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320 sengers, while in Narragansett sound one mile north of the city, had a seri- ous boiler explosion, resulting up to the time when this is written in the death of 42 persons, 4 missing, such serious injury to at least 8 that they cannot live, and many others less seri- ously hurt. All the injuries were caused by the scalding steam from the ruptured boiler. Investigations both state and fed- eral started practically at once. In- MARINE REVIEW spector General George Uhler, head of the United States steamboat in- spection service left Washington the day following the accident, arriving in Providence on the morning of Aug. 20 immediately went to Pawtucket where the Mackinac was laid up, and made a careful personal inspection of the wreckage. As always when the inevitable disaster occurs the re- sponsibility rests heavily on the in- spection service. Diesels Cut Fuel Bull HEN A. A. Wootten of Sal- W isbury, Md., planned the VIc- TOR LYNN he had in view providing a reliable freight service at low cost. Those who have travelel on or shipped freight via this boat feet 6 inches. She is built of steel, is rated at 872 gross tons and is equipped with two 135 horsepower each Standard Motor Construction Co.’s oil engines. With these engines turning twin 3-bladed propellers 50 STEEL FREIGHTER 148 FEET LONG AND 25 FEET WIDE—EQUIPPED WITH TWO 135- HORSEPOWER OIL ENGINES—RUNS 126 know that Mr. Wootten can make money at a freight rate on which the old time steam boat could not exist The Victor LYNN is 148 feet long, 25 feet beam and has a draft of 6 MILES IN 10 HOURS AT A COST OF $10. inches in diameter and 50 inches in pitch at 850 revolutions per minute. She leaves either Salisbury or Balti- more every night and arrives at either Salisbury or Baltimore in ten hours, September, 1925 a distance of 126 miles, at a fuel cost of but $10. This freighter has a large carry- ing capacity on her spacious deck thus saving thousands of dollars a year in stevedore costs. On account of the twin screws it is easy to maneuver. By backing on one engine and going ahead on the other this large vessel can be handily turned in the narrow channels in a very short space of time. It is also easy to make landings at a pier where the space is narrowed to the very limit. The engines respond quickly and fully to the will of the captain, starting up at low revolutions and accelerating as the bell is given for either ahead or reverse. The freight carried is canned goods and farm products from Salisbury, and machinery and perishables and automobiles from Baltimore. It is stated with assurance that the engines will pay for themselves in a_ short time. The smooth and quiet running of this vessel is quite noticeable and speaks well for the quality of the full diesel oil engines used. It is believed that this service is the forerunner of hundreds of similar freight lines running nights and load- ing days, which will again build up the river traffic of the country even beyond its former large proportions. Due to the particular adaptability of the: diesel oil engine on account of its economy in fuel and in operating crew, vessels equipped with this type of power can now resume routes given up by steamboats and can enter fields never before attempted on account of the severe competition with railroads, killing water transportation. Port Newark Shows Steady Growth N all, there are 1200 acres in the oe Newark area. Since the re- clamation of this expanse of mire and tangled vegetation was com- menced more than 500 acres have been transformed into hard, firm land, ideally suited to industrial and street purposes. Improvement of the prop- erty is continually under way and additional land will be reclaimed as it is needed. Work had continued for three years, and the terminal was gradually tak- ing form, when the war came, to put a temporary stop to the development. The government bought land within the port zone for the army supply base, on which it spent $12,000,000 for docks, warehouses and equipment for handling freight. During the war also, the shipping board leased land there, on which it built its ship build- ing yard at a cost of $30,000,000. With the close of the war, the city resumed its program. The govern- ment channel from the city water- front to the mouth of Newark Bay was deepened from twenty to thirty- one feet. Later the government ap- propriated $2,000,000, with which the channel was widened from 200 to 400 feet, and improvements were made in the harbor. Now the largest ocean freighters, in fact any ship in the world excepting a few of the Atlantic passenger liners, can pass_ through the channel and into the basin at the terminal. Development of the terminal has been guided by the assumption that here is the natural eastern terminus of practically all the great transcon- tinental trunk lines. Port Newark is officially and naturally a part of New York harbor, while its own sheltered harbor is one of the finest along the Atlantic coast. There is now a thirty- one-foot channel from the terminal to the ocean. There is an inland basin 670 feet wide, with a channel of the same depth as the one outside and flanked by 6800 feet of concrete dock. As for the ocean end of the port’s activities, there are now liners of the Transmarine corporation with regular ports of call at Houston, Port Arthur and Beaumont, Texas, Mobile, Ala.; San Francisco, Los Angeles, Portland and Seattle. Freight to the extent of 20,000 tons a week is now carried.