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Sailing Foreign (Continued from Page 30) less in five years. After ten they are performing regularly and consistently. There is less mechanical vibration than I have experienced on a 20,- 000-ton ship of a well-known Euro- pean line. But this is no ordinary freighter. It is the private yacht of a party bound for Egypt and Palestine. No passenger liner afloat could furnish us the satisfactions of this American merchantman. The lounge has _ been a class room and lecture room as well as tea room, game room, etc., with- out interruption to ourselves or an- noyance to others. The passenger capacity is twelve. The cuisine is excellent, the cabins newly appointed and capacious. The passenger decks are attractively shaded with awnings for the Mediterranean sun, while 27 canaries taken on by the crew at Malta make music that surpasses the radio concerts from Spain, France, England, Germany, and Italy. ‘The genial fellowship of the table with the ship’s officers adds the intimate touch of the life of the sea. There is no contest for “favorable locations” for deck-chairs; there are plenty for all—“the whole ship is yours!” The crew, busy with their tasks are cour- teous and always interesting. Their accordians and mandolins add romance to the moonlight nights. Down below are Packards and Chevrolets, Willys-Knights and Stude- bakers, for the American motor car is supreme in Mediterranean lands. There is flour from Minneapolis and farm machinery from Racine, chew- ing gum from Chicago, balloon and truck tires from Akron, dried prunes from California, gingerale from Waukesha, movie films from Holly- wood, and hosiery from Milwaukee. Prosperity for the American farmer and manufacturer presupposes for- eign markets more than ever before. The Mediterranean countries are strategically open to American trade. It is no longer a question whether American shipping lines can open new markets; they are doing it. In 1821 88.7 per cent of American exports and imports were carried in American vessels. In 1924 it was 9.7 per cent. Today it is approxi- mately 24 per cent. At Malta the morning we left, there were in the harbor three Brit- ish battleships, a fleet of destroyers, a hospital ship and auxiliaries of every description, and what we were told was their latest submarine, the X-1. If Britain wants her dread- naughts and naval supremacy let her 54 the city docks were in use. have them. We have no quarrel with England. Her taxes swell the ranks of her unemployed, and unemployment means national loss. If her terri- torial possessions require an _ over- balanced navy, well and good. But while her fleet was steaming up in splendid array because of the news of unrest in Egypt, the great guns gleaming and the crews on deck in precise formation, the little 9500-ton tramp from -Hog Island slipped quiet- ly out of the harbor on her way to Alexandria doing more for her coun- try than the threatening gesture of an entire fleet. We don’t need to rebuild Hog Is- jand, but her ships—as all ships do— will need replacing. We _ blithely swallow a camel with a quarter-bil- lion dollar appropriation for battle- ships, and strain at a gnat with a few million for the friendly construc- tive service of a modest merchant marine. Port Newark Is Growing as Ocean Terminal Dock space at the Port of Newark is being increased as fast as con- tractors can build, and the carrying out of plans for another ship basin and piers await government dredging of new anchorage grounds and widen- ing of the channel in Newark bay to permit these improvements to be built on deep water frontage. Ship-to-car and car-to-ship loading and unloading at the Newark port is the magnet which is luring business to this terminal. So advantageous and economical have shippers found this arrangement, that already Newark has secured a large proportion of the re- ceipts of Pacific coast lumber destined for points in the vicinity of New York. In May the total receipts of lumber and other tonnage from the Pacific coast at the Port of Newark amounted to 140,651 tons as against 351,626 tons received at New York docks while the clearance of general freight from New- ark for Pacific coast points was 11,863 tons as compared with 298,301 tons from the port of New York. With an intercoastal business which is now 40 per cent of that of the port of New York, and a coastwise business amounting to about 15 per cent of that of the older port, Newark is planning to make provision for double this amount of business within the next year. Peter J. O’Toole, supervisor of the Newark port, announced this week that more ships docked at Newark in June of this year than in the entire twelve months of 1922, the first year June busi- MARINE REVIEW—August, 1928 ness at the port comprised 23 sailings and 39 arrivals. It is estimated that 500,000,000 feet of lumber will be un- loaded at the Port of Newark this year. Last year’s lumber receipts were 327,000,000 feet. During June, more than 100,000 tons of general cargo were loaded or un- loaded at the Port of Newark, in ad- dition to lumber receipts and ship- ments, There were 12,000 freight cars loaded or unloaded at the port during the month, 6000 motor truck loads of freight handled, and 30 lighters and barges arrived and cleared. Board Appointed A board of five engineers has been appointed by the navy depart- ment under authority of congress, to consider and to pass on some- thing like 4000 ideas presented to the navy following the S-4 catas- trophe. Those who have been ap- pointed to serve on this board are Rear Admirals David W. Taylor and Joseph Strauss, retired, Dr. W. R. Whitney, director of research, Gen- eral Electric Co. and Thomas A. Seott of the Merritt Chapman & Seott Corp. The fifth: member was to be John F. Stephens, engineer of New York, but he was unable to serve. : Ask for Mail Bids The postmaster general has adver- tised for bids on 15 ocean mail routes. Bids for these services must be in for the Atlantic and Gulf coasts on Aug. 10 and for the Pacific coast by Aug. 20. These routes include the service from Boston to Yarmouth; from New York to Copenhagen and Helsingfors; from New York to ports on the West African coast between Casablanca and Cape Town; from New York to Maracaibo; from New York to Port-au-Prince Kingston and Carta- gena to Puerto Columbia; from New York to Havana; from New York to Vera Cruz; from New Orleans to Progreso; from Galveston or Port ‘Arthur via Port-au-Prince to Santo Domingo; from San Francisco to Sydney; from San _ Francisco to Manila via Japanese and Chinese ports; from Seattle to Manila via Japanese and Chinese ports ; from San Francisco to Colombo; from Portland, Oreg. to Manila via Japanese and Chinese ports; from Portland, Oreg., to Dariam. Bids are to be accepted at the office of W. Irving Glover, second assistant postmaster general until noon, Aug. 10, for routes on the Atlantic and Aug. 20 for the Pacific.