The Coamo is a three-deck, or hurricane deck type, with a glass enclosed forward promenade deck. She is to be elaborately fitted for passenger comfort in tropical service. An innovation will be a complete inter-communicating telephone system, connecting all parts of the vessel and enabling passengers to talk with any portion of the ship. There will be two separate and distinct fresh water systems and running hot and cold fresh and salt water is available practically throughout the vessel. The public rooms, lounges and passageways are unusually commodious and the passenger accommodations will include numerous suites with baths and showers. Mechanical ventilation is provided for the circulation of cool air. First-class staterooms are fitted with wardrobes, electric fans, thermos bottles, dressing tables with mirrors above, twin beds, and there are many suites with adjoining white enameled bath rooms. Lounge and music rooms, library, writing room, deck veranda, and tea rooms are among the features of the new steamer.

To properly care for perishable cargoes, such as fruits, etc., a complete air cooling system has been installed. It operates on the closed circuit principle. There are two such rooms capable of cooling and caring for thousands of boxes of fruit such as oranges, grape fruit, pineapples, and other products. In way of cargo ports on lower deck insulated doors have been installed so as to enable the cargo port doors to be inspected for leakage while the ship is under way. An even temperature may be maintained in all seasons by the device of having the natural cowl-fitted ventilators topped to bring air to the refrigerating machine space. Two fans forward and two fans aft driven by Diehl drip-proof motors supply a circulation of air to all holds. Distant reading electric thermometers furnish temperature readings in the fruit and meat cargo spaces. Steam fire extinguishing pipes lead to spaces about ship. Automatic smoke detecting apparatus are located at strategic points throughout the cargo decks. The Coamo is completely equipped with dynamos and auxiliaries, condensing, evaporating, distilling, cold storage rooms, and ventilating apparatus.

Newark-Boston All-Water Service
Trade Consultant Ross Plans to Bring the
Competing Railroad to Reason

In the course of an interview with Mr. P. H. W. Ross, the trade consultant to the City of Newark, a representative of THE PORT OF NEW YORK AND SHIP NEWS gleaned some information that is of great importance to the business interests of Newark.

A large trade exists between Newark and Boston, both ways, and the freight charges on all goods bought or sold between the merchants and consuming public of those cities are so unnecessarily heavy that the margin of profit is seriously lessened. Sellers of commodities in both localities get less for what they have to sell. Buyers have to pay more than they should pay.

The mischief lies in the wickedly wasteful system of lighterage as carried on in New York harbor.

According to the proposal of the New England railroads, a freight bill from Boston to Newark that might be $200 when it reaches their terminals on the east side of New York harbor will be "bumped up" to $260 by the time the goods reach Newark.

"It is with this thought in mind," said Mr. Ross, "that I welcomed the proposals of the Newark & Boston Steamship Company to put on a direct shipping service from Newark to Boston. I have always believed that special encouragement should be given to business enterprises that not only enrich their owners but have a 'carry

over' or ulterior benefit that will enrich the entire community.

"No better example of such an instance can be found than in the case of the Newark-Boston Steamship Company. From Newark to Boston is an ideal distance for all-water competition with recalcitrant railroads; not too near and not too far. Goods can be shipped by water from Newark one day and be delivered at Boston the next day, and at one blow the whole vexed question of lighterage and intermediate unloading and loadings is eliminated. Water rates are less than railroad rates and the chances of breakage and pilferage are less, due to the fact that no rehandling is necessary. Chiefly, for these ulterior reasons and because here was a chance to drive a thick wedge into railroad and lighterage "arbitraries" in rate-making, I did all I possibly could to help the promoters of the Newark-Boston line to establish their busi

ness.

"Results have justified my anticipations. They started in May. In July they have doubled their service and by next September they expect to treble them. Over 300 merchants and shippers in Newark are now using their services.

"Note what must inevitably follow: the railroads will be forced by water competition to lower all rates to and from New England to the west side of Newark Bay and the Passaic River, just as the water competition from the east side of New York harbor has kept their rate-raising proclivities in check asr egards Manhattan and Brooklyn."

New Speed Record For Cargo Carriers

The new Swedish American Line freight motorship Korsholm, which sailed from New York direct to Stockholm and Finland June 23, arrived at Stockholm July 8. She had made the voyage in the remarkably fast time of fourteen days and 22 hours, setting a new record for cargo ships between these points.

That the direct freight service New York-StockholmFinland, which was recently inaugurated by the Swedish American Line, is a succes has been proved by the active support it is being accorded by shippers in the countries. served. The service is maintained by the fast motorships Korsholm, Kolsnaren and Hjalmaren, and steamship Gustavsholm, which alternate on this route,

Flettner Still Experimenting

According to a German report plans have been made for the construction of several rotorships of 5,000 to 10,000 tons for the German Government. Only when applied to these larger vessels, Herr Flettner states, will the full value of the rotor become evident. On a 2,500-ton sailing ship the rigging and sails weigh at least 250 tons, while the rotor necessary to drive a ship of this tonnage would only weight twenty-five tons. Herr Flettner made the further statement that the diameter of the rotor for the 3,000-ton ship now being built would be twenty-four feet, while larger ships would have rotors of thirty-three feet diameter.

He is building a wind power station for experimental and demonstrative purposes near Berlin. This is to be another form of utilizing the rotor principle. The new tower is to be finished in a few months. It is to be partly of wood and partly of iron. On this a generator and motor house like that of an airship will be erected to drive four rotors. Next year a larger tower is to be built, capable of producing energy equal to 1,000 kilo

watts.

The panorama of constantly moving ships coming and going from and to all parts of the world is an ever changing one. The beautiful sky with its constantly vacillating cloud effects and the wonderful view of the Bay of New York with the Ocean in the distance, are other features which will appeal to those fond of fine views.

The most commanding site along the Staten Island shore of the Narrows, is the estate of the late J. Henry Alexandre, whose family amassed a fortune in the steamship business between New York and New Orleans, and who was the owner of the well known steam yacht Sappho which, when "in port," was moored to the Alexandre pier at Shore Acres.

The Alexandre estate embraces 20 acres of ground. On the highest point stands the large white Alexandre mansion which has become a well known land mark for all those who enter the Port of New York.

Owing to Mr. Alexandre's death, this interesting property is now placed in the market for subdivision into villa sites.

Cornelius G. Kolff, the veteran Staten Island real

dents in a man's life which make a lasting impression upon his mind, particularly if it be his first entry to the Port of New York.

That these memories and impressions are lasting ones, is only too apparent from the statement of many who, standing on the shores of Staten Island, overlooking the Narrows, have recalled the times when, perhaps as young immigrants, they viewed Staten Island for the first time, with their hearts full of anxieties as to their future in the great "New World."

Emerson has stated that a seashore landscape is a seashore landscape, but that its varying features depend up the fact whether you view it from the water or from the land.

The view from the elevated plateau along the Staten Island shore is one of wonderful grandeur, scenic beauty and human interest.

borhood and long for a certain degree of privacy. It is safe to say that nowhere else in the neighborhood of New York can a more magnificent view of bay and ocean be obtained, and those who are more or less remotely connected with the shipping interests of the Port or who love water views, and who are compelled to live within easy reach of the great downtown business district of New Yo k, will appreciate the advantages of this beautiful property which for many years has been known as Shore Acres, a name which will be retained as it is indicative of its location.

Luckenbach Leads Westbound

A San Francisco dispatch on July 12 stated that tabulations published there by the Luckenbach Lines show that this company led all the intercoastal lines in west bound tonnage from the north Atlantic traversing the Panama Canal between January 1 and May 1. The Isthmian Line led in the average amount of cargo a ship.

The following list shows the number of transits, total amount of cargo and average cargo a ship of the eleven lines in the trade during this period: Luckenbach, 17 transits, 123,282 tons, 7,252 tons a ship; Isthmian, 12 transits, 97,467 tons, 8,122 tons a ship; American-Hawaiian, 18 transits, 95,551 tons, 5,308 tons; Argonaut, 9 transits, 72,256 tons, 8,028 tons; United American Lines, 9 transits, 54,195 tons, 6,022 tons; Pacific Mail, 13 transits, 47,224 tons, 3,633 tons; Transmarine, 14 transits, 43,107 tons, 3,079 tons; Garland, 8 transits, 37,462 tons, 4,683 tons; Williams, 8 transits, 36,587 tons, 4,573 tons; Panama Pacific, 8 transits, 24,034 tons, 3,004 tons.

Ships To Be Kept Filled With Lumber Intercoastal operators and agents at Portland, Ore., report practically all line steamers booked with all the lumber they can move from now well into October. This is the first summer in which no slack has been reported in the eastbounud cargo movement during the period just before the new crop stuff starts moving. The tremendous demand for lumber at New York, Baltimore and other Atlantic seaboard points has kept the demand for space up.

Keen Competition In Coast Trade

A dispatch from Seattle to the New York Herald-Tribune on July 26 says in part:

"Keen competition in the coastwise steamship traffic on both sides of the country is indicated in the announcement just received here that the Clyde Mallory Company will inaugurate coastwise service between Puget Sound and California ports, invading the hitherto exclusive field of the Pacific Steamship Company.

"This news came quickly after announcement that the Pacific Steamship Company would put its crack ship, the H. F. Alexander, on the New York-Miami run for the winter. Retaliating, the Clyde Mallory Company announces that its new Pacific coastwise service will be all the year round, and intimates readiness for a rate war."

Florida will be the beneficiary on this coast of this battle royal. A development company in southern Florida is now offering a two-weeks' trip to Miami and return, including an 8-day stay in Florida, all expenses paid, for $100, which is giving a whole lot.

Dredging In N. Y. Harbor

A report of dredging operations, issued last month, shows that a total of 320,492 cubic yards of material was dredged and removed from the anchorage channel in New York harbor during the month of June by the two seagoing dredges, the Raritan and the Navesink, operated by United States Army engineers. The Raritan removed 162,979 yards and the Navesink 157,513.

The pipe line dredge De Witt Clinton, working in the Shrewsbury River on the New Jersey side, pumped 45,344 cubic yards of sand from the channel of the river. The dredges experienced much trouble during the month by being forced to move to allow boats to pass, and the plan of separating the pipe lines intead of moving the dredges, has been adopted by the army engineers in charge.

The drill boat Corlaer drilled and blasted 64 holes

during the month in the work about New York Harbor, and the dredge Hell Gate dredged 44,707 cubic yards of material.

The report further states that two new Diesel electric dredges, the Kingman and the Mackenzie, are nearing completion.

Proposed New Tubes Under Hudson

In an effort to devise a scheme for relieving the present congestion of commutation traffic between New York and New Jersey, with the organization of a bi-State Governmental body to deal with the problem of handling passenger traffic similar to the Port Authority of New York, a preliminary conference was held on July 8, in the rooms of the Bar Association. Recommendations will be made to the New York State Legislature for the construction of two tubes under the North River, between Manhattan and New Jersey.

Represented at the conference, held for an informal discussion of the problem, were the New Jersey Rapid Transit Commission, the New York State Commuters' Commission, the Public Service Commission of New York, and the Regional Plan Committee of the Russell Sage Foundation.

"All of these organizations," it was stated by State Senator J. Griswold Webb of Poughkeepsie, who presided, "have been studying this problem of transporting thousands of commuters from New Jersey to New York and back from different angles. Each has been working at its own plan. The purpose of the conference was to try and co-ordinate all of the various schemes and work out, if possible, a broad comprehensive plan to solve the problem."

Senator Webb added that he hoped that ultimately the legislatures of the two States would create a body which would have control over the problem, along the same general lines as the Port Authority now has jurisdiction relative to shipping and port development.

Recommendations will be made to the New York State Legislature for the construction of two tubes under the North River between Manhattan and New Jersey to facilitates travel for the thousands of Jersey commuters who work above Twenty-third street. This was decided at the joint session.

The tunnels, Senator Griswold said, will cost about $100,000,000. There will be terminals uptown and downtown and in Bergen Hills, N. J., behind Newark. Passenger trains from Montclair, Paterson, Hackensack, the Oranges and Elizabeth can discharge their loads at this terminal, it was said.

S

OMEBODY told Governor Silzer that the dumping

of garbage at sea pollutes our beaches, the Governor believed what he had been told and complained to the War Department, and the Acting Secretary of War sent a communication to Mayor Hylan stating that the practice must be stopped. The political tension in New York City is so high, just now, that if Mayor Hylan had said that the dumping of garbage at sea polluted our beaches most of the New York daily newspapers doubtless would have denied it. But when Mayor Hylan said that garbage was dumped so far at sea that it couldn't and didn't come back, then, of course, everybody opposed to the Mayor, politically, said that it did come back and should be stopped.

Governor Smith Dragged In

Governor Alfred E. Smith, of New York, and Governor Silzer of New Jersey, were guests of the Monmouth Beach Bathing Club, at Sea Bright, and so the Governor was invited to see for himself the pollution piled high on the beach, "unsightly heaps" of garbage washed up by the tides, and he said that the matter had been brought to his attention, officially, and he said what Mayor Hylan had previously said, that the city has a number of incinerators in different parts of the Greater City consuming daily hundreds of tons of garbage and is completing additional incinerators, and when they are completed, which will be soon, the practice of dumping garbage at sea will be discontinued, and the Mayor concluded his letter in these words, after detailing the different incinerators in use and under construction, their size and garbage consuming capacity, etc.:

"I have detailed the progress made to date of incinerator construction so that you may have the facts before you. Had it not been for court injunctions and other difficulties New York City would have had a full completement of incinerators at this time to dispose of all of its refuse. I am sure you appreciate that there has been no lack of zeal on the part of the officials of the City of New York toward solving the garbage problem permanently and effectively. Toward this end we are at all times ready and willing to cooperate with the various branches of the Federal Government."

Charges that pollution of nearby bathing beaches is due to the dumping of New York city garbage too close to the New Jersey and Long Island shores are denied in a statement issued recently by Eugene F. Moran, president of the Moran Towing & Transportation Company, which has for many years had the contract for towing the city garbage scows to sea. All of this refuse material Mr. Moran states, is dumped at a point twenty nautical miles east by southeast of Scotland lightship, or twentytwo nautical miles off Seabright, the nearest point on the Jersey coast and fifteen nautical miles off the Long Island shore at Jones' Beach.

One of the chief sources of beach pollution, the statement adds, are bungalow colonies, which have no system of garbage collection and dispose of their refuse matter, such as decayed vegetables, fruits, wooden boxes, tin cans and bottles, by throwing it in the water or in the salt meadows, where it is carried away by the tides and deposited on the nearby beaches. Tourist parties camping at the beaches also leave large quantities of litter behind, it is asserted. Other sources mentioned are the fishing boats, some 250 or 300 of which anchor within

one or two miles of the shore; the coastwise steamers which pass along the coast almost continuously, and the Rum Row colony of ships, although this has lately been dispersed.

The city garbage, Mr. Moran points out, is disposed of by means of side or bottom self-dumpers, which, when loaded, are approximately 80 per cent submerged so that the load for the most part has been absorbing water for more than twenty-four hours and on reaching the disposing point it has become so impregnated with the salt water that it immediately sinks to the bottom.

"A small balance," he adds, "may float on the surface of the water for a few hours but gradually disintegrates or sinks, so that a careful investigation made a few hours after the dumping of the garbage will show very little if any floating material; even the lightest of the material which is dumped at the present point, with an off shore wind, will not come on the beaches and certainly the City of New York cannot be held responsible for all of the garbage and refuse which floats up on the nearby beaches.

"In the present controversy, if those responsible for the newspaper articles, such as issued by Governor Silzer, will carefully investigate what the people along the beaches or in the small towns on the bays do with their garbage, where no garbage collections are made, it will be found that his own people are largely responsible for the condition which exists, as well as from the sources stated above.

"I would suggest that Governor Silzer, or those who are interested, make a trip to the present disposing grounds and carefully investigate the method of disposing of the material complained of and ascertain firsthand how long same will float on the waters after it is discharged from the boats."

Representatives of the inter-island company were here in connection with the procurement of a new ship and one that it is proposed shall be the finest and most luxurious ever placed in commission for their inter-island sailings. They have been in conference with William Francis Gibbs, president of Gibbs Brothers, Inc., of 1 Broadway, who designed the large highpowered steamship Malolo for the Matson Navigation Co. of San Francisco, with a view to having the Gibbs Brothers, Inc., design a ship for the inter-island run in the Hawaiian Islands groups. They purpose to order a new ship with a passen ger accommodation for 200 first class passengers. This ship will be put on the run between Honolulu, Oahu and Hanamaula on the Island of Kanai, a distance of

192 miles.

The flourishing Port of Antwerp had a shipping tonnage exceeding 19,000,000 tons last year, says Percy V. G. Mitchell, President of the Red Star Line, temporarily in New York.