UNITED STATES
Atlantic Itinerary
Press Release, January 16.—Following the practice of sending units of the United States Fleet on visits to the east coast in alternate years, Secretary of the Navy Swanson announced today that a small portion of the fleet will visit Atlantic coast ports after the completion of Fleet Problem XVII to be held in the west Central American waters in May of this year.
The heavy cruisers U.S.S. Indianapolis, Astoria, and New Orleans, will transmit the Panama Canal and come east for overhaul in the New York and Norfolk Navy Yards. The Astoria has been assigned to the Norfolk Navy Yard and the remaining two to the New York Yard.
Destroyer Squadron 1 and Destroyer Squadron 3, accompanied by the destroyer tender Whitney and the cruiser Raleigh, flagship of Destroyers, Scouting Force, will probably visit Charleston, South Carolina, en route to the New York- Newport area. All units will stop at Hampton Roads for fuel and supplies.
Destroyer Squadron 1 consisting of:
Des. Div. 1 Des. Div. 2 Des. Div. 3
Bernadou Tarbell Barney
Cole Yarnall Blakeley
Dupont Upshur Biddle
Ellis (F) Greer (F) Breckinridge (F)
will remain on the east coast for an indefinite period to augment Squadron 10 in the training of naval reserves and to assist in the summer training of midshipmen at the Naval Academy.
Destroyer Squadron 3 consists of:
Hopkins (F)
Des. Div. 7 Des. Div. 8 Des. Div. 9
Brooks (R.F.) Barry (R.F.) King Humphreys (R.F.)
Kane Gilmer Sands
Fox Williamson Lawrence (F)
Return itineraries will include visits to South Atlantic, Gulf, and Texan ports. Two divisions of Destroyer Squadron 3, the Raleigh and the Whitney, will overhaul at the Norfolk Navy Yard during their visit to the east coast.
Reserve Officers Convention
Press Release.—The annual National Convention of the U. S. Naval Reserve Officers’ Association was held in the Willard Hotel, Washington, D. C., on January 10 and 11. Delegates from chapters of the association in all of the principal seaports and ports on the Great Lakes were in attendance. On the conclusion of the convention, a banquet was held at the Willard Hotel, Saturday, January- 11, at which the association entertained a number of its friends in the Navy Department and Congress. The speakers were: Lieutenant Commander M. R. Wortley, U. S. Naval Reserve, Captain W. O. Spears, U. S. Navy, Brigadier General R. P. Williams, U. S. Marine Corps, Hon. John J. Delaney, M.C. from Brooklyn and Captain Chester W. Nimitz, U. S. Navy, Assistant Chief of the Bureau of Navigation.
The association voted to hold its next annual convention in Washington, D. C. during January-, 1937. All of the national officers were re-elected, these being: Captain L. W. Hesselman, President, 80 Centre St., New York, N. Y.; Lieutenant Commander Albert Soiland, Vice President, 1407 S. Hope St., Los Angeles, Calif.; Commander N. W. Pickering, Vice President, 25 Main St., Ansonia, Conn.; Lieutenant George W. Akers, Secretary- Treasurer, 2847 Grand River Ave., Detroit, Mich.
Samoan Hurricane
Press Release, January 17.—The Acting Governor of American Samoa, Lieutenant Commander H. A. Sailor, U. S. Navy, has reported to the Navy Department that a hurricane of moderate intensity passed over those islands during the afternoon of January- 16, 1936. Naval personnel and their families were uninjured, and no report had been made of casualties to native population, though considerable damage resulted throughout the islands to native villages and plantations. At the Naval Station, Tutuila, several buildings were unroofed, and power and communication lines were practically demolished. Three island government buildings and the Samoa hospital were extensively damaged.
Various Notes
In the annual report of Rear Admiral S. P. Rossiter. Surgeon General of the U. S. Navy-, it is stated that the deaths from all causes in 1934 were 299, giving a rate of 2.73 per 1,000 as compared with 4.09 per 1,000 for the year 1933 and 3.36 per 1,000 for the average of the previous 5 years. This is a big decrease, and brings the U. S. Navy nearly into line with the Royal Navy in this respect, in which the death rate for 1933 (the last year for which figures are available) was 2.24. The British figures have not been as high as 4 per 1,000 in any peace year since 1904. What has caused the higher mortality in the American Fleet is not so much the conditions of service as the greater use of motoring. Motor vehicle accidents caused 50 deaths in 1934, and were the leading cause of mortality.—Army, Navy and Air Force Gazette.
The Sixth Fleet Division, U.S.N.R., of Portland, Oregon, under the command of Lieutenant Commander J. A. Beckwith, D-F, U.S.N.R., has been announced as the winner of the U. S. Naval Reserve Gunnery Trophy for the year 1935.
The Second Fleet Division, U.S.N.R., of San Francisco, under the command of Lieutenant Commander J. A. Ducray, D-F, U.S.N.R., won second place.
The Fourth Fleet Division of Santa Cruz, California, has been ordered to ship the trophy to Portland.
The Naval R.O.T.C. at the University of California has been announced the winner of the Commodore George W. Bauer Trophy for small arms competition.—The Log, San Francisco.
The new U. S. destroyer Reid slipped down the ways today into the Hackensack River at the Federal Shipbuilding and Dry Dock Co. plant here. The vessel was sponsored by Mrs. Beatrice Reid Power, of Washington, a direct descendant of Captain Samuel Chester Reid, after whom the ship is named.—Herald Tribune, New York. Kearny, N. J., Jan. 11.
The Coast Guard cutter Itasca sailed from here today for the South Seas to survey a possible air route from Hawaii to New Zealand and Australia. It carried 100 small trees and thousands of seeds. It was hoped to transform barren Baker, Howland, and Jarvis Islands into oases for future air line bases.
William T. Miller, of the Department of Commerce’s Bureau of Aeronautics, headed the party, which included 9 youths who will gather meteorological data.—Herald Tribune, New York. Honolulu, Jan. 10 (UP).
The submarine Shark was commissioned yesterday as the U. S. Navy’s newest fighting ship. The ship was built by the Electric Boat Co. Captain Thomas Withers, commander of the U. S. submarine base here, commissioned the vessel by hoisting the colors as Lieutenant C. J. Cater read his orders as commanding officer.—Tribune, Chicago. New London, Conn., Jan. 26.
A contract for the construction of six Coast Guard 55-foot patrol boats, bids for which were received on October 1 at Washington, D. C., has been awarded to the Russell Dry Docks, Inc., Long Island City, N. Y., at a cost of $27,000 each. —Marine Progress.
Rear Admiral Richard E. Byrd said here yesterday he is considering a third expedition to the antarctic regions.
“I’ve never said that publicly before,” he grinned.
Just when he will start he was unable to say. He expects the vast amount of data gathered on his second expedition, which affects 22 branches of science, will be assembled and published before another two years have passed.—Star, Washington. Sacramento, Calif., January 22.
The Secretary of the Navy announced today that beginning the first of the year all Builders’ Risk Insurance would have to be underwritten by American companies. At the insistence of the Secretary of the Navy that this insurance be of American origin and by the co-operation of American insurance companies this has been made possible for the first time in the history of the Navy.
Ten years ago 90 per cent of all Builders’ Risk Insurance on American men-of-war was underwritten by foreign companies, although during the past decade American insurance companies have been absorbing an ever increasing amount, so that vessels building during the past year have had about 70 per cent of their total insurance underwritten at home.—Press Release.
The Secretary of the Navy announced today that the midshipmen’s practice squadron consisting of the U.S.S. Wyoming and Arkansas will be augmented this year by the Texas from the fleet. The Texas will arrive in Hampton Roads on or about May 1, and upon the completion of the summer cruise of the midshipmen will rejoin the fleet in the Pacific.—Press Release, January 16.
GREAT BRITAIN
Proposed Exchange of Data
Star, Washington, January 31.—A proposed agreement among the United States, Great Britain, France, and Italy for an annual exchange of naval construction information was submitted the International Naval Conference today by the technical subcommittee.
Authoritative sources forecast that the project would win quick approval from the four sea powers.
The agreement, as drawn up by the subcommittee, provided that the powers should inform each other within the first 4 months of each year of their entire fleet building program for that calendar year.
This information would apply to all vessels of more than 100 tons.
Keels could not be laid down until 4 months after the exchange of information. If there were any radical change in the programs after the exchange, then there would be a new notification and a further 4-month delay in laying down keels.
Were there some alteration in the plan of any ship after the keel was laid down, then the other powers would be notified, but there would be no further delay in construction.
After a ship has been launched, the powers, under the proposed agreement, must inform one another if there has been any further change in the original construction plan.
During the life of the agreement the powers could arrange at any time for consultations with one another. This step would be entirely voluntary.
The French delegation had sought to make this provision mandatory, with Geneva set as the place for meetings. The Americans objected, however, feeling that such a provision might link the 4-power agreement with the League of Nations, or give that impression.
The agreement also, as reported by the subcommittee, would provide that the participating powers need not specify the exact number of planes they had aboard airplane carriers, but only the approximate number.
This provision would protect the secrets of the American carriers, the numbers of planes attached to which are not made known officially to foreign powers.
Although Japan has withdrawn from the conference, some delegates believed that nation probably would conform voluntarily to any conference agreement, to prevent a naval building race after the Washington and London naval limitations treaties, denounced by Japan, expire at the end of this year.—London, Jan. 31.
The 4-power naval conference unanimously adopted a plan for annual confidential exchange of their construction programs today in a determined effort to diminish the threat of a world naval race.
Great Britain, the United States, France, and Italy then decided to push as rapidly as possible toward a general treaty on limitation of sizes and types of ships and calibers of guns.
The plan adopted today will be incorporated in that treaty. Then the powers hope to get Japan, Germany, and Russia to agree later, by formal signature on voluntary adherence, to the conference agreement.—Sun, Baltimore. London, Jan. 31.
Japan Walks Out
Herald Tribune, New York, January 16.— Japan’s delegation withdrew today from the 5- power naval conference, following the refusal of the other powers to grant parity to her.
As the Nipponese delegates went out the door of Clarence House there departed with them all hope of continuance of the ratio system provided by the Washington and London limitation treaties, the only effective instruments of disarmament fashioned since the World War. All that stands as a barrier to a world-wide naval race now are common sense, economic necessity, and the fragile hope of something important being accomplished at the succeeding 4-power conference among Great Britain, the United States, France, and Italy, which convenes tomorrow.— London, Jan. 15.
Warships Completed in 1935
Times, London, December 31.—During 1935 there have been 25 war vessels completed for the British Navy compared with 20 in 1934 and 12 in 1933. The increase is due partly to the completion of vessels deferred from earlier years owing to economies in the Navy estimates to assist in balancing the budget, and partly to an increase in vessels for the Dominions. The principal ships completed were 4 cruisers, compared with 2 each in 1934 and 1933. One of the 4 is the Sydney, for the Australian Navy, temporarily lent for service, with the Second Cruiser Squadron at Gibraltar.
The 8 destroyers completed compare with 10 in 1934 and 4 in 1933. There were 4 submarines finished against 2 in 1934 and 4 in 1933. The sloops completed number 9, compared with 6 in 1934 and 2 in 1933. Two of them were for the Indian and Australian Navies, the Indus and Yarra; and 2 others were the first of new types, the Kingfisher (coastal sloop) and the Enchantress (convoy sloop and Admiralty yacht). There were 3 general service sloops and 2 for mine sweeping. A still larger number of vessels (about 32) is expected to be passed into service during 1936.
Red Sea Activities
Tribune, Chicago, January 20.—Great Britain continues with increasing rhythm the building up of her armaments in the Red Sea.
With the African conflict in its fourth month, Britain is bringing her Red Sea force to a high state of military efficiency.
At Port Sudan, the principal port for the Anglo-Egyptian Sudan, and through which much of the growing Sudanese cotton trade flows, are found 2 big naval guns newly planted at the entrance to the harbor. Workmen were digging emplacements for other guns alongside of them.
Residents of the port said the British forces there had been increased by nearly 1,000 men. In the harbor were 2 light cruisers. Three airports have been leveled.
Port Sudan is less than 300 miles from Massaua, in Italy’s colony of Eritrea.—Aboard the Giusseppe Mazzini, en route from East Africa to Italy. Jan. 19.
Various Notes
The following vessels are due to pass into service for the Royal Navy during 1936:
Cruisers Amphion (to become flagship, Africa station), A polio (to join American station), and Penelope (to join Mediterranean station).
Flotilla leaders Grenville and Hardy; destroyers Greyhound, Griffin, Garland, Gallant, Gipsy, Grenade, Grafton, and Glowworm (1933 program), Hero, Havock, Hasty, Hunter, Hereward, Hotspur, Hostile, and Hyperion (1934 program).
Submarines Grampus, Narwhal, and Seawolf (1933 program).
Sloops Aberdeen (to relieve Bryony in the Mediterranean), Fleetwood, Niger, Salamander, Mallard, and Puffin; surveying ship Stork.—Army, Navy and Air Force Gazette.
With reference to the order for coastal motor boats placed by the Admiralty, Sir John Thomycroft, in a letter to the Times, says that all the previous coastal motor torpedo boats were designed by his company, and it is of some significance that, although no boats have been purchased by the British Admiralty in recent years, no less than 35 Thomycroft C.M.B.’s have been supplied to foreign powers. Improvements have been made both with the special type of motors necessary and in the boats themselves, those now under construction by his firm for a foreign government having a maintained speed of well over 40 knots, carrying their full load of torpedoes, and a crusing radius of over 800 miles.—Army, Navy and Air Force Gazette.
The new cruiser Apollo is to commission at Plymouth today. Her acceptance trial will be carried out tomorrow. The Apollo is expected to replace on the America and West Indies Station the Danae, which returned to Devonport on November 18 and has reduced to reserve. Captain M. J. C. de Meric, M.V.O., late Assistant Director of Naval Equipment and formerly in command of the cruiser Dunedin on the New Zealand Station, assumed command of the Apollo in September.
With the completion of the Apollo there are 55 cruisers on the list of the Navy, including 3 which are due to be prepared for sale—the Brisbane, Castor, and Constance (completed in 1915- 16). Of these 55 ships 33 are within the age limit of 16 years adopted in the London naval treaty as the assumed length of life for cruisers laid down before December, 1919, and 22 are over that age limit.—Times, London.
The destroyer Hostile is to be launched by the Scotts’ Shipbuilding and Engineering Co., Ltd., Greenock, on Jan. 24. Her keel was laid on Feb. 27, 1935. No vessels of the Hero type, to which the Hostile belongs, have yet been put afloat. They are to have a displacement of 1,350 tons, geared turbines of 34,000 hp., a speed of 35j knots, and an armament of four 4.7-in. guns, 7 smaller guns, and 8 torpedo tubes. The Hostile should be ready for service about August next and the other vessels of the type during the autumn.—Army, Navy and Air Force Gazette.
The British government made a sharp upward revision January 20 of its views on the maximum sizes of battleships, other types of warships, and gun calibers. This development, reported by authoritative naval circles, apparently was a result both of Japan’s withdrawal from the international naval conference and of the Italo- Ethiopian War.
Formerly the British wanted to reduce the maximum size of battleships from 35,000 tons to 26,500 and to reduce naval guns from a maximum of 16 inches to 12 inches. Now they have decided battleships of more than 30,000 tons displacement are not too big, and they are more favorably inclined toward guns closer to the size of the present maximum. It was understood the British had revised their views on other types of naval vessels as well.—Times, New York, Jan. 21.
FRANCE
The Naval Budget
Revista Mariltima.—To Deputy Jacques Stem has been entrusted, as in former years, the report on the Navy budget, which is to be examined by the committee on Finance of the Chamber.
Up to now the budget was divided into two large categories of expenses: in one part the appropriation for exercises; in the other part, those for new construction, destined to permit replacements of the fleet, of the naval depots, and of equipment and tools.
In the desire to present for 1936 a balanced budget, the government has been indoctrinated to understand under the title of “Budget of the Navy,” only those expenses included in appropriations for exercises and maintenance, transferring the second part of the old budget in a fund called “war materials and material for labor.”
The appropriations asked for 1936 will be larger than those for 1935, in order to reduce entirely the slowness of construction and the deficiencies in armaments permitted for 4 years in order to show the pacific intentions of France as well as contribute to a balanced budget.
The budget will carry 3,429 million francs, an increase of 526 million over the preceding budget. But the real increase is not over 115 million francs, since in 1935 the Navy disposed of appropriations totaling 3,482 million francs because of supplementary appropriations or special accounts, which have been or will be voted.
The work of budgeting is divided as follows:
Personnel.—Because of German rearmament and the English-German Naval Agreement, it has been found necessary to increase the enlisted personnel by 4,650 men, an increase already in progress. As concerns the officers it has become necessary- to place into effect the dispositions of the law of March 5, 1925, which from 1931 on had been disregarded for economical reasons.
This increase in personnel has not altogether increased the costs of appropriations because of reductions in pay, assets, securities, etc. From 1,287 million francs in 1934, it has dropped to 1,228 million in 1935, and will drop to 1,144 in 1936.
Material and work of maintenance and exercises. —The increase in the activity of the fleet, grown in numbers and power, must evidently bring a reasonable increase in the expenses of such a nature. But thanks to the general low level of costs of industrial materials, this increase is insignificant; it will be 373 million in 1936 as compared with 347 1/2 million in 1935.
New work.—The appropriations in this category are united under two large titles: (1) New construction of ships and airplanes. (2) New work relative to the servicing of major units (port works, tanks for combustibles). For this second item the appropriations will be reduced from 501 million francs in 1935 to 332 million for 1936.
However, for new construction the budget officer asks an increase of appropriations because of the internal situation; 1,547 million as compared with 1,213 million francs in 1935. The appropriation for naval aviation follows an analogous increase; 307 million francs as against 287 1/2 in 1935.
Superdestroyers
Naval and Military Record, January 9.— Under the present arrangements the six 2,610-ton superdestroyers of the Audacieux class, which are all on the right side of their trials, are to form two “divisions légères,” one in the Atlantic and the other in the Mediterranean. The Rateau-turbined Terrible (45 knots), Audacieux (43 knots), and Fantasque (42.9 knots) have joined the flag of Admiral Darlan at Brest, and form the 10th Division Légères, under Captain Platon. The Parsons-turbined Indomptable, Matin, and Triomphant, which have all done 43 knots or very nearly while developing over 95,000 hp. are preparing to join the flag of Admiral Mougét in the Premiere Escadre, where they will form the 11th Light Division. The trial speed, though unprecedented, is not the most pleasing point in those vessels in the eyes of officiers de vaisseau caring primarily for fighting value. No doubt it is a good thing for a new unit to shine on trial day, as it fosters healthy emulation among the builders and engineers; but fighting capabilities and endurance under all weather conditions are really what matter most. In that respect the Audacieux, as well as her sister- ships, is a success, as may be seen in comparing her with the Cassard, of the previous series.
The Audacieux is built on the same lines, with an increase of 150 tons in displacement and of 10 feet in length (400 feet against 430), but her engines are more powerful by nearly 10,000 hp., her fuel supply has been increased to 600 tons, giving her a cruiser radius of action (2,500 miles at 25 knots). The suppression of heavy tripod masts and the considerable reduction effected in top hamper, while contributing to the stability of the gun platform, enabled a larger share of the displacement to be devoted to armament and ammunition as well as to the strengthening of the hull. There are two supplementary 21-inch torpedo tubes; the 5.5- inch guns are of 50 caliber length (instead of 40), have a longer range, and are better disposed for quick salvo firing (up to 16 rounds a minute). Recent artillery tests under realistic conditions answered expectations. Superdestroyers have tactics of their own which are gradually perfected through lively practice in the course of high-sea exercises and grandes manoeuvres. Also, the Audacieux type offers a smaller target than previous contretorpilleurs. Their all-round robustness is such that no vibrations detrimental to accurate firing are felt under 35 knots. There are 11 water-tight bulkheads.
French Naval Exercises
Times, London, January 9.—In consequence of reports from various quarters to the effect that the 2nd Squadron of the French Navy, now stationed at Brest, was being sent to re-enforce the 1st Squadron in the Mediterranean, and would be there on January 20, when the question of the oil sanctions comes up for discussion at Geneva, the Ministry of Marine issued a statement this evening in which the scope of the fleet movements was made clear.
The 2nd Squadron will leave Brest on January 14 for a training course and exercises lasting for a few weeks on the west coast of Africa. The squadron will arrive at Casablanca on January 18, and will visit Port Etienne and Dakar between January 26 and February 6. At Dakar they will be joined by the cruiser Emile Berlin, the destroyer Audacieux, and the submarine Surcouf from the Antilles. The whole squadron will return to Casablanca on February 11 and will be based on that port until February 17. It will then sail for home waters, visiting Spanish ports on the way, and will return to Brest, according to present arrangements, on February 26.
Enlisted Personnel
Marine-Rundschau.—The enlisted personnel of the French Navy according to latest regulations is composed as follows:
(1) “Appelés."—Men who have been called to colors under the conscription law. Since March 15, 1935, the length of their service is 2 years. It was formerly 3 and even 5 years, and had most recently been lowered to 1J years. Before the war the French Navy conscripted nearly no men at all for the Navy. Today the French Navy takes conscripted men only when all other sources of supply fail.
(2) “Inscrits maritimes.”—Were formerly the most valuable material for enlisted personnel of the Navy. They are professional seamen who since the war have found better opportunities in civil life and in the Merchant Marine. Accordingly this group is much smaller in number than is desired.
(3) “Engagés volontaires."—Men who voluntarily enlist for a term of 5 years. Many of them are graduates of naval training schools. The proportion of these men in the French Navy increases steadily and they form the backbone of the enlisted personnel
(4) “Rengagés et admis.”—Men who belonged to the group mentioned under 5; they are men who re-enlisted. They serve at least 10 years in this group, become petty officers, and are retired with a cash bonus.
(5) “Indigenes.”—Colored natives of French colonies who serve mainly as cooks and mess boys.
"France” Type of Battleship
Naval and Military Record.—The first of the two 35,000-tons cuirasses voted by Parliament was laid down on October 22 last in the Salon dry dock, which was vacated a fortnight earlier by the 26,500-ton Dunkerque. Just like the last- named battleship, she will be built in two sections, the Salon dock’s length not exceeding 792 feet. The 26,500-ton Dunkerque is 710 ft. long, the France will be 800 ft. long, while the width is 101 ft. for the former and 108 ft. for the new ship, which means that both types have similar hull lines, the France being a larger Dunkerque, with some 160,000 hp., against 100,000 hp., and the same sea speed of about 29.5 knots. It is hardly necessary to say that the hull lines selected are the result of exhaustive tank experiments. The Paris Section Technique are satisfied that the compromise arrived at will answer expectations, and their opinion must be said to have some weight in view of the success of the 10,000-ton croiseurs légers and of the 2,600-ton contrelorpilleurs in the matter of economical speed. The performances of the giant liner Normandie also testify to the proficiency of Gallic ingenieurs in the field of hull designing. The France appears to be built on finer lines than all battleships in existence and to be meant for battle-cruiser speed, but without any sacrifice in protection; hence an interesting problem.
Various Notes
It is known that the old life buoy now in use is very heavy and not easy to manage. Frequent attempts have been made to remedy this fault, and recently a new type buoy was made utilizing a special product: ébonile-mousse, the density of which is extremely small, 0.01. This material also is not liable to putrefaction, as is the present type. After the concluding tests on this buoy have been made, they will be issued to all ships.—La Revue Maritime.
Commandant de Reserve Réné Fonck has been put at the disposal of the French Air Ministry for a year in order to collaborate in the study of modifications and improvements in air fighting and in new methods of construction. Rene Fonck is probably one of the few war pilots who has had any experience in the practical use of heavy caliber guns in the air, and, as all the new French fighters are being armed with moteur-canons, his job will be to develop new tactics.—The Aeroplane.
GERMANY
Naval Program
Revista Marittima.—Noteworthy are the progresses made by the German Navy after Germany has retaken the right to rearm.
In the list published by the Marine Verordungsblatt, they represent 7 battleships (3 of 10,000 tons, the Deutschland and the Admiral Scheer, already completed, and the Admiral Graf Spee, which is now under construction and will go in commission sometime during this winter; then two of 26,000 tons under construction in keeping with the English-German accord, and which will replace, respectively, the Elsass and the Hessen); 9 cruisers (3 of 10,000 tons begun in keeping with the above mentioned agreement; the Berlin and 6 of 6,000 tons; the Emden, Königsberg, Köln, Karlsruhe, Leipzig, and Nümberg).
There is no new construction of destroyers under way. As for submarines, there are in the list the 250 ton units, from the U-l to the U-21, already in commission and assigned to station in the Baltic.
The complete list of ships is as follows:
Ships of the line.—Hessen, Hannover, Schleswig-Holstein, Schlesien (this last performs the duty of school ship).
Battleships.—Deutschland and Admiral Scheer, Admiral Graf Spee; the “D” (26,000 tons) as replacement for the Elsass; the “E” (26,000 tons) as replacement for the Hessen.
Cruisers.—Berlin, Emden, Konigsberg, Karlsruhe, Koln, Leipzig, Nürnberg, of 6,000 tons; the “G” (10.000 tons) as replacement for the Berlin; the “H” (10,000 tons) as replacement for the Hamburg.
Other than the submarines already mentioned, there are in the list the screening units F-l to F-10, the fast motor boats S-l to S-15, the mine sweepers R-l to R-20. Some of these units are still under construction.
There are also the units for hydro- graphic services, for supplies, for supervision of the fisheries, and for training. The dispatch boat Grille is to be used for inspection cruises, and is placed at the disposition of the “Fuhrer” for his visits to the fleet. The Bremse and the Brummer (these last still under construction) are gunnery school ships.
The submarines of 250 tons were secretly begun at the end of last year (1934) but the German government did not give official news of it until the end of April, 1935. Officially they were not to have been constructed before the month of June, 1935, but all the various parts were ready for some time and it took but a few weeks to assemble them. The speed on the surface of these submarines is 14 knots. They carry 3 or 4 torpedo tubes forward. The bow is equipped with a net cutting device. Some cables spread out from bow to stern to protect the hull from anything that may obstruct the movement of the boat. These units must have been built particularly for training purposes and for coast defense.
There are in addition 16 larger submarines under construction. These go up to 850 tons. Many of these will be in service before the end of the year.
Naval Air Force
Herald. Tribune, New York, December 27.—General Hermann Wilhelm Goering, in the first public report of the German Air Ministry, which he heads, tonight revealed to the world sweeping air force provisions of the Anglo-German naval agreement reached last June.
The report, entitled “German Air Force Manual,” revealed that Great Britain had placed the seal of approval on Nazi torpedo-carrying seaplanes, bombers fitted with machine guns, large aircraft carriers, warships fitted with seaplane catapults, and seaplanes for spreading smoke screens.
The Versailles Treaty, by which Britain, France, and the other victorious allied powers endeavored to bind Germany to weak and crippled land and sea forces, absolutely prohibited a German army or navy or navy air corps. Goering’s report indicated another step in Germany’s escape from the military shackles clamped upon her 17 years ago.
The report stressed the defense value of airplanes, although aircraft carriers, which are to be built by Germany up to 47,000 tons under the Anglo-German agreement, generally are regarded as an offensive weapon.
In the preface to the annual Goering wrote, “An air force is necessary also as an instrument for the navy, especially in war time, and at the same time is vital for coast defense in case enemy warships attempt bombardment of our shores.”
Other high officers of the air force— which only recently emerged from the undercover activity in which it engaged under the guise of “sports clubs”—contributed to the annual articles stressing the important role airplanes would play in future wars.
They said they believed any navy would be handicapped severely without an assisting “air fleet of flying scouts and bombers,” which should be “the eyes and ears of the admirals.” Other articles said that the German Navy was especially meant for coast defense and that it therefore needed the aid of a strong air force.
Heavy seaplanes, possibly comparable to the French Lieutenant de Vaisseau Paris and British 4-motored flying boats, will be constructed by Germany. Bombers will be equipped with a special dropping mechanism insuring the most efficient and rapid fire, the report said.
Crews of the navy air fleet will be picked chiefly from navy ranks and trained in air schools. The men will be imbued with a spirit of bravery for the carrying out of air missions in war time in which the pilot and plane are sacrificed for a naval objective.
The seaplane services will have their own commander but, when fighting as auxiliary to the Navy, will be under command of an admiral.—Berlin, Dec. 26.
Battleship Commissioned
Times, London, January 7.—The 10,000-ton battleship Admiral Graf Spee, the third of the so-called “pocket” class in the German Navy, was ceremonially commissioned at Kiel today.
Messages from Admiral Raeder, the Commander in Chief of the German Navy, and Admiral Forster, the fleet commander, to the captain and crew pointed out that the ship bore the name of the Admiral who commanded the German cruiser squadron on the glorious day of Coronel and in the heroic battle at the Falkland Islands. Themotto of the battleships ’complement, like that of Admiral von Spee and his men, would be for now and for all time “Faithful unto death.”
Captain Patzig, who commands the battleship, briefly addressed his men. In all their actions for Germany’s greatness and honor they would be guided, he declared, by the high example set by Admiral Graf Spee, and over the battleship would fly the freedom flag of the German Reich as a symbol of German strength, unity, and power of defense.
The battleship carries as her main armament six 11-in. guns. Her Diesel engines develop a maximum of 54,000 hp., and her designed speed is 26 knots. She is the last of the “pocket” class, which were ingeniously designed with the object of making the most formidable weapon possible out of the ships of 10,000 tons to which Germany was restricted under the Versailles Treaty. The two battleships now under construction are each of 26,000 tons.
New Warships
Herald, Washington, January 26.—Germany plans to lay down two new battleships and an aircraft carrier shortly, Hector C. Bywater, naval correspondent of the Daily Telegraph, claimed to have learned authoritatively today.
The new construction would be in addition to 112,000 tons of warships already being built. The new battleships, Bywater said, would be larger than the two 26,000-ton vessels, Ersatz Elsass and Ersatz Hessen, now under construction, and may mount guns heavier than the 9.11-inch ones which the latter carry.
The aircraft carrier, he said, is expected to be not less than 20,000 tons. During the next 6 months, the writer said, the following vessels, all begun secretly between September, 1934, and the spring of 1935, will be launched.
Two battleships of 26,000 tons each; two armored cruisers of 10,000 tons each; 16 destroyers of 1,625 tons each; 18 submarines of 250 to 270 tons each, and 10 escort slops of 600 tons each.— London, Jan. 25. (U.P.)
Warships aggregating 110,500 tons are under construction in German shipyards, the naval monthly, Marine-Rundschau, said Saturday in a survey of the Reich’s fleet building progress at the beginning of 1936. The ships include 2 battleships of 26,000 tons each, two 10,000-ton cruisers, 16 destroyers, 16 submarines and 10 auxiliary craft. In addition, “plans for the first aircraft carrier and additional battleships are in preparation,” the publication said.
The survey emphasized that “the three outstanding developments in Germany during 1935” were: Restoration of compulsory military service; the naval agreement with Great Britain (which permits Germany to build up to 35 per cent of the British fleet tonnage); creation of a new war flag (the “Reichs Kriegsflagge,” which incorporates the Nazi emblem, the swastika).—Herald Tribune, New York. Berlin, Jan. 18. (A.P.)
Various Notes
New German torpedoes are reported to have two unusual improvements: propulsion by electricity thus escaping the tell-tale trail of air bubbles, and the invisible discharge from the torpedo tube without the usual upheaval on the surface due to a rush of air from the tube.—Honolulu Advertiser.
Hoping to increase man power commensurate with Germany’s increasing naval and military construction, the government today opened enlistment to volunteers for the Navy and Coast Defense corps.—Honolulu Advertiser. Berlin, Dec. 28.
The German Lufthansa has placed an order for a third floating aerodrome with the Howaldts works at Kiel. The company has at present two ships employed as floating aerodromes for the Domier Wal flying boats used on its South Atlantic mail service. The third ship is stated to have been ordered because of the necessity for one of the others occasionally to be withdrawn for docking and overhauling, but the decision to build it has also been influenced by the Lufthansa’s proposed North Atlantic service. The new vessel will also be equipped with a catapulting apparatus. She will have a speed of 15 knots and will be in commission by about May next.— Nautical Gazette.
Because of the execution of the new naval program this year, 150 officer candidates were admitted to the Naval Academy at Flensburg- Mürwick, instead of 50 as has been the custom. The number of school ships has been increased. The old battleship Schliessen (1906) has been withdrawn from active service and placed in the training division. It will soon be replaced in the fleet by the Graf Spee.—La Revue Maritime.
The two battleships Scharnhorst and Gneisenau will be armed with twelve 280-mm. 11-inch guns, in 4 triple turrets, capable of firing 3 shots per minute. In addition, these ships will have a large number of 150-mm. (6-inch) guns.
The 10,000-ton cruisers, now under construction, will be armed with nine 203-mm. (8-inch) guns placed in 3 triple turrets.
During the latter part of November a preparatory school for fleet instruction was opened at Dubrow. It will furnish young officers, trained in the school of the ship and in signal communications, for warships and merchant ships.—Le Yacht.
ITALY
Various Notes
The speed of new battleships and cruisers is growing. The Vittorio Veneto and the Liltorio now being built at Trieste and Genoa, respectively, are designed for 32 knots. Cruisers of the Trento type have now a speed of over 39 knots, and light cruisers have reached a speed of 43 knots as in the case of the l’Alberico da Barbiano. This compares with the speed of a French destroyer, the Cassard, which has attained 43.4 knots. A good deal, however, depends upon the conditions under which these tests are made.—The Navy, London.
In May, 1935, General Valle, the Italian Undersecretary of State for Air, said “times are such that they do not permit dispersion of energy for any other reason than the most methodical and severe military preparations.” No secret has been made of the fact that Italy has been preparing for a vast expansion of all her forces and is specially proud of the progress made in equipping and reorganizing her air force. The keynotes of her expansion are the provision of large numbers of long-range bombers and high-performance fighters. Early in 1935 she could boast of some 1,500 front-line aircraft which, by now, have probably been increased to 2,000. Not all these are likely to be completely modern, but we are assured by General Valle that there will soon be no old aircraft in the Italian forces. The personnel now numbers 46,000, a rapid increase made possible by the calling up of reserves. Italy has only one small aircraft carrier, but her bases of operation in the Mediterranean are of such strategical importance that she is not under so great a disadvantage in the event of a European war as those other countries better equipped for naval warfare. There can be no doubt that she has been developing the long-range bomber in consideration of this vital point, and it has certainly added a further complication to the problem of Mediterranean supremacy.—Army, Navy and Air Force Gazette.
Italian naval aviation is to be considerably re-enforced. The number of scouting and bombing squadrons attached to the Navy will be increased from 24 to 30 with 270 planes. Battleships and the later cruisers are each equipped with 4 planes. Six seaplanes have been placed on board the Miraglia, recently sent to East Africa.—Le Yacht.
The Turkish government has informed the Italian government that it will continue its coal shipments without interruption. Actually on route from Turkish ports on the Black Sea are 70,000 tons of coal for Italy. For the transport of petroleum to Rome without transshipment, Dutch tankers of 500 to 600 tons have been secured by the Italian government, on time charter.
In addition, Chile has decided to continue the transports of nitrate and copper to Italy.—Journal de la Marine Marchande.
JAPAN
Navy Budget
Japan Advertiser, December 25.— Studying the effects of possible inflation of future Navy expenditures upon the finances of this country, the economic investigation committee of the Tokyo Clearing House on Monday invited Paymaster Vice Admiral Haruichi Murakami, director of the Budget Bureau of the Navy Ministry, to discuss the matter. All members of the committee were in attendance, headed by Mr. Hirozo Mori, chief director of the clearing house, and Mr. Kenichiro Shimizu, vice-governor of the Bank of Japan. According to the Japanese papers, Vice Admiral Murakami made the following replies to the questions:
The Navy, like the public at large, is thinking seriously of the need to readjust defense expenditures and state finance. On this basis, the Navy has asked only for such appropriations as seemed absolutely necessary. The outcome of the London naval conference is difficult to foretell, as it is in full swing.
If Japan’s proposals are accepted by the powers, naval expenditures will decrease and armament burdens will be reduced. Even though the disarmament conference fails, it is not believed that naval expenditures will rise very considerably over the days when Japan was under the restraint of the Washington treaty. With such funds the Japanese Navy is able to equal the navies of the other powers.
Vice Admiral Murakami also made a detailed explanation of the main items in naval expenditures, but figures were not made public. Rengo gives the following comparison between the budget for the current fiscal year and the demands for the next.
| Demanded for 1936-37 Fiscal Year | 1935-36 Fiscal Year’s Navy Budget | Increase |
Ordinary. | 236,886 | (¥1,000) 215,917 | 20,968 |
Extraordinary. | 314,970 | 313,865 | 1,104 |
Total....... | 551,856 | 529,782 | 22,072 |
The committee will also ask a responsible Army officer to make a similar explanation in the near future. The Yomiuri reports that Vice Admiral Murakami’s explanations have removed the uncertainty of the banking community with respect to future naval expenditures.
The Army budget for the next fiscal year amounts to 507,502,000 yen, gaining 11,355,900 yen in ordinary accounts and 3,187,700 yen in extraordinary accounts, or a total of 14,543,700 yen, over the present fiscal year’s budget. According to the Nichi Nichi, about 170,000,000 yen is likely to be spent in industrial circles, and 30,000,000 yen in agricultural circles with a total of 200,000,000 yen or so. This is an increase of about 20,000,000 yen over the amount distributed in industrial and agricultural circles for the present fiscal year.
Two naval replenishment programs designed to bring the Japanese strength to the full limits allowed by treaties are now under way and will be completed in 1936 simultaneously with the termination of the treaties.
The first replenishment program, approved soon after the London treaty was concluded, called for four 8,500-ton cruisers, one 7,100-ton aircraft carrier, 12 destroyers, 9 submarines, 1 submarine tender, and 13 small vessels, as well as 14 aircraft squadrons. The total cost was put at 372,000,000 yen ($104,280,000).
The second program, approved by the Diet two years ago, comprises 2 aircraft carriers, one of 10,000 tons and the other of 8,000 tons; 2 cruisers of 8,500 tons each, 14 destroyers, 6 submarines, 16 torpedo boats, an unspecified number of smaller craft and eight aircraft squadrons. The total cost was put at 431,000,000 yen ($124,990,000).
According to the newspaper Hochi, all vessels of the first replenishment program have been laid down, and the second program is nearly half completed with 17 vessels launched.
Although there has been much talk about framing a third program, none has been presented so far.—Herald Tribune, New York.
A Japanese Navy training squadron will visit ports on both the west and east coasts of the United States this year, it was learned tonight in naval circles.
The old cruisers Iwate and Yakumo, carrying several hundred naval cadets, will leave Japan in April and visit San Francisco and Los Angeles, from where they will go to New York via the Panama Canal.—Herald Tribune, New York. Tokyo, Jan. 10.
Various Notes
Japanese warships steamed into Swatow Harbor and prepared to land armed marines and sailors to avenge the murder of a Japanese policeman by a Chinese terrorist, a dispatch to the London Daily Express stated. It had been announced in Tokyo yesterday that the cruiser Yubari had been ordered to Swatow, and Hongkong reported 4 Japanese destroyers also en route. The spark for a new clash between China and Japan was believed kindled. The Japanese policeman was slain while off duty, riddled with 6 revolver shots, the Daily Express dispatch reported.—Herald, Washington, Jan. 23.
The naval budget for 1936 is 551 million yen, an increase of 21 per cent over that of 1935. The Secretary of the Navy had asked for 710 million yen.
On November 25, the destroyer Kasasagi of the 1934 program was launched. It is a 600-ton ship, 80 m. 15 long, (270 ft.) 7 m. 88 (26 ft.) in width, 2 m. 05 (6 ft.) draft, and capable of making 28 knots.—Le Yacht.
The aircraft carrier Soryu, laid down in November, 1934, was launched at the naval dockyard at Kure on December 23. The Soryu (the name signifies Blue Dragon) will be of 10,050 tons, and with engines of 60,000 hp. will have a speed of 30 knots. Twelve 5-in. guns will be mounted for use against hostile aircraft. A sister- ship, the Hiryu (Flying Dragon) has been laid down at Yokosuka.—Army, Navy and Air Force Gazette.
The air force of Japan is an integral part of the Army and Navy. In April, 1935, £6,400,000 was voted for the Navy and £9,330,000 for the Army, to be expended on new-type aircraft and accessories. The military air force consisted of 1,140 front-line aircraft at the end of 1933, although an increase of approximately 300 aircraft was contemplated. The naval air service consisted of approximately 800 front-line machines, which is being increased by approximately another 100 by 1938. Of these totals, about 250 aircraft can be embarked in 4 carriers, while others are carried in battleships. Another carrier is rapidly nearing completion. Many new flying-boat squadrons are to be completed within the next 3 years, which, in view of Japanese interest in the Pacific, is an important indication of their air policy.—Army, Navy and Air Force Gazette.
Whatever the outcome of the naval conference opening here next week, the world has already embarked on a new era in the construction of capital ships, according to the 1935 edition of Jane's Fighting Ships, which will be published tomorrow.
With regard to Japanese naval building, the volume states that “the reports of a Japanese submarine equipped with a small seaplane have been confirmed, but it is not believed, however, that it has found much favor.” Inquiries have revealed that the United States engaged in similar experiments a decade ago and found such a submarine impracticable.
Experts consider more staggering Jane's assertion that the design of some of the Japanese aircraft tenders and auxiliaries suggests “that in an emergency they might be converted into aircraft carriers.”—Japan Advertiser, London, December 5.
Lieutenant Commander Noboru Totsuki, commander of submarine No. A-56 of the 19th Submarines Flotilla at the Kure Naval Station, was fatally injured early yesterday morning when a motor boat in which he was riding was capsized by heavy seas in Kure Harbor.
In a similar accident the same morning in the same harbor, Third Warrant Officer Matashiro Koma was drowned when another motor boat floundered.
Two other officers from the boat occupied by Lieutenant Commander Totsuki were injured and a third is missing and is believed to have drowned. Lieutenant Commander Totsuki, who was knocked unconscious in the accident, was taken to the Kure naval hospital, where he died four hours later.—Japan Advertiser.
OTHER COUNTRIES
Greece
The Greek government is building in the United States two new transatlantic liners of 22,000 tons each. A Greco-American company which will establish this service on the Piraus- New York route will receive an annual subsidy of £12,000 for that purpose.—The Navy, London.
Holland
The Holland government has prepared a program for the re-enforcement of its Navy. This program calls for the construction of 12 torpedo boats, 18 submarines, and 54 large seaplanes.— Le Yacht.
Irish Free State
The Free State Regular Army in 1935 was slightly below the strength provided for in estimates, and the Volunteer Force was more than 10,000 N.C.OS. and men short of its proposed 23,000. The present strength of the defense forces is as follows: Regular Army, 570 officers, 5,183 o.rs.: Reserve, 237 officers, 5,541 o.rs.: Volunteer Force, 83 officers, 11,592 o.rs. The strengths provided for in the estimates are respectively: 583, 5,300; 250, 5,800; 100, 23,000.
In the near future the regular Army is to be provided with uniform of a light field grey, instead of the green which it has worn since its foundation 13 years ago.—Army, Navy and Air Force Gazette.
Sweden
One of the most interesting warships which has visited this country for many years is shortly to be seen at Gravesend and Leith. This is the Gotland, recently completed for the Swedish Navy, in which are combined the functions of cruiser and aircraft carrier. The design is unique, although something like it has been frequently suggested. The displacement of the Gotland is about equal to that of the British cruiser Arethusa, and the armament of 6-in. guns, smaller guns, and torpedo tubes is also about the same. But whereas the Arethusa has machinery of 64,000 hp. in order to give her a speed of over 32 knots, the Gotland is content with 33,000 hp. and a speed of 27 knots. Possibly also some weight has been saved in the Gotland's armored protection, although it is not possible to make an exact comparison in the absence of complete figures. Almost certainly, too, there is a big saving on fuel load in the Swedish ship, not only because of the reduced engine power but because the Arethusa's radius is very great—she could steam for 12,000 miles on one load of oil—and much greater than the Gotland would require. Thus it has been possible to provide accommodation and equipment for 8 seaplanes, as compared with one in the British vessel. There is not room, of course, for the machines to land on the deck of the ship, so that in this sense she is rather a seaplane transport than an aircraft carrier. When the question of the “aircraft cruiser” was investigated in the United States recently it was adversely reported upon as a compromise not likely to satisfy anybody. The cruiser would be less of a cruiser by reason of having to sacrifice so much space for airplanes and stores, while the carrier could not possibly be so useful from an aviation standpoint as a ship devoted primarily to that duty. For large powers, this view is probably sound, but for those with minor navies, such as Sweden, it is certainly an advantage to combine the gun and torpedo power of a small cruiser with the air power of a squadron of seaplanes. In the coming debates on defense, someone might well ask whether the British Admiralty has considered the utility of such a ship for use on the more distant foreign stations.—Army, Navy and Air Force Gazette.
The budget for the Swedish Navy, voted during the latter part of November was 40 million crowns, an increase of 4 millions over the preceding budget, and 8 millions over the 1933-34 budget. This increase is due to the programs of replacement, rearmament, and training and increase of personnel.—Le Yacht.
Siam
The destroyer N. 11, first of 11 ships ordered by the Siamese government from the shipyards at Monfalcone, completed its speed trials with great success. It attained a speed of 32.54 knots instead of 30 knots stipulated in the contract. According to information in the press, the Siamese government has awarded Japan the contract for the construction of four 370-ton submarines.—Le Yacht.
Poland
The Polish fleet, at present, is composed of the following ships: The division of destroyers Wircher, Burza, Krakoviak, Podhalinin. The division of submarines Zbik, Wilk, Rys, and the destroyer Kujawiak attached to it. The mine sweepers Kommendanl Pilsudski, General Haller. The school ships Baltyk (school for non-commissioned officers), Mazur (gunnery school), and the Slazak (torpedo school). The transports Iskra and Wilja. The flotilla is composed of 6 monitors, 7 gunboats, and about 20 vedettes.—La Revue Maritime.
Two destroyers are being constructed for Poland at the Samuel White shipyards in England. Their characteristics will be: displacement 1,976 tons; length 380 ft., beam 36 ft., draft 20 ft., speed 37 knots.
The mine layer Gryf being constructed at the Augustin Shipyards at Havre will have the following characteristics: length 540 ft., beam 44 ft., displacement 2,227 tons. The propulsion apparatus will be two 3,000 hp. Diesel engines with which the ship will be able to make 20 knots. Its complement will be 200 men. Its armament will consist of six 120 Bofors guns, three 40-mm. AA. guns and 300 mines.
The Gdynia shipyards are constructing 4 mine sweepers. Three submarines will be built for Poland by Holland.—La Revue Maritime.
MERCHANT MARINE
Naval Architects to Meet
The Shipbuilder and Marine Engineer, January.—Preliminary particulars have been issued of the joint meeting of the British Institution of Naval Architects, American Society of Naval Architects and Marine Engineers, Institution of Engineers and Shipbuilders in Scotland, North-East Coast Institution of Engineers and Shipbuilders, and Institute of Marine Engineers, to be held in New York from September 14-19,1936. The tentative program of events, as received from the American Society of Naval Architects and Marine Engineers, is as follows:
September 14.—Reception and official welcome at the President’s house, Webb Institute of Naval Architecture, New York City.
September 15.—The meeting will be opened in the morning in New York City by the President of the American Society, and papers will be presented. Arrangements will be made for entertaining the ladies of the party during the technical sessions. The afternoon will be devoted to a trip around New York Harbor to view the shipyards and other points of interest, while there will be a banquet in the evening.
September 16.—Papers will be read in the morning, and in the afternoon visits will be paid to the George Washington Bridge, Holland Tunnel, Empire State Building and Radio City.
September 17.—After a trip by steamship to West Point, the party will return to New York, leaving by the midnight train for Washington, D. C.
September 18.—This day will be devoted to sight-seeing in Washington, including visits to the Washington Model Basin and to Mount Vernon and Arlington. In the evening, the party will leave by ship for Old Point Comfort, Va., or remain in Washington as an optional event.
September 19.—Visits will be paid to the shipyard of the Newport News Shipbuilding & Dry Dock Company, Mariners’ Museum, Langley Field, Williamsburg, Jamestown, and Yorktown. In the evening, the party will return to New York by train via Washington, D. C., where those who elect to remain in Washington in lieu of the Virginia trip will join the main section.
September 20.—The party will arrive in New York.
Merchant Construction
Marine Progress, January.—During 1935 merchant ship construction in the United States was at a very low ebb. At no time during the year has the percentage of merchant tonnage under construction in this country exceeded 2 per cent of the total merchant tonnage under construction throughout the world.
The only seagoing merchant vessels now being built in American shipyards are 4 tankers, each of over 12,000 tons deadweight, 2 for the Standard Oil Co. of New Jersey and 2 for the Gulf Refining Co.
In contrast with the dearth of orders for merchant construction in the United States a large number of orders were placed by foreign owners during the year for the construction of merchant vessels abroad. A survey made by a British technical journal shows that during the 2- month period from October 1 to December 1, 1935, contracts for no less than 50 merchant vessels, each of 2,000 gross tons or over, were placed in British shipyards and for 23 additional merchant vessels in German shipyards. Throughout the entire world during this 2-month period, orders were reported abroad for 90 seagoing merchant vessels totaling 586,000 gross tons.
A survey made by the United States Shipping Board shows that on July 1, 1935, the following vessels, each of 2,000 gross tons or over, were under construction in principal maritime nations.
Country Where Building | # o Number of Vessels | Gross Tons |
Great Britain. | 55 | 529,146 |
Germany...... | 31 | 242,426 |
Japan............ | 19 | 107,357 |
France.......... | 5 | 45,764 |
Italy.............. | 3 | 35,100 |
United States........ | 1 | 9,511 |
The survey above referred to shows that on July 1, 1935, there were under construction throughout the world 163 seagoing vessels of which 84 were freighters, 46 were tankers, and 33 were of the combination passenger and cargo type. Only one vessel, a tanker, was under construction in the United States at that time.
Safety at Sea Committee
Marine Progress, January.—At the Accident Prevention Conference held in Washington on December 18 by Secretary of Commerce Daniel C. Roper, a subcommittee on safety at sea was formed.
The chairman, appointed by Secretary Roper, is Walter Parker of New Orleans, the other members being; Billings Wilson of the Port of New York Authority; R. C. Morse, Vice-President, Pennsylvania Railroad Company; S. D. McComb, Marine Office of America; V. R. Sullivan, United States Chamber of Commerce; Daniel McLeay, Washington, D. C.; and Commander H. McCoy Jones and F. L. Adams, both of the Bureau of Navigation and Steamboat Inspection of the Department of Commerce.
Other members from the shipping industry are being invited to join the committee. Chairman Parker presented the following report to Secretary Roper, after the first meeting of the committee, which was held in the office of Joseph B. Weaver, Director of the Bureau of Navigation and Steamboat Inspection in Washington:
Report of Subcommittee on Safety at Sea
A serious situation confronts the United States today with respect to safety at sea. Despite repeated disasters and governmental investigations there still remains to be translated into effective action the necessary legislation to remedy these conditions.
This committee invites public attention to the fact that there exists for the sole purpose of safety of life and property at sea the Bureau of Navigation and Steamboat Inspection, in the Department of Commerce.
The committee finds that this bureau has repeatedly recommended effective legislation to enable it to remedy or materially reduce the deficiencies that were definitely established by the various governmental investigations in the recent marine disasters. Thus far Congress has neglected to act.
In the fiscal year 1935 there were over 10,000 passengers and 21,000 crew on board 806 vessels involved in marine casualties, resulting in 355 deaths and an unknown number of injuries. The committee also notes that the frequency of accidents on shipboard in 1934 increased 20 per cent over the previous year. In addition to these losses there are unknown losses running probably into millions of dollars among small boats for which there are no adequate statistics available.
The committee also finds a great lack of adequate statistical information in any department of the government regarding accidents and property losses in maritime activities, which makes it difficult to accurately appraise the true state of affairs at the present time.
The committee furthermore senses the apparent lack of appreciation on the part of the American public to the conditions existing with respect to the standard of safety in the American Merchant Marine today, and the adverse effect this is having on the use of American ships.
The committe is further of the opinion that the technical research necessary as a basis for improvement of material is well in hand as a result of joint activities under the Special Technical Committee appointed by the Senate Committee on Commerce, and the Technical Section of the Bureau of Navigation and Steamboat Inspection.
The committee feels that the greatest need at the present time is to properly acquaint the American people with the true state of affairs with a view to obtaining their support for the necessary legislation:
(1) To improve construction and maintenance standards
(2) To improve ships’ personnel
(3) To improve operating methods
(4) To improve governmental supervision and inspection.
The committee concludes that the subject is so broad, and that there is so much work to be done in this field of safety, that continuing effort and broader representation on the committee are necessary in order to carry into effect a more definite program. The committee proposes to enlarge its membership and hold further meetings, formulate a program in detail, and engage in an effective line of action.—December 18, 1935.
Shipbuilding in Japan
The Shipbuilder and Marine Engineer, January.—The recent remarkable activity in shipbuilding in Japan is, in great measure, due to the incidence of the Ship Improvement Facilities Act, which first came into operation in October, 1932. The provisions made by this act were to remain in force until March, 1935; but, because of its beneficial effect on the industry, the decision was taken to extend its application for a further 12 months. This decision was implemented by another act, commonly referred to in Japan as the Second Act.
Under the provisions of the first act, 31 ships, with an aggregate gross tonnage of 200,027, were built, all being of over 4,000 tons and having speeds of 15 knots and over. The policy embodied in the act was what may be termed a “scrap and build” policy, and old ships having an aggregate tonnage of more than double that of the new vessels, i.e., over 400,000 tons gross, were eliminated. The amount of the subsidy granted in any particular case depended partly on the speed, but a mean value of 50 yen per ton of new construction may be taken, the total cost of the subsidy having been about 10,400,000 yen.
In the second act, however, the conditions were modified to meet the then existing situation, and the subsidy was based on the speed-length ratio, V/√L. The ships which might qualify for the subsidy were to be of over 4,000 tons gross and were to have a speed-length ratio of over 1:3, where the speed is in knots and the length in meters; while ships which were to be scrapped were to have a gross tonnage exceeding 1,000 and were required to be over 25 years old. The ratio of the new to the old tonnage was 1-1, and the average subsidy payable 30 yen per ton of the new construction, the total appropriation being 1,500,000 yen for new shipping aggregating 50,000 tons gross.
The appropriation under the second act has already been completely allocated, and eight ships—all of over 4,000 tons gross and having speeds of 15 knots and over—were contracted for by August, 1935.
Apart from these subsidized ships, there are a number of fast ocean-going and home-trade ships of various sizes and types, built or being built, for which no exchequer grant has been made. The appropriations have not been sufficient to cover these ships, and, further, the conditions limited the award to ocean-going ships of larger type.
Throughout the period of application of the first and second acts, the majority of the new ships built or being built are of over 6,000 tons gross, the designed speed being in excess of 18 knots. Some, indeed, have speeds of nearly 19 knots.
Safety Plan
Herald Tribune, New York, January 25.—A 7- point program to promote safety at sea on American vessels was outlined yesterday by Howard S. Cullman, vice-chairman of the National Committee on Safety at Sea, speaking before a large group of American shipowners, operators, shipbuilders, naval architects, and marine engineers, at a meeting held in the Port Authority’s Building, 111 Eighth Avenue.
Mr. Cullman suggested also that President Roosevelt appoint a committee of experts to study the personnel problems of the American Merchant Marine with the view of improving relations between the owners and crews and developing an efficient and loyal group of American seafarers who might be depended upon in any emergency.
The program, in part, follows:
(1) Ratification by the United States Senate of the International Convention for Safety of Life at Sea.
(2) Measures to provide trained and efficient personnel for American ships, including the establishment of school ships.
(3) Highest standards of construction and operating efficiency on American ships.
(4) Strengthening and expansion of the Bureau of Navigation and Steamboat Inspection, with adequate pay for the required experts.
(5) Vesting of increased authority in the bureau.
(6) Licensing and registering of all lighters, scows, and similar harbor craft, and issuance of operating permits for small boats so that the same minimum control and regulation might be exercised over transportation on water as is now enforced on land.
(7) The director of the Bureau of Navigation and Steamboat Inspection shall be authorized and directed to make annual recommendations to Congress regarding conditions on American ships affecting safety at sea.
Various Notes
Comparative Summary Statement of Shipbuilding in Private Shipyards of the United States During 1934 and 1935 (Steel vessels each of 1,000 gross tons or over)
[FIGURE]
* Tons: Gross tons for privately owned vessels; displacement tons for government-owned vessels.—Nautical Gazette.
The secretary of the Shipping Board, Merchant Fleet Corporation, S. D. Schell, made a recent statement to the effect that the United States is in a position to refit and place in service on short notice 100 vessels which are now idle, should a national emergency create a shipping shortage. The department has recently classified 270 ships, of 2,276,000 tons (deadweight) under its control. These ships are listed in three classes. The first comprises 52 vessels capable of operation, of which 39 are actually being operated. In the second class are 118 inactive ships, some of which are in fair condition. There are 100 ships in class three, most of which are in such poor condition that expense of reconditioning them would not be warranted.—The Log, San Francisco.
In the recent decision handed down by the Federal Court at San Francisco, the Silver Line motorship Silver Palm was held responsible for the collision with the U. S. cruiser Chicago which occurred off Point Sur, California, October 24, 1933, for which the U. S. Government filed suit for damages amounting to $350,000.00.
Testimony showed that the Silver Palm was proceeding at an excessive speed during a dense fog, 13-14 knots, and that the ship could not be stopped quickly enough when danger was imminent. The log books produced before the court also showed that the master had on other occasions operated his ship at high speed under foggy weather conditions. Further testimony showed that the Silver Palm’s engines could not be reversed in less than “3§ to 5 minutes.”
The presiding judge had previously held the Silver Palm solely responsible. The owners had petitioned for a limitation of liability, contending that the company had no knowledge of faulty navigation by the captain. However, the decision held that officials of the Silver Line cannot limit liability to the value of the ship and cargo, because the master operated his ship at high speed in fog.—The Log, San Francisco.
Statisticians this week blamed nationalistic policies of the trading world and labor troubles on the west coast of North America for a sharp decrease in Panama canal transits and tolls during 1935.
Figures up to and including December 15 showed a decrease of 6 per cent in transits and 8.7 per cent in tolls, compared to the corresponding periods in 1934.
In 1935 tolls of $21,367,713 were paid by 4,814 vessels, while the previous year 5,119 vessels paid $23,393,402 in tolls. Canal statisticians, however, pointed out that the 1935 figures showed an increase of 10.5 in transits and 5.7 in tolls over 1933.
“This ‘buy American,’ ‘buy British,’ ‘buy homeland products’ campaign has resulted in the laying up of a lot of European and American shipping,” they explained.
“Countries have been trying to live within themselves. Consequently, international trade has dropped decidedly with a corresponding loss to shipping.
“The Suez Canal would have shown a far greater loss than we did this year had it not been for the artificial stimulation caused by the Italo- Ethiopian War. As a matter of fact, some traffic which formerly used the Suez Canal is now using the Panama route because the Suez is still on the gold standard.
“Nitrates and petroleum shipments, particularly the former, continue to keep well ahead and to hold up the daily transit average here.”— Star, Washington. Balboa, January 18.
With the Queen Mary nearing completion here to start her first Atlantic crossing on May 27, the Cunard-White Star Line has decided to begin work this year on another $25,000,000 liner to be the Queen Mary's running mate.
Moreover, it was learned today that Cunard officials, despite their traditional caution and reticence, not only expected the Queen Mary to capture the blue ribbon on the Atlantic from the French liner Normandie by doing 32 knots, but believed she could do 35 if necessary.— Herald Tribune, New York. Clydebank, Glasgow, Scotland, Jan. 15.
The captain of a British cargo liner who found 68 castaways still alive after 2 months on an almost unknown island—a tiny piece of land in the Indian Ocean encircled by coral reefs and infested with rats—related his story upon the arrival of the S.S. Clan MacPhee recently.
Captain Arthur Cossar of the Clan MacPhee said that the square-rigged sailing barque Diego, of Mauritius, went ashore off Eagle Island in a gale and the passengers and crew were thought to have perished, for nothing had been heard of them. But as the course of the Clan MacPhee, which was bound for India, took her near the islands of the Chagos Archipelago—where the Diego had last been seen—he was asked to search for them. The survivors—women and children were among them—had got down to the last bag of rice when he found them. An old woman of nearly 100, a 6-month-old baby, and a young European apprentice seaman named Thompson, from Port Louis, were among those rescued. The Clan MacPhee took them off and landed them at Peros Banhos, a larger island in the group.— Tribune, Chicago. London.
An order has been placed with Harland and Wolff, Ltd., Belfast, by the Lamport and Holt Line, Ltd., for a fast cargo liner of 10,000 tons deadweight to be employed in their service between the United Kingdom and the River Platte.
The vessel is to be driven by Diesel engines and is to be capable of a speed of 15 knots. She is to be fitted with luxurious accommodation for a limited number of passengers. It is anticipated that the motor liner will be able to make the passage between the United Kingdom and Buenos Aires in less than 2\ weeks. She is the first ship to be ordered for the Lamport and Holt fleet for 15 years.
Some exceptional features are to be embodied in the design of the vessel. She is to have one large funnel of elliptical shape of which only a small part will be needed for the pipes carrying the exhaust gases. Consequently other portions, which are to have windows or port holes, are to be used for the rooms of the wireless operator and the captain’s bath room. Water for sanitary purposes is to be stored in tanks in upper portions of the funnel. The structure will be joined to the deck houses and will be a continuation of them. The forepart of the decks and the bridge will be rounded, and the intention is that the ship should have a smart appearance.—Times, London.
Secretary of Commerce Daniel C. Roper, on December 17, announced that the United States Lines Co., has submitted to him a contract executed by it on December 16 with the Newport News Shipbuilding and Dry Dock Co., for the construction of a new vessel of the Manhattan- Washington type. The price stated in the contract is $11,900,000 subject, however, to certain adjustments and also to a number of changes which have not yet been fully defined. The contract expressly provides that it becomes effective only when it and the application for a construction loan, which has also been filed with the Department of Commerce, have been approved by him. The contract and application, together with the very voluminous plans and specifications, are now under consideration by the Secretary.— Marine Progress.
The Pan-American Petroleum & Transport Co., New York, has just awarded contract for the construction of 4 seagoing tankers, 7,690 gross, 435X66.6X34.6 each. Contract for two 12,000-ton tankers has been placed with the Federal Shipbuilding & Dry Dock Co., Kearny, N.J., and an order for two 15,000-ton tankers has been placed with the Sun Shipbuilding & Dry- dock Co., Chester, Pa.—Marine Progress.
An experimental aluminum alloy ship took the water at the yards of the Bath Iron Works, Bath, Me., December 16, to begin a series of tests which its sponsors believe may revolutionize naval architecture and construction. The 10- foot shell, technically designated as a ship’s fragment, was christened the Alumette by Miss Mary Newell, daughter of W. S. Newell, president of the Bath Iron Works, Inc.
W. Starling Burgess, designer of the fragment, stated that it was built of the same size parts that would go into a vessel about 100 feet long. The purpose in building the ship is to determine whether or not aluminum alloy is practical for shipbuilding and to prove that the metal will resist corrosion as well as steel.
The Alumette weighs 12,000 pounds and will be shipped to Newport News, Va., to begin a series of tests over a 2-year period.—Nautical Gazette.
Lampert & Holt one of the pioneer operators in the New York-East Coast of South American trade, announce that they have completed plans to build four big fast motor-driven cargo liners for the service and that a contract for the first vessel already has been placed. This ship is expected to be completed around the end of the year and the other three will follow soon thereafter.
This is believed to be the highest shipbuilding program to be announced during the early days of the new year and indicates that the well- known British company is looking forward to a big improvement in the trade between the United States and South America.
Furthermore, it marks a long step forward in the affairs of the company which suffered serious reverses some years ago as a result of the Vestris’ loss. This disaster was followed by the line’s withdrawing its remaining passenger vessels from the New York-South American run and in recent years the company has confined its activities from this port to the operation of a few freight ships to Brazil.
The four new motorships will operate from New York to Rio de Janeiro, Santos, Montevideo, and Buenos Aires. This is one of the most highly competitive trades in the world and supports a large fleet of American and foreign passenger and cargo ships.—Herald Tribune, New York.
The river fleet of the Soviets, the largest in Europe, has been increased in the last few years by a large number of lighters to be used on the Volga. These lighters are 174 meters (575 ft.) long and have a beam of 24 meters (78 ft.), and for towing them, powerful 1,200-hp. tugs have been specially built. As a result, cargo shipments on the rivers have greatly increased.
The increase in transportation of freight has been from 48.1 million tons in 1933 to 57 million tons in 1934. In 1935 this tonnage is expected to increase to 65 million. The principal types of freight are petroleum oils, lumber, and construction materials. The river flotilla also transported last year 38.5 million passengers.—La Revue Maritime.
According to information from the press, the Soviet Government has awarded a contract for the construction of seven 4,000-ton-cargo vessels to the Furness Shipbuilding Co. These ships will be used for commercial transports in the Arctic Ocean. They will be 330 feet long and will have triple expansion reciprocating engines. The hull will be especially re-enforced in view of the navigating the ships will have to do through ice. Delivery of these ships has been promised within the next year. The re-enforced steel will probably be manufactured by the South Durham Steel and Iron Co.—La Revue Maritime.
Official Soviet statistics with regard to the purchase by the Soviet Government of foreign ships during the first 9 months of 1935 contain some interesting information.
During this period, 120 foreign ships were bought by Russia, having a total tonnage of 162,428 tons. The total cost price of these ships was 6,700,000 gold rubles. Of the 120 units, 48 were cargo vessels costing a total of 5,400,000 gold rubles, and 72 were small ships (fishing boats, lighters, etc.) valued at 1,300,000 rubles. Purchase of ships was made from the various countries as follows:
Country | No. No. of Ships | Tonnage (total) | Total Cost in Gold Rubles |
Holland.... | 26 | 85,311 | 3,200,000 |
Germany. | 19 | 20,625 | 1,400,000 |
England... | 9 | 37,445 | 846,000 |
Norway..... | 6 | 13,858 | 537,000 |
Six other countries, the remaining.
These statistics show a considerable increase over the purchases made in 1934. Those purchases were 97 ships totaling 62,295 tons at a cost of 2,800,000 gold rubles.—Journal de la Marine Marchande.
The Soviet Government has decided to reorganize the administration of its merchant fleet. The Central Administration will be replaced by two regional administrations (North and South). The former will direct the fleets of the Baltic, of the North Sea and the Pacific Ocean; the latter, the fleets of the Black Sea, the Sea of Azov, and the Caspian Sea.—Journal de la Marine Marchande.
A campaign of several years, by Spanish fruit exporters, is about to result in success, according to the Agricultural Syndicate of the South. In fact, the government is to loan the money necessary for the construction of six ships specially designed for the transportation of fruit from the Canary Islands, Spain, and foreign countries.— Journal de la Marine Marchande.
AVIATION
Flying Artillery
Star, Washington, January 31.—Some new mathematical methods showing that flying artillery is feasible, with heavier guns than hitherto believed possible, have just been described to the Institute of the Aeronautical Sciences here.
Small cannon already have been fired from experimental planes. The French have flown and fired a “75,” the regulation field gun. One of the serious problems is recoil.
The report showed that unexpected stability may be looked for in airplanes used as gun platforms. The report was made by Prof. Alexander Klemin and Benjamin Ruffner of the Guggenheim School of Aeronautics, New York University.
It was an entirely mathematical experiment and prediction. It used new mathematical forms which are a short cut to solution of flying problems usually too time-consuming for classical mathematics.
It was applied to the problem of mounting on a small 3,000-pound airplane a 37- millimeter gun, having a recoil of 1,000 pounds for two-fifths of a second. The problem was to find out what would happen to accuracy of rapid fire if this small cannon was mounted 7 feet behind the little ship’s center of gravity and fired vertically upward.
The mathematical investigation was made for the American Armament Corp., Hoboken, N. J. They designed the gun to weigh 250 pounds installed. It fires a 1- pound shell 4,400 yards at an elevation of 45 degrees.
It is intended for installation behind the cockpit, on the back of the machine, and to fire through a range of 15 degrees downward and 60 upward.
The New York University mathematicians found that the only disturbance of the vertical recoil, although momentarily one-third of the ship’s weight, would be a slight bobbing up and down, as when a rowboat’s nose is pushed down and released.
But their calculations showed that the entire bobbing was over in 2 seconds. And that most of it was over in less than that. So that, they said, the gun could fire probably 40 shots a minute without losing accuracy due to instability from recoil.
“And,” said Ruffner, in reading the report, “the work shows that heavier guns should be steady on planes.”
Mechanical ears for piloting a plane by sound alone, an entirely new principle in aviation, were described today.
Luis De Florez of the De Florez Engineering Co. of New York, who has spent three years developing them and flown many hours blindfolded, gave a “ground” demonstration with the instruments.
“It is possible,” De Florez said, “that a blind man, with his more accurately trained hearing, might become a better pilot than one who can see.”
All “blind” flying heretofore has been done with the eyes watching instrument boards. But with “mechanical ears” the pilot flies wholly by listening to a pair of ear phones. He can use them in fog, clouds, darkness, on any kind of plane.
The phones are connected with a tiny propeller, set far out on the leading edge of one wing. This propeller is the size of a toy pinwheel. Like the toy it changes speed with acceleration of the plane.
It runs faster if the plane dips, slower if it ascends, steady if level. The propeller drives a little generator. This generator hums in the pilot’s ears.
Its tone grows shriller for dip, lower for ascent, tells him whether the plane is level. It tells him quicker than the eye could do the same thing. For the electric current is amplified, so that a slight deviation shrieks its warning.
In the phone circuit there is a small gyroscope, set to indicate the slightest turn of the ship to left or right. If the plane turns this gyro cuts off one ear phone.
The pilot then knows he is starting to turn toward the side on which he still hears the hum. Here, too, the sound warning can be quicker than the eye.
This hook-up is only one of the devices by which sound can be used for piloting. De Florez predicted another, in which pilots may listen for direction of distant radio stations, the same as they would listen to and follow a shouted “hello” on ground.
The new ears are not designed for the blind, but for aviators who must fly in fog, clouds, and darkness.—New York, January 31.
The Year 1935
U. S. Air Services, December.—Now that 1935 is drawing to a close, it is interesting to take a quick glance back over our right shoulder and see what aviation has to say for itself; what advance, if any, the industry has been able to make during the year. It is too early to have the actual figures, but it is a well-established fact that the year 1935 was kinder to aviation than was 1934. It had to be. The year 1935 showed a very definite upward trend, and, what is more, the improvement was felt in all branches of the industry.
Possibly the best showing was in air transporation. Month after month new highs were recorded; more passengers were carried more miles than ever before, there was a marked increase in express, and, what is most encouraging, a more intensive use of the available facilities—fewer vacant seats, fewer planes operating with light loads of mail and express. Each trip of Mr. Average Passenger was a longer one than ever before, and it cost him less to fly in America, in the year 1935 than anywhere else—5.89c. a mile.
Fact is, passenger and express business increased to the point that some two- thirds of the gross income of all our air transport lines came from non-mail revenue. Because of this increased income and despite low mail pay, the leading domestic air transportation companies ought to break even, something they have found difficult of accomplishment during the last few years.
The records for safety may also show improvement. The first 6 months were the safest in the history of American air transportation; three times safer than the average for the last five years. Take Pan- American’s record, for instance. It flew during the first 6 months of this year as many miles as were flown during the entire year of 1934 by all the regular transport services of Great Britain, including Imperial Airways operations at home and abroad. During that time Pan-American had but one accident and it resulted in no fatality, not a single pilot or passenger lost his life—which is perfect. Imperial Airways, renowned for its safety, as good an insurance risk, according to Lloyd’s, as any crack British train, came through 1934 with the good record of 2 fatal accidents resulting in the death of 2 pilots and 9 passengers.
In the manufacturing field the industry also showed an upward trend, this in spite of the fact that the Army and Navy were slow in getting under way in spending the new appropriations for equipment. As a result there was more commercial equipment produced than military, the manufacture of transport planes continued good and there was a marked improvement in the buying of private planes for the individual.
Figures will show, in all probability, that our export business reached a new high, although during the last quarter a rather irregular trend developed, especially in the aircraft engine field. Just what effect the neutrality laws will have on our export trade during the next few years remains to be seen.
The balance sheets of our leading manufacturers should prove interesting reading at the close of 1935. Some will be up, others down; some will show unusually large development charges, what with newly developed bombers, flying boats and the like; but, taking it all in all, the average should be definitely and encouragingly upward.
In the field of aeronautical achievement showing the advancement of the art, it is easy to put one’s finger on some of the notable forward strides in this year 1935. At the top of the list stands the development in long, over-water flights by our flying boats, the successful trial flights of the Sikorsky Brazilian Clipper in pioneering its way over the Pacific for Pan-American, the building of modern airports on tiny coral specks in mid- Pacific. And this year brought forth the Martin China Clipper, the largest air liner yet developed in the United States, the ship that already has begun to fly on regular schedule across that ocean to China.
This truly great Martin flying boat had the honor to inaugurate for Pan-American Airways, on November 22, the transpacific operations which will mean scheduled carrying of passengers, mail, and express from California to China in 60 hours—instead of three weeks.
“One gallon of gas will carry it one mile,” said Mr. Martin. “A mere 6 pounds of material only is used to transport 51,000 pounds of material one mile. That is a really fundamentally revolutionary fact in the history of transportation.”
Various Notes
Formation of the new Air Transport Association of America, which includes in its membership every scheduled air line in the United States, was announced today by W. A. Patterson, president of United Air Lines in his capacity as chairman of the organization committee.
The president and “czar” of the new association is Col. Edgar S. Gorrell, chief of staff of the Army Air Service during the World War. His election, a formality, occurred at noon, following a brief conference of air-line representatives. Fowler W. Barker, war pilot and former secretary of the transport branch of the Aeronautical Chamber of Commerce, was elected secretary and treasurer.
Co-ordination of schedules, credits, advertising, engineering data, and purchasing power among the various operators prompted the organization of the new association which is intended to be an “ideal trade association.” Its functions will be similar to those of the North Atlantic steamship conference and its czar will have powers approximating those of Will Hays of the movies and Judge Landis of baseball.
In joining the new group the air-line operators withdrew from the aeronautical chamber although friendly relations between the two associations will continue. Mr. Patterson explained that the chamber is the organization of the airplane and aero-engine manufacturers, and deals with problems peculiar to that phase of the aviation industry. The operators feel that they need an independent organization to solve their individual difficulties.—Tribune, Chicago.
Quantity production of airmen and airplanes to keep pace with aviation defense programs of foreign powers was urged upon Congress today by the Air Commerce Bureau chief, Eugene L. Vidal.
Vidal, appearing before the House Military Affairs Committee, said the CCC was being given “serious consideration” as one source for an augmented reserve of pilots and ground crews. His idea would be to give CCC enrollees basic instructions in aeronautics as part of their vocational education program. This idea, however, failed to find immediate indications of support in two other branches of the government.
Robert Fechner, CCC director, said his agency did not contemplate such action. War Department officials said they had heard nothing of the plan and would not comment until they did.— Herald, Washington. Washington, Jan. 23. (AP).
Pressing a program that would almost double its present air fighting strength by 1942, the Navy today placed an order for 114 torpedo bombers to be used on two new aircraft carriers scheduled for completion next year.
The contract, calling for expenditure of $3,636,000 exclusive of engines, was awarded to the Douglas Aircraft Co., of Santa Monica, Calif.
Today’s purchase of new planes, high naval officials maintained, had no connection with the London naval conference failure to agree on a new naval limitation treaty, but was in line with the administration’s intention to build the American Navy up to the full strength authorized in the Washington treaty by 1942.
To keep pace with increases in other branches of the Navy toward the 1942 strength objective, a program for a total of 1,910 combat planes by that time is now being followed. At present, the Navy has 1,068 planes actually in service and 400 others contracted for.
Average necessary replacements amount to about 300 planes yearly.—Herald Tribune, New York. Washington, Jan. 20.
The Sinking Fund Commission conditionally approved yesterday a 50-year lease giving to the U. S. Coast Guard facilities for a hangar and headquarters at Floyd Bennett Field at an annual rental of $1. The plan will make the municipal field the principal aviation base of the Coast Guard on this section of the Atlantic seaboard.
The Coast Guard intends to spend $250,000 to erect a hangar, shops, and lean-to quarters for 50 officers and men as soon as the lease is finally approved by the city and funds are allocated to the project. The site involved is some distance from the part of the field used for commercial traffic and will not interfere with it, it is said.— Herald Tribune, New York.
Three new squadrons of the Auxiliary Air Force will be formed next month in the West Riding, Cheshire, and West Lancashire, respectively. The aerodromes from which the training of these units will be done are Yeadon, near Leeds, Hooton Park, near Birkenhead, and Speke airport, near Liverpool. The number of Auxiliary or Territorial squadrons will thus be increased to 11, in addition to which there are 5 cadre squadrons in which half the officers and airmen are non-regular.—Times, London.
A daily air service between London, Madrid, and Lisbon, inaugurates a series of similar undertakings which this spring are to link up Britain with almost every European capital.
A passenger air service is to be opened between Hull and Leningrad by way of Gothenburg, Stockholm, and Helsingfors. At the same time, at Glasgow officials of the Northern and Scottish Airways, Ltd. are planning a 4j-hour flight between the Clyde and Norway.
On the London-Lisbon route a stop will be made at Bordeaux. A machine will fly each way 6 days a week, the journey taking 9J hours. Fares will be 17 guineas single and 32 guineas return. The 4 machines to be used on the service will each carry 1^ tons, including 4 passengers, freight, and mails.—Times, London.
Safe arrival of 50 Marine Corps combat airplanes from Quantico, Va., at points in the West Indies, 3,000 miles away, was reported to the Navy Department today. The planes, of several types, are ready today for the start of war games in the Caribbean.
The planes are at the Island of Culebra and in the Virgin Islands after what was described by the Navy Department as the longest mass military over-water flight ever made by so many aircraft. The marine planes will be employed in assisting warships in carrying out various tactical problems. One of the important functions of the Quantico flyers will be to screen a landing force of marines simulating an attack on a hostile shore.
Under command of Lieut Col. Roy S. Geiger, the Quantico squadrons, part of the Fleet Marine Force, flew by way of Miami, Cuba, Haiti, and Santo Domingo. They will be away from Quantico for several weeks.—Star, Washington.
The plans for the proposed extension of the transpacific airmail from the United States to connect with the projected Imperial Airways route to Australia and New Zealand, as outlined by an official of Pan-American Airways yesterday, show that agreements for landing facilities at Kingman Reef and Pago Pago, on the route between Hawaii and Auckland, have already been signed.
It is understood that Pan-American Airways has asked for no government subsidy apart from fees for carrying mail and that the future of the project depends on the volume of the mails to and from Australia and New Zealand.—Times, London. New York, Jan. 1, 1936.
Starting January 2, passengers will be carried on the air line between Kyushu and Formosa inaugurated recently by the Japan Air Transport Co. it was reported by Nippon Dempo yesterday.
Three round trips will be made weekly between Tachiarai airport, Fukuoka, and Taihoku, Formosa. Planes will leave Tachiarai at seven o’clock in the morning, Tuesdays, Thursdays, and Saturdays, reaching Taihoku at five o’clock in the afternoon of the same day. Returning planes will leave Taihoku at ten o’clock in the morning on the same days, reaching Tachiarai at 1:30 in the afternoon of the following day to make connections with the 1:40 plane for Osaka.
—Japanese Advertiser.