Steward airports 20 in. in diameter are fitted in pairs, across forward bulkhead and sides. Massive solid mahogany sideboards fitted in forward end and on each side in after end. Seating capacity for two hundred is arranged for by small tables accommodating four, six, and eight persons each, with mahogany chairs with upholstered cushion seats. The deck in this saloon to be laid with rubber tile in large sections of the marble design, and the ports to have special tapestry curtains. A massive Colonial stairway will lead from aft end of saloon to. promenade deck above.

Abaft the dining saloon pantry full width of the ship is fitted, with complete equipment for service to dining

saloon.

Fittings

Abaft pantry to aft end of house and on promenade deck passengers staterooms are fitted, all rooms being outside rooms of extra large size, a number of them having private baths. Each of these rooms paneled in white on sides and overhead, fitted with extra wide metal lower berth, folding mahogany Pullman berth over and a pullout spring tapestry upholstered davenport which can be converted into a berth same size as other berth. Each room fitted with large mahogany wardrobe, dressing table, vitreous basin with running water, fixed Thermos bottle, and full supply of coat hooks. Deck laid with rubber tile and Lowell-Wilton carpets. Ports fitted with tapestry curtains. Each berth has 25-watt reading lamp. Each room has electric fan and an electric-vapor radiator.

On the promenade deck are fitted two de luxe suites each being paneled and tinted, fitted with twin metal beds. tapestry upholstered sofa, arm chair, mahogany wardrobe, dressing table, Imperial Sandringham carpet and tapestry curtains and private bath. There are also four suites similar to de luxe suites except metal double beds are fitted.

The private baths on both decks are fitted with porcelain recess bath tubs and showers. Toilet and wash basins. Each bath laid with vitreous tile. The passageways, social halls, and lobbies are paneled with mahogany wainscoat panel and white above. Beams capped and sunken panels between beams. Decks laid with marble design rubber tile. Throughout social halls and lobbies are distributed small tables,tapestry upholstered arm chairs and davenports.

The music room is fitted in forward end of promenade deck house, paneled in Colonial design in white, with mahogany tapestry upholstered built in corner sofas, mahog any tables, tapestry upholstered arm chairs and davenports, mahogany built in bookcase and mahogany upright player piano. Floor covered with Imperial Sandringham carpet and tapestry window curtains.

Smoking Room and Lounge

The smoking room and lounge are in a separate house on boat deck and are accessible from lower decks by stairway at aft end of promenade deck. The smoking room is finished in quartered oak of old English design, having electric fireplace in forward end and fitted with small tables, leather upholstered arm chairs and davenports. Over smoking room is fitted a large skylight with dome of art glass. Deck laid with marbleized rubber tile.

Forward of smoking room is fitted an up-to-date barber and hair dressing shop.

Connecting to smoking room by large double doors is fitted the Lounge, which is paneled in mahogany and white, having extra large windows on each side and three sets large double French doors in end, which will allow entire end to be open in good weather. Small mahogany tables, arm chairs, and davenports, and electric Victrola. Floor covered with marbleized rubber tile and having

The lounge

large circular skylight with are glass over. has been designed so that no pillars are fitted to allow space to be used for dancing.

The passenger decks are wide and enclosed with dropsash across forward end and sides of promenade decks. Throughout the passenger quarters are arranged public shower, tub baths and toilets, fitted out in the most modern manner, with tiled deck. Vitreous recess baths, shower receptors, basins, and toilets with nickel silver fittings.

Special attention has been given to the lighting of the quarters, special fixtures of design to harmonize with the period of all rooms being fitted.

Particular attention has been given to the carpets, rugs, curtains and hangings, upholstery, so that the appearance throughout will compare with the best and most modern

hotels.

The life saving, fire fighting and all other equipment installed to meet all requirements of the U. S. Government and Steamboat Company.

The propelling machinery consists of De Lavel Turbines and double reduction gear, with six Babcock & Wilcox watertube boilers, burning oil fuel, and most modern equipment of auxiliary machinery.

Shippers Will Use American Ships

Letters at the rate of fifty a day are reaching Chairman O'Connor in response to his recent plea for the co-operations of exporters and importers in obtaining the movement of 51 per cent of the country's foreign commerce in American ships, it was said on Aug. 20 at the Washington offices of the Shipping Board. Officials estimated that the replies received thus far by Mr. O'Connor aggregate about 1,000 letters. He sent out 10,000 letters.

In the main it was said the responses have pledged support to the merchant marine and contain promises of actual co-operation in the shipment of goods in American bottoms. Some of the replies, it was learned, have questioned why the board has asked for only half of the country's commerce instead of seeking to move 100 per cent in American vessels.

The information received through these letters is to be used, it is understood, in consideration of the application of Section 28 of the Merchant Marine Act when the question of preferential rail rates comes up again before the board. Some of the members are understood to feel that if sufficient co-operation can be obtained from shippers the application of Section 28 may be unnecessary or its enforcement may only be called for on certain classes of goods or on certain routes.

First Diesel Electric Tug Trials

The first Diesel electric tugboat ever built, placed in service in New York harbor by the Pennsylvania Railroad, was inspected on several trial voyages on Aug. 20 by groups of guests invited by F. L. DuBosque, superintendent of floating equipment for the company.

This boat, officially known as P. R. R. No. 16, left the Pennsylvania freight station at the foot of West Thirtyseventh Street, at 10 a. m., 11:30 a. m. and 2:30 p. m. The hull was built by the Staten Island Shipbuilding Company of New York, the engines by the Winton Engine Company of Cleveland and the generators, motors and other electrical equipment by the Westinghouse Company. The boat is 105 feet long, 24 feet beam and draws 12 feet. Many city officials and representatives of railroad, steamship, shipping and other companies attended the trials.

THE

niversary of the beginning of the developmnt of Port Newark. All praise to the people of Newark for their courage, their confidence, and their success!

Just as the first part of the development of Port Newark was completed the United States entered into the World War. Our Government was quick to see the unusual advantages of Port Newark and acquired by purchase a vast amount of the newly developed port, on which it erected a great Army Base and the second largest shipyard in the world, at which 150 of the finest American steamships were built by the Submarine Boat Company which operated the plant for the Government and itself bought 32 of its own built ships which it is successfully operating in trade between Port Newark and Gulf ports, and Port Newark and Pacific Coast ports under the name of Transmarine Lines.

Thomas L. Raymond, former Mayor of Newark and at present Director of the Department of Public Improvements in the city's commission form of government, has been the leading spirit in the development of Port Newark, with the enthusiastic backing of the people of that most progressive industrial and residential city. Newark has already spent millions of dollars on its Port Newark and is prepared to spend millions more. Port Newark is located on the mainland of the country, and a vast amount of freight transshipment is thus avoided, vessels loading and unloading directly from or into railroad cars. The people of lars on its Port Newark and is prepared to spend milNewark have every reason to be proud of Port Newdevelopment.

Atlantic Deeper Waterways Convention

At Newark, beinning on September 16 and continuing until September 19, as will be noted in our news columns, the Atlantic Deeper Waterways Association will hold its seventeenth annual convention, under J. Hampton Moore, who has been president of the organization from its inception, and who is regarded as one of the best friends of improved waterways in the United States, if not in the world.

The great purpose of the Atlantic Deeper Waterways Association is to help in the construction of a continuous inland intracoastal waterway along the entire Atlantic coast of the United States. Read what is said in our news columns about the success already achieved by the Atlantic Deeper Waterways Association. Note, too, that its big talks, during the present convention, will be in favor of a ship canal across the State of New Jersey, connecting the Lower Bay of New York with the Delaware River, as one of the great links in its rapidly growing inland intracoastal Atlantic waterway.

A great host of boosters of waterways from the State and the city of New York will participate in the four-day Convention of the Atlantic Deeper Waterways Association.

The Hoboken Shore Railroad Secretary of War Weeks last month invited bids for certain properties connected with the Hoboken Shore Railroad Company, land that never had been used for railroad purposes, and which included a frontage of 190 feet on the Hoboken Hudson River shorefront scarcely enough on which to build a wharf that would accommolate ships alongside. The Port of New York Authority, which has sought possession of the Hoboken Shore Railroad, as a part of its Belt Line No. 13, objected to the sale. Thereupon there seemed to arise in the minds of many that what Secretary of War Weeks was offering for sale was the Hoboken Shore Railroad, which was incorrect. This was made clear in a letter printed in the newspapers written by Mr. Harrison S. Colburn, the wellknown broker in waterfront properties.

It was also pointed out that Secretary Weeks participated in the preparation of a bill introduced in the last session of Congress authorizing him to accept bonds of the Port of New York Authority in payment for such railroad, a bill that passed the Senate, but which could not be brought to consideration in the House before adjournment, a bill, however, that there is every likelihood of being passed in the coming short session of the 68th Congress. But Secretary Weeks was not offering the railroad for sale-he was merely offering land connected with the railroad that never had been used for railroad purposes, and which he believed the Port Authority did not desire. Nevertheless, the Port Authority does desire it, and so, when Secretary Weeks understood this, he agreed to suspend action on the bids until March 4, next year, about four bids having been made, the highest offering $600,000 for the land in question.

But a number of civic organizations seemed to have the view that Secretary Weeks was inviting bids for the Hoboken Shore Railroad, and their protests were based on that assumption. Editorials appeared in all of the metropolitan newspapers, also opposing the sale, and they seemed to have as their basis the belief that it was the railroad itself that was being offered for sale. Secretary Weeks, however, leaves everything in status quo, and so no harm is done.

To our mind the most important development of the whole thing is this: that the great civic organizations within the Port of New York, and all of the newspapers as well, stand loyally by the Port of New York Authority, insistent that nothing shall be done that will in any way abridge its opportunities for helping the Port of New York in solving its problems, and that everything possible shall be done to support the Port of New York Authority in reducing port charges, in expediting the transshipment of cargoes and reducing the cost thereof.

To Maintain American Shipping Representative E. L. Davis, of Tennessee, who has been in Europe investigating shipping conditions, as

a member of the Select House Committee investigating the Shipping Board, is quoted as saying: the development of the American merchant marine is being handicapped by the foreign idea that the American merchant marine is not in business to stay. Mr. Davis says that his committee will recommend to Congress a policy for the permanent maintenance of the merchant marine, but a policy with the ultimate goal of the taking over of the Government's ships by private American owners.

Everybody who has given the matter thought knows that, except for the nearby foreign trade-that with the West Indies, Central and the northern part of South America-we would have almost no American ships operating in foreign trade. As it is, the claim is made by the Shipping Boaard that it is now furnishing American steamship service to all parts of the world. Such a service has not been furnished since the close of the Civil War as is now performed.

Vice-Chairman E. C. Plummer, of the United States. Shipping Board, who accompanied the members of the House Committee on their European investigation, assured our British friends that this country will be wholly satisfied if it is able to carry fifty per cent of its foreign commerce in American ships, that about 5,000,000 tons of ships will suffice for such percentage at this time, that this country does not seek primacy in world shipping, and is quite content to see British tonnage in foreign trade four times greater than ours is.

It would be a singular thing if the rest of the world, evene the maritime countries, should object to American ships carrying at least one-half of the foreign commerce of the United States. For our part we believe this country should carry at least one-half of the commerce between our own country and other maritime countries, and all of the commerce between our own country and non-maritime countries. We think that this country should never be satisfied with less than that.

North and South Atlantic Port Differentials The North Atlantic-United Kingdom Conference early last month rejected the plea that they participate in the organized opposition to the wiping out of the ocean differential now operating in favor of North Atlantic in competition with South Atlantic ports. This was a bad blow to those who, under the leadership of J. P. Magill of this city, are preparing to make a good fight for the preservation of the present status quo in ocean freight rates out of Atlantic ports. The operators of steamship lines out of North Atlantic ports declare that the matter is one wholly of port organizations. We may have their sympathy but not their active support.

It is gratifying to learn that, in this extremity, there is a disposition on the part of some of the great trunk railroads terminating at this port to come to the sup