The British Ship Adoption Society

speaker went on to consider the biological effects of radiation. Radiation could break down the molecules of a substance and was therefore capable of breaking down the elemental components of life itself. Calder Hall, the new British power station, was the next topic. This station is very similar in design to an ordinary station, differing only in the provision of energy by nuclear fission. After explaining the atomic bomb the speaker demonstrated the effect of a radioactive source on a gold leaf electroscope, which is discharged by the ionised atmosphere.

The Manor presented the last meeting of the term. S. M. Badharn gave a detailed account of the breeding of trout for stocking rivers, etc. He enumerated the various precautions necessary to ensure hygienic conditions. W. Gibson then talked on the breeding of tropical fish. Not only were such considerations as temperature and food essential, but in many cases the parent fish had to be checked from enjoying a cannibal diet. G. Parkin then described the way in which coal is won from the coal face. Modern machinery has done much for the mining industry, but still much organisation is required to combat the effects of falling roofs, etc. The meeting closed with W. E. Montague tracing the development of the motor car from 1870 to the present day. Upon being questioned he proved reluctant to predict the shape of things to come.

Altogether it seems scarcely possible to imagine a wider series of lectures than the Society has enjoyed (and profited by) this term.

The "Clan Stewart" sailed on Voyage 6 from Glasgow on Friday, 13th July (no superstitions in the Clan Line !) and arrived back in Hull on 4th December. Thus the voyage occupied the summer holidays and almost the whole of this term. The route and some statistical details are given below. The outward cargo to East African ports was the usual mixed collection of manufactured goods; there was no cargo from Dar-es-Salaam to Port Pixie; the homeward cargo from Australia consisted of lead, wool, pollard, and flour, chiefly. Some extracts from Capt. Graham's account of the voyage are also given below.

On Wednesday, 5th December, a party from the School had the pleasure of visiting the ship in King George V Dock, Hull. We were most hospitably received by Capt. Graham and his officers, who showed us everything that we could want to see, and gave the impression that they were enjoying it as much as we were. Most of the boys managed, in wandering around the ship on their own, to penetrate to corners which are exciting to the landsman though humdrum to the seaman—the Indian crew's galley was a particular attraction. There was an excellent tea, and altogether the visit was 32

a great success, and we are grateful to the Company and to Capt. Graham for all the arrangements. We came away laden with East African native carvings, a model of an Arab dhow, and a model of the "Clan Stewart" in a bottle, made for us by the Chief Officer— a puzzling model, for it lacks the usual "strings" by which, one had supposed, the masts are erected. The "Clan Stewart" is certainly a very fine ship, and we came away most favourably impressed by her equipment and fittings. VOYAGE PARTICULARS.

Sailed from Glasgow 13th July; arrived Birkenhead 14th July.

Sailed from Birkenhead 26th July; arrived Port Said 4th August.

Sailed from Port Said 4th August; arrived Aden 9th August.

Sailed from Aden 10th August; arrived Mombasa 15th August.

Sailed from Mombasa 25th August; arrived Tanga 25th August.

Sailed from Tanga 28th August; arrived Zanzibar 28th August.

Sailed from Zanzibar 29th August; arrived Dar-es-Salaam 29th August.

Sailed from Dar-es-Salaam 8th September; arrived Port Pirie 23rd September.

Sailed from Port Pirie 29th September; arrived Sydney 2nd October.

Sailed from Sydney 7th October; arrived Melbourne 9th October.

Sailed from Melbourne 23rd October; arrived Fremantle 28th October.

Sailed from Fremantle 2nd November; arrived Capetown 14th November.

Sailed from Capetown 15th November; arrived Dakar 24th November.

Sailed from Dakar 24th November; arrived Dunkirk 1st December. Total time on voyage-157 days, 10 hours, 19 minutes. Total time in port-86 days, 12 hours, 7 minutes. Total distance-26,877 miles. Voyage average speed-16.23 knots. PASSAGE THROUGH THE SUEZ CANAL.

When we passed Gibraltar, the Canal crisis had just started, so we increased to full speed in order to arrive as soon as possible, as I did not know what might happen on Monday, 6th August, when Egypt was demanding all Canal dues to be paid to Egypt.

We arrived off Port Said on 4th August, ahead of several ships, and had to anchor until the afternoon. Eventually we tied up in the harbour at 1318 hours.

When our Canal pilot boarded us at 2300 hours, he told me he was the last of the available pilots, and that the ships which arrived after us would have to wait for another 24 hours before getting pilots. So, our increased speed was justified.

While we were tied up in Port Said I noticed quite a number of young Egyptians being drilled with rifles, and various machine gun and anti-aircraft sites being made. Even along the Canal banks one could see the various gun sites.

However, our passage through the Canal was without incident.

When we were passing Port Tewfik, the Suez end of the Canal, our pilot left the ship and we were on our own. As we carry our own searchlight, it is not necessary for us to stop at Suez, so we got out of the Suez area as soon as possible. 33

PORT PIRIE.

From Dar-es-Salaam to Port Pixie we passed the northern tip of Madagascar and then headed down to pass within sight of the northern end of Mauritius. From there we made a direct course to a position south of Cape Leeuwin and then, after sighting Eclipse Island, headed for Neptune Island which is at the entrance of the Spencer Gulf. The weather on this part of the passage was reasonably good apart from the rolling which is always experienced.

Being an empty ship, we did a lot of vibrating, and at times it was necessary to ease our speed down. We had to go at full speed to maintain our loading date.

Arrived in Port Pixie on 23rd September, where we were to load 3,000 tons of lead. In Port Pixie the rule is first come, first served, so it is a case of trying to beat other ships bound for the same place.

We were just beaten by another ship which was to load grain, so for the first day we were short of labour.

Port Pixie is somewhat unattractive but outside there are many pleasant places to visit. Once outside the town the roads are the usual dirt with plenty of pot-holes. When motoring, the custom is to get ahead of the car in front, and let that car get the benefit of all the dust. Consequently there is a lot of speeding.

Port Pixie is noted for its smelting works, which are the largest in South Australia and are part of the Broken Hill Company, which is, I believe, the largest in Australia.

The railway station is in the main street, and the trains to Adelaide leave in the street. About a mile away is the station from which the trans-continental train to Perth leaves.

FROM FREMANTLE TO DAKAR.

When we left Fremantle we were a full ship with the major part of the cargo wool. For the passage to Capetown I decided to keep to the north of St. Paul and Amsterdam Islands as the weather to the south is usually stormy and cold. The extra distance is compensated for by better weather which in turn means better speed.

Although we did not have any rough weather, most of the days saw an overcast sky and plenty of rolling.

We made the African coast just south of Cape Reciffe, which is the lighthouse for Port Elizabeth.

As we crossed the Agulhas current we encountered very bad weather for several hours. The warm currents meeting the cold water plus the meeting of warm and cold air frequently cause these storms, and as one nears the 100 fathom bank, a very dangerous sea can be encountered. Once over the bank, the sea calms down again.

Ships are advised to keep close to the coast in bad weather on account of this very dangerous sea. 34