1934-09-01 — Page 2

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Radio Telephones

The article below is taken from a pubileation issued by the American Telephone and Tele- graph Co. New York.

"Another striking ëxample of the rapid progress being made in commercial radio telephony has been fumished by the recent round-the-world cruise of the Canadian Pacific Liner Empress of Britain. At frequent Intervals throughout the voyage the ship maintained contect" with the ra dio telephone stations of the "American Telephone and Tele- graph Company at San Francisco and New York, enabling' more than 100 of her passengers to talk with friends and relatives 10 every quarter of the United Sta tes as well as points in Canada. In all. 113 calls were completed.

The Empress left New York on

·January 4 on an 'eastward voyage around the world and back to New York again, by way of Suez. and the Straits of Malacca. This ship is one of the transatlantic liners having telephone service with the Bell System, and rangements were made to keep in

BT-

touch with the radio telephone atations at New York of at Ban Francisco throughout the voyage.

The feature of the record made by the ship was the telephone calis completed while she was on the opposite side of the world. Between Singapore and Hong Kong, a total of 40 calls was com-' pleted to points in Massachu Betts, California, Texas, Florida Wisconsin and numerous other parts of this country as well as Canada. Most of these calls in- volved radio and wire circuits of 10.000 miles or more in length. One call to Halifax, N.S., across the Pacific and the American continent, covered a distance of

nearly 13,000 miles. As the ship rounded Borneo and steamed up past the Philippines and the China coast, passengers called up New York, Palm Beach, Houston' and a score of other places in the United States.

Calis were complet: from num- other points along the

• erous route; in the Atlantic, off Asia Minor, in the Red Sea and the Indian Ocean, and at various points across the Pacific Ocean.

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HONG KONG DAILY PRESS, SATURDAY, SEPTEMBER 1, 1934.

ENGINEERING AND BUILDING

The Engineer's Part In Future Prosperity

Proposing the toast. of "His Majesty's Ministers' at the an- nual dinner of the Institution of : Civil Engineers, the Right Hon. Lord Macmillan of Aberfeldy dealt mainly with the achievements of the National Government to date, and expressed confiderice that it would not be found wanting in the difficult task of reconstruction which still lay ahead. Replying

Resources Of Nature.

In proposing the toast of "The institution" coupled with the name of Sir Henry Maybury, the Right Hon, Lord Stonehaven of Uryre ferred to the great part taken by member of the Institution in -building up the Empire as we now know it, and referred more parti- cularly to the work of Baker, Fitz-;

to the toast, the Hon. Oliver F.mauros and Macdonald. It was, G. Stanley referred to the close connection between the Ministry of Transport and the Institution. and more particularly with the president, Sir Henry P. Maybury. Enlarging on Lord Macmillan's "remarks, he expressed the opinion that to-day the Government was faced with the greatest and most difficult problem with which als Majesty's ministers had ever been called upon to deal, not excepting those arising during the war. It was necssary to ensure that the depression from which the country was now 'emerging should never occur again. Engineers and the machines which they controlled on the one hand, and the efforts of politicians on the other, had created entirely new conditions in the world, and these conditions could only be met by new methods A step in this direction had been "made by the new Road and Rall Bill.

Until the ship reached Ceylon. contact was maintained through. the ship-to-shore stations at New York. Thereafter, the ship swung over to the transpacific.stations at San Francisco, through which traffic was routed until the ship reached the Panama Canal.

however, true that engineers had developed the resources of nature, more quickly than mankind had learned to utilise them, and we must look to the engineer for in- struction in this direction. The records of the Institution in the past was a sufficient guarantee that they would not be found wanting. In replying to the toast, Sir Henry Maybury said that it had long been recognised that transport was essential to civilisa- tion, and that the Institution had been closely associated with the development of communications since its foundation Among the names which stood out more par-. ticularly was that of Telford in connection with roads and canala. · Stephenson and Locke in connec- tion with railways, and Parsons in connection with sea transport. Members had also taken their share in the development of avia- tion, and would, no doubt, play their due part in the furthering of this great means of transport in the future. The toast of "Our Guests" was proposed by Fir Richard A. 8. "Redmayne, and re- plied to by Monsieur C, R. Para- vicini, the Minister for Bwitzer- land, and by the Right. Hon.

Sir Dennis H. Herbert.

ELECTRIC LIGHTING PLANT

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WILLIAM FROUDE

A Pioneer Naval Architect

Waliam Froude came from an old Devonshire family. His father, the Venerable Robert Hurrell Froude was. Rector of Darting- ton, on the River Dart, when Willam, the sixth child, born in 1810. Three of the flye sons made their mark on his- tory. The eldest, Richard Hurrell,

Was

was one of the leaders of the Ox-

ford Movement; the youngest, "James Anthony, was the famous historian. His mother, Margaret Spedding, belonged to a Cumber- land family, the members of which

had been distinguished for their scholarship and had had for some generations: a strong turn for science, especially ma- chanical' science. William Froude went to Westminster School, from which, in 1828, he proceeded to Oriel College, where his eldest brother, Richard Hurrell, was a tutor. He was still at Oriel in 1834, and is described as being the chemist as well as the me- chanist of the college. He began his professional career as a civil engineer, and about 1838 was en- gaged on the construction of the Bristol and Exeter Rallway under Isambard Kingdom Brunel, who was responsible largely for build- ing the steamships Great Western (1835), Great Britain (1838), and

The Good Old British Tramp Steamer

task in deciding” definitely upon

Only a few years ago to refer - the actual characteristics of his

to a British cargo-carrying vessel' as a tramp would have been re- sented by the owner as slur. Nowdays, however, the term 19 used oficially in the designation of such influential bodies as the Tramp Shipping Committee of the Council of the Cham- ber of Shipping and by the owners themselves. Frequent reference to the term was made in the annual proceedings of the Chamber.

This class of ship, Messrs. R. R Campbell and B. Ramsay point out."in a paper read on the 13th ult, before the Institution of Engineers and Ship-buldere in Scotland, is essentially a world trader, unprotected by freight conferences, and operating with- aut Government assistance and national security, while its owners are probably the last remaining traders, group of genuine free

The tramp steamer, which may be defined as a purely cargo ves- sel of the simplest and cheapest possible construction and charac- чёт has always been a peculiarly British product; for- eign nations have never seem- ed to possess an aptitude for this form of activity, which is of too free and hardy a nature to flou- “ rish in the highly-protected at- mosphere they encourage; but it "is not likely that it will be able to continue indefinitely to stand up against the large Government bountles and subsidies nowadays granted to its competitors abroad. The late Sir Wildam Raeburn. a prominent owner and member of the Tramp Shipping Com- mittee above referred to, Bald he hoped the committee would be This association with Brunei en-

able to thrash out the whole couraged Froude to proceed with

question of tramp shipping quļek- his studies in naval architecturely and effectively, so that we and led to his investigations into the rolling of ships.

Great Eastern (begun in 1851).

Model Propellers

William Froude was alwaya making experiments with models of screw propellers, certainly from 1850, if not before. He came to life at Paignton in 1859, where the idea of an experimental tank first occurred to him. He bought

might again be able to meet the foreigner on level terms.

"Uurealised Service"

Several tramp-owning firms in this country -perform a great but

Yessel when he contemplates building. At the best she must be a compromise. Unlike a liner. she cannot be specially designed for any one trade, but must be able to meet, so far as possible. the widest diversity of commer- cial requirements all the world over. The first problem to be considered is one of size, and the dominating factor regarding this is deadweight. Twenty years ago

tramp of. 7,000 tona was considered to be large; the large standard ships built during the war were rather over 8,000 tons, but there are many nowadays that can load 9,000 to. 10,000 or even 10.500 tons. Quite recently. however, since ship- building began to revive after the slump, there has been a tendency towards a somewhat amailer and handler vessel, carrying from 6,500 to 7.000 tons. The reason for this appears tobe that liner. companies monopolise many of the routes which were formerly worked by tramps. The latter, however, are still re- quired to transport very large quantities of coal to Brazil and the Argentine, and to bring home cargoes of grain from the latter. the liners trading there being » . mostly in the frozen meat trade. -.. The draught in the River Plate is limited by a bar and shoals, and this is also the case in the Important Danube and Black Sea trades, the maximum permissible from 22ft. 8 in. to 24 ft. This of course influences the other prin- cipal : dimensions of .... a Vessel; hence the tendency towards a re- duction in size and ̈ deadweight. › Again the former trend towards increased size, spread over some years, has now made the smaller, handier premium-earning stea- mers less common, and farseeting owners may be anticipating a demand for them in the future,

unrealised service to the .....

ping industry in deliberately

rying out out a speculative build- ing programme when the trade a at its lowest ebb. In this way the shipyards are kept in being while, of course, the owners get their ships at or below cost price. These same owners will also pro- bably be found to be without ans ships at all when business is at its best, a profit having been made by selling out their cheap ships at a good price.

some landat, Cockington, -Tor- quay, on which, he built a house known as Chelston Cross, com- pleted in 1887, and there the first tank was "constructed His first paper on the rolling of ships, read before the Institution of Naval Architects in 1861, brought him into touch with the leading scientists of the time, and the Among such a very individualis-- Chief Constructor of the Navy, tie body, it is only to be expected Sir Edward Reed. His contribu- that firms will have strongly- tions to the Institution are volu- marked views with regard to the minõus, beginning, as already

design of Its own vessels, but stated, in 1861, and lasting right up. when the shipbuilding Industry to the time of his death in 1870, Apart from bis experimental skill, Froude had a wide knowledge of mathematics, as his study of the rolling and oscillation of ships indicated. He had a clear know- ledge of wave mechanism, and his original explanation of the per- formance of a propeller is as satis- factory as anything subsequently devised.

was busy in the past, such owners often found themselves' unable to place the precise ships they wan- ted, builders of course then wish- ing to get the maximum output from their yards, and only being willing to supply duplicates to other vessels on the stocks.

"Although the tramp owner deals carentially with a simple ship he has by no means an easy

ITALIAN NAVAL CONSTRUCTION

The Italian Government has re- cently decided to lay down two new 35.000-ton battleships," thus completing the quota allowed by the Treaty of Washington. These yessels are to have a speed of 28 knots and their armament will in- clude 381 mm, (15.in) guns. One will be constructed by the Societu Ansaldo, Genoa, and the other by the Cantleri Riuniti Dell' Adriati- co, Trieste. On June 17, at the Ancona shipyard of the Cantieri Riuniti the destroyer Grecale was launched. The vessel, which is to be a flotilla-leader has a length of- 350 It, a beam of 32 ft. 9 in., and a tonnage of 1,800. Two submaar- Ines were also launched recently, the Torricelli at Bari on June 27, and the Albatross at Palermo.» A contract has been placed with the Cantieri Riuniti, by the Uruguayan Government,for the supply of '3 small war vessels to be employed on the suppression of smuggling,

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