Feeling "Run Down!"
Just suppose that right now you were talking to a physician. YOU would have to confess to him that somehow you seem to tire very quickly nowadays; that your energy is gone and that now and then you feel jumpy and
irritated.
*My dear man!" he would no doubt say, “look at the symptoms logically. Yours is a clear case of strained nerves. Winted not go inte how you got that way. The climate, hard and nereus work. late nights, they can all be to blame--but you want to know how to become " your old self again. Why not start taking Sanatoyn—it's really great stuff! It's made just for people like you, and I know from long experience that it will do you a lot of good. You have asked too much from your nerves, and with Sanatogen you replace the last energy quickly."
Over 25,000 physicians are of the opinion that taking Sanat- ogen is the easy and logical way » back to real health and vitality. Why not give Saratogen a
trial? Every chemist sella it Start taking it now, then you will soon notice is remarkable influence on your health and vitality.
SANATOGEN
The True Tonic Food.
SMART MAN!
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HONG KONG DAILY PRESS, MONDAY, SEPTEMBER 21, 1936.
Naval
Shipbuilding
Restricted Facilities For Battleship Construction
(BY SIR HERBERT RUSSELL)
In announcing the allocation of contracts for the two ca- pital ships to be laid down at the beginning of January next, the First Lord of the Admiralty said: "It must be remembered that, owing to the lack of capital ship construction in the last ten years, the number of arms to whom the work can be en- trusted at the present time is smail.”
Actually, It is so small that there had been little difficulty in anti- cipating where these two orders would be placed, namely, with the yards which turned out the Nelson and Rodney.
Yet this reference to very limited resources must have puzzled a great many people, for only a few days earlier the Minister for the Co-ordination of Defence announ- ved that the Admiralty had been pleased to discover that the 'ca- pacity of the private yards for warship construction was consider ably in excess of their own anti- elpation, in constqueence of which it had been practicable to order two cruisers additional to the sup plementary programme to be put in Hand forthwith, as well as other smaller craft. This apparent con- tradletion is explained by the fact that there is a vast difference be tween building a 35.000-tons mas- sively-armoured, ship and building a 5,000-tons cruiser.
to relieve unemployment is other than a benefcent principle, but there is no doubt that the top- heavy bureaucracy created by the process has very defnitely stulti- fled the capacity of private Industry for producing big warships.
WITH A QUALIFICATION Portsmouth and Devonport Dock- gards, of course, are "battleship yards" with a qualiäcation. Cha- tnam could be similarly classed were it not that the Medway is too narrow for launching purposes. The Government yards have never peen, regarded as manufacturing establishments for the simple rea- son that this is not their pilmary metter and would seriously inter- tere with that metler in the event or war. A Royal Dockyard will put a hull together on the alp and complete it in the basin, but it does not produce the component paris within its own workshops or found- ries.
Before the construction of the A good many years ago, when Nelson and Rodney, the last captial the late Adm.). Sir William Hen- ship to be completed for the Royal derson was Admiral-Superiatua- Navy was the Hood, built by John, dent at Devonport, he resolved Brown and Co., on the Clyde. She upon an experiment. A great ex- was launched in 1918, her design ponent of "Dockyard reform," and having beeen considerably modior adapting all that was best in fed in the light of "the lessons of the methods of the private yards. Jutland," and she passed into ser- ne took advantage of the quiet vice two years Inter.
conditions which then prevailed in naval shipbuilding to produce an approved ship from within the re- sources of the establishment.
WAR-TIME BUILDING. Actually, no other capital ships were designed or fald down during Of course. armour, armainent. the Great War, although several and mountings had to come from were hurried to completion and without. The building of this ves- launched while the struggle was wel was to be a "stand-by job, to progress. These were as follows, provide work when such was need- the dates given being the launched, but not to interfere with the ing dates: Royal Oak, Devonport normal business of the yard. No 1914: Malaya, Wallsend, 1915; Re-idea of competition with private solution, Palmer, 191a; Rut yards was entertained, nor could Sovereign. Portsmouth. :915; Re- have been "entertained; but Admi venge, Vickers, 1915; Kamilles, Henderson hoped to be able to Beard-more, 1916; Repulse. John establish certain practical com- Brown. 1916. Renown, Fairfield, parisons and conclusions.
1916.
A LAUDABLE. EXPÉRIMENT,
We find here two Royal Dock- gards and six private shipyards employed simultaneously with the
It was a laudable and interesting war while Armstrongs. Cammell low the course of it rather closely. construction of the biggest ships of experiment, and, owing to cireum- stances. I had opportunity to fol- Laird, and Scort all "battleship The vessel in question was the En yards," are not included in the list being very fully engaged cruiser designed for a displace. counter, a second-class protected upon other way work. Chatham has never built any Dreadnoughts. affost in 1903. Her twin reclpro- ment of 5,880 tons. She was pa It would have been quite possible during the Great War for eleven capital ships to be actually on the slips at the same time. Practically 20 years, during which only three capital ships have been ordered. and the rationalization" of the shipbuilding industry have alter- ed all that.
cating engines and her Durr water- tube boilera were entirely con- structed in the Dockyard. Some consternation was caused by the discovery that the bollers were too is to go into the space allotted to them, and structural altera- tions were necessary, which invol- ved considerable loss of time..
This was a curious and unfor-
Of course, a revival of demanaj will bring a revival of resources, i but this will take considerable tunate case of miscalculation, and time. And the great shipyards
was. a good deal exaggerated, being which formerly received regular quoted as an example of Dork- orders for battleships or big. armyard ineficiency when it came to oured cruisers, are not going to attempting anything outside the re-equip themselves to this sort regular role. The Encounter was of work unless they can clearly
not ready to begin her trials until foreste that it is going to continue 1906, having been some five years under construction. She did quite well in her trials, but did not have a very long career...
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In pre-war days, when it was the common practice to lay down three or four capital ships each
COSTLY LESSON financial year, a "battleship yard" When It came to the final crite was understoood to imply an ortion-the question of cost-the Ad" ganisation which was capable of miralty were very glum, and Admi. producing such a ship complete Henderson frankly admitted that from its own resources. Those the experiment had proved an resources might not, indeed, be economie failure. The Encounter au grouped within the walls of the cost 2370,775. Two comparable building yard; some of them might cruisers, completed nut long be be vested in subsidiary or afflated fore the Encounter was laid down, companies, but they came under a were the Highfiyer and Hyacint unified ownership, which enabled These vessels were 5,800 tons, and. the great contract yard in ques- therefore, 230 tons smaller than the tion to tender for a completed ship Encounter, but they mounted ex- -armour, guns, mountings, ma-actly the same armament, 11 8. chinery, and boilers, all made and guns and 12pdra, The Highflyer provided" according to specifica- was built at Fairdeid, and cost tions,
£280,182; the Hyactab was built Nowadays, when the Government!
at Glasgow, and cost 49288,695. seeks to play the part of general Presumably the contractors made managers throughout private in-a prod uut of the ships, which a dustry, such concentration of pro- Royal Dockyard is not required to duction is certainly not encour do. The Admirally decided that administrative functions of the They can put a ship together as will be quite enough to keep them aged. I am not attempting to deny the Encounter must be considered Royal Dockyards, to instrate my emciently and as economically as busy in this way for some years to that the principle of "spreading as a costly lesson and that no point that these establishments are it can be done in this country, but come-From The orders" as widely as possible so as more
warship machinery and "battleship yards with a quali they have to buy the finished Filltary Record."
boilers must be constructed in, fication. That qualification has stuff they cannot produce Bockyard shops.
always lain on the economic side. This is why it is more economical to ROYAL DOCKYARDS' METIER, In the matter of labour costs the employ the Royal yards in build- had such a direct bearing upon the successfully with any private yards, heavy-armoured ships and these
I recall this experience, which
Royal Dockyards can compete very ng mailer and lehter craft than
And
: