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Normandie Cannot Transit Panama, Suez Canals The new French superliner Nor- MANDIE now under construction will be strictly limited to the Atlantic unless it is decided to send her south around the Cape of Good Hope or through the Straits of Magellan. She is too deep be- cause of her load draft of 87 feet to transit the Suez canal and she is much too wide, also too long, and draws about a foot too much water to pass through the Panama canal. The Panama canal locks have a use- ful length of a 1000 feet and a width of 110 feet with a depth of 41 feet over the sill. Vessels drawing 36 feet have transited the Panama canal. The Nor- MANDIb’S length overall is 1027 feet, her beam at the main deck is 117 feet 9 inches, and her beam at the promen- ade deck is 119 feet 6 inches. As far as beam is concerned, it might be possible for the NorRMANDIE to go through the Suez canal as it has an average breadth of 147 feet, but the mean depth is only 30 feet, and, with- out a very considerable expenditure and years of labor, this would ef- fectively block her passage. Pacific Freight Market The chartering department of the General Steamship Corp. Ltd., San Francisco, on Dec. 31, issued the fol- lowing report on the Pacific freight market: The month of December showed some general improvement in volume of business and slight increases in the general rate’ structure. Between Christmas and the New Year there was more business about than was apparent for the rest of the month. The past year has been a very de- pressed one for shipping in general, but we believe owners and shippers alike will come to the conclusion that the long looked for turnback to previ- ous good times will not take place as suddenly ag expected. The trade has shown a tendency to adjust itself to present conditions by reducing oper- ating expenses, thus bringing the cost of new business somewhere near the level of what the times will afford. If this becomes widespread, it will do more to stabilize the shipping industry than all our dreams of better times “just around the corner.” Assuming that this way of looking at matters is becoming more or less general, it is felt that the coming year will show more constructive improvement. Seatrain Lines Service Testimony of representatives of trade associations appearing before the interstate commerce committee in the hearing being held on Seatrain service between New York, Havana, and New Orleans, gives some interest- ing facts on the operation of this line which is opposed by other ship op- erators and railroads. New markets are actually opened by the nonbreak-bulk service of the Seatrain lines for many commodities such as salt, building board, paper, lumber, canned goods, brass pipe, and others. If not served in this manner these shipments would not move either by rail or by water. Southern lum- ber, for example, had been driven out of the eastern markets by western shipments via the Panama canal, but is now able to reappear in these mar- kets by using the Seatrain service and at the same time giving the railroads a short terminal haul at each end of the water trip. In shipping salt, this service, it was testified, saves $60 per car. This commodity could not move to the New York market by rail because such shipments cost $11.50 per ton, whereas the salt itself sells in that market at $7.48 per ton. Terra cotta and building board, witnesses stated, found new markets by being able to pack and ship nonbreak-bulk from origin to destination via the new waterline. Machinery, it is said, moves via this line with no damage or less than formerly, again finding new markets because of that fact. It was also testified that the new service gives the railroads short hauls in the South and Hast which would not oth- erwise be obtained. Canadian Pacific Lines While sailings from the United States ports decreased 17 per cent dur- ing 1932, sailings from Canadian ports decreased only 4 per cent, according to William Baird, steamship passen- ger traffic manager for the Canadian Pacific. The Canadian Pacific lines, Mr. Baird said, had a good year in 1932. During this period, 121,375 passengers were carried and the aggregate of At- lantic east bound passengers from Canadian ports show an_ increase while those from American ports de- creased. East bound sailings from Canadian and American ports during 1932 num- bered 680 compared with 820 in 1931, indicating greatly reduced expenses. The EMPRESS OF BRITAIN, Said Mr. Baird, continues to enhance her repu- tation. She made another speed record last summer between Cherbourg and Father Point, Que., by making the pas- sage in four days, eight hours and 52 minutes. Oscar Scharf, former first officer under the late Commodore Nicolaus Johnsen, sailing with him through all parts of the world on the S. S. CotompBus, and recently in com- mand of the S. S. Srurreart, has been appointed master of the S. S. Europa Capt. MARINE REVIEwW—February, 1933 The Progressive Shipowner Finds Business Good In times like these it may be well to emphasize specific instances of good business. When the Sanra PautLa, second of the four new ships to enter the Grace Line fleet, sailed from New York Jan. 7 on her maiden voyage to Havana, Panama, Costa Rica, El Salvador, Guatemala, Mexico, California, Vic- toria, B. C., and Seattle, every state- room was occupied and a long waiting list was left behind. When the Hariri, second of the two new passenger and cargo vessels of the Colombian Steamship line, arrived in New York on Jan. 9, completing her maiden voyage to Haiti, Jamaica, Colombia, and Cristobal, she had a full list of passengers and also a full cargo. Incidentally she performed to the en- tire satisfaction of her officers and pas- sengers and easily maintained her fast schedule of 34% days from New York to Port au Prince; 4% days to Kingston, Jamaica, 514% days to Puerto Colombia and Cartagena, Colombia; and to Cris- tobal, Canal Zone, in about 8 days. All 21 Luckenbach coastal and _ in- tercoastal freight steamers, since their entrance into the incidental passen- ger carrying trade last November, have been operated at utmost passen- ger capacity with a waiting list in several ports. It is difficult to conceive of anything more definite to indicate that even in these times business can be good when the needs and desires of custom- ers are carefully studied and an at- tractive service to meet the require- ments is provided. Every pessimist in the shipping business would do well to consider the specific instances of success referred to and to ponder not so much on how poor his business is as on what action he might take to im- prove his service to make it appeal to potential customers which it has now been demonstrated do exist. Carroll D. Winslow Dies At the age of 43, on Dec, 27, Carroll D. Winslow, president and treasurer of Electric Ferries Inc., died at his home in New York. He had a notable war career, sery- ing in both the French and the Ameri- can aviation corps. He graduated from Sheffield Scientific school, Yale uni- versity, in 1910. Electric Ferries Inc., which he founded in 1926, operates diesel electric vehicle ferries between Twenty-third street, Manhattan, and Weehawken, N. J. He is survived by his widow, two daughters and one son. The new Italian liner Rex has set a record for commercial vessels be- tween New York and the Canal Zone. The time between New York and Colon was three days and eight hours. 37