Evening star. [volume] (Washington, D.C.) 1854-1972, 1931-03-01

The latest move toward comfort Is tnStaIa-
ton of three huge gyroscopic stabilizers in the
new Lloyd Sabaudo liner, Conte di Savoia,
which will soon ply between New York and
Genoa This will be the first transatlantic ship
to have such equipment, designed to minimize
the roll in heavy sea.
These stabilizers, costing nearly 100000
and weighing 100 tons each, will be set athwart
ship in a compartment IN the hull just forward
of the ships bridge.
The stabilizers use the principle Of the spin
ming top, which by its rotary motion, tends 10
remain upright. Like the toy horoscopes with
which children play, the stabilizer leans over,
or processes" at an angle enough to offset
any opposing motion to which it is subjected.
Thus the huge stabfiZers in the Conte di
Savioa, each having rotor wheels 10 feet in
diameter, will tend to keep the ship on even
keel in severe storm. The equipment, largest
ever produced has been built by the Sperry
Gyroscope Co. of Brooklyn
Another way of minimizing the roll of ship
to prevent seasickness is the anti-rolling tank
system of such modern steamers as the Albert
BALM and it's sister ships of the Hamburg
American Line These are really two dubious
cavities along the ships sides emerging about
half OF their depth above the water line. Each
has slit opening along the bottom through
which water enters as the ship leans over 10
one side or the other. Both tanks are connected
by an air passage.
A s the ship rolls to one side, the water is
forced up into the tank on that side,
through its slit opening. The intervening air is
compressed and pushed over to the tank On the
opposite side, and this in turn forces water out
of that side of the ship. Thus the action and
weight Of the water in these opposing tanks
tend to counterfeit the action of the rolling
sea and make it easier for the passengers.
Yet if the shipping lines were to cultivate
fpof 7n oIO {r fSa-,N III
doubt whether all these expenditures, this keen
competition, would be worthwhile The fact is
that passengers, especially those upon whom
business decisions rest, also direct the dispose
ton Of their freight shipments to and from
America. And here's where the big profits come
in, in freight and mail. The preference Of an
American business man for certain ship may
extend to the shipments he exports.
A recent advertisement by the United States
Lines appealing to the patriotism Of Americans,
points out that the freight and passenger rev.
enue from Americans In transatlantic shipping
amounts to $1.1OO 900 900 year OF this $780,
100000 goes to American ships.
Passenger travel last year was around 45O,-
600 for both ways over the transatlantic voy-
age. This was an increase Of about 10000 over
similar travel Of 1929 the big business year. But
first-class travel dropped heavily.
Divide these 100000 passengers among the
numerous liners plying the Atlantic, each max
ing trip on an average Of once In three weeks
during the Summer, and very little is left for
each voyage. According to one steamship agent
on ocean liner of the Leviathan or Bremen type
Is filed to capacity in not more than three Of
its many trips, and in some voyages aries as
few as 200 passengers Its revenue on a ca
pacity trip from passengers alone, may run up
to about $650,00O, while the cost of operating
the ship on single voyage is about $250,000.
But while the ships passenger revenue varies.
from few thousand dollars to over half mill
hon the operating expenses of a quarter million
each trip remain about the same. Quite loss
over the year, were it not for mail and freight
Here is where profits come in. For while
company may take loss on modern express
liner, the advertising and prestige it brings to
the company more than offest the loss.
Eventually, of course, the shipping interests
hope to see the superliners bring passenger
profit of themselves They are stacking these
hopes against future of severe competition