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in the future with petroleum than dur- ing the past few years, but this does not mean that there will be no sale for the American product. Tankers will be needed after the war just as they were before. The oil companies of the United States must bring the crude petroleum from the Mexican fields. The British will also continue to draw upon these same fields. Ships adapted to the tropical and semitropical trades, however, are to- day in demand. The fruit boats which formerly supplied the United States with bananas and other semitropical foods were nearly all withdrawn by the government and put in the war trade. These must be replaced but no vessels suitable for the trade have been constructed as yet. The Amer- ican fleet is deficient in refrigerator ships. "During the emergency, little -considerati n was given to refrigerator ause of the delicate work- boats’ manship required and the time neces- sary for their completion. The lack of refrigerator ships has been reflected in the class of imports and exports during the past two years. America is today in need of ships to bring nitrates from Chile, rubber from Brazil, hemp and sugar from the Philippines, sugar and fruits from Hawaii, wool from Australia, and sugar from Cuba. Standard ships in many instances, can be utilized in these trades, but it might prove ex- pensive to utilize the smaller cargo boats in trades which involve com- THE MARINE REVIEW paratively long voyages. The small ships can be used with profit in the short runs, to bring sugar from Cuba and fruits from the West Indies and Central American countries, but to make an economical voyage to the Argentine, for instance, it would be advisable to charter a larger vessel. HE demands on _ shipping this winter and next spring promise to be somewhat different from the demands of the past or the demands of the future. In the first place, all possible tonnage is going to be used to transport the troops home and in carrying food to Europe. One of the first duties of peace will be to allay starvation. Russia, as. well as the neutral nations of Europe, must be fed and clothed, and the allied coun- tries, of course, will have a prior demand upon shipping for this same purpose. Food cargoes eastbound will comprise the greater bulk of the freight movement by water this win- ter, while the westward movement across the Atlantic will be taken up chiefly with the return of the army. Emergency ships will meet this need, although it would be unwise of us to anticipate that our standardized ships are going to play any pre- dominating part in it. The British ships will continue to carry the bulk of the freight and the United States will contribute much by turning the neutral ships, now under charter, over to this trade. The demand for ton- Comparative Efficiency of Various Types of Ships February, 1919 nage will continue to be so great — that practically all types of ships will — be able to find employment. In build- ing new ships, however, the oppor- tunity is offered to build specialized — boats designed for the particular permanent trades of the future. Here is where the government has an op- portunity of doing the country a great service. Practical shipping men are willing to give the Emergency Fleet corporation the advantage of — their experience in ship operation and advise as to the types of ships needed. [* explanation of the wooden ship situation, Vice President Piez of the Emergency Fleet corporation said: “The limitations which the board of trustees have imposed on the con- struction of additional wooden vessels have grown, first, out of the fact that we have not received authorization for further expenditures from congress, and second, out of the fact that all the wooden vessels and all of the steel vessels contracted for on the Great Lakes are below 4000 dead- weight tons in capacity and that we will have, upon the completion of our wooden ship and Great Lakes pro- gram over 1100 small vessels—alto- gether too many to serve the limited needs which we have for this class of vessels in normal times.” The designing and building of ships is not entirely dissimilar to other arts. Success rests largely in making improvements and never being con- tent with those improvements. <A ship, first of all, should be able and capable of transporting a cargo, in 1—Dimensions, ft............. 250x37x18.6 330x45x24.6 410x53x30.5 490x61x36.4 Ue te other words, seaworthy. In the second 2—Displacement, tons ........ 3,031 6,525 11,520 18,360 5 : SAD ser rate 16 ft. Yin. 20 ft. 9%4in. 24 ft. 494i 27 ft.11in. 31 ft. 7 in place no superabundance of material 4—Block coefficient .......... 17 17 must be used’in her construction and 5—Service horsepower ........ tase 1, ak afae 3,230 4,080 h 1 : é 6—Weight Of welsel, 2 es 1,152 1,934 3,260 : 5,23 ee the vessel must earn profits for her —Initial cost of vessel....... £26,700 £44,700 £66,800 104,900 3,7 : $ Set tne ee 700 1,660 3,210 5,400 9,780 owners. The rush with which many alan sae, seas Lee OR ee 24 33 46 56 65 of the merchant ships were turned out —Number of derrick systems . : Madar et cise 1 2 7 a1 12 by American yards during the past Swinging 9.5 <6, os ; 4 6 2 sh ; year has made it impossible at times 11—Gross deadweight ......... 1,879 4,591 8,260 13,126 19,815 ie 1 eee ‘ : oo gl per voyage, os 389 566 754 978 1,257 to eep all these matters in mind. —Stores, fresh water and fee i water, tons .......... ie 61 90 121 161 196 Pherae at tne ae Won a 14—Net cargo deadweight..... ie BBB 3,885 7,356 11,987 18,362 a great change for the better. 15—Days on run..... Pps ee a 15.15 15.15 15.15 15.15 15.15 16—Days in port............. 4 2.37 4.15 6.75 8.95 13.09 17—Number of runs per annum.. 20.83 18.92 16.65 15.15 12.91 18—Total cargo per annum, tons 28,910 73,500 122,500 181,600 237,000 ° e 19—Total coal per annum, tons.. 8,102 10,710 12,550 14,820 16,228 Size of Ships Favored ok nob ig annum— ‘ nitial cost of vessel.... 1.082 1.643 1.834 1.731 1.542 at ae ed of operation per annum: by Br itish Owners —Brokerage and management, Th 1s d tructi in United: Od per. tent ocak £1,084 £2,757 £4,594 £6,810 £8, cry von amen At we ; Loa dng. ie i auton, , 888 Kingdon are here classifled according to s 6d per ton.......... 2,168 5,514 9,188 13,620 17,776 : i 24—Coal, oil, ete., at 128 perton 4,861 6,426 7,530 8,892 9,732 org tae eee ie ears 25—Tonnage dues at 1s 3d per ton 913 1,965 3,345 5,120 7,904 500 and under 1000 tons...... 16 26—Wages and provisions....... 2,017 2,772 3,865 4,705 5,460 1000 and under 2000 tons...... 25 27—Depreciation, insurance, repairs 2000 and under 3000 cae Rae eae 41 (1-Tth initial cost)..... - 8,819 6,398 9,543 14,986 21,964 3000 and under 4000 tons...... 44 eons 400 5 ae 28—Total outlay... .----4-- £16,802 £25,827 £98,085 854,188 71,720 5000 and under 6000 tons. ..... 180 6 0 Ra Gat races 85488 88,050 £18,880’ 840,980 80,780 8000 and under 10,000 tons..2.3t 10,000 : pee 41H gEIHE PrOMs «vee ail Sd = Bed Bsa Bs THK 12,000 and under 16°000 tons.... 6 SARC EASE SAR eeu op NN 536 ot The above conclusions were drawn by John Anderson, an English engineer. He believes the ideal 20/000 pe wader 25.000 oe. ine ; tramp cargo carrier to be a vessel from 380 to 400 feet long with a speed of 9 to 9 k : , also contends that the average cargo carrier does not attain 60 per cent of the anes fy aig . 4 Ps BS