The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

Baltimore Needs Canal For Its Shipping Few public works’ projects in the Baltimore and adjacent area would be of more _ practical bene- fit to commerce and industry than improvement of the Chesapeake and Delaware canal to furnish Baltimore a closer deep water outlet to the city and shipping contact with the ports of the North Atlantic, according to the port of Baltimore bulletin. It should receive primary consideration in state and city programs under the public works section of the national indus- trial recovery act, for its employment features and its sound public benefits and practical returns to private busi- ness. The association of commerce of the port of Baltimore has asked that this canal deepened to 30 feet and widened to 300 feet. Minimum certified sav- ings to Baltimore’s present shipping, through such improvement total $950,- 000 for a year, and would warrant a capital investment of over $20,000,000. The major canal improvement would result in the initial working of ten dredges, each requiring 100 men, or a total of approximately 1000 workers directly employed at the beginning and completion of work. At the peak of the two years work required a maxi- mum of 1700 men would be directly em- ployed while another 1500 would be indirectly employed in supplying the necessary materials and equipment. A deep water canal would save the time of one day to a coastwise, inter- coastal or foreign ship on the New York-Philadelphia-Baltimore or simi- lar run, or on the run between Bal- timore and New York. It would in- fluence the routing and movement of one in every two ships using the port of Baltimore. It would serve the in- terest not only of steamship lines but of large industrial carriers on the sea- board and of shippers of cargo in the interior of the United States. At least 2000 ships in all trades, not using the canal at the present time because of inadequacy in size, would be in the position to do so were it improved to a major depth and width. Ore Shipments Increase During June shipments of ore from upper lake ports amounted to 1,280,- 669 tons as compared with 233,557 tons for the month of June, 1932. Up to July 1, 1933, a total of 2,264,413 tons of ore were shipped from upper lake ports as compared with 388,456 tons up to July 1, a year ago. Balance of ore on docks at Lake Erie ports, July 1, 1933 amounted to 4,788,748 tons, a decrease of 585,589 tons from the amount on docks July 1, 1932 which Was 5,374,337 tons. With steel production steadily in- creasing, and as this is written about equal for the same time in 1930, it is now generally agreed that ore ship- ments will continue to increase. Esti- mates of the total ore to be brought down this season lie between 20,000,- 000 and 25,000,000 tons as compared with a total of 3,607,119 tons for the season of 1932, and 24,259,964 tons for the season of 1931, and the record movement of 64,917,703 tons for the season of 1929. Coal Movement Increases With coal shipments from Lake Erie ports in the first half of July around the million ton mark per week, the total movement for this season up to July 17 amounted to 10,848,869 tons. This compares favor- ably with the corresponding period for the season of 1932 which aggre- gated 7,320,118 tons. In addition to cargo coal, vessels also loaded greater quantities of fuel coal bringing the consumption of bunker coal for the season to July 17 up to 290,448 tons as compared with 179,312 tons for the same pe- riod in the season of 1932. Foreign Shipping (Continued from Page 17) pressure boilers for their present diesel engines, at the same time giving them .new bows for a much higher speed. The Southern Railway Co. has at last got under way with the proposed train ferry across the channel, Dover being the British terminal and Dun- kirk the French, to the annoyance of Calais. Dunkirk, however, has excel- lent water and the local authorities have started well by resolving to levy their dues on the capacity of the wag- ons carried by the ferries and not on net registered tonnage. The ships are to be built by Messrs. Swan Hunter & Wigham Richardson on the Tyne, and are to be 360 feet long with a speed of 161% knots by single reduction geared turbines. Their business will be principally in perishable cargoes, fruit, ete., but they are fitted to take through sleeping cars so that passen- gers may get from London to all the principal points on the continent with- out changing their carriage. The court has appointed a receiver to Palmers’ Shipbuilding & Iron Co., one of the most important shipbuilding concerns in the North of England. It is hoped that the firm will be able to overcome its difficulties, for it has had a wonderful history since 185k and maintains a magnificent plant, but during the last few years has met with the worst of luck at every. turn. German shipbuilders are in even worse state than British, but they en- tertain hopes of a revival, particular- ly with orders from foreign countries. They make a great feature of their up- to-date designs. MARINE REVIEw—August, 1933 Large Expenditures Noted For Marine Industry The United States shipping board analysis of financial condition of shipowning companies of the United States for the calendar year, 1932, operating as common carriers in for- eign, intercoastal and coastwise trades, shows that $27,759,000 was paid for crews’ services and $35,- 186,000 for stevedoring during the year, while $9,749,000 was paid in Panama canal tolls. It is conserva- tively estimated that these compan- ies expended a total of approximately $100,000,000 for American labor and products during the year 1932. The operating results analyzed do not inelude tankers aggregating nearly 2,500,000 gross tons. World trade has been greatly depressed dur- ing 1932 and, like other industries, the American shipping industry has been operating upon a much lower basis than in normal times. The cost of floating equipment of all compan- ies including ships owned by indus- trial carriers, is approximately $850,- 000,000. With a shore line of more than 15,000 miles, the United States has one hundred and fifty odd seaports which engage in foreign trade. Fed- eral, state and municipal authori- ties have expended for seacoast, har- bor and channel improvements up- wards of $600,000,000, and a recent survey shows that American seaport water terminals, utilized wholly for foreign trade, reached nearly one billion dollars. Shipyards, alone, represent an investment in excess of $100,000,000 and could not be re- placed today for that amount. Capt. D. C. Sullivan Dies On July 14, at the age of 74, Capt. Daniel C. Sullivan died at Milwaukee, Wis. He was one of the oldest active shipmasters on the Great Lakes and had for many years been master of Franklin Steamship Co.’s vessels. In 1906 he was captain of the E. J. Brr- wInpd of this fleet and in 1917 he brought out the EMrry L. Forp for the same company. Since 1923 until the end of last season, he served as mas- ter of the Frep G, HARTWELL. After a career of 60 years on the lakes he retired early this spring due to ill health. He started sailing on the lakes at the age of 14. Captain Sullivan was a brother of Dennis Sullivan, founder of D. Sul- livan & Co., Chicago. At 77 years of age, Capt. William Gnewuch, veteran Milwaukee harbor pilot, recently retired from active duty. For sixty years he served on Lake Michigan. 37