THEATRE
ROYAL.
"OUR DAY"
PERFORMANCES
OF
"THE BARTON MYSTERY
A spoofic fantasy in 4 parts by Walter Hackett
TO-NIGHT (SATURDAY), 9th November
AT 9.15 PM.
THE HONGKONG DAILY PRESS, SATURDAY, NOVEMBER 07B, 1918.
There will be no private booking or sale of advance tickets, so that it will rest entirely with the public to secure good seats.
For the SECOND NIGHT
Dress Circle
Stalls
"Pit and Gallery
$5.
$4.
$2.
Soldiers and Sailors in unform half-prices on Second
Night.
BOOKING NOW OPENS AT MOUTRIE'S.
PRESIDENT
I
[9544
WILSON SAYS:
And when you give it, give absolutely
all that you can spare, and don't consider yourself fibers) in the giving. If you give with self-adulation, you are pot giving at all. you are giving to your own vanity; but you give until it hurts, then your heart-blood. goes into it,
T has been said that St. Andrew's Society is allocating too much of the War Bond Drawing receipts to War Charities. Just think for a.minute of the War and not of the Drawing; think of the tragedy beyond words which is being enacted on the battle front: think of the vast relief organisation and the money that is needed to uphold it and think of your own duty. in the matter. No, we are not giving too much; we are not giving enough.
HONGKONG ST. ANDREW'S SOCIETY
WAR BOND DRAWING
31st December, 1918.
TICKETS ON HALE AT ALL BANKS, HOTELS, CLUBS AND STORES.
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MERCHANT TONNAGE..
LORD FIRRIE'S TASK.
Lord Pirria, Controller-General of Mer- chant Shipbuilding, in a statement to the Press recently, said that in an industry like shipbuilding, where the unit took anything from eight to twelve months to produce, it was unreasonable to expect any immediate improvement in outpat. He outlined his drastic powers which, bej said, were kept very much in the back- ground, thanks to the co-operation of builders. There were no fewer than 10 separate shipbuilding, repairing, and marine engineering establishments now ander his department.
** Marked 'acceleration of output,”, said Lord Pirrie, has been achieved by the better synchronising of hulls and machin- ary. Only a certain number of ship builders construct their own machinery, and most ships after launching are taken to another frm of marine engineers to receive their engines and boilers. My staff closely watch from the stars the pro- gress of every ship on the stocks, and the construction of every set of machinery and boilers, and these are arranged so as to synchronise. As in the case of hulls, we have endeavoured, although it is not easy to get each engine builder to con- struct the type of machinery for which be is most fitted, and to give him a good run with that type, so that fresh patterns are not required, and several sets of cast- ings can be made from each pattern. With standard ships the machinery is interchangeable, and cases. of reasels being delayed waiting machinery should; Dow become very rare.,
CONCRETE SHIPS,
We have recently commenced the building in this country of small concrete ships, be continued. These ships are being constructed for the most part int large wooden moulds (technically known, as shattering '), into which the steel rods for reinforcement are placed and the con- crete is afterwards poured in: The advantages of concrete construction are as follows:-
1.The saving of steel. This armore pronounced in small vessels similar to those we are now building.
-Very little plant is required for the equipment of the yards.
3.Unskilled and female labour can be employed on their construction in a much greater proportion than in the case of steel vessels..
4. The same moulds can, to an extent, be used over and over again.
The simplicity of construction con duces to rapid repetition work, once the yards are fairly under way.
How
Fifty-six concrete vessels are actually under construction, and arrange-1 ments have been made for numerous others to follow."
Dealing with standard ships, Lord Pirrio said these were limited to a dozen types. In practice, the shipbuilders were allowed a certain amount of latitude in the constructional details, but the min
dimensions were the same Twelve months ago the number of standard ships under construction on the stocks was 25 per cent of the total, and today this proportion had increased to 74 per cent. The fabricated ship carried the principle
standardisation
considerably fur ther.
This
type had been evolved to meet present necessities, and could be erected with a minimum of skilled shipyard labour. A fabricated ship was built out of parts made in bridge-building and constructional engineering works, sent to the shipbuilding yard to
be. put together. There was not a single curved frame in the whole vessel, and the relatively simple work of putting the straight-framed hills together could be almost wholly inder- taken by unskilled labour. The
type was originally designed for the national yards, but private hipbuilders asked to be allowed to build them, and already there were eleven fabricated ships on the stacks in private yards.
"
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denied, and the building of minesweepers, trawlers, drifters, destroyers, etc., to com- bat mines and torpedoes, even at the expense of merchant ship production, had proved to be a sound policy but the factors leading to reduction of losses had also led to the reduction of output. The situation could not be gauged on the out- put of merchant ships alone, but must be considered as a whole. It was better to build a certain proportion of protective naval vessels than to employ the same resources on the construction of merchant ships to replace those seng to the bottom of the sea for the lack of proper protec- tion.
category. We have also, during the last
The crux of the whole question, said. Lord Firrie, was labour, or rather, skill- ed labour. The whole industry is still suffering from the loss of the men (and all honour to them) who enlisted in the In recent months the number of vessels we have withdrawn up to date nearly early days of the war. To remedy this. saived, after suffering damage by tor-13.000 men from the forces, but these are pedoes or mines, has increased. This is nearly all home service men of low due to an improvement in the organisa tion for salvage instituted by the Ad miralty
and to devices adopted minimise the damage. The most satis the shipyards, and the yards are now factory feature of the present situation is supplied with practically all the unskilled that we are now practically up-to-date man they can take until more skilled men with this repair work. When this depart ment was formed, salved vessels which come along. Admitting, then, this short- had been damaged (in some cases very perfectly simple one, and I have recently age of skilled men, the situation in »a extensively) by torpedoes and mines, were been addressing my mind to the following lying all round our coast waiting for
to
months, enlisted about 15,000 unskilled men as war work volunteers for work in
repair. This work was taken in hand, two questions--
and such satisfactory progress has been made that, according to the latest retura, there are only two heavily damaged. Vessels waiting to go into dock for repair. In
the question of merchant.
Is the skilled labour in this coun- try distributed to the best advantage!
2-Is it policy to withdraw killed men from the fighting forces oversens 1
The following ie the order of the which are made available for service with the largest number being shown should be taken into account. We can get fret more ships into service by concentrating og repair work, but although this policy yields better aggregate results, the total of the new tonnage is restricted."
smp-produce the whole of the vessels present distribution of effort, the section
KAVY, B. MERCHANT SHIPS.
..
Repairs and refits (merchant and naval),
2-New naval construction (includ- ing auxiliary vessels).
3. New merchant construction. Commenting on the Premier's announce.
With regard to repairs, there can be ment that the tonnage of the British Navy no question as to their taking precedence, had been advanced from. 2,300,000 to and so long as there is a single ship to 8,000,000. Lezd Pirrie said that the repair I do not propose to draw men off labour employed on naval and merchant of the balance of the labour between naval
fox new
construction. The distribution. construction 15 per cent more labour and merchant construction is a matter than merchant. My mind," he added, which is settled by the First Lord, and hing been very much exercised as to with a knowledge of all the circumstances, whether this division is a sound one, but and, in
of the results shown, I am
having 25
after plainte test, which I will in perfect agreement with him on the
shortly
the
I have come to the con- question. Then, with regard to the with clusion that for the moment I will not drawal of men from the fighting line, presa for the transference of labour from
most of these skille
shipyard workers. skilled the naval side, although by that means have now become skilled soldiers, and are shipbuilding output could an indispensable to their new profession The true test of the posi-
their old industry. Having
sitastion, I the balance between the tonnage produci
not feel
that
at the moment in British shipbuilding and the strong enough case to take to the We tonnage lost by marine risks and enemy Cabinet demanding the return of these depredations. From a diagram showing Lord Pirzie also dealt with the fact that
mea, but this I must do very shortly, the net losses, from January, 1917, June, 1818, it would be seen that the net in the past seven months many vessels of JOSECHS 1917, 485,000 gross tons, but in June, 1918, these had not been required, 350,950 gross reached the highest point in. April, period types for the Navy, totalling
250,950 gross tons, had been the figure had come down to 27,000 gross tons of plain cargo vessels might have The necessity for naval craft to been built. He had, he said nothing to protect merchant ships could not be
Pander Memes add to his letter to the First Lord on the (Continued at foot of next column) subject of national yards.
tion of merchant shipping, he said, was to the present
tons.
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