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18 MARINE REVIEW. ~ [May 29 SCOTLAND AND THE SHIPPING COMBINE. Glasgow, Scotland, May 21.--It is hardly necessary to say that in Scotch shipping and ship building circles the text of the agreement be- tween Mr. J. Pierpont Morgan and the White Star, Dominion, Leyland, International and Atlantic Transport lines has been discussed in all its details with much interest. And the general impression derived is that while the White Star and Dominion lines have made a good bargain, Harland & Wolff, the ship builders, have made a still better one. There has been nothing like the commotion here about the shipping combine that there has been in London, for the simple reason that Glasgow ship- -ping people were able to estimate its limitations as well as its possibilities. There is an immense mass of tonnage outside the combination that no syndicate can control. It is not the big passenger liners who do the bulk of the transatlantic traffic, nor do monster steamers that have to be laid up most.of the year represent the most profitable form of shipping prop- erty. But even as regards big passenger liners there are far more outside than inside the combine, and on the Clyde we have a dozen yards ready -and able and eager to build any number of them. A combine of British -ship builders, ship owners, and railway companies could easily be formed, if need be, to force the Morgan combine, who are by no means going to . gobble all the trade. But it is doubtful if there is any one of our ship builders who would not be glad to have Harland & Wolff's share of the ~ contract--the exclusive right of supplying and repairing ships, engines -and boilers, for the combine for ten years, at_a handsome fixed rate of profit and no risks. It is on the commission principle that the White Star boats, and many of those of our big lines have been built. Better results are obtained by confidential co-operation between builder and owner, and 'much saving is effected by giving the builder a free hand in carrying out an agreed plan. The contract with the Morgan corporation will debar Harland & Wolff from taking any more admiralty contracts, as they have to devote all the capacity of their works to the needs of the combine, so long as the combine can keep them fully employed. But they have not -been on the admiralty list until lately, and the only admiralty order they have on hand is for a set of engines for one of the new battleships. They will not lose anything, therefore, by being placed out of the running for warship work. It is to be noted that they reserve the right to continue building for their old customers, the Hamburg-American company, who though not in the combine are in the working agreement. The Cunard company will not join the combine and is much more likely to form an offensive and defensive alliance with the other Glasgow- owned companies, the Allan, Anchor and Donaldson, and also with, the other Liverpool-owned companies, whose operations and ramifications are not so well known. It is perhaps not generally known in the United States that the 'Cunard company has always been controlled from Glas- gow, though for business purposes its head offices are in Liverpool. The late Sir George Burns, his son, the late Lord Inverclyde, and his grand- son, the present Lord Inverclyde, have been the successive heads of the concern--all with their homes and offices here. It is just sixty-three years since Samuel Cunard came over to Glasgow from Halifax with an idea, which the late George Burns and the late Robert Napier, both of Glas- gow, quickly materialized. Napier built the steamers. Burns raised 'the capital, negotiated the mail contracts and organized the business on this 'side. Cunard arranged the agencies and organized the business on the other side. In 1840 the Cunard company was formed with a capital of £270,000. On July 4 of that year the first vessel of the line, the Britannia, departed on her first voyage from Liverpool. Samuel Cunard went with her and it is recorded that on his arrival at Boston he received within twenty-four hours no less than 1,873 invitations to dinner. This dinner record has probably never been broken. The keenest competition the Cunard line has yet had to encounter from the American side was that of the 'Collins line, organized in New. York about 1850. This was a big venture for the time, and it started with all the advantage of a sub- stantial government subsidy, whereas the Cunard company had nothing but a moderate postoffice payment for mail matter carried. The Collins line was started with the object of sweeping the Cunard off the Atlantic. In eight years it was itself wiped out and the Cunard line continued to bloom, though since it became a joint stock limited company it has never paid high dividends. The following is a list of the reserve or auxiliary merchant cruisers at the call of the admiralty, among whom a total sum of £63,000 is divisible _ in the fiscal year 1902-1903: : Vessels. Gross tons. Net tons. Lodi ds ' White Star line-- ; Oceanic......... oak ae aes eelT204 6,996 28,000 in eee sire Co 9,965 4,270 16,000 oe ds ee peda nce 9,984 4,269 16,000 Cunard company-- we ties ant tans 12,950 4,974 30,000 Pe EPACAUIA., ctesse's ee a ls 12,952 4,975 30,000 IEA ose sect ne ek ene oe 8,128 3,699 14,500 Peninsular & Oriental-- fo met ONIa .. or oe oe Soe 7,558 3,029 10,000 oa hire wads oe se 7,951 4,198 9,400. clk + parece ce a ae 7,903 4,167 9,400 is cose, ch erm pices vsne-oe eee 7,911 4,185 9,400 .. -Orient company-- ae OSE SES SS ee eee 8,291 4,632 10,000 . (fA DIT: as5 x PA he ec un 6,910 §,293 10,000. , Royal Mail line-- . LUT) eee lee a ee 5,946 3,425 6,650 SUE 5 ee daa ee a cv c a. 5,946 3,425 6,650 eae company-- | ee ON DUA nal ccs ny wales Se gOS 4,115 10,000. Canadian Pacific Co-- . me _ Empress of RR bse ore tina: 5,905 3,003 10,000 BO IMIG obs oes he eo 0 5,905 8,003: 10,000 . : Empress Oi yapan ...... ea 5,905 3,003 10,000 "TMlote=An additional «x ° : : _ Note--An additional vessel i d i ~ Servia, which ey aia: 8 Propose by the Cunard company in lieu of the In addition to the above the companies engage to hold the following vessels at the disposition of the admiralty without further subsidy: Vessels. Gross tons. Net tons. ic Hy Pe. White Star line-- Briganiic occ. esilac is China: 5,004 3,152 4,900 Gemnatie .c0ssss ooh ievs eee 5,071 2,991 6,000 heb! : Sis. JG. 22st s Ok 3) 7,755 4,975 ae Cynics G5; 4adiaese a ss 12,647 8,201 7,300 Moedier sie. eos 6658 a els 11,985 7,825 oe Cunard company-- Peruri 6 se ea 1 Fo 8,180 3,690 14,500 Woarahiats: a 8 Oe es 7,269 4,030 9,500 Wethiat i Ake wee 13,800 8,913 10,000 Saxena. 2 eo ee: 13,963 8,921 10,000 Peninsular & Oriental-- a ee re eek 7,912 4,166 9,400 MOVE ee ee ese 7,912 4,179 9,400 Pitiialaya (2 Pl Bere, eee 6,898 3,700 7,650 Pasties ria 6,901 8,590 7,650 Viererig: 2. 6,527 3,454 6,080 Prater ee a 6,525 3,413 6,080 Reade 8 ee ar ee 6,603 3,074 6,080 Oteata Ae See ee a 6,603 3,574 6,080 Orient company-- WTI wy ees cee cs 6,387 '3,225 9,000 AUS ae, ee a a ge 5,024 3,214 7,000 Crichton 5,631 3,046 8,000 Royal Mail line-- Modes ge ee 5,645 3,369 5,740 CINE ye a a ek 5,645 halt 5,740 es 6 es 5,545 3,050 - 5,740 Afent es ee 5,013 3,085 5,740 Mejetlens oo 5,362 3,066 5,600 PATOIG oo ee ee 5,366 3,069 5,600 Pacific company-- ; i Zaa et eas Bees 6,298 3,384 6,000 CCG ss ie ik ee ee 6,297 3,420 6,000 RTAVIa tis oe a 5,321 3,318 4,200 Canadian Pacific Co.-- PATIOS ak cc rin dw saeueonniee ce 4,425 2,768 4,900 AER eTM AN 2 outils cy ee Pie 3,882 2,440 4,600 Of special interest in connection with Atlantic shipping developments is the completion of the twin-screw steamer Columbia, launched in Feb- ruary by D. W. Henderson & Co., Ltd., Partick, for the Anchor line, and which ran her trials this week. This vessel is the largest and finest in 'the Anchor line fleet and one of the largest and finest to sail from and to the 'Clyde. She is 500 ft. in length over all, 56 ft. moulded breadth, 36 ft. depth, and of 8,400 tons gross--that is, about the tonnage of the City of Rome, but shorter by 60 ft., broader by 4 ft., and deeper by 6 ft. She marks the advantages gained by the progress in naval architecture since the City of Rome was built in 1881. The Columbia is to be an "eight- days boat," leaving Glasgow on Saturday afternoons and arriving at New York on Monday mornings, taking a week and a day on the voyage. On trial she did 1814 knots easily, and can be depended on to cross the Atlantic to schedule time, although it is probable that at the first voyage the 'engines will not be driven at their maximum. The Columbia is a fine- 'looking vessel with straight stem and elliptical stern, two pole masts, schooner rig, and three tall funnels. She is divided into nine water-tight ' compartments. The passenger accommodation is distributed over six decks--first-class accommodation amidships, with staterooms for 216 pas- sengers on the main and bridge decks; second-class also amidships, but nearer the stern, with rooms for 400 passengers; and 750 third-class pas- sengets berthed on the main and "tween decks. The first-class rooms are luxurious, and the saloons handsomely furnished and decorated, while the second-class staterooms and saloons are almost as comfortable. In the third-class the owners have provided unusual comforts for the voyage. The Columbia is now loading for New York and will be on her way across on her maiden voyage before these lines are in print. From the famous yard of the Fairfield Ship Building & Engineering 'Co., Ltd., has just been launched a notable addition to the fleet of the Orient Steam Navigation Co., in whose steamer, Ophir, the Prince and Princess of Wales made their tour of the world. Most, if not all, of the Orient liners have been built at Fairfield, but this new one, named the Orontes, is the largest and most powerful vessel of the fleet. She is built with a straight stem and elliptical stern. There are six decks, with poop and forecastle, and a continuous promenade deck, 300 ft. in length. Above the promenade deck and extending over the poop is the boat deck. The vessel is built of steel throughout, to meet the requirements of the board of trade for passenger certificate, and also under special survey, and with scantlings as' required by Lloyd's latest rules for the 100 Al class. A cellular double bottom is fitted the full length; and holds are subdivided into separate compartments by water-tight bulkheads, with a strong col- lision bulkhead fitted forward. The holds are so divided that even if two of the largest were filled with water the vessel has sufficient reserve buoy- 'ancy to keep afloat with safety. Accommodation is provided for 320 first 'and second-class passengers, berthed on the main and upper decks, and for 320 third-class passengers on the lower deck. The cabin accommoda- tion is of the most comfortable description. The fittings are all of the 'most modern and approved style and best quality. The first-class entrance is in the forward part of the ship on the promenade deck, and leads direct to the dining saloon, a spacious room lighted by a skylight and well from the boat deck, and by large square windows in the sides. Immediately forward is a handsome drawing room with writing rooms adjoining. Aft of the saloon entrance on the promenade deck is the first-class smoking room, having a direct entrance from the dining saloon, for convenience to passengers when the promenade deck is uncomfortable in stormy weather. Special talent is employed for the design and decoration of all these apartments. The second-class entrance is built on the poop deck, and leads to the second-class dining saloon on the main deck. The 'cap- 'tain's cabin and officers' accommodation are fitted at the forward end of the boat deck, and the ship's office, dispensary, purser, and doctor's rooms are situated on the promenade deck aft of the engine room casing. The