1934-11-03 — Page 2

Page

THE LINER QUEEN

MARY

Her Forebears, And The

Blue Riband

The launch of the new Cunard- White Starliner Queen Mary. previously known as the "534," is an outstanding event in the history of British shipbuilding. Its Importance being emphasised by the presence of His Majesty the King, and by the gracious action of Her Majesty the Queen in' consenting to perform the chris- tening ceremony. Although be- gun before the merger of the two premier British line, it is ap- propriate that a vessel epitomis- ing all that is best in British ship- building and marine engineering should be the first to be complet- ed under the joint flag. There can be little doubt that the ves- sel will set a new standard in ocean travel from the points of . view of speed and comfort and that she will enhance the already high reputation of the owners and equally that, of the builders, Messrs. John Brown and Com- pany, Limited, of Clydebank.

British shipowners were faced not only with the competition of the very successful Bremen and Europa, but more recently with that of the Rex and Conte di Savoia, to which would be added thai or the Normandie in due course, and the history of the Cunard and White Star compan- ics is not such as to suggest that. hey were likely to meet this com pation lying down Throughout the ninety-four years of its exist- ence, the Cunard company has al- ways striven, to keep abreast with every development of marine en- gineering and naval architecture. To this company belongs the han- ou of inaugurating, in July, 1840. the first regular mail steamship service across the North Atlantic. The vessel employed, the Britan- nia, was a wooden paddle steam- er of 207 ft. length and 1,154 tons gross, and this vessel was follow- ed in due course by such famous ships as the Persia (1856), the first iron Cunard, Ener: the Scotia (1862). In her day the largest steamer in the world; the Gallia (1870); the Servia (1881), the first steel Cunard 1ner and larger and faster than any boat then in com- mission; and the Aurania (1888); the first liner to be fitted with sultes of rooms. From 1884 op- wards, the rate of progress became even more rapid, To all sea-go- ing engineers, and to a large

number of the general public. such namea as Umbria, Etruria, Campania and Lucania recall ves- sels each famous in their day, and the names Lusitania "and Mauretania ere, household words to uncountable British subjects. The Carmanta, "commissioned in 1905, was the first Atlantic liner to be fitted with turbines. The present position of British ship- plug in the north Atlantic traffic is sufciently emphasised when it is stated that the Mauretania, com- pleted in 1907, is still the "fastest British liner afloat. The record of this magnificent vessel is al- most beyond praise. She held the Blue Riband for a period of over, twenty-two years, this coveted trophy being held by the Cunard compay for forty-nine years in all. In its early days, the record of the White Star Line was some- what similar to that of the Cun- ard, but at the beginning of the twentieth century, the company adopted the policy of introducing Steamers of yery large tonnage and moderate speed on the North Atlantic route, instead of con- centrating on speed as the first object. This policy was consist- ently maintained down to the merger of the two companies. The White Star Line, or more correct- ly, the Oceanie Steam Navigation Company, was founded on Sep- tember 6, 1889, the pleaper yessel being the Oceanic, an iron single- screw steamer of 3,897 tons gross; built by Messts. Harland, and Wolff, Limited, of Belfast. In pass- ing, it may be mentioned that the name of this arm has been inse- parable from that of the White Star Line throughout its existen- ce, and that, they have construct- ed no less than 70 vessels, BERTE- gating 800,000 tons, for the com- pany.

Turning now to the new vessel, fàmiliar to the public as the "534,” the official dimensions are given as: overall length, 1,018 ft. beam. 118 : depth from keel to the highest point of the superstruc- ture, about 135 ft.; and depth from keel to truck, 234 ft. The tonnage is estimated at 73,000, and it is interesting to compare these particulars with those of the Normandie, described in En- gineering. vol. cxcxlv, page 533 (1932). These, given at the time of the launch," are: overall length,

HONGI KONG DAILY PRESS, SATURDAY, NOVEMBER

3, 1934.

ENGINEERING AND ·

AND BUILDING

MODERN SCHEMES

In Lighting

An exhibition, which is design- ed to show the many applica tions of modern lighting and to secure the interest of architects in employing equipment of a novel character. has been, ar- ranged by the Lighting Service Bureau of the Electric Lamp Manufacturers' Association of Great Britala, Limited. The new architectural room contains a suspended trough Atted with lamps having a total idading of 1,200 watts and arranged so that an illumination of 20-foot, can- dies is obtained 3 ft. from the ground. In a second system four Attings placed on the sides of the recessed ceilings are used. The lamps are concealed in bowls and light up the vertical curved faces of the fitting. A decorated effect is obtained by the use of lamps with green sprayed tips.. A touch of colour is obtained in another fitting by using a green semi-translucent medium round the rim of the re- flector, while in one of the re- cesses is a grille, which is nor- mally illuminated by daylight from the window behind. This" can, however, be excluded and the grille illuminated by small lamps. Another section of the exhibition is devoted to Indus.. trial Illumination, while street. and shop-window lighting also receive attention.

1,027 ft.; beam at main deik, 117 ft. 9 in.; beam at corbelled pro- menade deck, 119 ft. 6 in.;; height from keel to top of chat room. 123 ft.; and tonnage, 75,000. It will thus be seen that the two vessels are practically identical in size, and some friendly rivalry exists as to which will actually be bigger on completion. Of considerably more importance is which will be the faster, and a very keen rivalry may be anticipated between them to secure the Blue Riband for their respective countries. While no official designed figures have been stated. It is practically cer- tain that both will be faster than the Rex, which at present holds the Blue Riband with a mean sp of 28.82 knots.

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2ND FLOOR

EXCHANGE BUILDING

RECORD FLIGHT THE AIR

Australia-England

In 201 Hours

Mr. James Melrose, aged 20. seventeen months' flying experi- ence, Linperturbable, ireless, ski- ful pilot and, dne navigator, takes his place among the world's great long distance aviators. He arrived at Croydon aerodrome early in the morning four days 480, aller ing his Puss Moth monoplane to a perfect landing 8 days 9 hours. after leaving. Part Parvin, ABS- tralia,

surpassing the previous fastest journey "over the route- achieved by Bernard Rubin and Ken Waller a few weeks 180-by. three hours and J. A. Mollison's omclar record by on fewer than thirteen.

It was his second important flight. Last month he tested the endurance of himself and of his machine by flying round the coast of Australia, more than 8,000 miles in length, in the new record time of 6 days 11 hours: On that jour- ney he averaged 1,250 miles' fy- ing in every twenty-four hours. His. average on the longer and more difficult fight to England was about 1,200 miles a day. Far from being exhausted, this amaz- ing young man actually reserved his longest spell in the air for the last full day of his journey, cover ing 1,800 miles between Cyprus and Lyons before stopping for a brief rest. The next morning he was away long before dawn and soon after seven o'clock he landed at Croydon, where he staggered customs omdial by announcing, in reply to the usual question, that he had just arrived from Australia.

14.

The young, aviator's achieve- ment and his unaffected modesty have most favourably impressed English flyers. He is likely to pilot a Leopard Mots fichoplane in the England Australla races this month; though his machine will be too slow to compete with the faster of the "speed" entrants his recent achievements must rank him a formidable competitor' in the handicap event. He will carry many good wishes. I cannot re- call any aviator since Lindbergh who has so rapidly made his way into the good graces of English fying men. Actually, he is not un1- Uke the great Swedish-American aviator. He, too, is. tall, slender, extremely fairy smiling and quiet of manner. That he will prove an equally great Ayer is by po means improbable. Lindbergh was 25 when he flew the Atlantic in 1927, and became world-famous. Melrose, with five years in hand, may well eclipse his forerunner's achievements.

FEAT OF NAVIGATION

He disclaimed adventures along the route. He had just kept on he said. He "found places "just about where I calculated them to be" magnificent understate- ment of very fine navigtion. The only "incident of the journey was " to find Alor Star aerodrome, Malay States, under about two feet of water. It was like a flying boat' landing," he commented. I had the cabin windows open and the water splashed in." For the rest the flight was comfortable.

LINER

Evolution In Design

British progress in the design: and construction of passenger air- liners is illustrated. » strikingly, by a comparison which is now possibly between 'the latest craft of theniana" type and a machine such as the DH, 18, one of the first aircraft to be built

(pa regular air transport on the routes between London and the Cortinent

Mr. Melrose left Darwin at 6.30 La on September 20, and spent the night at Sourabaya, after fly- ing 1,400 miles. He was off again at 5.30 am the next day, called - at Batavia and reached Singpore in the early afternoon. He spent nearly eighteen houts in Singa- pore and set of at 6 pm, on Sep- tember 22 After the "fiying boat" landing at Alor Star, he flew on to Victoria Point that day. His next day was again relatively!! short. ending at Calcutta. Thence onward, heade for tagland in realē Anės“

ering enormous distancei

very stage: flying largely bt, and “ resting very little. September 24 ist him away from Calcutta at 2.5 a.m. and at Karachi-1,400. miles on--the same evening-- The following morning he was again away at about 2 am, to reach Basra-1,300 miles by 3.10 p.m. On September 26 he reached Cyp rus. On September 27 he flew, in three stages, 1,800 miles from Cyprus to Lyons. At 245 am. the next morning he took trom He was not tired and the infchine in the he went into the aerodrome.

Machines of the "Diana" type are to be used by Qantas Empire associate Company Airways, an

of Impérial" Airways, on the new Malaya Australia extension of the éastern Empire route, which is to be inaugurated in December.

裁

The PE 1, which was put into service between London and Paris In 1922 was driven a single 40 p. engine. and carried paying load of 1,100 lbs. at a maximum speed of 115 miles-an- hour, and at a cruising speed of 95 miles-an-hour.

In contrast to this, the modern. """Diana" type of machine, which is driven by four engines deve- loping a total of 800 h.p, carries a pay-load of 3,147 lbs. at a maximum speed of 170 milles-an- hour and a cruising speed of 145 miles-an-hour. 7

Actually the increased reliabi- lity of "the four engines in the "Diana" "machines any two of them maintaining the machine in fight when carrying a full load together with the increase in cruising speed of 50 miles-an- hour, have been accompanied by aq improved commercial perfore mance which is représented by the fact that, whereas the pay- load per horse-power of the DE. 18 was 2.4 lbs., that of the "Diata" machines is 3.9 lbs.

HIGH STANDARD IN

ROADS

Experimental And Laboratory Work

Road-making has been raised its present high standard main-

vide the basis for future practical. construction, so as to ensure that the utmost return" is obtained expended. from the sums now which are, as all know, of great magnitude.

EXPERIMENTAL WORK

en-

a long process of trial and. error, and it is not probable, therefore, in spite of the changes of the past ten or fitteen years, that the world will be with any revolutionary ideas, resulting from experimental

Research work.*

Prior to the year's activities work, how belt, is essential to en- dealt with in this report, the ex- sure that materials avaliable are perimental work in this field was put to the best possible uses in carried out by the Road Depart stead of only serving reasonably ment of the Ministry of Tran- well, that the most improyed sport. The investigations are now materials and methods of pre dealt with in two sections. The paration' are discovered, and that purely laboratory work has been after-treatment of the structures handed over to the Department "themselves shall be such as to of "Sclentine and Industrial Re- result in the maximum of service. search, while the responsibility Only by such means of 'careful for the conduct of tests on roads under normal trame conditions investigation can it be ascertained whether the materials employed has Beep put into the care of the are being used to the utmost ad Experimental Work on Highways vantage. or whether changes (Technical) Committee mention- might be instituted in practice ed above. This body is comprised

of representative the better to attain that much entirely desired objective. It is unforta-gineers, under the chairmanghip nate that in this sphere work in- of Major F. O, Cook, and this of volves long and tedious observa- itself should ensure close associa- tion with the road-makers. "The tions over a period of years. This.

report referred to is the first pre- fact, however, has to be accepted. ant it is satisfactory that it is be- sented by this new organisation, ing faced in a thoroughly. syste- and deals entirely with experience matic manner by the Experimen- gained with experimental sections tal Work on Highways (Technical) of road constructed in various Committee. The latest report on parts of the country, covering the the subject, entitled "Experimen- use of concrete, surfacing tests, tal Work on Roads," recently pub- tar and bituminous road surfaces, surface dressings, and impact. lished reviews work covered in There is nothing the year 1933.

It may be noted, in passing, that the record, but the number of local authorities spectacular in

taking part in this experimental work has been substantially in creased in 1933. and that the Lancashire County Council con- sented to co-operate by laying down suitable trial sections on a portion of the new Liverpool-East Lancashire arterial road.

"Constructional progress. In the twelve years from 1922 to 1934.... is demonstrated by fact that whereas the DH. 18; bulit, to carry 6 passengers and a crew of two. weighed 7.200 lbs., a machine of the "Diana” class, designed to carry 10 passengers and a crew of two, does not weigh more than 6.351 lbs., even when incorporating all the factors of structural secu- rity which are an essential lea- ture of British air design. This means that the factor of weight per horse-power has been reduced from 18 lbs. to 7.9 lbs.

It is specially noteworthy, also, that these improvements in com- mercial performance have been accompanied by a romarkablo all-round increase in the comfort of passengers, as is evidenced by modern luxury, air saloons with thefr sumptuous nttings, full catering service, and noise reduc tion, even when flying at rpeed

hotel for an enormous meal of bacon and egga.

THE MACHINE ***

His aeroplane is a standard Puss Moth monoplane fitted with an extra tank which brings the fuel capacity up to 73 gallons, enough for flight in still-air of approxi- mately 1,000 miles. Neltner the propriate that vessel epitomis- aircraft nor the 120 hp. Gipsy m engine gave any trouble; Mr. Mel- rose confessed that he had not always done the routine mainten- -ance jobs, so smoothly was the engine running. His machine cruises about 20 miles an hour faster than the Gipsy Moth flown by Mr. Mollison on his record journey, and he did not spend nearly so much time in the air. On the other hand, it is some 10: miles an hour slower than the Leopard Moth and his fight com-"" pares worthily, therefore, with the recent achievement of Rubin and Waller, CSI

Air travel is obviously not ex- pensiye, apart from the purchase of fuel and oil, which Mr. Melrose estimates to have cost him" not quite 100. He left Darwin with ten £1 notes in his pocket, and still had three of them left when. he landed at Croydon,

"And he installing house"

there is evidence of steady pro- gress by long-continued obser- vation, and the deductions based. upon these indicate the tendèn- cles which time will probably de- velop, Knowledge is being accu- mulated, and with further add- tions from time to time. will pro

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