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MA KR an F, LIVERPOOL SHIPPING LETTER Liverpool, March 10.--Quite recently some interesting trials have been made on the British admiralty's measured mile at Long Reach of a new 40-ft. motor boat built by Messrs. Zarrow and engined by Messrs. S. F. Edge, Ltd. The hull, which is 40 ft. in length, is the result of a long series of experiments, in which full-sized models were towed alongside a torpedo boat, a dynamometer being attached to the tow line in order to ascertain the resistance of the various models at high speed. The engines are the same as those fitted to Napier II, which competed in the Harmsworth cup and other events last summer with only moderate success, owing to defects in the design and construction of the hull. They consist of two 80-H. P. motors. The new Napier II is built of steel, and has an absolutely flat bottom, so that the boat is driven over the surface of the water rather than through it. On the trials under notice a speed was obtained of 24.8 knots against the tide and 27.15 knots with the tide, which give a mean speed of 25.98 knots, which is equivalent to 30 miles an hour. At a luncheon which concluded the trials, Mr. Zarrow stated that had Napier II been fitted with steam engines the probable speed would have been only 16 knots, and that the introduction of the internal com- bustion engine with its saving of weight might render pos- sible in the future speeds hitherto undreamed of. If a 40-ft. boat was capable of a speed of 26 knots, a vessel 220 ft. im length should be capable of as much as 45 knots when the internal combustion engine was perfected and made in larger sizes than at present. Mr. Zarrow stated that there was a great future before the motor boat in torpedo war- fare and said that his firm would shortly be making internal combustion engines from designs supplied by Messrs. S. F. Edge, Ltd: Apropos of motor boats, it is stated that the Thames Con- servancy, being anxious to minimize the risk of danger in the use of motor boats, is considering a series of regulations for their control on the Thames, and for the installation of petrol tanks, pipes and fittings in such a way as to reduce, so far as possible, any danger while in locks or in crowded parts of the river. The Automobile club and the Marine Motor association, together with the Thames Conservancy, have recently held a conference on the subject. During the proceedings Mr. Phillipson, the secretary of the Con- servancy, mentioned that forty-six motor boats were reg- istered in 1900, seventy-six in 1901, 123 in 1902, 189 in 1903 and 273 in 1904. An important scheme that is likely, if carried to com- pletion, to have far-reaching effects on the port of Lon- don has iust received the sanction of the Thames Con- servancy. The proposal is to construct a timber quay near Greenhithe, about a mile and a quarter long, which will accommodate the larger vessels at low water. Mr. Ernest Forwood, late of the firm of Forwood Bros., is really the originator of the scheme, and he is said to have an in- fluential backing in the London shipping trade, with which he has been closely connected for the last thirty years. The difficulty at present experienced in the London docks is the amount of the dock dues. The capital expended on these docks has reached the enormous total of $100,000,000. To earn interest on this amount the charges must of neces- sity be heavy, while extensive dredging operations have con- tinually to be undertaken. The huge wharf contemplated in Mr. Forwood's proposal is sufficiently near the mouth of the river to avoid this necessity, while it is to be placed so far into the river as to allow vessels to run aiongside under their own steam at any state of the tide. Big ships will be able to discharge onto a wide quay space and lose no time dodging up a foggy Thames. This proposal will not do away with the large fleet of barges that bring the goods up the Thames, but it is intended rather to improve R E NM hb a a the facilities of their loading and unloading. While the big steamers will be accommodated on the deep water side of the wharf, space is reserved for the barges or? the land side, so that fleets of both classes of vessels can be accom- modated at the same time. Provision is also made for ten transport sheds, each 300 ft. long and 61 ft. wide. The plans for this proposal have been prepared by Mr. E. Crutwell and Sir John Wolfe Barry, and the cost is put at slightly under $5,000,00c. With this capital expenditure it is esti- mated that the wharf will allow of 6,000,000 tons of traffic being handled, and the promoters estimate that the expenses of steamers will be vastly reduced. They are, indeed, so enthusiastic as to hint at London ultimately becoming a free port, but it is admitted that a considerable extension of deep water wharves would have to take place before this ainr could be accomplished. There is no doubt the pres- ent docks will be very seriously affected, but it is pleaded that their charges are injuriously affecting trade. At any rate, this new departure in the Thames of a deep water wharf on a large scale will be watched with keen interest by all connected with the shipping industry. The following were the receipts from shipping using the Suez canal in the month of February and the first two months of the last two years: MONTH OF FEBRUARY. 1905. 1904. 1903. Shins: une ee 363 336 297 Receipts oe es 9,810,000 f. 8,950,000 f. 7,860,000 f. FIRST TWO MONTHS. 1905. 1904. 1903 SHIPS 2 Re eo SOG. 670 593 Receipts eo eee, 21,000,742 f, 18,301,3161. 16,106,125 4. The new Allan Line turbine steamer Victorian returned to Belfast on Friday after a series of most satisfactory trials. Although the weather was squally and the sea rough the steamer was remarkably steady. Her engines worked smoothly and speeds varying from 18 to 20 knots per hour are said to have been obtained. She still remains at Bel- fast to receive the finishing touches prior to leaving for Liverpool to take her place in the Allan Line Canadian mail and passenger service. She is advertised to sail from -- Liverpool on Thursday, March 23. The North Atlantic steamship companies seem now deter- mined to pull together in perfect unity and energy with regard to the business which during the rate war was so disastrous to all concerned. After the third-class rates had been finally settled, attention was directed to the first and second-class departments with the result that it has been decided to make some increase in the rates affecting these classes, which had been exempt from the rate war. It ap- pears that the conclusion arrived at is to advance as regards saloon former sates, generally speaking, from $5 to $12 for differentiating positions in North Atlantic boats and about $5 for second-class. As all the North Atlantic companies are working in perfect amity, the arrangement will be car- ried out loyally all through. The steamer Hazel Dollar, built by Messrs. A. Rodger & Co., Port Glasgow, for Mr. Robert Dollar, San Fran- cisco, ran trials on the Clyde on Thursday, March 9, and on the measured mile attained a speed of 12% knots. The new vessel, which is the largest yet built by Messrs. A. Rodger & Co., has a deadweight carrying capacity of 7,000 tons. She has been specially designed for the lumber trade between San Francisco and China, and is 370 ft. in length, breadth of 50 ft. and depth (molded) 29 ft. 3 in. During the trial trip Mr. J. H. Hutcheson, for the builders, pro- posed success to the new vessel. After referring to the special designing of the Hazel Dollar as a carrier steamer, Mr. Hutcheson remarked that this was the firm's first con- nection with American clients. Mr. Dollar replied and ex-