Zeebrugge (passengers—summer season only).
Lord Line. See Head Line and Lord Lin
Marine Mercantile Co., Ltd.; from East Coast Ports of England to Rotterdam,
Antwerp, Amsterdam, and Havre (cargo).
Neptune Line; from London to Rotterdam, Cologne, and other Rhine Ports (bi-
weekly freight service); from Hull, Goole, King’s Lynn, and other U.K. Ports
to Rotterdam, Cologne, and other Rhine Ports (weekly freight service).
Ocean Belgian Steam Navigation Co., Ltd. See Dens and Co.
Park, Ltd., R. and J.; from London to North French Ports (cargo).
Rankin and Son, James ; from Leith and Grangemouth to Dutch Ports (cargo).
Roland-Linie, Aktien Gescllschaft; from Hamburg and Bremen to England
(different lines).
Royal Mail Steam Packet Co.; from Liverpool and Southampton to French,
Spanish, and Portuguese Ports to Madcira, Las Palmas, Tenoriffe, St. Vincent
(C.V.), Brazil, Uruguay, and Argentina (passengers, maila, and cargo); South-
ampton and Cherbourg to New York (passengers, mails, and cargo).
Smart's Continental Lines ; from London to Antwerp, Boulogne, Havre, and Rouen
(bi-weekly freight service).
Walford Line td.; from U.K. Ports to France, Belgium and Holland.
Wilsons and N.E.R. Shipping Co., Ltd.; from Hull to Dunkirk, Ghent, Antwerp
and Hamburg.
Zeeland Steamship Co., Netherland's Royal Mail Line; from Folkestone to
Flushing (daily day service, mails, cargo and passengers).
INDIA, BURMAH AND CEYLON.
Anchor Line ; Glasgow and Liverpool to Gibraltar, Port Said, Suez and Bombay
(fortnightly, passengers and cargo). Note-—On the return voyage the vessels
call at Marseilles in addition.
Anchor-Brocklebank and Well Lines; Glasgow and Liverpool to Calcutta direct
(cargo); Hamburg, Rotterdam, Antwerp, Middlesbro’ and London to Port
Said, Colombo, Madras and Calentta (cargo).
Anderson, Greon and Co., Ltd. See Orient Line.
Asiatic Steam Navigation Co., Ltd. ; from Calcutta to Chittagong and Rangoon ;
from Calcutta to Rangoon and Moulmein; from Caleutta to Bombay vid Ceylon,
calling at Coast Ports; from Calcutta, Rangoon, and Madras to Port Blair
(Andaman Islands) (mails and passengers in all cases).
Bibby Line; from Liverpool and London to Marseilles, Port Said, Port Sudan,
Colombo and Rangoon (passengers and cargo).
STEAMSHIP SERVICES. 491
Blue Funnel Line. See Holt and Co., Alfred.
Bombuy and Persia Steamship Steam Navigation Co. ; between Indian and Red
Sea Ports and Persian Gulf.
British India Line; from London and Middlesbrough to Calcutta, Bombay, and
Madras (passengers and cargu); coasting to all principal Ports in Japan, China,
Straits, India, Burma, Ceylon, and Persian Gulf from Calcutta and/or Bombay
(passengers and cargo).
City Line; from Glasgow and Liverpool to Principal Ports of India (passengers and
cargo).
Clan Line; from Glasgow, Liverpool to Colombo, Calcutta, Madras, Chittagong,
Bombay, Malabar Coast (cargo).
Ellerman and Bucknall Steamship Co., Ltd.; New York and U.S.A. Atlantic
Ports to Indian Ports (passengers and cargo services).
Ellerman and Bucknall Steamship Co., Ltd.; from New York (regular passenger
and cargo services).
Ellerman and Bucknall Steamship Co., Ltd.; United Kingdom and Continental
Ports to Persian Gult (regular cargo service).
Hall Line; outward services: from Liverpool to Bombay and Karachi, vid Suez
Canal (passengers and cargo) ; from Liverpool to Marmagao and Malabar Coast
Ports, calling at Lisbon, Bombay, and for Karachi (passenyers and cargo): these
vessels sometimes load at Newport, Glasgow, and Manchester and occasionally
call at Marseilles and Naples. Homeward services: from Bombay to Marseilles
and Liverpool (passengers and cargo); from Karachi to Marseilles and Liverpool
(passengers and cargo); from Madras Coast to Marscilles, London, and Liverpool
(cargo); from Malabar Coast to Marseilles, London and Liverpool (cargo); from
Rangoon to Marseilles and Liverpool (cargo) ; from Rangoon to Alexandria and
Liverpool (cargo); from Colombo to Marseilles, London, and Liverpool (cargo)
Hamburg-Amerika Linie; Hamburg to the Far East (Line A, weekly; Line B,
fortnightly).
Harrison Line; from Liverpool, Newport and Swansea to Calcutta (cargo).
Henderson and Co.; from Glasgow and Liverpool to Calcutta and Madras (cargo).
Holland, British India Line; from Hamburg, Antworp, Rotterdam to Principal
Ports on the Eust and West Coast of Inda. Also to Rangoon (Burmah),
Colombo (Ceylon).
Holt and Co., Alfred; from Colombo to Liverpool (passengers and cargo), not
calling at Colombo outwards.
Houston Line: from Canada (cargo services, carrying a few passengers),
Mogul Steamship Co.; from Birkenhead to Calcutta (caryo).
Orient Line (Mail Steamers); from Tilbury the vessels call at Colombo, on their
way to Australia, and also on the return voyage (passengers, cargo, and mails for
Commonwealth of Australia).
Peninsular and Oriental Line; from London and Marseilles to Bombay and
Colombo, calling at Port Said and Aden (mails, passengers, and cargo) (weekly) ;
from London to Colombo and Calcutta, calling at Malta (occasionally), Port Suid
and Aden (passengers and cargo) (usually fortnightly).
Topham, Jones and Railton, Ltd.; from London to Calcutta, Madras, Bombay, and
Colombo (cargo).
Turner and Co. See Asiatic Steam Navigation Co., Ltd.
Wilh. Wilhelmsen; from Norway, Sweden, Denmark, Finland, Hamburg and
Antwerp to Principal Ports of India and Ceylon (cargo).
THE MEDITERRANEAN, PORTUGAL, AND SPAIN.
African Steamship Co.; from Liverpool to principal Mediterrancan Ports
(passengers and cargo).
Anchor Line; Cruises—round the World: Glasgow—New York to West Indies;
Glasgow—New York to Mediterranean.
Anderson, Green and Co., Ltd. See Orient Lino.
Armstrong, Lord and Co.; from Ports on Kust Coast of United Kingdom to
principal Mediterranean Ports (cargo).
“Artus” Line. See Hugo Stinnes Linie.
Bibby Line; from Liverpool and London to principal Mediterranean Ports
(passengers and cargo).
Bland Line; from Gibraltar to Tangier and Casablanca (mail, passenger and
cargo service) weekly; to Melilla and Oran, fortnightly; to Ceuta, Tetuan,
Larache, Kehitra, Rabat, Mazagan, Saftii and Mogador (passenger and cargo
service).
492 BRASSEY’S NAVAL AND SHIPPING ANNUAL
British India Line; from London and Middlesbrough to principal Mediterranean
Ports (passengers and cargo).
Burnham Shipping Co., Ltd.; from Cardiff to Marseilles, Algiers, Tangier, and
Gibraltar (passengers and cargo).
Compagnie des Messageries Maritimes ; from Port St. Louis to Marseilles, Bizerta,
Alexandria, Port Said, Beyrouth, Tripoli, Caiffa, and Jaffa (cargo).
Compagnie Générale Transatlantique, Ltd.; Marseilles to Algiers, Tunis, Oran,
Philippeville, Bona and Bizerta (passengers, cargo, and mails).
Compagnie Havraise Péninsulaire de Navigation 4 Vapeur; from Havre, Dunkirk,
and Rouen to Algeria (passengers and cargo).
Compafiia Transatlantica (Royal Mail Line of Steamers); from Liverpool to
Barcelona, Cadiz, Corunna, Cartagena, Lisbon, Azores, and Vigo (passenger,
Freight, and mails).
Compaiiia Transmediterrénea ; from Cadiz to Canary Islands; from Algeciras to
Ceuta ; from Algeciras and Cadiz to Tangier (passengers, cargo and matis).
Cunard Line; from Liverpool, Manchester and Swansea to Gibraltar, Genoa,
Leghorn, Naples, Palermo, Messina, Catania, Corfu, Brindisi, Bari, Gruz, Ancona,
Venice, Trieste and Fiume; from Liverpool, Manchester, Glasgow and Swansea
to Gibraltar, Oran, Algiers, Malta, Patras, Pirwwus, Syra, Volo, Salonica, Smyrna,
Constantinople, Bourgas, Varna, Canstanza, Sulina (cargo).
Davies Steamship Co., W. R.: from U.K. Ports (cargu).
Dens and Co., Ltd.; from Newcastle-on-Tyne to principal Mediterranean Ports.
Deutsche Ost-Afrika Linie; from Hamburg, Antwerp, and Southampton to Chief
West African Ports (passengers and cargo).
Dickinson and Co., Ltd,, William; from the Tyne to principal Mediterranean
Ports (cargo).
Ellerman and Bucknall Steamship Oo., Ltd.; from New York (regular cargo
services) to principal Mediterranean, Levant, and Black Sea Ports.
Ellerman’s Wilson Line ; from Hull to Tangier and Algiers (passengers and cargo).
Furness Line; from New York to Pireus, Patras, Salonica, Constantinople,
Bulgarian and Danube Ports, Smyrna and Alexandria (cargo).
Furness, Withy and Co., Ltd. See Furness Line, Johnston Line, and Prince Line.
General Steam Navigation Co., Ltd.; from London to Oporto, West Italian and
Sicilian Ports (cargo).
Glen Line and Shire Line; from London to Yokohama, calling, at Genoa and Port
Said (passengers and cargo).
Glynn and Co., Ltd, ; from Liverpool to principal Mediterranean Ports (cargo).
Golden Cross Line; from Bristol, Cardiff, Liverpool, and Swansea to principal
Mediterranean Ports (cargo).
Hall Line; from Glasgow and Liverpool to Aden, Mombasa, Kilnidini, Zanzibar,
and ports of Madagascar and Portuguese East Africa, calling at Lisbon, Port
Said, and Port Sudan (cargo); Beira and other Kast African Ports to Marseilles
and Liverpool (cargo); Aden to Marseilles and Liverpool (cargo) ; Port Sudan to
Marseilles and Liverpool (cargo).
Hamburg-Amerika Linie (Afrika-Dienst); from Hamburg, Antwerp and South-
ampton to Peninsular and Mediterranean Ports (passengers and cargo).
Hamburg-Bremer Afrika-Linie A.-G.; from Hamburg, Antwerp and Southampton
to Peninsular and Mediterranean Ports (passengers and cargo).
Hogarth and Sons; from Glasgow to principal Mediterranean Ports (cargo).
Hugo Stinnes Linien; from Hamburg to Portuguese Ports, Pernambuco, Monte
Video, Buenos Aires, and Rosario (in association with the “ Artus " Line,
Danzig) (passengers and cargo).
Johnston Line; from Antwerp, Swansea, and Liverpool to Pireus, Syria, Volo,
Salonica, Smyrna, Constantinople, Bourgas, Varna, Constanza, Sulina, Galatz,
and Braila (cargo).
Koninklijke Hollandsche Lloyd; from Antwerp to Buenos Aires, calling en route
at Southampton, Cherbourg, La Corma, Vigo, Leixoes, Lisbon, Las Palmas,
waa Sees Bahia, Rio de Janciro, Santos, and Monte Video (passengers, mails,
and cargo).
Koninklijke Nederlandsche Stoomboot Maatschappij; from Amsterdam, Rotter-
dam to Principal Mediterranean Ports (cargo and passengers).
McAndrews and Co., Ltd.; from London, Liverpool, Glasgow, Hull, Swansea,
Antwerp, and Hamburg to Lisbon, Gibraltar and the Principal Ports of Spain
(cargo and a few passengers).
Moss Line; from Liverpool, Glasgow, and Swansea to Alexandria, calling at
Gibraltar, Algiers, and Malta; from Liverpool, Glasgow, and Swansea to Con-
etantinople, calling at Gibraltar, Oran, Malta, Syra, Smyrna, Salonica, Piraeus
and Volo; from Liverpool, Glasgow, and Swansea to Beyrouth, calling at Casa-
STEAMSHIP SERVICES. 493
blanca, Gibraltar, Malta, Famagusta, Larnaca, Sarnaca, Alexandretta, Haifa,
Jaffa, and Port Said; from Liverpool to Bordeaux; from Liverpool, Galsgow,
and Swansea to Casablanca and all Moroccan Ports (all cargo services).
Nelson, Ltd., H. and W.; from London to Buenos Aires, calling on the outward
journey at Boulogne, Corunna, Vigo, Las Palmas G.C., Rio de Janeiro, and
Monte Video, and on tho homeward journey at Monte Video and Las Palmas;
from Liverpool to Buenos Aires, calling at Monte Video, and at Las Palmas on
the homeward voyage (cargo, passengers, and mails).
Ocean Belgian Steam Navigation Co., Ltd. See Dens and Co.
Orient Line (Mail Steamers); from Tilbury to Colombo, Fremantle, Adelaide,
Melbourne, Sydney, and Brisbane, calling at Gibraltar, Toulon, Naples, and
Port Said. On the homeward voyage the vessels call at Plymouth (passengers,
cargo, and mails for Commonwealth of Australia).
Papayanni Line ; from Liverpool to principal Mediterranean Ports (passengers and
cargo).
Peninsular and Oriental Line ; from London to Gibraltar and Marseilles (passengers,
mails, and cargo) (weekly).
Power and Co., J. ; from London to principal Mediterranean Ports (cargo).
Prince Line, Ltd.; from Leith, Tyne, Middlesbrough, Antwerp, and London to
Malta, Alexandria, Palestine, Syria, Asia Minor and Cyprus (caryo and passengers) ;
from Manchester to Tunis, Malta, Alexandria, Palestine, Syria, Asia Minor
and Cyprus, with homeward services to Liverpool and Manchester (cargo and
passengers).
Roland-Linie, Aktien Gesellschaft ; from Bremen to the Canary Islands,
Roland-Linie, Aktien Gesellschaft ; from Bremen to Mediterranean Ports.
Rotterdam- Zuid-Amerika Lijn; from Antwerp, Rotterdam, and Hamburg to Buenos
Aires, Monte Video, Santos, Rio de Janeiro, Bahia, and Pernambuco, calling at
Bilbao, Santandar, and Vigo (cargo, carrying a few passengers).
Royal Mail Steam Packet Co., from London to Lisbon (cargo only); from Swansea
to Lisbon and Algave Ports (cargo only); from Southampton and Liverpool to
French, Spanish, and Portuguese Ports, Las Palmas, Teneriffe, St. Vincent (C.V.),
Brazil, Uruguay, and Argentina (passengers, mails, and cargo).
Shire Lino. Sce Glen Line and Shire Line.
Sloman (Rob. M. Jun.) Mittelmeer-Linie; from Hamburg to Spain and chief
Mediterranean Ports (passengers and cargo).
Sota y Aznar; from Glasgow, Liverpool, and Swansea to Spanish Ports (cargo)
(outwards only).
Stinnes Linien. See Hugo Stinnes Linien.
Strick and Co., Ltd., Frank C.; from Antwerp, London, Glasgow, and Manchester
to Port Said, Aden, Bandar Abbas, Bushire, Mohammarah, Basrah, Ahway, and
Bagdad (cargo, also passengers in certain ships).
Union-Castle Line; from London to Gibraltar, Marseilles, Genoa, Naples, Port.
Said, Suez, Port Sudan, and Aden to East African Ports (passengers, mails, and
cargo).
Westcott and Laurance Lino, Ltd.; from Leith, Tyne, Antwerp, and London to
Gibraltar, Malta, Alexandria, Piraeus, Salonica, Smyrna, Constantinople, Bul-
garian and Danubian Ports (cargo and pussengers).
White Star Line; from New York and Boston to Genoa, calling at Azores,
Gibraltar, and Naples (passengers and cargo).
Woermann-Linie A.G.; from Hamburg, Antwerp and Southampton to Peninsular
and Mediterranean Ports (passengers and cargo).
Yeoward Lino; from Liverpool to Lisbon, Madeira, and Canary Islands (pas-
Sengers and cargo).
STRAITS SETTLEMENTS AND EAST INDIES.
Asiatic Steam Navigation Co., Ltd.; from Indian Ports to Principal Ports of Java
(mails and passengers).
Ben Line of Steamers, Ltd.; from Antwerp, Leith, London, and Middlesbrough to
Chief Ports of Straits Settlements, China, and Japan (cargo and a few passengers).
Blue Funnel Line. See Holt and Co., Alfred.
British India Line; from Calcutta to Singapore (mails, passengers, and cargo). :
Compafiia Trausatlantica; from Liverpool to Singapore, Philippines, Manila,
Ilvilo, Cebu, Cavite, and Zamboanga (passengers, mails, and freight).
Ellerman and Bucknall Steamship Co., Ltd.; from New York and Gulf Ports
(fortnightly cargo service); from German, French and Lutch Vorts (monthly
cargo service, also passenger sailings); from Australia and Java to Straits
Settlements (regular cargo and passenger services); from Canada to Java
(monthly cargo service).
494 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Furness, Withy and Co., Ltd. See Prince Line.
Glen Line and Shire Line; from London to Yokohama, calling at Genoa, Port
Said, Penang, Port Swettenham, Singapore, Hong Kong, Shanghai, Kobe, and
Nagasaki (passengers and cargo).
Holt and Co., Alfred; from Hamburg, Amsterdam, and Liverpool to the Dutch East
Indies; from New York to the Dutch East Indies; from Singapore to Sumatra;
from Wost Australia to Singapore (passengers and cargo).
Huddart Parker, Ltd.; from Sydney, Auckland and Wellington (mails, passengers,
and cargo).
“Konferenz-Linie’’; from Bremen, Hamburg, Antwerp, and Rotterdam to
Singapore and principal ports of the Far East (passengers and cargo).
Osaka Shosen Kaisha; from Antwerp, Rotterdam, Hamburg and Port Said to
Singapore, Hongkong, Shanghai, Dairen, Kobe, Osaka and Yokahama, returning
Yokohama, Kobe, Dairen, Shanghai, Hongkong, Singapore, Colombo, Aden,
Port Sudan, Port Said, London, Hamburg, Rotterdam, Antwerp.
Parker, Ltd., Huddart. See Huddart Parker, Ltd.
Peninsular and Oriental Line; from London and Marseilles to the Straits Settle-
ments, China, and Japan, vid Port Said, Aden, and Colombo (mails, passengers,
and cargo) (fortnightly). .
Prince Line; from New York and Norfolk, Va., to Japan, China, and Philippines
vid Panama Canal; from China, Philippines, Java, and Straits Settlements to
Boston New York Philadelphia and Baltimore vid Suez (cargo).
Rickmers-Linie; from Antwerp and Hamburg to Singapore, Hong Kong, Shanghai,
Kobe, Yokohama, and Vladivostock (freight).
Shire Line. See Glen Line and Shire Line.
Stinnes Linien, Hugo. Sve ‘‘ Konferenz-Linie.”
Stoomvaart Maatschappij ‘‘Nederland’’; from Amsterdam, Southampton, and
Genoa to Egypt, Colombo, Singapore, and Dutch East Indies (passengers and
cargo).
Thomson and Co. Sce Ben Line of Steamers, Ltd.
Turner and Co. Sce Asiatic Steam Navigation Co.
Union Steam Ship Co. of New Zealand, Ltd.; from Vancouver, Auckland, Suva
(Fiji), and Honolulu to Sydney; from San Francisco, Wellington, Rarotonga
(Cook Is.), and Papeete (Tahiti) to Sydney (mails, passengers, and cargo).
Weir and Co., Andrew; from Cape Town, Mossel Bay, Port Elizabeth, East
London, Durban, Delagoa Bay, and Mauritius to Singapore, Bangkok, and
Hong Kong (passengers and cargo).
Wilh. Wilbelmsen; from Norway, Sweden, Denmark, Finland, Hamburg, and
Antwerp to the chief ports of the Straits Settlements, China, and Japan (cargo).
UNITED STATES OF AMERICA.
American Hawaiian Steamship Co.; from Antwerp, Glasgow, Hamburg, Havre,
Liverpool, and London to Portland, Los Angoles, San Francisco, Scattle, and
Tacoma (fortnightly cargo sailings).
American Line; from Hamburg to New York (passengers and cargo).
Anchor Line; Glasgow and Moville to New York ; Glasgow to Boston (passengers
and cargo).
Atlantic Transport Co. of West Virginia ; from London to New York (passengers
and cargo).
Atlantic Transport Line; from London to New York (passengers and cargo); from
London to Philadelphia, Baltimore, and Norfolk (cargo only).
Blue Funnel Line. Sce Holt and Co., Alfred. -
Bristol City Line of Steamships, Ltd.; from Bristol and Swansea to New York and
Baltimore (passengers and cargo).
Cairns, Noble and Co., Ltd.; from Calais, Hamburg, Hull, Middlesbro’, Leith, and
Dundee to Portland (Maine) (cargo).
Canadian Pacific Railway Co.; from Vancouver to Victoria, Nanaimo, Albert
Bay, Prince Rupert, Ketchikan, Wrangel, Junean, Skagway (passengers and
cargo); from Vancouver to Scattle, vid Victoria (passengers and cargo).
Castle Line; from Antwerp, Hull, and London to Galveston and Houston
(carrying a few passengers).
Clyde Steamship Co. ; from New York to Jacksonville (cargo and passengers); from
Jacksonville to Sanford Enterprise, calling at Palatka, Astor, Dcland, and
Orange City (cargo and passengers); from New York to Wilmington (cargo) ;
between Boston, Charleston, and Jacksonville (cargo).
Clyde Steamship Co.; from New York to Miami (cargo and passengers); from
Jacksonville to Miami (cargo).
STEAMSHIP SERVICKS, 495
Compagnie Générale Transatlantique; from Plymouth and Havre to New York
(passengers and cargo); Bordeaux to New York.
Cornborough Shipping Line, Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Cunard Line; from Southampton, Liverpool, Queenstown, Cherbourg, Havre, and
Hamburg to New York (passenyers and cargo); to Southampton, Plymouth,
Liverpool, Queenstown, Cherbourg and Havre, eastbound; Liverpool and
Queenstown to Boston (passengers and cargo); London to New York, Boston,
Baltimore, and Philadelphia (cargo).
Dalgleish Ltd., R. S.; from Liverpool to Galveston, New York and Newport
News (cargo).
Donaldson Line; from Glasgow to Baltimore; from Glasgow to Newport Newe,
Va.; from Glasgow and Liverpool to Savannah, Ga. (cargo service only).
Ellerman and Bucknall Steamship Co., Ltd.; Manchester to New York (monthly
cargo service); from United Kingdom and Continent to Pacific Ports (monthly
cargo service),
Ellerman's Wilson Line; from Antwerp to New York; from Hull to New York;
from Newcastle to New York (cargo).
Furness Line; from Liverpool to Newport News and Norfolk (cargo); fron
Glasgow to Philadelphia (cargo); from Glasgow to Boston (cargo); from Leith
and Dundee to New York (cargo); from Leith and Dundee to Philadelphia
(cargo); from Liverpool to Boston (passengers and cargo); from Liverpool,
Glasgow and Manchester vid Panama Canal to Los Angeles and San Francisco,
thence to Victoria and Vancouver (passengers and cargo).
Furness Philadelphia Transatlantic Line; London to Philadelphia and New York
cargo and passengers).
Furness, Withy and Co., Ltd. See Furness-Prince Line, Prince Line, Johnston
Line, Warren Line, and Furness Philadelphia Trans-Atlantic Line.
Furness, Withy and Co., Ltd., Newfoundland; from Liverpool to St. John’s
(passengers and cargo).
Hamburg-Amerika Line; Hamburg to New York (freight and passengers); from
Hamburg to Boston and New York (freiyht and passengers); from Hamburg to
Philadelphia, Baltimore and Norfolk (freight).
cay apr aes Linie; Hamburg to West Coast Ports of North America
(freight).
Harrison Line; Calcutta to River Plate and Calcutta to Savannah and New
rieans.
Head Line and Lord Line; to Belfast, Dublin, Cork, and Londonderry from
New Orleans, Galveston, Baltimore, Montreal, and Quebec (chiefly cargo).
Holland America Line ; from Rotterdam (Southampton for passengers only) to
New York, Newport News, Norfolk, and Baltimore, and Boston and Philadelphia
(cargo and passengers).
Holland American Lino; from Rotterdam, Boulogne, and Plymouth to New York
(mails, passengers and cargo).
Holt and Co., Alfred; from Boston and New York to Straits, Philippines, China
and Japan, transhipment to Borneo, Cochin China, Korea and Siberia vid
Panama and Suez; to the Dutch East Indies (cargo services carrying a few
passengers).
Houston Lines; from River Plate; from South Africa (both cargo services, carrying
@ few passengers).
{nternational Navigation Co., Ltd.; from Liverpool to Philadelphia, calling at
Queenstown; from Antwerp to New York, calling at Boulogne and South-
ampton (Red Star Line Service).
Johnston Line, Ltd.; from Liverpool to Baltimore (cargo).
Lamport and Holt; from the River Plate and Brazil to New York, vid the West
Indies (passengers); from North Brazil to New York; from Central and South
Brazil to New York; from the River Plate Ports to New York; from Brazil to
New Orleans (passengers and cargo).
Leeds Shipping Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Leyland Line; from Liverpool to Boston; from Liverpool to New Orleans; from
London to Boston; from Manchester to Philadelphia (all services carry both
passengers and cargv).
Lord Line. Sce Head Line and Lord Line.
Manchester Liners; Manchester to Quebec and Montreal, St. John (N.B.), Phila-
delphia, Baltimore and Norfolk (Va.(; St. Lawrence, weekly, and Philadelphia
service, under normal conditions, fortnightly.
Morgan Line. See Southern Pacific Steamship Lines.
New York, Newfoundland, and Halifax Steamship Co., Ltd.; between St. John’s,
Newfoundland, Halifax, Nova Scotia, and New York (passengers, mails, and
cargo).
496 BRASSEY’S NAVAL AND SHIPPING ANNUAL.
Norfolk and North American Steam Shipping Co., Ltd.; from London to New
York ( passengers and cargo).
Oakwin Steamship Co., Ltd. See Smith and Sons, Ltd., Sir Wm. Reardon.
Prince Line, Ltd.; from New Orleans to United Kingdom and Continent (cargo).
Red Star Line Service. Sce International Navigation Co., Ltd.
Roland-Linie, Aktien Gesellschaft ; from Hamburg, Bremen and Antwerp to the
West Coast of North America.
Royal Mail Steam Packet Co.; from Hamburg, Southampton, and Cherbourg to
Now York (passengers, mails and cargo).
St. Just Steam Ship Co., Ltd. Sec Smith and Sons, Ltd., Sir Wm. Reardon.
Southern Pacific Steamship Lines; from New York to New Orleans; from Havana
to New Orleans (pussengers and cargo).
Toyo Kisen Kaisha; from Hong Kong, Honolulu, Yokohama, Kobe, Dairen,
Nagasaki, Shanghai, and Manila to San Francisco (passengers and mails).
Warren Line; from Liverpool to Boston (cargo and passengers).
White Star Line; from Liverpool and Queenstown to New York (passengers, cargo
and Royal and United States Mail Services) ; from Southampton and Cherbourg
to New York (passengers and cargo) ; from Liverpool to New York (cargo and live
stock); from Liverpool and Queenstown to Boston (passengers and cargo); from
Liverpool and Queenstown to Philadelphia (passengers and cargo); from Liver-
pool to Halifax and Portland, Me. (passengers and cargo).
Wilh. Wilhelmsen; from Norway, Sweden, Denmark, and Finland to Boston,
Philadelphia, Baltimore, Newport News, Savannah, New Orleans, and Galveston
(cargo and a few passengers).
Type FQ 10.
SPECIALISTS
IN THE
DESIGN AND MANUFACTURE
OF
RANGEFINDERS,
HEIGHTFINDERS,
PERISCOPES,
{| GUNNERY & TORPEDO
CONTROL GEAR.
“BARR & STROUD |
LIMITED
London Office:
ad Office and Wi
15 VICTORIA STREET
GLASGOW LONDON, S.W.1
2 “Telemeter, Glasg ie ‘elegrams: ‘ Retemelet, London.”
2k
Xxiv Advertisements.
EGYPT-INDIA \
RSIAN GULF
IRMASTRAITS
CHINAJAPAN
\
Services for the conveyance
engers and cargo are
ned by the P. & O.
Company from London and
Marseilles :—
Weekly :—
To the MEDITERRANEAN,
EGYPT, ADEN, & BOMBAY,
Fortnightly :—
COLOMBO, CALCUTTA,
THE STRAITS SETTLE-
MENTS, CHINA, JAPAN,
AUSTRALIA, NEW ZEA-
LAND, etc.
The Saloon T of the P, & (
British India and New Z
re in certain
The British India Steam Navi-
gation Company, Ltd
tains passenger and fi
services from London and
Mediterranean Ports
Fortnightly: (Via Sues)
To KARACHI, BOMBAY and
PERSIAN GULF.
To COLOMBO, MADRAS,
CALCUTTA and BURMAH,
Every Fourth Week ;—
To PORT SUDAN, E. & S.
AFRICA.
To QUEENSLAND PORTS.
And (by transhipment) to all ports
by the Company's Coasting
Services.
Advertisements. XXV
THE
NEW ZEALAND SHIPPING C° re D
(icosposateo IN NEW ZEALAND)
DIREC See Ce To NEW ZEALAND
Oil-Burning Mail PANAMA. Intermediate
Steamers : These : Sleamners: ‘ace’ fitted Steamers :
ROTORUA, 12,112 Tons with all modern devices for RIMUTAKA, 8,997 Tons
REMUERA, 8 T comfort af First, econg, and
’ TI,I5 ons comfo! 0! .. Second, an
RUAHINE, 10,720 Tons Third Class Passengers. RUAPEHU, 9,018 Tons
Bon Large well-ventilated State from
Rooms; Sitting-room Southampton.
Southampton. Suites : Bedstead Rooms.
Private Bath Rooms and
Single-Berth Cabins.
STEAMERS USUALLY CALL AT PITCAIRN ISLAND.
Passengers are Booked Through to Australia and Tasmania.
Apply to:
J.B. WESTRAY & CO., LTD., 138, LEADENHALL STREET, E.C.3.
W. L. JAMES, 14, COCKSPUR STREET, LONDON, S.W.1.
HEAD OFFICE : WELLINGTON, N.Z.
| PARIS : Société Francaise P. & O., 41, Boulevard des Capucines.
Tickets are interchangeable with P. & O, via Suez, ORIENT via Suez, CANADIAN-AUSTRALASIAN via
i} Vancouver, UNION- ROYAL MAIL via San Francisco, ABERDEEN via the Cape, BLUE FUNNEL via
the Cape, on adjustment of the Fare.
UNION STEAM SHIP COMPANY OF NEW ZEALAND,
(New weaine) Trans-Pacific Services. LTD.
CANADIAN-AUSTRALASIAN ROYAL MAIL LINE.
Sailings every four weeks between Vancouver, Auckland (New Zealand), and Sydney (Australia) via
Honoiulu and Suva. By large modern motor and oil-burning vessels of the Union Steam Ship
Coy. of New Zealand Limited, first, second and third class passengers and cargo are conveyed
between above-mentioned ports. This service, giving passengers the option of the Canadian
Railways and any Atlantic Line, is known as ‘‘ The All-Red Route”: transit from United Kingdom
to Auckland, 30 days; to Sydney, 35 days.
UNION ROYAL MAIL LINE VIA SAN FRANCISCO.
Sailings every four weeks between San Francisco, Wellington (New Zealand) and Sydney
(Australia) via Papeete and Rarotonga. By splendid oil-burning vessels, conveying first, second and
third class passengers and cargo. Transit from United Kingdom to Wellington 30 days ; to Sydney
35 days. In conjunction with Canadian-Australasian Royal Mail Line, these services provide fort-
nightly sailings from Pacific Coast ports to Australia and New Zealand. Through passenger bookings
from United Kingdom by both Services. Itineraries for both Services and South Sea Island Touts
can be arranged on application as below.
For further information apply, in London, for both Services, to W. L. Fames, General Passenger
Agent, P. & O. House, First Floor, 14, Cockspur Street, S.W.t; or for Canadian-Australasian
Royal Mail Line to any office of the Canadian Railways. Paris: Société Fiancaise Peninsulatre
& Orientale, 41, Boulevard des Capucines.
R.M.M.S.
AORANGI
17,500
tons
Canadian
Austral-
asian
Royal Mail
Line
(Vancouver,
N. Zealand
Syaney)
xxvi Advertisements.
The Compass is still the most important
aid in navigation, and the entire use of
iron and steel in ship construction makes
it essential to fit the
SPERRY Gyro Compass
In conjunction with the GYRO-PILOT.
A DIRECT COURSE
IS A DIRECT SAVING.
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Advertisements. XXvii
CUISINE
They say that French supremacy
of cooking has now migrated to
London but that Italy, Renaissance
Italy, discovered the art lost with
Imperial Rome. You can dine
richly in Pekin, in Vienna or
Madrid, but on all Cunarders the
gastronomic capitals of the World
are reflected. The ships are temples
of good living in which excellence _
of cuisine and deftness of service
vie with each other to enhance a
reputation of nearly ninety years’
duration.
REGULAR SAILINGS from SOUTHAMPTON,
LIVERPOOL, GLASGOW, QUEENSTOWN,
BELFAST, CHERBOURG & HAVRE, TO
U.S.A. & CANADA
CUNARD
xxviii Advertisements.
ELLERMAN LINES, LTD.
TOTAL TONNAGE EXCEEDS 1,500,000.
World-Wide Passenger and Freight Services.
>>>
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U.K. & Continent to South Africa.
U.K. & U.S.A. to Red Sea and Persian Gulf.
U.S.A. to Mediterranean, Levant and Black Sea, India, Straits Settlements,
Philippines, China and Japan, Australia, and New Zealand, South and East
Africa.
Continent to Straits, China and Japan.
Canada to Red Sea, India, Straits Settlements, Java.
Australia to Java and Singapore.
Australia to U.K. and Continent.
HALL LINE
Liverpool to East Africa (via Suez Canal).
Liverpool to Port Sudan, Bombay, Karachi, Marmagoa, and Malabar Coast.
Liverpool to South Africa,
CITY LINE
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Liverpool to Portugal, Gibraltar, Tangier, Algiers, Malta, Alexandria, Italy, Greece,
Smyrna, Constantinople, Black Sea, and Levant.
WESTCOTT AND LAURANCE LINE
London to Gibraltar, Malta, Alexandria, Crete, Smyrna, Constantinople, Black
Sea and Levant.
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Hull to North Continent, Norway, Sweden, Denmark, Poland, Russia, Mediterranean,
Black Sea, India, Australia, and America.
For full particulars apply—
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5, Fenchurch Street, E.C.3, 7, Billiter Avenue, E.C.3
108, Fenchurch Street, E.C.3
HULL. GLASGOW. LIVERPOOL.
Advertisements. xxix
Regular Services by
Large fast Steamers
TO
U.S.A.. CANADA IDEAL
WINTER
SOUTH AFRICA Sole
AUSTRALIA : West Indies, etc. H
NEW ZEALAND ] HOLIDAY
TOURS to
U.S.A. &
CANADA
from £35
? Return Ocean Fare. ;
Fleet includes R.M.S. MAJESTIC
56,551 Tons.
Largest Steamer in the World. : em e
H j TOURS ARRANGED.
Waite STAR
Apply for lars:—WHITE STAR LINE
oN, Bir inGuam, MANCHESTE
uLIn, Copy (
or LOCAL AGENTS.
XXX Advertisements.
PALMERS
SHIPBUILDING & IRON C°-I-
WORKS:
HEBBURN & JARROW.
SHIPBUILDERS & ENGINEERS,
RECIPROCATING, TURBINE
AND INTERNAL COMBUSTION
ENGINES.
BOILER MAKERS,
IRON AND STEEL
MANUFACTURERS,
FORGEMASTERS,
:: GALVANISERS, ::
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FOUNDERS,
SHIP, ENGINE & BOILER REPAIRERS.
GRAVING DOCKS.
HEBBURN, Length 700 ft. by 90 ft. Width Entrance.
JARROW, » 440ft. by 70ft. ,,
JARROW PATENT SLIPWAY, Length 600 ft.
DOCK ALSO AT
SWANSEA, Length 560 ft. by 75 ft. Width Entrance.
Quay Berths - 760 feet.
SPECIAL FACILITIES FOR REPAIRS.
ADDRESS :
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Telegrams: ““ PALMERS, HEBBURN.”
Advertisements. XXX1
HADFIELDS L”
HECLA WORKS,
SHEFFIELD, ENGLAND.
CONNING TOWER AND COMMUNICATION TUBES
OF HADFIELDS
“RESISTA 61"" STEEL 1-INCH PROTECTIVE ARMOUR
PLA
18-INCH ARMOUR-
PIERCING CAPPED
PROJECTILE.
Messrs. Hadfields are in the premier position for the supply of
ARMOUR-PIERCING PROJECTILES of the highest quality and
of all calibres, and are manufacturers of
PO esse yr" ree STEEL LIGHT PROTECTIVE and
mn SPLINTER PROOF ARMOUR.
Mallia
TTT
STEEL ila
TRADE,
trace (AT VIMAR FOR STEAM TURBINE BLADES AND SPT
STEAM FITTINGS.
STEEL STEEL
successfully resists the Where conditions are not
erosive and corrosive so severe as to demand
action of superheated the use of Hecla A.T.V.,
suiiher «GALAHAD" RUSTLESS
STEEL is extensively em-
ployed for Turbine Blades
and Steam Fittings.
Without special treatment
it possesses, in the highest
degree, resistance to
attack by contaminated
steam.
The substitution of
“Galahad” Rustless Steel
for the ordinary low nickel
steels eventually results
in economy.
It is readily machineable
and can be cast or brazed
without detriment to its
physical qualities.
Messrs. Hadfields Ltd.,
possess the sole right of
manufacture and sale of
this patented steel in the
British Empire.
No. 262.
2 2
XXXxii Advertisements,
ULUBLSUAUAUAOE LEELA A
FURNESS LINE
NORTH ATLANTIC PORTS
*LONDON—PHILADELPHIA and NEW YORK. BELFAST NEW YORK and PHILADELPHIA.
STUN Le HOT ULE LLL
Hie
LONDON—MONTREAL. GLASGOW BOSTON, PHILADELPHIA and
LONDON. ST. JOHN, NB. and HALIFAX. BALTIMORE.
LIVERPOOL--BALTIMORE.
rE : , HULL— MONTREAL.
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by TRANSHIPM Ny
and
LONDON, LIVERPOOL, GLASGOW, and MANCHESTER
(Accommodation for a limited number of passengers.)
MEDITERRANEAN AND BLACK SEA PORTS
ue and ANTWERP to and from MEDITERRANEAN. (Prince Line.)
U.K. and ANTWERP to and from LEVANT and BLACK SEA. (Johnston Line.)
FURNESS, WITHY & CO., LTD.
FURNESS HOUSE, LEADENHALL STREET, LONDON, E.C.3
Also LIVERPOOL, GLASGOW, NEWCASTLE-ON-TYNE, MIDDLESBROUGH,
LEITH, and CARDIFF,
PRINCE LINE, LTD., 56, Leadenhall Street, London, E.C.3.
JOHNSTON LINE, LTD., Royal Liver Building, Liverpool.
ETT LULL LLL Lc cc
a Cc &] COMMONWEALTH &
e e e DOMINION LINE
#% Cunard _Line—Australasian Service.
oy
me REGULAR CARGO SERVICES, with limited accommodation for passengers,
ae FROM
e MIDDLESBROUGH, HULL, HAMBURG,
ANTWERP & LONDON
To Melbourne Wharf, Sydney, Newcastle and Brisbane.
Also Tasmanian and New Zealand Ports
AND
From New York to Australia and New Zealand
For Freight or Passage apply :—
in MIDDLESBROUGH to T. A. BULMER & CO.
» HULL to ELLERMAN’S WILSON LINE, LTD.
» HAMBURG to CUNARD SEE TRANSPORT GESELLSCHAFT, m.b.H.
» ANTWERP to VAN DEN EYNDE-GOODMAN.
NEW YORK to FUNCH, EDYE & CO., Inc. Or to
COMMONWEALTH & DOMINION LINE, LTD., 9 & 11, Fenchurch Avenue, E.C.3.
TEL. ; AVE. 0015, 0016, 0017, 0018, 0073.
Advertisements. xxxiii
PARSONS
HIGH PRESSURE
MARINE GEARED
TURBINES
Hicu-Pressure Gearep TurBine INSTALLATION (Port SiDE) FITTED IN THE
New Crype Passencer STEAMER “ KING GEORGE V" (Covers Removep).
Boiter Pressure 550 ies. PER Sq. INCH.
Tue PARSONS MARINESTEAM TURBINE Co. LTD.
TURBINIA WORKS,
WALLSEND - on - TYNE.
LONDON OFFICE: 56, VICTORIA STREET, S.W.I.
XXXxiv Advertisements.
MARCONI
telegraph and navigational
wireless apparatus is available
for every class of vessel, from
the largest passenger ships to
tugs, trawlers and lifeboats.
The latest development in the application
of wireless to the safety of life at sea is the
Marconi Auto-Alarm device, which conforms
completely to the requirements of the Board of
Trade Regulations and will enable shipowners
to effect economies
THE MARCONL INTERNATIONAL MARINE COMMUNICATION CO LID,
Marconi House, Strand, london, WC.2.
DEUTSCHE SCHIFF- UND
MASCHINENBAU AKTIENGESELLSCHAFT
(DESMA).
Shipbuilders and Marine Engineers.
WORKS:
ACT. GES. “WESER,” BREMEN,
VULCAN, HAMBURG, he
J. C. TECKLENBORG A. G., WESERMUNDE-G.
PASSENGER AND CARGO SHIPS up to the largest sizes.
FLOATING DRY DOCKS up to 25,000 tons lifting capacity.
MARINE STEAM TURBINES, RECIPROCATING ENGINES, and DIESEL ENGINES
up to the highest power.
mabey according to the Maier Patented System (saving in propulsive power
to 259).
ECONOMIC Stcam Propulsion by combined reciprocating and exhaust turbine engines
according to Bauer Wach Patented System (saving in fuel, 15 to 30° or giving 20
to 40°. more power for same consumption). : .
Large experience in fitting exhaust turbines to existing reciprocating engines.
GEARED DIESEL DRIVE with Vulcan (hydraulic) Clutches (No transmission of torsional
vibration of engine shaft to pinion. Instantaneous disconnection of engine and
gearing. If desired, reversing by hydraulic clutch).
Advertisements,
XXXV
ALL STEEL RAILWAY CARRIAGES & WAGONS, STEEL
CASTINGS & FORGINGS. TYRES, AXLES, SPRINGS, FILES,
RASPS, HIGH SPEED STEELS, BARS; BILLETS & BLOOMS ©
MERCHANT VESSELS OF ALL TYPES, ENGINES AND BOILERS,
TURBINES GEARED & DOUBLE GEARED, CAMELLAIRD.
FULLAGAR OIL ENGINES, SEVEN GRAVING DOCKS FOR REPAIRS
Digi Google
Ps
XXXvi Advertisements.
Refrigeration HALLS
fr Ships || ANCHORS
Refrigerating Machines
driven by Electric Motors, STE
Steam or Oil Engines—
THE ONLY PATTERN
ACCEPTED
BY THE ADMIRALTY
as supplied to
British and Foreign
Admiralties and all the
leading Steamship Lines.
Manufactured for
HALL’S PATENT ANCHOR Co.,
LIMITED,
28, VICTORIA STREET, WESTMINSTER,
By the Sole Licensees—
N. HINGLEY & SONS., LTD., DUDLEY.
J.& E.HALL, Ltd.
DARTFORD,
10, St. Swithin’s, Lane, London, E.C.4
81, Dale _ SE DeleSeret, veped |) Liverpool.
— _ || * Marine
Engineer
AND MOTORSHIP BUILDER
eeu TECHNICAL - -
DR. ‘ALERED: NOBEL = = ARTICLES.
A.-B. Bofors’ Nobelkrut - DRAWINGS. -
BOFORS, Sweden.
ecard ILLUSTRATIONS.
Main Manufactures :
Nobel Rowder: Nitsocellaloee Rowder: Nitro- ——————
cellulose. rogressive-Powder. lunting- a ‘
Powder. Powder Cloth. T, N. T.-Charges Published Monthly. Price 1/-
(Solidifying point 80,,°C.). Tetryl (Melting
point 130° C.). Hexyl (lodide of Potassium
Test at 135°C. more than one hour). Novit.
Fuses. Nobel-Dynamite. Aether pro narcosi,
Collodion. Fditorial and Publishing Offices :
EE ae THE MARINE ENGINEER, LTD.,
Telegraphic Address: * Nobelkrut, Karlskoga.”’
Codes: h & 6
s, Western 33, Tothill Street, Westminster, London, S.W.1.
Tel. No. Telegrams :
VicTorIA 8536. “Trcmarine, Vic., Lonpon.”*
Advertisements. XXXVii
“aT HOS 11”
INCE 1909, when first we supplied the gearing for the
famous S.S. “Vespasian,” we have been regularly
engaged in the manufacture of Turbine Gears for Naval
and Merchant Vessels.
s
a
s
if
]
a
We develop, prepare, and quote for complete
prep:
gear transmission schemes, and give guaranteed ry
efficiencies for same. a
6
6
é
s
a
a
.
The “ Athos II" built by A. G, Weser, Bremen, and handed
over to Cie. Messageries Maritimes in February, 1927, is
fitted with P.P. gears, transmitting a total of 8200 h.p.,
reducing speed from 285090 r.p.m.
awe POWER. PIANT Co.,Lrp.
WEST DRAYTON, MIDDLESEX, ENG.
Telephone: Yiewsley 71 (2 lines). Telegrams: ‘Roc, West Drayton.”
Codes Bentley's, ABC (sth Edition), Western Union, and Marconi,
XXXVill Advertisements.
THE
BLUE FUNNEL LINE
ALFRED HOLT & CO, LIVERPOOL
Resp anee Ce a
FIRST CLASS PASSENGERS ONLY
Moderate Fares Excellent Cuisine
STRAITS & CHINA
Round the World Tours. = Through Bookings to Straits Ports
Regular Services of fast Cargo Steamers carrying a
limited number of Passengers at very reduced rates between—
United Kingdom and Continent and Straits, Java, China,
Manila, and Japan.
United Kingdom and Continent and South Africa
and Australia.
New York via Suez and Panama and Straits, Java,
Manila, and China.
China and West bas of oe America.
SOUTH AFRICA & AUSTRALIA
IN CONJUNCTION WITH
ABERDEEN and WHITE STAR LINES
Advertisements. XXXIX
H.M.S. “ BERWICK."
THE
FAIRFIELD
SHIPBUILDING & ENCINEERING COMPANY, LIMITED,
Head Office and Works: GLASGOW, S.W.
DESIGNERS & CONSTRUCTORS OF ALL CLASSES OF WARSHIPS,
MAIL & PASSENGER VESSELS, CARGO BOATS, OIL TANKERS,
CROSS CHANNEL STEAMERS, TRAIN FERRIES, CABLE SHIPS, YACHTS, &c.
MAKERS OF ALL TYPES OF MACHINERY AND BOILERS:
FAIRFIELD-DOXFORD AND FAIRFIELD-SULZER DIESEL ENGINES.
SHIP AND MACHINERY REPAIRERS.
I... “EMPRESS OF AUSTRALIA," which }
Canadian Pacilic Ste
London Office 9, Victoria Street, Westminster, S.W.1.
xl
Advertisements.
SHIPBUILDING
SHIPPING RECORD
Every Thursday. Price One Shilling.
The link between builder and owner.
Drawings and good illustrations a
special feature.
Practical articles by practical men.
The week’s shipbuilding and shipping
news concisely told.
Really useful to all engaged in or in
any way connected with shipbuilding
and shipping.
Essentially the busy man’s paper.
An Independent Weekly Paper.
EDITORIAL AND PUBLISHING OFFICES:
LONDON :
33, Tothill Street, Westminster S.W.1.
Branch Offices at : ;
GLASGOW : NEWCASTLE-ON-TYNE :
87, Union Street. Lloyds Bank Chambers.
Advertisements. xli
Te
MONTREAL
DIRECT TO AND FROM
EAST COAST GREAT BRITAIN
NEWCASTLE - upon- TYNE, LEITH, EDINBURGH,
&c., A
=
=
WEEKLY SERVICE
CAIRN-THOMSON LINE
Fast Steamers fitted with Refrigeration, capable of carrying goods in
temperatures as low as 10° Fahrenheit, also special Fan Ventilation.
Canadian & American Exporters will avoid un-
necessary Transhipment and Forwarding Expenses
by using this Route.
ALSO DIRECT FORTNIGHTLY SERVICE BETWEEN
MONTREAL ann HAMBURG
AND
MEDITERRANEAN to MONTREAL
FAST GENERAL CARGO SERVICE
LULA
Head Office :
THE CAIRN LINE OF STEAMSHIPS, Ltd. 3 33 Newcastle-upon-Tyne.
Managers :
CAIRNS, NOBLE & CO. :: oe es Akenside House, Newcastle-upon-Tyne.
Canadian Agents:
THE ROBERT REFORD Co,, Ltd. :: on " 3 Montreal,
DURING WINTER SEASON STEAMERS LOAD
AT PORTLAND, MAINE, and/or SAINT JOHN, N.B.
Ell es
Advertisements.
AUSTRALIA
CALLING AT— GIBRALTAR.
TOULON, NAPLES, EGYPT,
AND COLOMBO
TOURS 10 ITALY
SICILY, MOROCCO, &c
PLEASURE CRUISES
200098 TON” STEAMERS
INDEX
ager
A,
Admiralty. See also Macy; British
, British, Statement of Hirst Lord, 415
Africa, Shipping Services to, 481
Age of Merchant Ships, 117, 143
Air Arm, British Naval, 24
— —, United States Naval, 31
reraft-Carriers and Tenders, Naval, 52
— —, French, 36
Japanese, 34
— in Empire Defence and Communica-
tions, 102
Altham, C.B., R.N., Captain Edward, on
‘Foreign Navies,” 30
America. See United States
Anti-aircraft Guns, See Guns.
Argentine Battleships, 351
— Cruisers, 274
— Destroyers, 313
— Grain Exports, 131
— Naval Vessels, Dimensi
ticulars of, 274,
— Navy, 44, 274, 3 1
“Armco” Ingot Pure Iron, 184
Armoured Ships, British, Dimensions and
Particulars of, 264
Attachés, British and Foreign Naval, 425
Australia, Shipping $ cs to, 485
a alian Navy
Austrian Nav. al Vease s, ; Particulars of,
304
ons and Par-
L
B.
Ballistic See Guns
Baltic and North Sea Ports, Shipping
Services to, 487
— Sea, Fleets in, 58
Battle-Cruisers, Plans of Briti
— of Jutland, Facts versus Fi
Battleship Attributes, 87, 89
— Proiiles, 191
Battleships Nelson and Rodney, 2
— and Speed, 90
—, British, Dimensions and Particulars
of, 264
+, -~. Plans of, 335
—, Foreign, 352
— with 14-inch Guns, 50
— — Small Guns, 51
Bauer-Wach Combination
149
ion, 92
Machinery,
' Capital Ships.
Beatty's Responsibility at the Battle of
Jutland, 05
Belgian Naval Vessels, Particulars of, 304
Belgium, Shipping Services to, 489
Board of Admiralty, British, Changes on,
8
Brazilian Naval V.
Particulars of,
Is, Dimensions and
— Battleships, Plans of, 352
— Destroyers, 313
Britain's Western Pacific Naval Policy,
83.
British and Foreign Naval Flotillas, 309
— Vessels, Plans of, 333
— Armoured Ships, Dimensions
Particulars of, 264
— Built Electrically Propelled Ships, 164
— Cruisers, Dimensions and Particulars
of, 267
— Destroyers, 309
— Empire, Naval Forces of the, 1
— Fleet, Distribution of, 9
— Gunboats, New, 5
— Naval and Shipping Organizations,
470
—— Guns. See Guns
stations, 10
sels, Distribution of 9
and
Shipbuilding Iiiclnatey. 1
Shipping Industry, 123, 129
‘loops, New, 6
Submarines
See 7'r
— Wi ships and Merchant Ships, Pro-
files of, 191
Broken-up Tonnage, 142
Bulgarian Navy, 304
Bunker Coal, British Prices, 447
Bunkering Stations for Oil Fuel, 468
Burmah and Ceylon, Shipping Services
to, 490
Cc.
Canada, Shipping Services to, 488
Canadian Navy, 26, 273
73
See Navy, Battleships,
Cruisers
Cargo Steamers, See Ships, Shipping
Ceylon, India, and Burmah, Shipping
Services to, 490
2L
INDEX.
Chack, Capt. Paul, on “ French Naval
Policy,” 69
Chilian Naval Vessels, Dimensions and
Particulars of, 276, 314
— Navy, 45, 276
China, Shipping Services to, 489
— and the Pacitic Naval Situation, 78
Chinese Navy, 304
Clapham, W. H., on “ Notable Merchant
Ships of the Year,” 178
Coal and Grain Freights, 129
— Import Restrictions, French, 134
— Strike, American, 135
—, British Bunker Prices, 447
— Production, 455, 456
Colombian Navy, 304
Combination Machinery, 149
Comparative Naval Strength, 47
Conference at Geneva, 60
Cruiser Attributes, 90
— Construction, British, 3
— Profiles, 196
— Requirements, British, 65
—, the 10,000-ton, 30
Cruisers, 53
—, British, 27
—,—, Dimensions and Particulars of,
267
—, French, 36
—, Italian, 38
—, Japanese, 34
—, United States, 33
—. See also Battle-Cruixers and Navy
Cuban Navy. 304
Czecho-Slovakian Navy, 305
D.
Danish Navy, 39, 277, 314
Destroyer Construction, British, 5
— —, French, 36
— —, Italian, 38
— —) Japanese, 35
— —, United States, 33
— Profil 2
Destroyers at Rosyth, 11
—, British and Foreign, 309
Dewar, R.N., Capt. Alfred C.. on “The
Geneva Conference (1927),” 68
Diagrams. See List of Illustrations.
Diesel. See Engines.
Dimensions of British and Foreign War-
ships, 260
Distress Signal, Automatic Wireless, 176
Distribution of British Fleet.
: ‘Te
Dockyards, French Naval, 74
Dominion Naval Vi
Particulars of, 2
— Navies, 25
E.
East Indies and Straits Settlements,
Shipping Services to, 403
Ecuador Navy, 305
Electric Drive for Auxiliary Machinery,
144, 171
Electric Propulsion of Ships, 145, 164,
168
Empire Defence and Communications,
Flying-boats in, 102
Employment of Shipping, 117
Engine, Bauer-Wach Exhaust Turbine,
149
—, Internal Combustion, 150
—, Richardsons, Westgarth Diesel, 152
—, Supercharged Diesel, 153
—, Wallsend-Sulzer Diesel, 154
Engineering Progress, 144
Engines, Combined Reciprocating and
Turbine, 149
—, Diesel-Electric Auxiliary, 144
—, Marine, 144
—, —, types of, 139
—,—, under Construction, 452
—, Possibilities of Diesel, 144
Esthonian Navy, 305
Exports, Revival of British Coal, 130
Export Trade, See Trade.
F.
Finnish Navy, 39, 305
Flag Officers Retirement Regulations,
16
Fleet Repair Ship, New British, 7
Fleets of the World, Distribution of
Naval, 55
—, Standing of the World’s Merchant,
138
Flotillas, British and Foreign, 309
Flying-boats, Commercial, 109
— in Empire Defence and Communica-
tions, 102
—. See also Scapluncs.
Foreign and British Naval Flotillas, 309
Foreign Navies, 30
France and the Pacific Naval Situation,
82
~ , Shipping Services to, 489
Freight Developments of 19
Freight Fight, South African,
— Index Numbers, 133
— Rates, Homeward, 192
— —. Average, 1920-1926,...:
French Battleships, Plans of, 354
— Coal Import Restrictions, 134
— Cruisers, Plans of, 357
— Destroyers, 315
—— Naval Air Force, 74
—- — Construction, 72
— — Dockyards, 74
— — Estimates, 424
penditure, 37
— — Personnel, 75
— — Policy, 69
— — Vessels, Dimensions
culars of, 278, 315
— Navy, 35, 315, 357
— Submarines, 316
Fuel Prices, 447
—, Pulverised, 123
—, Supplies, 126
iE
and = Parti-
INDEX.
a.
Geneva Naval Limitation Conference, 60
German Cruisers, Plans of, 363
— Destroyers, 318
— Naval Vessels, Dimensions and Parti-
culars of, 282, 318
— Navy, 39, 282, 318
— Shipbuilding, 125
Glasgow, Port of, 155
Grain and Coal Freights, 129
Greek Destroyers, 318
— Naval Vessels, Dimensions and Parti-
culars of, 284, 318
— Navy, 40, 284, 318
— Submarines, 318
Gunboats, New British, 5
—, United States, 33
Guns, Aircraft, Vickers’, 399
— and Howitzers, Beardmore, 403
— — —, Vickers’ Field, 398
— and Mountings, Vickers’ Naval, 397
—, British Naval, 404
—, Infantry, Vickers’, 400
—, Elswick B.L. and Q.F. Naval, 401
—, — Land, Air Service and Howitzers,
402
—, French Naval, 405
—, German Ship and Coast, 410
—, Italian Naval, 407
—, Japanese Naval, 408
—, Large British Naval, 411
—, Naval and Coast Defence, Bethlehem
Steel Co., 409
—, Size of, for Battleships, 87
—, United States Naval, 406
—, Vickers’ Aircraft, 399
—, Vickers’ Infantry, 400
H.
Harper, R.N., C.B.,Rear-Admiral J. E.T.,
on “The Battle of Jutland; Facts
versus Fiction,” 92
Haytian Navy, 305
Holland. See Netherlands.
Holmes, D.Sc., Major P. L.,on “¥Flying-
boats in Empire Defence and Com-
munications,” 102
Howitzers. See Guns.
Hungarian Navy, 305
1
Imports. See Trade.
Imperial Defence College, 13
Index Numbers, Freight, 133
India, Burmah, and Ceylon, Shipping
Services to, 490
Indian Navy, 27
Industry. See Iron and Steel; Ship-
building ; Shipping.
Internal Combustion Engines. See
Engines ; Motorships.
Tron and Steel Prices, 457
Iron Ore Production, 458
Italian Battleships, 365
— Cruisers, 368
Italian Destroyers, 319
— Submarines, 320
— Naval Estimates, 424
— — Maneuvres, 38
— —Vessela, Dimensions and Parti-
culars of, 285, 319, 365
— — —, Plans of, 365
— Navy, 37, 285, 319, 365
— Shipbuilding, 127
J.
Japan and the Pacific Naval Situation,
7
9
—, Shipping Services to, 489
Japanese Naval Vessels, Dimensions and
Particulars of, 288, 321
— — Estimates, 423
— Navy, 34, 321
Jugo-Slavian Navy, 44, 308
Jutland, Battle of : Facts versus Fiction,
92
L.
Laid-up Shipping, 116 ie?
Latvian Navy, 40, 305
Launched Merchant Shipping, 119
League of Nations and the Pacitic Naval
Situation, 83
Light Cruisers. See Cruisers and Navy
Liners. See Ships ; Shipping ; Steamers
Liquid Fuel. See Oil Fuel
Load-Line Committee, 124
M.
Machinery. See Engines
—, Combined Reciprocating and Tur-
bine, 149
—-, Diesel Electric Auxiliaries, 144
—, Progress in Marine, 144, 453
Manceuvres, British Naval, 27
—, Italian Naval, 38
—, United States Naval, 34
Marine Engineering Progress, 144
Maughan, Cuthbert, on “Freight De-
velopments of 1927,” 129
Medical Branch, Changes in British Navy,
21
Mediterranean, Portugal and Spain,
Shipping Services to, 491
Mercantile Marine, The World’s, 113
Merchant Fleets, Standing of the World’,
138
— —, Steam and Motor, 139
— Shipbuilding. See Shipbuilding
— Shipping Section, 113
- See also Shipping
— Tonnage, the World’s, 138
— Ship Profiles, 204
Mexican Navy, 305
Motorships in Service and Building, 451
— Owned by Principal Maritine Coun-
tries, 438
Motor and Steam Tonnage Total, 139
— Engines. See Engines
INDEX.
Motor Liners, 178
— Tonnage, Percentage or, 118
Museum, British National Naval, 19
N.
Naval and Shipping Organisations,
British, 470
— Air Force, French, 74
— Attachés, British and Foreign, 425
— Base at Singapore, 7
— College, Greenwich, Royal, 8
— Conference at Geneva, 60
— Construction, British, 1
— —, French, 72
— Cruising, British, 27
— Dockyards, British, 24
— Estimates, 421, 423
— Exercises, British, 27
— —, Italian, 38
— —, United States, 34
— Expenditure, 421, 423
— Fleets, Distribution of the World’s, 55
— Forces of the British Empire. |
— Limitation Conference at (:eneva, |
— Manceuvres, 27, 34, 38
— Museun, British National, 19
— Policy, French, 69
— Situation in the Pacific, 77
— Strength and Tonnage, 47, 63
— Vessels, Class and Function of, 64
——, Dimensions and Particulars
British and Foreign, 260
— —, Effective, 49
— —, Plans of British and Foreign, 333
-- —, Profiles of British and Foreign, 191
— —, Some Reflections on, 87
— Stations, British, 10
Navies, Dominion, 25
—, Foreign, 30
Navy, Argentine, 44, 274, 313
—, Australian, 25, 272
—, Austrian, 304
—, Belgian, 304
—, Brazilian, 45, 275, 313
—, British, Air Arm of, 24
—, —, and the Battle of Jutland, 92
—, —, and the Pacific, 83
—, —, and Foreign Flotillas, 309
—, —, Canteen Profits and Benevolence,
23
—, —, Distribution of, 9
--, —, Entry and Training for, 12
—,—, Estimates, 421
-, Flag Ofticers Retirement, 16
of
, Petty Officers’ Courses, 18
—, Politics and Naval Officers i in, 17
—, Promotion and Prospects in, 14
» Short Service Seamen in, 18
» Warrant Officers’ Commands, 14
1 — — Retiring Age, 17
Navy, Bulgarian, 304
‘anadian, 26,
hilian, 45, 314
, Chinese, 304
—, Colombian, 304
—, Cuban, 304
—, (zecho-Slovakian, 305
—, Danish, 39, 314
—, Ecuador, 305
—, Esthonian, 305
— Estimates, British, 2, 421
—, Finnish, 39, 305
—, Foreign,