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Please enter a valid web address * About * Blog * Projects * Help * Donate * Contact * Jobs * Volunteer * People * Sign up for free * Log in Search metadata Search text contents Search TV news captions Search radio transcripts Search archived web sites Advanced Search * About * Blog * Projects * Help * Donate Donate icon An illustration of a heart shape * Contact * Jobs * Volunteer * People Full text of "Brassey’s Naval and Shipping Annual 1928. 39th year of publication " See other formats This is a reproduction of a library book that was digitized by Google as part of an ongoing effort to preserve the information in books and make it universally accessible. [ler Google books &é https://books.google.com | iin Advertisements. 2 aor? sal Pes aed ee ee ee ee i ee ee Se eee eat Se a ee “VSG” VARIABLE DELIVERY PUMPS HYDRAULIC TRANSMISSION GEARS “VSG Mark III” Lever Controlled Pump. “V SG" VARIABLE “VSG" HYDRAULIC DELIVERY PUMPS for use TRANSMISSION GEARS. in all hydraulic systems Infinite speed variations in employing oil as the circulat- both forward and reverse, with ing medium. Perfect control perfect easy control and high of both pressure and volume. starting torque. EXTENSIVELY used by the British and Foreign Navies for operating and controlling Ordnance, Steering Gears, Capstans, Windlasses, Winches, Boat Hoists, etc., A the Mercantile Marine and for general industrial appliances. Write for particulars to :— THE VARIABLE SPEED GEAR, LTD. 6, Broadway, Westminster, LONDON, S.W.1. Telephone: Victoria 6800. Telegrams: ‘'Varispeed, Sowest, London.” cage aa aan a SIRT a Sore on eee eon oT ooo a a) ape ii Advertisements. THE RICHARDSONS WESTGARTH DOUBLE-ACTING TWO-STROKE AIRLESS INJECTION PATENTED OIL ENGINE phe, fee nnn. ain Entirely British Production. Heap Orrice a Works: HARTLEPOOL ENGINE WORKS, HARTLEPOOL ALSO WORKS AT MIDDLESBROUGH & SUNDERLAND. Advertisements. iii HARLAND & WOLFF — LIMITED — White Star Liner “LAURENTIC” (18,700 tons). Ready for launching at Belfast. Shipbuilding and Engineering Works BELFAST : GLASGOW : GREENOCK Ship-repairing and Engineering Works LONDON : LIVERPOOL : SOUTHAMPTON Head Office: London Office: BELFAST. la, COCKSPUR ST., 8.W.1. iv Advertisements. ARMSTRONG-WHITWORTH H.M.S. NELSON. Shipbuilders, Steelmakers, | Locomotive Builders, Civil and General Engineers. War, Merchant, and “Special Purpose” Vessels. Guns, Mountings, Armourplate, Ammu- nition, Torpedo Tubes, etc. All types of Propelling Machinery up to the largest powers. Sir W. G. ARMSTRONG-WHITWORTH & CO. LTD, Kinnaird House, Pall Mall East, London, S.W.1. Telegrams: Code: Telephone: ZiczaG, Piccy, Lonpox. — BENTLEY's. Gennaro 474. Works: Newcastle-upon-Tyne and Manchester. M.C. 504. Advertisements. “‘Y wish I could insure properly” COTULLA Let us show you how, Mere young married men whose income is small now, but whose future prospects are good, would like to make proper provision for their wives by insurance, but cannot afford a large policy. Q This is where we help you. If you are aged twenty-six next birthday, say, we will insure you for £1,000 at death for only £15 a year, a shade more than 5/9 a week. @ At the end of five years—or at any time during the first five years—if your circumstances permit, you can exchange your policy for an ordinary endowment policy with profits without any further medical examination. And we_ then credit all you have already paid in reduction of your future payments. Ask the nearest representative for full particulars of the ‘Convertible Term’ Policy issued by PRUDENTIAL ASSURANCE COMPANY, LTD. THE LARGEST INSURANCE COMPANY IN THE BRITISH EMPIRE CHIEF OFFICE : HOLBORN BARS - LONDON, E.C.1 P52 vi Advertisements. CANADA U.S.A JAPAN &-CHINA book b Carvadian Bacific THE ONLY ROUTE giving travellers the distinct advantage of Steamships, Railways and Hotels under one management, ensuring one high standard of comfort, through connections and simplicity in booking arrangements. FOR NEW ZEALAND AND AUSTRALIA book by Canadian Pacific, via Canada, connecting with Canadian- Australasian Line. The quickest and most interesting route from Europe. FOR SAFETY OF FUNDS CARRY CANADIAN PACIFIC EXPRESS TRAVELLERS’ CHEQUES. CANADIAN PACIFIC RAILWAY 62-65 CHARING CROSS, S.W.1 LEADENHA E.( LONDON RAILWAYS 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 Boats and River Gunboats ; Shallow-Draft Vesscls propelled by steam or oil engines; Fast Passenger and Cargo Steamers, Yachts; Yarrow patent High-pressure W’ater-tube Boilers for Land and Marine purposes. Yarrow Superheater and Yarrow Air-heater. ut TT (HN LEME RRL LEE HN Me viii Advertisements, J. SAMUEL WHITE & COMPANY LIMITED, SHIPBUILDERS & ENGINEERS, EAST COWES, ISLE OF WIGHT. Telegrams: ‘‘WHITE, EAST COWES.” Telephone: COWES 103. — Torrepo Boat Destroyer * IERAx” AFTER BEING RECONSTRUCTED AND MODERNISED FOR THE HELLENIC GOVERNMENT. DESIGNERS & CONSTRUCTORS OF FLOTILLA LEADERS, DESTROYERS, SUBMARINES, FAST PASSENGER & CARGO STEAMERS, SHALLOW DRAUGHT & SPECIAL SERVICE VESSELS, MARINE STEAM TURBINES, RECIPROCATING ENGINES, “WHITE FORSTER” WATER-TUBE BOILERS, MARINE RETURN-TUBE BOILERS, THE “J. SAMUEL WHITE” SEMI-DIESEL ENGINE. London Office: Liverpool Office: 28, VICTORIA STREET, 707/711, ROYAL LIVER WESTMINSTER, S.W.1. BUILDINGS. REPAIR DEPARTMENT: PRINCE OF WALES DRY DOCK, SOUTHAMPTON. Telegrams: ‘OVERHAUL, SOUTHAMPTON.” Telephone: SOUTHAMPTON No. 4151. Advertisements. : ix po) ae ae R.M.S.” MAURETANIA”— & ined, aeered fe Liquid by “the Cc Compa ” x. SE PTY —- jdaaake -¢ aT aif “ON-TYNE - ee ss 2 i _ Newea rans = WAL, q bee pe re _ London Office:- | 30, GREAT Sr. HELENS, |, LL ECo, Liverpool Office - CUNARD BUILDING. a2 x Advertisements. “SINGAPORE” ALL-METAL FLYING-BOAT The first all-metal flying-boat to be acquired by the Royal Air Force is the “ Short-Singapore,” constructed of light metal alloys; and built by the pioneers of British all-metal aeroplanes and seaplanes. SHORTS, (Rochester & Bedford), LIMITED, WHITEHALL HOUSE, 29-30, CHARING CROSS, LONDON, S.W.1, ENGLAND. Advertisements, xi “A RMCO” INGOT IRON is used throughout the World. Its durability is the result of extreme purity. It has proved time and again that it withstands corrosion and gives longer life than steel or less pure Iron. It is the Purest Iron made. It resists Corrosion and pitting. It is uniform and homogeneous. Its surface grips and holds paint. It is ideal for welding. Send for Booklet No. 109. The Armco International Corporation 64, VICTORIA STREET, WESTMINSTER, S.W.1. Telephone: Victoria 1426 and 1427. Telegrams: “ Armcoingot, Sowest, London.” ° Of Interest To All Seafaring Men. \ Perhaps of all callings none calls for life assurance more than that of the sea. p An A.M.P. Assurance Policy is trebly advantageous. Not only is it of incalculable value in the event of an unfortunate contingency, but it also provides a very useful emergency reserve and EVERY YEAR IS A BONUS YEAR. The Australian Mutual Provident Socicty, as its name implies, is mutual. All surplus, without any kind of reduction, is divided yearly among policy-holders. There are no shareholders to par- ticipate in the profits. This fact, combined with skilful and econo- mical management, judicious investments, a fortunate mortality experience, and moderate premium rates, has made the A.M.P. what it is—THE LARGEST AND MOST PROSPEROUS OF ALL BRITISH MUTUAL LIFE OFFICES. No extras charged for seafaring occupation, _ AUSTRALIAN MUTUAL PROVIDENT SOCIETY Gstablishea in C4Austraha 1849 London Office: 73—76, King William Street, E.C.4. \ Robert Thodey, F.I.A., Manager for the United Kingdom. a 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 in scope, giving shipowners, ship- builders, marine engine _ builders, directors, principal officials, fleets, ton- nages, capacities of works and other invaluable data. Iguigot Exzogme Finny. Qegrned, bn Slendard Searchlights for use In the Suez Canal in regular and constant demand, and stocks of ea eae a kept fe ft i} Price 20/- net. sine orinirrors, carbon, tront plasses, ete. All makes of Searchlights repaired, The Directory Publishing Co., Lt Contractors to The Admiralty, The War y 3 7 d. Office, Air Board, Crown Agents, etc., etc., 33, TOTHILL STREET, LONDON, S.W.1. also to the Navies, Armies and other Forces 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 Steam Turbines and Reciprocating Machinery Water Tube Boilers for Coal, Oil or Wood fuel Oil Fuel Gear Propellers Marine Engines from 75 to 100 b.h.p. Stationary Sets for Lighting, Pumping, etc Commercial Motor Vehicles Ship Repairs ALM.S. Amazon,’ B the largest and fastest m Destroyer in the British Navy, designed and built’ at our & Southampton Works. EARLY renders us exceptionally well- equipped for the design and construction of all types of floating craft to 5,000 tons. 70 years’ experience Our Booklet No. 13 contains a resume of our experience and resources, with illustrations of Naval craft and many diverse types of Passenger and Cargo Boats, Tugs, Ferry Boats, Yachts, etc., built at our Southampton Works. goo 1.H.P. triple expansion engines, as installed in a 2,000-tons cargo vessel. One of two 55-ft. Coastal Motor Boats supplied to the Swedish N Similar boats have itish Admiralty and the , France, Japan, Siam, ‘pain, etc been supplied to 1 Navies of WOOLSTON: WORKS: SOUTHAMPTON. don SO Ffices ~Thornyeroft House, Westiinsher SWAP ALIN < x xviii Advertisements. MARINE AUXILIARIES For STEAM and DIESEL-ENGINE SHIPS ‘Paragon’ Air Pumps Power Pumps The latest and most efficient Electric, Oil Engine or Belt- Air Pump and Steam Jet Dniven. combination. Service Pumps Feed Pumps Bilge, Ballast, Oil and Fresh Direct-Acting, and Turbine- Driven. Water. Feed Water Condensing Heaters Plants Evaporators Air Compressors Detailed Information on request. Southa Twin-Engine Flying Boat, Metal Construct ° The latest Supermarine product The first metal-constructed * SOUTHAMPTON ” Flying-boat fitted with two Napier Lion Engines. This machine is built of duralumin with stainless steel fittings eliminating both rust and corrosion. Weight saved as compared with wooden hull, 500 1b. Due to absence of water soakage there is a further saving of 400 |b. Four machines of this type have been selected by the Air Ministry to carry out as self-contained units a cruise of 25,000 miles to the Far East via Egypt, India, Singapore, and then on round Australia. THE SUPERMARINE AVIATION WORKS, LTD., SOUTHAMPTON, ENG. 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 mmo | ANd ‘TVIINONODT LSON IHL Sacaer tet = !d91440 NOGNO1 ALEVGIXE TA? AINA AAT jo WHUIXeW 84} SAID ANION TO-AAVAH ital 0) OONTIID SLIODS © ie ZC6| ——oNIaainadIHS SavaA GasannH omi— j[ Z| Advertisements. “SSHNUNA-NI-MOUAV B PIO PUoray] P Paleday syjassay fo SUOYALIIET Fr xxii Advertisements. Arnoured, Armed and entirely completed by Vickers Limited.) d, H.M. LIGHT CRUISER CUMBERLAND. > q $ Digitized b Google Pad —— =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 Yorkhill Quays Ss ) “ reps * paztior eq | tt Joor's | aiayuyorg|tez | sec's |“ ouueIEL| Faz Beery att ; 2 Baryioqiar f “my | ‘su0y ‘ay f 8U0y my ey my Ba ' S pec o| o£ ol2 225% 5 . 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BRA 54 “uopjanzywuoo span aaw O418)} UF payupid axe aur aq2 YOIGAA Jo F19e92A—"ALON sga}Jo UW UO} payaauo), “£sex avyeneny 9) j ert UN 0900's digs t Ta8'r corte | “sdigesg oxe'so | ‘edyqe 9 00168 sadiqs ¥ ogs‘6zt| ‘sdiqs 6 i 7 - = ' { ' | H | ' ‘(yy | ; s80297q1¥ 1 | snoro19 | 9t6t : | i nostpano) | ater } ‘ eo Dig ning ce apse | S16 } j xsi 0008" § ‘soul | 6161 i Soy ALY | FIBL \ o00'or | asaz suo = ense3aq | 160 ! i ! upuiwo) enaay | 116 ' Hl oo0s |" 8241120 | sySeare jezer{ oor'te “ 4 aivog snojing | 9 i “ed0y ”% ae 7 7 ‘ - or = Hl o o i = j a ‘ 9 oe P| ez F |i erel P| eg | a F a2 Be ‘ame 3 Be Ng si Zi ‘omen a ee ' a) 83 oulwN & omen | 3 R | 27°38 Ey é| 2]? 2 3 ee 2 “ANVRUAD ‘VISSOW “MIVIT “GONVUA “NVdve “‘SALVLS GALIXO ‘auld ASTLIYE ‘SHHGNGT, LAVYOULY ONV SUAINUVO-LAVUOUIY— TIA ATAVT, 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 Crgoyuad sarpzny WIDE ap “1/21 12 “IDY,) Kap “20g ay) fig porrbug puv ying) “LNSW30VIdSIG SNOL O€%'l ‘NNOWIS YSAOULSSGC LYOs OGSdYyOL HON3Y4 Digitized by Google 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. “39N3WH09 1N3WAOTdIQ W314¥ ? S2UNNIW N3ATTZ ‘Wa92'9 LW ° $1377 NIUW 40 NOILISOd ‘ “baN WHYSHIO ° 5 o 4 o ° o ° o ’ SINOY » M0210, *e N30H9S3M GRDN : o SaTIW [—< te ree a iA ’ TTBIONIANI . Au 3 ~ orl =-- c s ‘Wa bl9 LY $1337J NIEW g! ‘£5N WHUSHIO => s? = ae * 2 eae , ° ” SINOY ’ MO0Z1N7 o ’ aw is 100 BRASSEY’S NAVAL AND SHIPPING ANNUAL. 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- MILES (APPROX) probable the Ems route. He criticises Admiral Jellicoe for Nome his appreciation of Pr the situation made Aer on the meagre in- RONG. f ti h : ormation he re. ——— ceived from the Admiralty and from the ships astern of his fleet, but he entirely ignores the a © 8 fact that a similar $s appreciation was Pa Paha ptonhoneh made by Admiral sweer GHanners. Beatty, who had the same informa- 2 tion at his disposal, Saar Fens OH and that no better ? 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. 102 Cuadumyynos “pyT ‘sy40,4 HOIAY ausavmsadng ay) fq yng sywoy Curing) ete ee “TNH “M3YO YOS =~ = = 2 — ——< “LVO8 ONIATA “SSNION]E «NOM» TAWIOYSWWOO GANIDSNS-YaIdVN NIML .'NYMS» SHL YAIdVN ‘d°H-OSt OML HLIM «§NOLdWWHLNOS» SHL 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 hulls will be considerably less, “SENION]A «NOI1T» YAIGVN OML ONY TINH W1LSW-11V H1iM LYCE . NOLSONIX » SOO O1YULOSTS HSITOSN]A SHL “AgOd LAW _ eZ “11V 4O 3SON ONIMOHS .. SYOdVONIS+; LYOHS SHL *M3Y¥O SHL JO SNOILISOd SHL ONIMOHS LHOINS NI. SIM} NYNGXOVIG FHL (U6 5 AQ V0) “SANIDNA .. YOGNOO» JOAOY $1104 ‘d‘H-OOL SSYHL HLIM « SIX! NYNGAOVIG SHL — a 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- Cplofpag pun saysoysoy “xorg yaous liq “ASN IIOYSWWOO YO4 GALYSANOO G4 NV ld) “TINH W1LAW-11V HLIM S43 NV “AULSININ HIV SHL OL GaY3SAINSG 39 OL AVOE WALAW-T1IV HSILIYG LSYIa—. JYOdVONISs, SHL ee iam nate / “SSNIDNS 310A0 YOLOW “dHL OML HLIM LVO8 ONIATS LHOIT WL3SW-TI1Vv 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. Digitized by Google _—— “sjouy 1Z 1aa0 ‘[e1I] WO peed ‘@ £810} 006'Es ‘ABVUNOY 83014) Courses ‘oouvay oyuameniqnis 24) fig peusug puo AT VIRWOS NSO) yy 9Y) Lof ynng) “VINUNLVS ‘SOIAUSS NI dIHSYOLOW YSONASSVd LS3LSv4 GNV LSSDYVT SHL sj0uy 61 ‘poods adtasas £ 000°03 “dA MLpMLT ayoavA a4anjuDy) ey} fq # DN 1p wt 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 Crvfed “PIT ‘Tio.4 YP pumsvyy fq pouybug pun yng) “VUVINVOTVY YANIT YOLOW YSDNASSVd S.ANVdWOO LAXOVd WVSLS TIVW TWWAOYU 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 Cyungaphitg “prT "09 7 unosg uyor Aq peurbug pu ing) H ‘WIIAV Y3ANIT YSDNASSVd YVLS 3N198 r ay p pot ad Ss is Peete Ss ea, 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. Caeoyuag eainz0g 1S ap £42172) F 72 eto Unyg sep AMOS ay) Aq paurbugE pun i.ng) 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. (ouz-uo-noiane “pyy ‘huvduog uosy pun burpringdiyg ssowog fq pourbugy puv yg) "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. BIH Usd GHS Sag SOT - wae Caeo wag esMQg 7NG sO Bovine Deeg 3B ONLYSH SNGHET GaHS JO SLNSWaainday Ht ami TVWAEON SHL SSONISN; SaLyM Sasoaeng TY - SLON BNO aad AHS 43g SO] — HSL WM Labi AVN — SiviaL SNUNG CoNWWiGO SY SNOMLGDWNSNOD INIAIE) S3Aand aaLUM ,NOST3N, SW'H oogle J yG 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 HOLT LINER WITH SCOTT-STILL ENGINES. z H & S 3 i) > = B 8 = y z = > 3 Pa z > 3 = = 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. ‘Ov8t ‘NVAOD LY YSAIY NO ONIHSIS NOW VS “6est ‘YNOGYVH MODSV19 ‘yl@L ‘MVTSINOOYS AHL SSS iss Pi eeakss 2 oogle by Go 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 ‘HOVaY WHddQ ‘aNOMEV MODSTIDH ie BILL i wig - G eau ssouo S i WO1LeVe onnvinog | svi19 dO.-ALIO “MOlLuwd aL zeit by Google Digit ‘HOVAY UWAMOT ‘AN0GUVE MODSVIN asnow aoomSHiaie B anon sa ge oa ae re oogle 1 eity¥G Digit QOOMSH1ANG 4HOIT WA iH wInKoWO ca ants MINOW IYO 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 SSYHL GNV ‘NISVG ONILNVYO ‘SNVYO WVSLS NOL-O€l DNIMOHS ‘LSV3 ONIXOOT ‘WOOG S.SONIYd 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 Bightzed by Google 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 a. 2 ui a << E oc uw < aI ind ui ro) Zz im on no < a ° 4 0. < oO wl > < z w fa) =I F INOOYVN : Google 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 Caeofeg “PIT “09 7 42019 ‘uvueqsogy fig NG bayeg) “‘VONWY3S YANIT YOLOW YAODNASSVWd AHLIM SSANYN4 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 Cpvayuayng “pryT 09 P pay] ‘Noumng hq pousbug puv ying) “SSYHO'AW'N3E S.ANVdWOO LAXOVd WV3SLS NVW 4O 31S! _— —2—— ee ee es 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. 263 { i ! | ! { ’ H 1 lonts! ans), “TOTS MG S'Wv ‘Upp F ‘L'd A 2'a ; “red aay oT | sl) — | ot | F lade + “us-y ZL “ures 8] 9 OL | 3+] 9 | 1B |9 RI b MLGT GIGI)" PUSeeM)” 4axT¥M| O0O'SL & Tee 06 059,000‘ 08° * pede 9 . | \ ‘La | ljosot_} Cans) “TOL! 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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 Oo PLANS OF BRITISH AND FOREIGN WARSHIPS. Digitized by Google ( 835 ) "RG !"1oL !swog wog ‘1d-g—g $-ad-g—y f°v V -Ol-2.9—9 | ‘OI-g—2I UF-9I—6 ‘Quaurvalzy “wyouy §% ‘poodg ! su04 OO‘sS $795 OTL ‘(emeIqxa) Y;BUET *Aoupoy *UuOsION “SdIHSSTLLYE “NIVLIYG LVSYD ee ee ee ae a eee a a “Ut OL "35 o29 ‘ofuoaay , “peaoura queen uo SIF Yormag STORES fad gy fyy rapping Str 9 $T fa) og quauemy “ALOIGL ‘pryarduog sony ¢z ‘poady ! su04 gor'gg £ yy 099 “a MGT | omy g “45 ony ‘emaxxa) yy 300-7 9 3 ( 336 “SOlpruey “onnjosay “eBueney APO whoy “uZjes900g rehoy “SdIHSATLLve NIVLING LyauD pone Google 109 oNp UT A[IVLTUAIS PoyTPOUT 9q [TEM SSBID 949 JO s[aszaa JaNIO OU + “es “23 OFM JUNITeA paw VATVIT , -pesoutos qewurayar ayeq¥ swystiyor¥99 “S101 OOT' Te, ‘posing sv yuomaouldsrp oydsivy pu yZoquattg wand “LOL SK Sad-g—p f-V-V “Orb—F SUL9—ZT | “UFgT—3 quoUvULTY “SLGt-stor ‘poyarduio ! sjoUy ge ‘paedg ! su01 Qoo‘0E | 35 OOO Va" TBUIT | QZ HH (otUANIxA) (BOOT fozdsuey +ujeqezi|3 uvend 5 soydsuem, “yyeqez13 usend+ seherew “queyeA “weyseg “SdIHS3ITLLVS "NIVLIYS LVAYD ( 338 ) ‘S41 2°25 ¥89 “wipar Jo soxodung {93 29 ‘"yBnoxoqisege , TOU 9 S ad-g—> Sov agg <"y-9-8E ! “d1-9.81—r Guouemy “SIGE ‘poyetdmog : e004 Tz ‘Poodg : su0y ogg'gg : “089 “da WsUeT |, say g “W 829 (outa19x0) ryZue]7 ty Uh 3] \ eT ist IUMOLEEUISULULPH MLA Ai ii oA i YBnosoquiey *e1NG Uo FIPUl 30 souedwa “moqueg “Sd IHS3TLLve “NIVLING LYSYD ( 351 ) ad-s—p fv aot arg —2t “ap-aT~ 21 ‘quourery “Q1-PIGI ‘pozelduoy ‘ ouy gg ‘poodg ‘ 120} OF6'L3 “33 949 “I'M UO GIBUOT | 4 ogg (omMer;xXe) YASUO] — ro man me — So i ul = cM - Mi ui ____— a} i . 8 iT ilk SZ | es = ee =i i “eAepeaty LOW “BdIHEATLLVE “SNILNSDUV ( 352 ) “palteqeuy sund -v'y pu ‘gz-1261 ‘prey Lavy Us| qoog 3 posgar pas pojnvqieagQ WV ‘ay-g—g $ ad-g—g ! *U}-2.4—23 | “U-ZI—ZI ‘QueuTeOLY “OLGT ‘606T ‘pererdumog : sou, 9.13 ‘poodg ‘ su03 Tez'6t * 3) 009 “d'd YBUET | +93 SFq (OMaNxo) YyBUET ‘oined ows ‘soesep seu, “SdIHSSTLLVE “WUZWHE CHILE. BA SHIP. Almirante Latorre (Vformerly H.M.8. Cana da). pleted, 1915. + Speed, 23 knots ; Com; » ALA.; 4—3-pr. 28,000 tons -in. ; 2—3-in, mament, 10—1 Length (extreme), 661 ft. ; Length B.P., 625 ft. ; : Kae tel0—Ldin. ; 1426 ( 354 ) “poS8y1 yeeudo} oyeur ¥ OABY OUITLIOT PUY cOeAdIA ‘ACY 8¥ OUSTOIG—ALON “ad-g ou sopitvo oudejoig “1d-1—g { ‘1d-g—g | -v°V “1d-I—F { “U}-9-9—BI { “U}-F-81—0T ‘“QueMeCLTy *08-G16I ‘peyonsysu00eY { O1-STET ‘pozo|dm0g : mouy Og ‘peodg ‘suo, SBI'ss | “sul O “25 499 “(OMOIgXe) NISTAT oe (m-9018) *@DUBADI “eujyess07 ‘ouleyug “Sd IHSA7LLVS "SONVYS ( 355 ) ‘weg Uj s9U0 Io] VUIS Om4 O43 JO PuIysUy prBMIo} JoUMNy oF14] CUO LUO oANT JNA UVEL PU’ 4oqIN0D— "ALON ; (cad-g—g svq 4eamnog) sad-{—-3 { ad-g—g {¢v'v “1d-F1—F {°U]-9.9—23 !°O}-ZI—ZI “Queurewmiy “WROL ‘STOPVIOZIV OBINT “¥{-SIGI ‘parojdumog | souy Og ‘poodg ! su04 EZI‘gs + “BUT F “95 LS “dL yasuey { ‘suy 9 93 ¥Fg “(omleN4xe) YyZOOT ‘seg "yoqunog “eg uvop "SdIHS3SILLVE “SONVYS ( 356 ) ‘ad-1—z { -ad- “Mer ‘poyotdazoy ‘eu zog'se feaouk ¥, OUx #6L ‘poadg * -suy g “43 guy 7 8) I0-FI—FT f -ap-p.g—a2r f+ UrZI—F* ‘yueuresy ‘MA W3BueT 5°93 15 “(eta34x0) yy8a07 (x 9019) “OUIEHOA ‘youepiq “Sd IHS3TLiva “SONVUS "y2u0pu0g ( 357 ) FRANCE. ARMOURED CRUISERS, Ernest Renan. Jules Michelet. om i = TTT VL AAU A BN RATE nua Te ST tte oT a ae] CMT wi Hiner vet HEHE SUENUIRHVOSLA AL ATH A idiom Length, 521 ft. 7 Ins, and 489 ft. ; 13,500 tous and 12,400 tons ; Speed, 23 knote and 22 knots ; Completed, 1909 and 1908. 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. ( 358 ) sad-g—g ‘'d-6—01 $"0-S—9 {U1-9.2—F1 ‘guomvaLry “Tet ‘poyeydarog ‘ su04 gzg'sT | s}OUy gz ‘poodg $9) Tg "I" WIBUT | ‘sul F “35 139 (oMTaIyxe) TYBUE] *yound se3py cn¥essnoy 4D0PIEM "suaSINUO AGAYNOWUY “SONVUS ( 359 ) ssouvidves z sje) yndeyeo v ym POA “8, EL Odyy—A UABUOT | -s 200 Couodyxo) yIIUOT “Buywohm ‘sesueyay “SdIHSATLLVS “SSLVLS GALINA ( 393 ) “1d-9—-> ‘SPHOLT « soqny opedioy -uy-1g pefromqns g "ad-g— Fy "VV “U}-8—8 ! “UP-I-9T {-U}-SI—O1 “JuoueMAY “tet ‘peyerdeog ‘ su0y oge'Tg | e0Uy 92.08 ‘poodg $93 O19 OT" UISUOT { “wUT 9 “43 139 (omTENgXe) *IBUET *PHO14 “wan “SdIHBATLLVG “S3LVLS G3LINN (Ca ( 394 ) ‘eqn4 Opodo, “UFTS 104UA-or0qu °1diy g puv TM ZS ad-g—z feyey “Uy-g—> $ “%6-£86I UT pozatdiuo, ‘9 800} 0909's | sjouy 2.89 ‘poodg 45 ogg “TA W8u07 ‘Ur-9—Z1 ‘uourvunry 9° soe “(eum93}x0) (3ae7 “eyewg “eOynEMW “uoqueuy “Puowyoiy “UZ}oey “stydwoy ‘PROYD|QueW HOsjeq ‘suasinud 1noos “SSLVLS G3LInn “Psoou0g, “HeUuUDUID BRITISH AND FOREIGN ORDNANCE TABLHS. 397 “mop spo ,owrEYO ottes oy} Alo VeUTFXOIdds SupACty pamysemnuvtn ere Uoffonr{sti0o dIjm pte [97s Jo stn “Hofons4sA00 [odys-f18 Jo SLE SINS sAoge oq t G28. - - _ = = = = = = 3.1098 pavgze. | © © Plerus jo seouxoyL = - st ts 9/0098] ° ° * Pleusso wap qt *b’o ‘qy “9 3) ‘qr “b 0 4 = of SS cae ob o0T ‘Bap * woyssaidap jo a[suy - <0 208 oS “Bap: uoyeaaya Jo aj8uy — [trots — - - EO W/O OL al © ot plore pus ry "b°9 « ‘qt 'b ‘0° [-qr"b *o %3 Baqyanows jo ysyeAN a] aI 3.1 30 98. | 98t 1 3 z 8 g 9 9 ot or ae i = _ 69 zg seg | 999 | 9.19 | so9 | sly | 21h | 3.68 88 9.58 9.38 2.88 “uy” F d oss osy | 06s'26 | 916‘s8 | 922‘sz goz‘os | otz'9r | 938'6% | ost‘z% | 9t0‘ZT | 926‘sT ose's 03/9 « gga | ooz't | oso's | oo2's | 0068's sse's | o0s's | 8863 | 008% | ost's | 000's 006'2 000's vi oss 9% | 000'2 | o90'r | oss't 09g oss 00g 009 993 993 (03 oot A gtr Ir ]o sor] o 28 | 0 o8 or sF| 0 ov | t 93 | Or Ssjor eT | oO SI $ 8 st 9 n Cy Cs ee ee OY Cc oe ee ce ae oe i se i | 09 ay 9.06 | 6.68 | %.2¥2 | 2.560 | 9.812 9.919 | 9.999 | ¥Ig yoo | sch | LStt 2L.118 832.608 | ‘says > unB 30 yWBeT $8 98 O8L 929 002 009 ong 00s ost OFF 00F 008 008 ‘say + * ex0q Jo yyBuaT It | Le | 9t a1 #1 at 3t or ot g 8 9 9 “guy * 210g Jo JayowLI eg | pas pas | rs | 29s | Pas | Pas | leg 19218 19098 es * WoRonsysTO Te g | “Teo ST 7 ‘i ‘ a Te 09 F b Tw oy | Te 99 | ‘TwO09 | ‘TeD gp | ‘TwO.OG | ‘TeOGe | ‘Te 99 | 18909 | -omne. 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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 ee ee Nev DEcrEAsE ° - i - £100,000, ADMIRALTY, W. 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Os6I yro'rs0'rat| 928'09 | 623'208 |FO0‘RST'OT 196'9LT'Tlotz‘z¥0's|Te9‘STT'T'809'96S'S |S88‘ TPF‘ FT S66'8¥S SF 216'90h | 216 | qepowig | puuomeg “HL wopwag | “I wopoog 4 = sm03 s29U982Y eagjarag |POMIAB 1a" lanaiupy| “point | Feo |-saavsaay’ [peli fl ed ra = Toy “wna RouNTRY, = ped “OL HOA coy ‘oouwaaiureyy, ue — a, vavay BL MLOA | “tT HLOA 3 e taoa |? #4] 6 caoa “L26T ANV 9261 HOT SALVAILSA GHL CNV ‘ss6l OL 9I6I SHUVHA AHL UOd SAOIAUTS IVAVN NO AUOLIGNAdXA AHL ‘ANUYOM SUAANWOAN HHL ONIMOHS INANALY ( 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. 440 GPL'869'T LIG‘STT BPS‘SG g9o'6e9 *aSvanoy, ss019) “BOIOUIY JO GOA] 4VoIH oy} UO s710d 4v 4{7nq sjosseA BuypHIOXA + ‘spavadn pue 810} 99018 OT JO sjossea Buy Tes puw ‘sdjquiojom ‘sioures;s [Jv opufouy UoAys SOlNSLT » i EEE UEEEEEIEE SEES TL0°GS6'S 196‘F8 69'ST 88F'8 oss 89'0¢ ¥99'F9 ggs‘og 966‘ FOT 9G6'S9F G60'9LT GE6‘0F 1g1'T9 BEG'SEG FFL‘9G SST'3E6'L STILT TL cg (a3 or FL GST 88 6 cor 68 18 LT 68ST Lb 889 * [83OL 8, POM * salqjunog 190490 * * wepeag * uredg ‘BIssny £BMi0N * under * Awa * puvlioH - uwuse4 + eouely * yreurmeE”qy AreZuny-erysny * 4 s0zBqS pozUQ 4 suorurmog ysIHIg puvpory pus ureyug 4H uuuoy sory, “oN fofeuuoy, ssorp| “ON ces | gec‘eat'’s | F¥8 | Fog'soc'T | #89 | sz0'6Ts'> | 9st | LL‘Bsg'9 | 9960 SI TL8‘6T 4 O1¥‘0G iid FLE'TS 1s | ggx'9o 98 as ogL's¢ LT STT‘06 is T16‘¢9 1G TL6‘0¢ 6g 9 LT T 8SF'F L 996‘ LF IL 609'%¢ TF 9 = = = S. ee = ae 2, %% 90886 8 619'SF 8h 8SF'TS 9g 8L9'L¢ a8 9% FSL'Go 8 GLPCL iad sores =| SF 6ss‘IT9 | Set id 9F0'CFT 1s 89°99 1% 8PL‘F9T 98 SIL'Z8 ae LP 828'8L ee) 9g BOr'sss =| 86 gso‘zeT | OOT 09 FLg‘90F =| TSI | sg90'sks | GOT | F90'609 | FG “stNgod ON 8 699'SL 9g F996 16 €99'013 | 99 869'sS ¥8 9% 896'Sh 16 6L¥6h =| FG SEo'Lh 18 99L'LS oF SL 99L'8L ¥6 T6F‘96 69 6T'C66 99T | g9z8‘6L9's | 398 68 088's8 Ly BLOLE iF g08'SIT | 6F s6r's6s | 986 16T | 8e9'FSO'T | GFE | TgO'CtO eee | sc0'sss't | 93h | BPFOGO'T | BIS S =e == sae | oN ‘oN |‘aBwuuoy, ssorp, “oN ‘ofvuuoy ss01p| “ON ‘eSuauo], S809) “go6T “Se6T “616T “SI6L «“CHHONAVI SIASSHA LNVHOUAN JO ADVNNOL GNV UAANON atizes y GOOle oO 44) MERCHANT VESSELS UNDER CONSTRUCTION. “So]LOUIY JO SOAW] 4worg O43 UO ey10d 4¥ Saypijnq sjessea Sujpnfoxy + sx¥0f Yoo JO STE JOqQUIED0q TO TO}}ONI;sUOO JopUN sjossaA SulT ee pu ‘sdjysiojocd ‘groui¥0zs JO o8euU0} s8018 078F01938 pus JoquInG oY} OATS eINSY ONL » tze'sss't | ony | gra‘rro's | oe | gz0'ces's | 6FL | sre‘ogr'r | GZIT| S99'080'L L90G] TIF‘LEG 66 | °° TPIOL §, POA Lb9'S 83 9L8‘ST 8T OLF‘TS OF FSL‘GG 69 80L‘89 63 628'S3 61 + selaqunog I0y90 LET'6S ST OST‘ 8c 6S1'8F 6r 696'8L | 88 SOL‘OTT 19 00F8T 8T é * wepeag 8¥8'9F 6 GBI'96 8 990°8s or 186°69 or S9FLOL | 83 g98'9 8 g * uredg : 069'¢ T es te ‘eIssnyy 6SF'F IL 086‘ZT 06 ogL'se 6a 6gg'T9 oF 6IL'G6 19 PIO'CF 6h Aear0 NT 090'sF ST O1s's¢ 8I L06‘89 06 GIG‘ FFT 9g FLP‘G0S =| 9 L6L'LY *L * uvdeg guiess | 88 | sig‘eoe Te | gog'ert | se | ses'ses GET | LvalrIe | Sat | Gos'se 8% + Speqy 900'SFT 68 ¥69‘80T 98 TIs‘sIt oF 6L9'8TS Sct | ses‘sse 96T | L98‘9CT tw /° puvyoy B90'TTR Be GPT't8e =| «8S PST FSS 66 “suanqor ON “suingol ON G89'FFS BOT | * * Suvurley 890'8FT fad 99a‘ LOT 68 SGL‘OTT iid 9896S 9L GLL‘9TS 99 080'62 6s |° + eomeay GPL'TP 8 869'09 LI 96129 86 010'89 1G 988‘00T 9¢ BIGGS GI : * qreurme(T =m — mens = oos‘e9 9T AreBuny-euysny 988‘90T ¥ TI6‘68 OF S9a'ar 9% 8L3‘9TS a gos‘sts's | 689 | LST‘esT eo * + 4807899 peqTaQ, ¥69'F g | ¥88'05 91 gooe'es 6r 699'99 8 OFF'sTs | OOT | s9raT 16 * ¢ suorurmtog ysiatig ¥80'09L sot | sTo‘sss 11@ | tst'ces‘t | o9¢ | ets‘ora's | STS | 6Fe'FOG's | LoL | Qo9'gc6'T | STG | * pUBfeZ] puw UrEIg “94 —_ | eee 2s = eae s ‘eBuuu0y, 8801p] “oN |‘advau0y, S019) ‘ON [eSvado] ss01p) “ON |-a8uauoy, sso1p| ‘ON |‘eB¥auo], ssorp| “ON fesvauol sso1p) “ON “936T “S36L “8361 Ter “616T “sI6T *NOILONULSNOO UAGNN STASSHA LNVHOUAA ized by GOOSe oO BRASSEY’S NAVAL AND SHIPPING ANNUAL. 442 “SOLOW Jo soRET yeoIN oY} UO Super sdyys Sulpnjory f “POphjouy 40U sjowvea FayTyes ovoundur 4 ‘odys Sayp}ws pav ‘sdyyerojour ‘sioui¥948 10; #8018 s] OBeTUO} Oy} SAMze1 Juonbesqns Uy ! EI6T 10) sUMIeI O43 Buypnjouy puv of dn sdjqes Suyires 10; you paw ‘edyqei0j0ur puv siauree7s 10; s8018 s} U9AIZ aFvuT0} OY], 930 ‘pouTIepTOD ‘780] 411890} JOAO PUY BU} S¥OIN YOT JO S[aBF9A BUT[Ies PUB ‘2070UI ‘UIES4s 0} JOJO! SOMILT ¢ —_— eee | | | | | | | | | —_ | Ove'ser| 862; — | GL¥‘c6e| S86} — | oFO'TES| BaF — | ITL'9I9| GOs] — | gos‘zs9| sso] — | 982‘s09 GPS) * TWIOL §,PHOA, — | so'es | t*| — |oou'sc |r| — | sev'co| co) — |atr'ee | eo) — (erste | so] — | 989'3F |98 | * sar3Un0g 20430 8: org‘or | 6 | GT | sss'sT 16) eet | uz9'9t | 9t | oo. 082 =| St | sez | Tc0'ss | 88 Les'LT 08 . *Topeag GFT | POG'ST | BI | EG | EEr'sT OL | eB | ISTOT | OL 086 | THA'6S | SS} O8-T | GoL'6 | OT Se6'sT [ST | * uredg am = ae Ne — |—] 8% | TAL | ¥68'8s |63 | - ¥6-0 | OTF'9G | GG | O6- | STIS | 8s | G6. 98L'8S GG FO-T | 890'LG | 6B | 18-3 | BET'FR | TF 879'09 | 19 4oL-T o.e'sh 4eF [460-1 lesu'ch dee +o8.t es6'oL top |+19-1 jHost'rs +79] + (SIPTH | 98 | PIS‘es | 9@ wat | coe'zr | Gr | set | oue'tr | us| set | OTs'8s OT ST-T | 906'ce | 46] go |960'S | 8 18893 | 9% 68 | 1666 | 9 | go. | TerrT | ¢ | g0- 108 T | 08 |s9T'¢ |b | SL | OSCIT | 8 Ort |F 08- =| BIg'ts |.18 | G8. | 80°C | OF | SL 9608 | 9G | SFT | S0F'LG | GE] — | LOT'¥G | OG 61E'99 | Te 18. | 196'93 | ST | 8% | OFF'ST | 15 | 6. 9BL'LB gs | 98: FOa'se | 86 | 18-T | OZF'OF | FE 9095S | 08 * eouea,y 10: | TLL 8 | 46 |628'S 6 | LET | SEI'ST eT | 08 | Tess | 6 GL. | 96s'9 | ST esc'9 | 8T * yavurueq | | _ = 7 gss'g 8 + £reZuny-vyysny og. | L¥¢'68 | 0G | GF | aPF'sG | OF | 99- SIFLS 79 F9- | L98'FG | GL] ST-T | SLS‘OST | SIT 69F'TL |16 * $s0qe9g poyaQ ott | oso's | 18 | TL |ers'et 68| GFT | oee'Th | 19 94 | G09'0% | SF | 99-0 | 6sa'ze | 68 160'0S | 148 suorurmog ysuUg 8a. | Cen TTE so | @s- | s9r's9 | So | Sc. LOGTIT, FL | 89 | S80'SST| 68} 36 | saa'tee 66 S9P‘66T [SIT pavpoay p yg “3D | | | ‘porno | me |_| porno | -pouao ; | aduunoy, “a8vanoy, | “oN AUO,L,| ‘aBvuNOy, ON anoJ, *aSvauoy, | ox lasvauoy,| ‘aBvauoy, ‘on fesvauoy, ‘ofuunoy, | on yo % | 0% | | 30% yo % 10% “96 | “S861 | “We6T “BS6T “616 SI6L *QTYOM FHL dO SASSOT ONIddIHS LNVHOUAN IVONNY 448 FREIGHT RATES. 7 9 9 8 * eajonyy 6 8 6 | Trot] & et] 9 19 €.j¢ 9] 8s 9 | 2 | z orftt 9 |° * orang] o 9 | fore » | fs 9 | foro | € oF —__ |for 9t for st} — — |0 99 | *(j0emp) emmg | te + | ore | fe + 9 {2 8 | f€ at for 93 isd ot | £01 GI | 8 OT} OL93}% Op |° * eqnueg | — | fo ¢ | fire TL | 2 orl — 9 2 St] OL et] F FI = — |° * @onup) [ft or] 6 2 | ttre | 9 mr} ora} — “oja ‘essopO fl 93] 8 6%] %t 93] € 2] ores |o 98 ‘mp) 4equog | 6 9 E g9 | 019 | 9 £2} 18 | oO1se 6 i 63 | #8 ce] OL zz| zc ve /0 ZIT * euog org] 016 | tors | ft 6 | oO It] orar| — € ¥% \ke 2 & | 01% | + 8/9 FB |° ° “HOCH ] O I] 6 OT] O EI} 0 St] 9 91] 9 OF 9 LE) IT 8s] T 08} FI 28] 0 92] OT BOLT] * * enV] or zl | O aij fe zt] te HT] 8 OT] O FE og jis ¢ | + /f ¢ |] ae = » Woysearey) to sug Hen |] fo zt] 0 or] g I] 3 et] Iret}| — 0 6/6 41/86 o3] 2 2a] T Fl 0 Get] * (oxmaoy weg) vig tory |Z It | & OL] FIT or} wt) + ot] & © 23|9 91} %6 €] 9 92) 8 g¢]9 SIT | (0g seM07) wid soary | oO ot] ¥ ot} o st] or st] orer| — pe pe pe pe ps ps pe ps ps pe pi. pe “936T 'S36T PS6T ‘Se6T “1361 ‘0¢6T wot '9S6T Sé6L ‘P6T 'S36T T36T ‘036T “peyeys osjusoI}O oroYm Ydeoxe “yuOUTUOD 10 “HN OF “qavMEROR “wrod 48800 “AN puy ousy, worz “dtvatoo ‘SEVEX SMOTAVA YOA ‘LEXUVY NUdQ AHL NI SUARVALG YOK INDIE] 40 GELVY TOVERAY GRLVALISG SALVA LHW 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. “iosaoseeg sse[Q YINOY ZEST Suypnyouy ¢ *dOV{IPPY U} SYIIO UVUI[IN OL puv syUVAIES 05 SYIZE Os + “LIg oBed 028 ! F0UX 92.9% SBM YOK MON O71 UMOJSMVENH WoL paads aweur ysay3}y OUT, “eortur [BoIyNBE ONS'ZL JO OdUNzSTP [¥}0} ¥ Baj1A00 Ivas BuO UY O1FUBIZY YON OY} S8O1OB SUNT eAy;NoIBUOD 2z JO} poulyzze paods UauI oY} sj OINSY S|YL— ALON « Td peoi0,g 8I0F 000‘028 09% (pezg-[10) 8 83 | SWepaoyy | 888 | | (peag-Tt0) 9% OAT, TOWAL SF | PANT 2078A4 OF 000'99 o9z'9h | Ost O8T ‘ 8M010G% SUTAUIp SMOI0G p SULALIpP *aqany, ‘wg “sqiny, ‘ug Sinqureyy aBmquey ‘S804 9 UgoIg | “OD UBoINA S686 LOST ' ia OL 000T | i) 000‘%9 H 090‘89 | “sur ETT “33 8 "33 68 Tag‘9¢ ; 92'SS “1 9 | “4389 ‘3300T =| “8a #8 "93 86 1) O16 “surg "93 688 "1 996 “sur $8 “43 906 TO6T GI6T \ SUrTIBSOUNTM OD prsuNH “Binquey Sinqurey ‘Ssoq PUIyOIg “OD UBOTNA *(qoreurstg xe) | *(10;810dur] xo) OTLsaty, |_viavenauag | (8atuing [10 10} pe}}g sou) BET Eqn 1098 OF O6T-08T soulqany, Bimquey ‘ss0A 9 UYOIG Toes ses +319 0oT's9 “BUI g "93 88 196'69 "43 89 “sur $8 “33 OOT “93 0S6 PI6T | prwog “8diqg ‘S§"n. Sinqurey ‘s80A 3 UIqOT: *(puefieye, xo NVALVIAG’ | 2 FSS 8,dapaoH 8¥0F 0@9‘L9T S6I (pexy-110) B6T (pepue-e[Suis Z ‘popue-efqnop ¢3) Teoprputysy 9% 000‘¢L Ost sMoel0g fF SatAUp “sqiny, “aS “PIT “00 Suuesusugq pus Avadits puosyTeyy “But 9 “33 09 “93 88 “93094 “93 L8L LO6T ‘op pasung euXy],-00-pues][e AA, “pyT ‘uospreqory AAP JoFUN YY ‘WsAS “VINVLEMAVIT & §,WopMoyy TrSs ges‘gst S6T (p2ag-Tt0) got (papue ojqnop) Teoprpury£) 13 000‘09 Ost 8MOI0g F BuLAUp *aqany, “WyS “PIT “00 Y UMOIg Ugor 9621 839 PL OLT's¢ "SOI G “33 96 L¥9'Sh “BOL 9 “93 $9 43 16 "43.998 “43 G06, FI6T ‘op pasang qaeqopsTo “PIT “09 9 UMOIg ee “VINVLINOY (43 "bs Teg u0 poodg 4qy8nviq jo ureyskg (43 ‘bs) vory oyery [BO], BIING Fu1yBE [BAO], (‘ar ‘bs 20d “qj) oansseag uree4g * se0BUIN,T JO ‘ON sI0TLOg JO eddy, pare ‘ont ‘LH YES 70 peyworpuy [eyo], 4o) ‘sdied onary od ‘soy SUO}SIT JO 9014 sraparp Jo ‘urerq SYUBID Jo JequInNy soulsaq jo od{y, * sroyeyy Arourqouyy "tS seer par, S8BIQ puoDDg *S8¥I9 98a —sioZuessvg Jo 19quINNy * — (s04) gueutooerdstcy pe 8 oe oe) AT SOUSC ; eSeauoy, ssor4 * + (pepmnour) yydoq soe SES Gapeorg ** (popmnour Weemyoq 448a07T * [18 Joao qI3aerT *4]INq UoyA Io * sreSeaeyy 10 s10uMGQ sroplug drqg jo oureny “SHILTIVNOILYN SNOIUVA JO SdIHS HOUVI dO SUVINOILUVd IVAANAD ‘swon WONT ‘o8pppoord “AA “T £q edu JQ sugmomnssare ous 04 doTyworddy ey puw uo}rwisy Be] otvauoL ,, uo redvd ¥ Woy uojssymsad Aq pazaidoy « “digs “9 00 949 UI Gg.T = a/a pues O-8T =a), 04 digs ‘4 006 94} OF BT =a/g Pus ¢.Z1 = d/, wor Area suorzodoad ‘suotjoere “4000 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. 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Jo [ana | aH | MOL | oy AL wawK sia -d wast; vou i! el y ‘AUMNIHOVN UIAHL dO SUVINOILAVd ONIAIO ‘ONIGTING GNV AOIAUGS NI SdIHS YOLOW LNVLYOdNL 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. *Ayoanoadsar “g'T pue'g’A ‘ajar jad ‘raar oupqiny db 198q “TALL Wo are sdyqssoj0ur 10} samssorg uRoI¢ A *uyur Jod *sAa7 auyqiny d ‘dHd? “quBnezp paoioy TA BuptLuNg-o = CO !IYSNep paoios e,uapaop] =H !yAnesp pasos = CTT | ployayors pasoyd = $9 | wEnvsp parsisse = TY! wSnwsp yemnyeu = Nt *(pozy-10) oqng-19jem = MA! 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I9AO ¢.8T JOAO Z.ZI JOA G.I IT | JOA §.6TT | 410A G.FG | JOAO F.GGT 19A0 ETF || JO sosvzucoleg | — _}000'809'960t 09'998"z90T|000‘6sT'stOT O00'Tes'sTOT OOO‘eTL‘sg8 OOO'res'F69| Gzo'LE6'LGS| 9TT'seT'eFT s88'zeo'9! | 909'LTO‘CE * 1e40q, | \ | &-0 j00'008'T + 000'L0F'T —fooo'srz't ooo'6es‘t | ooo'ste'r tggz'reo'rt | Lec‘ory‘t | Les‘esc't | ¥ee'906 S¥s'T9L — | SeLaguno 10499 9-0 |000'9#F'9 —_000'TS¢ = | | "Squmfop $2 |000'000T9 000‘ SFF'zg {9% 000'9ST'68 | OO0‘z69'98 Oog‘6zP‘ec | FLe‘Ee‘OL | LTF'GLL‘¢4 | STB‘TE9'8s | 00z‘I00's ‘BIssT T-B |000'662'66 _000'99¥'9T ‘ST O00'L98'0T | OO0‘sFS'S ~—FFE'eEH'L | go8‘eaL's | oes'szo'T | LeG‘ese Tes'FIT = ** BuBUINoY $-0 jooo'ces's —000'098' + |ooo‘ors's —_ooo'ezs‘s | Ooo'zza'e gt t‘go9's | geg‘ezg'st | sos‘gre's | s10‘6c9 08163 “5 8 pusog ¥-0 |000‘008'F 000'LGa'F ; j —_ — _ a — 7 + quaeieg &-€ ooo‘o9F'ss 000'sso'es — — _ _ _ es visi0g 6-0 |000‘006'T —_ 000'000's | LLL'6st's | T99‘0R6'T | FI8‘998 oar Ts L6¥‘SS f * , uvdee 8-0 |000'se2'8 — 000‘000's 000'009'L | o66‘L8T'9 | ¥9B'SL0'T | g90'STT — ft tt spay T-0 000‘T9T‘T —000'98e'T 000°SF0'T — — — - ‘8 8 gd&Sor 0-8 |000‘00z'63 000 Zar‘ TS OTS‘6SS‘LT | OZ9‘OSO'TL | Sos‘eca's = cs Sorpuy “gy young %-8 |000'922'L8 000'L89‘6T — _ — _ = + + ejenzoue, 0-T |000'%8L‘0T 000'F9T'6 6r9'9TS's | coT‘oss'T | o08'FLa — a * neg 9-0 000‘008‘9 + 000'sTB‘¢ 000'sTO's — 686'S99'T | EgL‘os = = = * suuesiy 9-0 |000‘TLE‘F 000 F9¢'% — |000'F8a'F — 000‘TS0'E 000'SFF'S = LO'E80'S | LES‘ZFT = = =< A Peprary, 3-8 |000‘000‘06 000'STS'eTT \000'L8¢‘6ET 000‘¢8S‘6FT ‘Z8T 000‘0FS‘E9T| O80'FE9'S — oe ae ‘ * Oolxe 4-04 |000'000'SLL 000'EFL'E9L |000'000'FTL OOO'LOF'ZEL | OOO'TESLGS 000'ZOF'EFF 83‘L99'603| 6zS‘Oz9's9 | SLc‘ezeSh | EBT‘98z‘9S | * 809BIg poyIAQ “mor, *slouyg “sled ‘sjouvg =| “sang. “sjauieg “saad “sfauavg ‘sauvg | “spauieg “soured 10% ‘9761 “9261 “St6L “PE6T “e361 “BEET "0Z61 “OI6T “0061 i “068T “088T *£ayun0g —ty uIN9]OIJaq EpNID Jo MoyoNporg —_— el QnrwKwrooO ‘SNOIDAU SQOIUVA NI TIO Fanyo AO NoIWonaoud 455 PRODUCTION OF COAL IN PRINCIPAL COUNTRIES. “4012)81C FUG Buypnpouy § “aqvAae ION ¢ “payemapsa Awa | “pavUysa « dzoz'LFl'l| GFFLEI'T | Le8‘SFI'T | #98‘991‘T | E0s'FO'T | LIB‘Sc6 | LIF‘OFI‘T| L0e‘ZbO'L | T60‘889 | gEc‘90F * 7830} PITOM 4000‘0F | Goa‘ge HRC'SE GOL‘6E 986'18 SOL‘IL | #928 FEO'L 6F0'P 68L'S sh 5 | gapquNoD 19730 866'9% T9E‘LT B6S‘EI 0ST 9168 L68'8 eao'n LEs'bs B06‘ST 0369 DE OAS IO Ss SS STRONY 161‘63 8SL‘8% 96963 B6P'8s 998'L3 808‘S F8L‘SS FEP'ST Leh 860 oe eat 8 se eer oda 199'8 OFL'9 LL6‘9 193'¢ 80o°F 6L6'E ega'9 BL8'T sie Lot fmt st ote rte Ste, 2 PUSOH zoe‘ort | ceo‘oet | SSe‘OIT | Sba‘T9 GLO‘BsI =| Z80'FET | ETE‘6sT | 1zF‘OST 699L0I | ZET‘69 sor oh ss + £apuney §90'09 | SLe‘Lb baxdad +86'9F SLY‘CF sco'ze | osT'Fe =| OFL‘LE 618'se =| ZL9°SS SS Seat ere 7 (SOUGHT, 609°FT Fe9'SI eel'ol egt‘st 008 ‘OI Les‘t1 108'TT ae _ - + + + + erywac]g-oyoaz) t- 20000T {e0086T = [s008'6T = 008GT ~—|008°6T = |008'6T =| Z86'ZT =a a steer a tyor seu S1s‘es LOL‘SS 666'SS 199°%% $1803 LOP'IZ 9£0'ss orgs 60°83 St0'0S hott os st wmnispog: ates 9239 880'L ess'n 5969 ¥20'9 ooe'F 168°FT GLU‘Zt | OLL‘6 sors + Savsuny-sujeny 9zL‘109 | S09‘FI9 | TIS‘'TT9 | 6IZ‘cLo | OLB’csh | LOT‘see | FLL‘L89 | GEes‘zbr | BbL‘OFS | 9F8‘OFT sort 8 + $9389 porUy, PHO'SLT | sze's6s | 969'ece | 9E9‘9Ee | OLS‘cOe | LEc‘IZz | EGI’sse | Te9‘908 | Es6‘ses | 9C9‘68T sors 8 endarg qsaig 4yoe'so je IS9‘8F BO‘8S 9¢9°09 696'¢9 980'89 199‘sg eal'ap 808'8I 150'6 ss 8s guotunuog Ys osz‘ezt | tZ9‘ere | FEI‘coz | IFI‘8LZ | sos‘ogs | HE'FOL | SEz‘ezz | EEF‘t9e | I8I‘9zs | GE9‘OST * ‘puvjery pus ueyLig 7varx) “936T “GS6T “FS6T “S61 “SOL “1361 “0661 “OI6T “0061 “068T “AryMog ‘SUIALINNOD IVdIONIYd NI TVOO JO NOILonGodd (“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. 458 oust ayy AuypHyouy || *powuunysa A[yIvd 6 “9361 ‘ouNs papuo aVvak [vos ¢ ‘aqquyywae On } “PMUNIBET « +£90'0RT | 2000°6FT | 860‘ZET 6FO'O0T | #09°L9 #60'61T 982‘) OFE ‘06 98F'LE st 8 8 8 7870} PITOAA §000‘ST + OFS'TS 8eeFL 968'8 68L‘TS 89FFL goL'IT £169 "ts 8 + gaLqUNO’ 13430 180‘F £18'F 10F'E SL's 199% £69°F Te¢‘s 6go'S hP'9 i a a a A) + — t8co's LLb 1zz €e1 19T ezo'r #00'9 T0L‘T Be I 1G, LE Ss RE 06 691 9g 908 913 58 acy hd 81z ee i ee | +000°¢ s00L'F = 906° 66L'S 1939 GLO'CS B6e'S1 LL9‘L peers sss Suva lltpL'9¢ £89'8s 690°8S PLL‘0G 9L6'EL £0L‘e1 OLEFL B9e's LIF‘s vm ae aE sors ss eoUeAy he 4+ — 799 808 88L 9£0'T = = = sof 8 8 + apypesopg-oqse29 td hk = SIL ret) 8¢ LU Tat ard 691 Be See GP De ee ek a $= B6L'T OFL'T SEL 4 — £0F'F F09'E dard sors os os os + Savsuny-opysny 806'19 9806S ose'69 8oULb 3806S 86g‘Le 068‘9¢ GFSLE 960°9T sot sss ss 8 gagng payug enol eSIL | F9s'SE 8£9'L T99‘¢ B0g'eT L6L‘91 sro'st | 78L‘eT sorts os ss onda ysnig §o0¢‘T +008 [68'T 08 961% S6L TLg'T 61g = sors 8 + sguorurmog YsMug eFT‘O1 SF0'LI £1801 968'9 99F'e LOL‘ZT 98a°9T 60°61 BS8L‘eT "5 8 8 puvpeay pue Urey 48a) “Sa6L “POOL “SOT “BS61 “TS6T “O61 “O16 “006T “068T “Aryan0) ("payqiwo 8,900 ‘9°? ‘suo, Jo spuvsnoy.y,) ‘SMIMLNNOD TVdIONTYd NI GAO NOUI AO NOLLOAGOUd 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 988'F9I 91e'Z9T ees‘Ort 9g Ig 8 681'89 96°28 SOP FP Cee 99 6F £4)) 169'901 188‘6L £6E'SL 3 i “suo, “suOL “UO. “9Z6T “a36T “SI6r “O36T “S361 “SI6L i “eoBuquaoIeg s20UvI¥a]D pus s20NBI;IUA ‘seryTTeUONeN JoyIO UI pepnpouy , 0-001 | 0-001 | 0-001 | 0-001 | 0-001 | 0-001 | soo'zs | zIe'co | 1829 | 842's8 | IIS‘ss | Fo0.8F | ° = * UBtaIog paw ysHUg [vIO], ese | oes | 6-0F 3-98 OIE are | r81‘6s | 906'0% | 082'Lz | 800'6s | seczT | seL‘oT | °° + * UBIO [vO], 1G2 81 £0 0+ el &0 | see's | ert | ost 8ee'e | OIL Sl ft gargTTeaoNeN J9yI9 — i O1 — _— £-0 +o — | sts _ 821 2 a tetesun oneny, £9 6% G8 £9 Be v9 oxe's | zez‘t | oez'e | e's | zex't | sore | - : 3 ° -WSULTOE) — at 91 — $0 +0 . PEL LOU | #— 983 183 io Geto” Fi iret yaar) — = baal — = ia oa LE6 | w— = 89 Oe A tess usisnay — LT ial Piet 9-0 5-0 s— LIL So6 | a 108 B3T So Sy Po ctee » SMUT rat BS G3 at o1 (4 SOT | seet | #69'T | 066 a8 oT f° 5 ttt ystundg 6-0 6-0 +0 6-0 Or £0 | 08 £89 283 Tel, ges OFT st ft esauedep oI Lt ial Lt 1 83 9st | ZO | 196 zoel | e10'T | eget | * i : . * uedjog Be oF 63 aE 83 0% | era'z | sesz | szeI | gc9's | Sestt | 666 ee” Sal Ps i) Goda 82 BE 6s (io 9: 3 | ose's | oze'T | e19's | R0m's | SoPT | TOIT |° °° * ¢ Ysueg 9-9 eh Le Gg oP GE 109 | gx9'% | geo’ | oso’ | zig’s | sot |° o° 7 tt young £3 83 Gy 83 8 6£ eos't | zez't | g10e | est | scott | est | °° * * _ Ustpaag 8 9% $-0 8 oF G1 ve | 919T | OLE HE | 14'S | HSL "fh ffs uvoeuy oF oF 6-9 iad Lb Lg sso‘e | eos | esoe | rzo'e | sox's | seve |* °° * °° uedemion usaog L+9 9-99 169 8-49 +89 sso | zz'eg | LOFIt | TOT‘OF | Ola‘ | #L6'LE | Z6s‘ZE | ~ : ‘ ; . * ysnug suoL “suol, “su0L, *suOL “guoy, “suO], “9S6T “G36L “SI6T “9261 “SeO1 “SI6L “9261 “S61 “SI6T ‘036T “SZ6T “ST6T “AyBUOEN *BODUBIVIID BBUUIDIOT “saguBlyag a8"709010g “soouvIBOID “s20UNIIOR *(suoy, 3oN Jo spuvsnogy,) ‘OZ6I ANY CZ6I ‘E161 SUVAA AHL AOA WOGONIM GALINA AHL AO FavaL Nolauod aHL NI SHODUVO HLIM GAUVaTO UNV GAUGING HOIHA STASSAA dO ADVNNOL LAN ONV ALITIVNOILVN 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 “S9889,A POlOZIVYD WUOWOIBAOH GE []oM Fe S}IOdsUBIT, PU sdyysre A OST’ ING ‘gloUlwa;y [TePY PUY sloRBaA JUBYOIAW A[UO you opnjouy sandy aaog’ BY L—"ALON eS | 0-00T | 0-00T | 0-001| 0-00T | 0-00T | 0-00T | 0-001! 0-00T | 428'090'92 | S86'T9L'9S | ZOT‘OEL'Ss | 308'EE0'0S| OBGF | LES | 1Z9F | 9809)" * TOL 80 180 |00 |€0 {40 |¢0 |T0 | 80 | 6t9‘6L 88T'L9 SEFF9 Zab‘ LO 93 |66 |r (OF |* * * s10qI0TIV TO {80 |€0 [LT [TO {TO |90 | 33 | Te0'rF 080‘ss 968°EL geo0re |b 9 8B OU |* * _* ‘aelseny —-;,-|—- |3y | —|] —|— |8F _ - = 0s ‘S48 — | — | — (9% |uenedunq-suqsny 68 |L9 |%9 [LOT [og |L9 |%9 | 8-91 | sus'est’s | sca'tez't | T69‘CIs'T | Lez‘sce's | Poh | 696 | Lbs BLL |° °° UBULIED 80 180 |%0 [#0 (80 |%0 {80 |9:0 | Ies‘sr 82789 SIL‘9g er9'OL ot we 6 eto «tt Ustuedg 80 (90 |€&0 |&0 |90 [oT |F0 {£0 | 90‘LL 96F'99T Te0°19 09g‘ta 86 | Fo 103 ‘L4t |° °° * qeRIH OT (60 |SI j90 JTLT |t-T |@1 | L-0 | gus'e9s- |e06'sss | POZ'OLZ | LOGI | 4g | 19 | 09 | e8 |" |” *) asipems LG 108 | L3 — |e¢ |9o% |9% |%0 |999'60L |sos'TIs | 8sI'F19 | OLF'L gIt | set | vl 18 * (9°) usopeury 6 -FT [OT (90 133 [LT |6T |60 | ¥90's6F | OS9‘TLE Levees — | Sis‘e6 BIT |i | 28 j * * UBpBom sony SI ‘ST |&I 160 |91t |oT [FI | LI |ees'tes |ete'ess | o69'66s | 8PBILT | Gh |es |F9 j99 |° * 7 [Asad BG j89 |9F [OT | L9 |b9 | 99 | 3-3 | LOB'AES'T | OBEOTH'T | POL'SFO'T | 9L9‘06S vss | 098 | 993 |OIT |° © * * aEHeaT L9 |T9 |L9 |9F |89 |39 [99 |09 | 9z6'seu'T | STZ‘'829'T | OOFS6S‘T | L8L‘Lz6 ese | 188 | 69% jeg |° ° * | youd O1t | Tor |9-6 |69 |60t |66 |86 | 24-9 | FPE'8C8's | cos‘669's | 8Q0'BLI'S | HGELEZ‘I | FF9 | 929 | I9F | ape |° ° | * FIN 98 [0% |FF JLT | 198 | L8 | 81 | P63‘9F6 TRE'990'1 | £83986 | ZEL‘EHE oot | est | at |s9 |° °° esousder F-L9 | 8-69 | 8-29 |Z-09 | T-o9 | 1-89 | 9-19 | 0-89 | S86'896'FT | GEF'9TO'OT | PIZ‘'HOS'FI | FSF‘SIO'ST | FFLZ | 660 Geeei tgs 9 Ree SL “9061 “9Z6T “S36 | “SI6L "9261 ‘ST6L ‘E661 “SI6r “evel “St6L “tél “SI6T “9z6L “Ss6L | “SI6T See aeiae foes “s[aeee, JO A1[8UOTIEN sadequsosa, 0 ge ReyUADIe, *sjassa.,q Jo oBeauO], 42, manuesed oy soPeTUOIS ga siciuinnt " Aa LPN jo Jaquing ES ‘SHILIIVNOILYN ‘IVdIONIUd HHL ONIHSINONIGSICA ‘966T GNV ‘S26T ‘Es6T ‘eT6T SUVAA HL NI IVNVO ZHOS HHL HPNOUHL AaSsVd LVHL SIUSSHA JO ADVNNOL LAN GNV UHaANON TRAFFIC THROUGH PANAMA CANAL. sadyyg TUOTEN £q Ayeay7ua uo porsavo Bf YOU Y'S'A att Jo apusy Rurrsuoo ory) Ur pases sass, sApniony » j ri | 0.00t | 0-008 0-00T 0.001 0.001 0.001 | 0.001 | 0-00f | 0.00t ss + sTROT, oo pe Ok “pe. | co so | oo | te | 6g soNTMUON EN 19110 20 i 0 &0 T 0-9 6-0 £0 £0 ot + ysimuds rad oT at U Lt 91 tas BE OL soft youaay | B65 La 93 I 81 | 0.8 13 id LT soot ot ying 80 | Lo FI Fa rat owe 03 rad ied sos ss uerandad LO | 6-0 08 0 e1 GL oT O08 Le me ULL 6 9-0 2.0 &0 rd 0.3 $0 OT | 08 ard forts avi OR 18 OL 9 6 ee LF 69 Le sors agauudug 6% , ws BE ¥ 6-4 9.6 oe | TF GF 7st auton L8g $.09 SRF 6 8.9% £99 £09 | 0.0F RP eC¥'S'a) uvopany 0-98 | £.88 £88 ae $16 ard 8.96 38 9.88 men UtItc: 4 | ; ies f a i rr a S30 ‘esol | 1R6T “0c6T ‘ocot | cecot | “Feet | “east | “weer | ‘TceT | “oz6t [EEE ‘SHDVINGOUTY SY GAOAY nd los'tls'ts Ist 'ess'a BLS‘SFT ‘9S _ 98 SIFIL | FRO‘DES'S Lou's $l9'F co'9 | 76's ror + gon Sro'ZcoL , GRGSSET | ner SE RRUALS SR SIL sayHeUoHeN 191110 Tit! tel OOP ZEL Ts9'90L ie FF - os ysraue | oss‘get Fou'F 06 | 1 sos + Youarg Rar'eds | 1088S : £6 og of fhe ENG H O86 TNT SorLeT | *9 oo sors uBlaniog ELE LES rs rd 3) | 09 sor 8 gate ; OURS 96 ba) | sof ss ur gke'gy 1g 981 ° + + asauudep 200188, FA‘ L68 08 OFT + + uumamson 663'908'ST | 9f4'8NR‘OT | GUstT26'F S0'T6LS eet OIE + 2) UwooWwY ! Tig'z6u'o | aee‘eus'® | 9cg'vou's ssr'onu's | ser | 16 | ys a we ae aes Peace ke | mes ; “eset “Sze “FEOT “8261 “BOI “Tet | “O86T “9e0 | ‘e26I | "TST | “OG6T = — — ~ . “AvU0 EN, ssjoeea.4 Jo afWIUOY, JN *e]osReA JO JoqtUNN: cS “qUaTIAINSvETT 810} OT ULI} sso] Jo sjossaa pus ‘sorjddns yuouuJeacH Aizeo 04 yuomiz0405 *g°f ogy Aq paioqaugo Jo ‘yueuIUIEADD 80}8}S Poy 04} Jo es0q3 ydooxe s[esse,\ [|B OPNIOU! sfassaA [BloIeUMO)— ALON “‘SHILIIVNOILVN ‘IVUIONIG HHL ONIHSIOONILSIG ‘9ZGT ANY ‘GZET ‘FSET ‘EGET ‘SC6I ‘TZ6T ‘OG6I ‘HNO HI0g GHGNH SUVHX AL NI IWNVO VAVNV GHL HOMOUHL GaSSVd LVHL STASSHA IVIOUINKOQ dO GOVNNOL LAN GNV YaaNAN 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 - a| 2] 42] a|¢ 3 r | g #)/ 3] 3)]a)2]2 iz] z z aA S & B é Cardiff. 2,804 2,922) 3 15 Glasgow 30 Liverpool . 20 London. 5 Sunderland io ATLANTIC, ila] ¢ é/—f]al]eél4]@)dsl-a al ET ile | § z]/e] 2] 2 | 52] 8 eye) E]a] Hl ag] 2] 2 | 25] 35 a} ay] «@ etme], Os peal Eas [Aha 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 |e] 2 2 88 | gs 3 & 3 a3 | 38 3 Z| ela 2 | Be | 2 a | é 5 a é Si< ao 3 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 ¢ g a 3 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. THE SPERRY GYROSCOPE Co., Ltd. 15, VICTORIA STREET, LONDON, S.W.1. Work: SHEPHERDS BUSH, W.I2. “The Publishers of LECKY’S ‘WRINKLES’ have to be congratulated on the energetic manner in which they keep this book up-to-date. “A leading manual which every officer must possess.” NAUTICAL MAGAZINE. WRINKLES IN PRACTICAL NAVIGATION By CAPT. S. T. S. LECKY, MASTER MARINER, Commanper, R.N.R., F.R.A.S., F.R.G.S., Ete. 21st Edition. Extensively revised by COMMANDER SHEARME, R.N., joint author of the Manual of Navigation, 1922, and Navigation Table (Sine Mcthod), 1924. Containing new articles and information regarding the latest inventions and improvements in nautical instruments, together with a brief memoir of the author by his son. Royal 8vo, lvi + 860 pages, cloth boards, 30@ net. Prospectus on application. 18th EDITION (1926), Thoroughly Revised and mach Enlarged. DUES AND PORT CHARGES ON SHIPPING THROUGHOUT THE WORLD Supplying authoritative and reliable information relating to nearly 4,oco ports, with actual disbursement lists and incorporating the redistribution of ports resulting from the Peace Treatics. Now published in four volumes. EUROPE AND AFRICA. AMERICA, ASIA, AND AUSTRALASIA. BRITISH ISLES. A COMPENDIUM OF WORLD COMMERCE. Each volume medium 8vo (9 ins. by 6 ins.) Cloth boards. £4 48, net the Set. Also available in Sections as follows: *Vols. Land If, Dues and Charges in nd Colonial Ports, £2 10s, net. Vol, I1I., Dues and Charges in British Ports, £1 5s. + A Compenaium ot World Commerce, £1 5, net. * Vols. Land Il. are not supplied separate Descriptive Prospectus on application. —=GEORGE PHILIP & SON, LTD., 32 FLEET STREET, LONDON, E.C.4. 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. >>> ELLERMAN & BUCKNALL S.S. CO. LTD. 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 Liverpool to Colombo, Madras and Calcutta. ELLERMAN AND PAPAYANNI LINES 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. ELLERMAN’S WILSON LINE Hull to North Continent, Norway, Sweden, Denmark, Poland, Russia, Mediterranean, Black Sea, India, Australia, and America. For full particulars apply— 104-106, LEADENHALL STREET, LONDON, E.C.3 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, :: IRON AND BRASS 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 : PALMERS SHIPBUILDING & IRON Co., LTD., HEBBURN-ON-TYNE. 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. Pee & NORFOLK. jiULL_ST. JOHN, N.B., and HALIFAX, N.S. LIVERPOOL -BOSTO *NEW YORK BERMUDA. *LIVERPOOL ST. JO ,.N.F., & HALIFAX. *NEW YORK WINDWARD ISLANDS, LEE- LEITH and DUNDEE--NEW YORK and PHILA- WARD ISLANDS, GRENADA, TRINIDAD DELPHIA. and DEMERARA. *PASSENGER SERVICES. NORTH PACIFIC COAST LOS ANGELES, SAN FRANCISCO, VICTORIA, VANCOUVER, SEATTLE (Also HONOLULU 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,