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56 ports with cargoes to foreign destinations, including British dominions, compared with 64,671 vessels of 65,179,264 tons in the corresponding period of 1923 and 50,- 223 vessels of 54,531,334 tons in 1922. The total number of entrances and clear- ances for the first 11 months of last year was 109,616 compared with 109,159 in 1923 and 86,705 in 1922. The entries from January to Nov. 30, 1924, show an increase of 4239 vessels and 4,021,581 tons as compared with 1923 figures and this increase is almost completely in favor of British ships, whereas clearances show a decrease of 3782 ships and_ 5,118,739 tons, mostly due to foreign ships. On the whole, the activities of British ports were about on the same scale as in 1923 and showed an increase of 21 per cent over 1922. Freight rates on the whole have not been widely different to those prevailing in 1923. As can be seen on the accom- panying chart of the index number of British shipping freights, the lowest mark for 1924 was reached in June with 27.4. The index then rose to 30.1 in October and dropped again in November. rise which took place in the fall was due to the revival of business which followed upon the conclusion of the London agree- ment. With regard to the future, a new rise is expected early in 1925 by the more optimistic circles, but in view of the large world supply of tonnage and the keen competition from some foreign countries ‘which offer cheaper rates a rapid improvement is hardly to be ex- pected. It is hoped, at any rate, that efforts will be made to reduce port charges, including discharging, in British ports. There again labor problems are to be faced and the immediate outcome is difficult to foresee. Coal Cheaper Than Oil It has been found, by a number of cargo boat owners who have converted their ships into oil-burners that the cost of running these ships on fuel oil is considerably higher than when these ships were run on coal. This is not only due to the high price of oil but also to the fact that it has been found that the cost of labor on oil-burners is higher than in the case of coal. A number of cargo boats have been reconverted to burn coal. This naturally only applies to cargo ves- sels since for passenger steamers the many advantages of fuel oil from the point of view of speed, cleanliness, etc., make up for the difference in cost of running. The question of reciprocation of ex- emption taxes between Great Britain and America is now settled to the general satisfaction of those concerned. With regard to the facilities of the British ports, following complaints made by dif- ferent foreign companies, although these The ' MARINE REVIEW complaints are not altogether recognized by the port facilities committee, it has been decided to study the question fully and improvements are contemplated, es- pecially in discharging facilities. This would mean at least some compensation for the very high charges which, are prevalent in British ports. Will Ship Germans Following the conclusion of the London negotiations in August, 1924, it has been agreed that there shall be no more ob- jection to employing German nationals on British vessels. One can be assured, how- ever, that the number of foreign hands employed on British ships, whether Ger- nian or from other nations, will always be reduced to a minimum. Foreign sea- men will continue to try to obtain berths or British ships owing to the higher wages which prevail. Deserters continue to leave British ships when in American ports in order to obtain employment in America where wages are still higher. The coasting trade of Great Britain has also been seriously affected since the war. In 1923 there were only 182,432 vessels of 47,074,570 tons, or a decrease in tonnage of 28 per cent. The number of clearances showed a drop of the same proportion. It is probable that the 1924 figures will be, if anything, still more un- satisfactory. Not a Good Year The past year has not been a good one for shipowners, and British shipbuild- ing has certainly suffered from the seri- ous depression of the past three years. According to Lloyd’s for the quarter end- ed Dec. 31, 1924, the tonnage under con- struction in Great Britain and Ireland was 1,296,971 tons, or about 171,000 tons less than at the end of September and about 98,000 tons less than the tonnage building 12 months ago. The tonnage cn which work was suspended at the end of 1924 only amounts to 60,000 tons as compared with 164,000 tons at the end of 1923. The tonnage building at the end of 1924 was 593,000 tons less than immediately before the war. A consid- erable decrease is noted in the tonnage commenced during the last quarter of 1924, the figure being 154,594 tons against 252,745 tons during the preceding quar- ter, but the tonnage launched during the last ‘quarter reached 352,629 tons, or only 7590 tons less than for the Sep- tember quarter. The tonnage of motor- ships built at the end of September in Great Britain and Ireland was 320,137 tons, or about 3234 per cent of the steam tonnage under construction. At the end of the year there were under construction in the world 33 vessels of between 10,000 and 20,000 tons each and eight vessels of 20,000 tons and upward. Mineteen out of the 33 and six of the orders for a large number of new February, 1925 larger vessels are building in Great Bri- tain and Ireland. Out of SO tankers, each over 1000 tons which are building in the world at a total tonnage of 309,- 270 tons, 20 of 101,510 tons are under construction in Great Britain and Ire- land. Where world trade improves ship- ping companies will be inclined to place ships in order to compete and to run their vessels on an economical basis. Profits Small in Shipbuilding Shipbuilding yielded very little profit during 1924. This is illustrated by the profits which have recently been disclosed by 20 of the leading British shipbuilding firms. The combined capital of these 20 companies is £52,895,514 with £16,- 280,595 of debentures. The average prof- it on this combined capital was about three per cent and the average ‘divi- dend was about the same percentage. In some cases losses were incurred and no dividends were paid out and in several other cases a small dividend was de- clared although the companies had in- curred losses, these dividends coming from reserves. or other sources of in- come. However, there were exceptional cases such as that of a very prominent firm in Belfast who reconditioned about 200,000 tons of large ships and who at the end of the year have received or- ders for several large vessels. This firm it is reported is doing about one-tenth of the total shipbuilding in Great Britain. Engines Show Power A new catalog describing a complete line of vertical enclosed self-oiling steam engines has just been issued by Engberg’s Electric & Mechanical Works, St. Joseph, Mich. These engines are built to meet all steam conditions including high su- perheats and to develop from 1 to 100 horsepower. They are especially adapted for the driving of auxiliaries on sship- board including electric generators, fans, bilge pumps, etc. Removable side doors are provided on each side of the engine frame allowing access to crosshead, wrist pin, and all adjacent parts, while the hand-hole plates permit the lower end of the connecting rod ~to be inspected and adjusted. The connecting rods are heat treated. The lower ends are fitted with removable babbitt bushings. The catalog which has just been is- sued describing these engines consists of thirty-two 834 x 11-inch pages printed in colors with ample illustrations of all of the engine details. Reproductions of blueprints are included showing the prin- cipal features of the engines and their most important dimensions. A table of export weights and dimensions and a telegraph code is included.