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SURVEY AND BUOYAGE VESSEL DAYSPRING BUILT IN ENGLAND FOR USE BY THE NIGERIAN GOVERNMENT cabin and a large cabin de luxe. Petty officers and six boys have quarters on the main deck amidships. Adjacent to this space is the European galley. The native engine room and deck crews are quartered aft on a *tween deck flat below the main deck. A steam steering engine is fitted to work directly on the rudder post. For refrigeration purposes there is a vertical electrically driven machine capable of abstracting 18,000 to 19,000 b.t.u.’s per hour when working with circulating water of 90 degrees Fahr. and brine at zero. The coal chamber has a capacity of 3800 cubic feet. There is a complete electrical instal- lation on this vessel, the current being supplied by two steam driven dynamos located in the engine room. Main Propelling Machinery The main propelling machinery of the DAYSPRING consists of two triple expansion inverted, direct acting, sur- face condensing, steam engines. The condenser is of the uniflux type and is common to both engines. Two separate bilge and_ ballast pumps are installed each capable of discharging 50 tons of water per hour. There is also a turbine driven centri- fugal high-lift fire pump, designed to work at full boiler pressure. Steam is supplied by two cylin- drical, single ended multitubular mar- ine type boilers working at a pressure of 180 pounds per square inch. The DAYSPRING was built by Sir W. G. Armstrong, Whitworth at the Walker-on-Tyne shipyard. She is be- ing delivered to Lagos, Nigeria. Her principal dimensions are; length on the water line, 190 feet, breadth, 36 feet, depth molded, 18 feet 6 inches and draft 12 feet. 64 Aid for Cargo Ships (Continued from Page 28) be building yards capable of turning out replacements and meeting new needs. While the problem of traffic, manning and operating may be re- garded as practically solved, the dif- ferential in the cost of tonnage built in this country under present condi- tions cannot possibly be overlooked. The maritime nations of the world have built some 1550 ocean going vessels in eight years, aggre- gating 9,800,000 gross tons. At the same time about 40 vessels, aggre- gating 400,000 tons, have been built in American yards in that period. The average age of American cargo ships is in excess of ten years. In about ten years at the present rate of building, considering that the use- ful life of a ship is twenty years, some Macaulay will then be predicting that an American will be standing on the bridge of a lonesome ship, scanning the horizon in vain for a craft bearing the flag of his country. Cargo ships at the parity of foreign costs, mean assistance to the ship- builder. There are many private shipowners of cargo vessels in over- seas trade who have not felt the pecuniary stimulus of $6 to $30 per deadweight ton for ships plus mail pay but who feel that at equal costs they can compete with the privately owned cargo ships of other countries. Cargo Ship Should Receive Aid While the merchant marine act of 1928, known as the Jones-White act, was progressivé and helpful, it must be recognized that it does not extend the same help to strictly cargo ves- sels, which really make up the bulk of the American tonnage and in which MARINE REVIEW—May, 1929 the greatest interest lies in so far as the shipping public is concerned, as it does to vessels carrying pas- sengers and mails. Such additional help would permit the shipbuilding industry to proceed with the design and construction of new modern ton- nage in advance of the needs of American shipowners on various trade routes and this work could be car- ried on in such a way as to effect economies in the cost of building ships in this country. It cannot be contended that the provisions already made for replace- ment of -units engaged on former government services furnish the key to the problems of the American ship- building industry, for the number of additional ships which may be needed on such services and the number of units to be replaced within the next few years, is a factor of insufficient intrinsic potentiality to afford the shipbuilding industry a source of orders in keeping with the character, extent and number of its plants. The present law enables shipowners to obtain loans for the acquisition of new ships, but it does nothing to en- courage the shipbuilder to go ahead of the demand and use his own re- sources to bring into being types of ships best adapted to the needs of American shipowners on the va- rious trade routes. Foreign trade gives an economic benefit to all those who have been concerned in it, alike to producers, dealers, carriers or consumers, and every step in its progress of recent years clearly shows that the future development of American shipping and shipbuilding is not predicated upon a decrease in the material well being of other shipowners or ship- builders.