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The Transmarine Corp. has_ been connected with Port Newark longer and has done more to make its ad- vantages as a seaport known than any other private interest. ‘The rea- sons for this are apparent. After the remarkable shipbuilding feat accom- plished on this site by the Submarine Boat Corp. that company was faced with one of the most difficult transi- tions from war to peace conditions imaginable. The corporation complet- ed the last 32 ships of its contract with the government for its own ac- count and in 1921 the Transmarine Corp. was organized to operate this fleet of freight ships out of Port Newark. With the Atlantic Port railway, an industrial steam carrier controlling 26 miles of tracks con- necting with all the principal trunk lines, serving its steamships with freight consigned for water carriage, lighterage is eliminated and _ direct rail to ship movement is possible. Transmarine Lines’ Service A number of vessels of the fleet was placed in service from Port New- ark to Havana, and in carrying coal and provisions for the Russian relief throughout the remainder of 1921 and the first half of 1922. In August 1922 a service was established to Pensacola, Fla. and in December of that year it was extended to in- clude Port Arthur, Tex. A _ service from Port Newark to Los Angeles, San Francisco and Northwest coast ports was established in June 1923. In October 1923 a regular service was established to Mobile, Ala., New Orleans thence to Pacific coast ports and return to Port Newark. Follow- ing this in May 1924 a service was established to Beaumont, Tex., Mobile, Ala. and Pensacola, Fla. Activities of the company were again increased in May 1927 to include regular sail- ings between Port Newark and Hous- ton, Tex. The company also operates a fleet of 30 steel canal barges of modern type each of 400 tons dead- - weight capacity, towed by diesel tugs, in a regular service between Port Newark or New York aand Buffalo through the New York state barge canal. ‘These canal carriers deliver freight to any point in the New York harbor district or for trans-shipment. Throughout the years that the Transmarine lines has been estab- lished at Port Newark its manage- ment has constantly emphasized whole-hearted co-operation and _ serv- ice to shippers. Its dock facilities and equipment for handling cargo were laid out on an elaborate scale as noted above for the outfitting of ships after launching. The dockage space of 4000 feet and warehouse and storage space comes under the Newark Bay Terminal Co. and the facilities under its control are open to the ships of all lines. Traffic at Port Growing The economies in cargo handling by the elimination of lighterage and direct contact between rail and ship are becoming more and more recognized and the following steamship lines carry cargoes to Port Newark: Amer- ican-Hawaiian; Arrow lines; Cali- fornia & Eastern; Dollar Steamship Co.; Isthmian; Luckenbach; Munson- McCormick; Munson; Ocean ‘Trans- port; Panama _ Pacific; Quaker; Transmarine; and Williams. During 1926 there was an increase of 61 vessels of about 200,000 tons over 1925. The value of the cargo tonnage was $44,000,000 or 33-1/3 per cent more than in 1925. Lumber to a total of 241,000,000 board feet an increase of 50 per cent over 1925 was brought in to Port Newark in 1926. In the month of September 1927, 50,000,000 feet of lumber was delivered by vessels at Port Newark. This is a new high record exceeding the best previous month in the his- tory of the port by 15,000,000 feet. A yearly statement of tonnage handled at Port Newark follows: 570,000 1,123,000 Though lumber is a very impor- tant item in the traffic at Port New- ark there is an increasing amount of manufactured and raw products and general cargo. Of the tonnage during 1926 only about one-third represented lumber. The forecast for total tonnage handled at Port New- ark for 1927 is at least 2,000,000. In an article published in the Sun- day Call, Newark, N. J. May 29, 1927, Raymond J. Dempsey, superin- tendent of Port Newark said in part: “It has been consistently pointed out in all literature pertaining to Port Newark that great savings can be effected by the handling of com- modities through this port—it is esti- mated that the saving to the con- sumer in moving cargo through Port Newark, as compared with Manhat- tan or Brooklyn, amounts to from two to ten days. On this basis the sav- ing in interest charges to the con- sumer, based on ten days saving at 6 per cent of the valuation, equaled during the entire year 1926 on a volume of cargo of 730,000 tons not including lumber $75,000. Eliminates Cost of Lighterage “Authorities say that the average cost of lighterage on Manhattan or Brooklyn to the railroads is $2.50 per ton. ‘Total saving to the rail- roads during the year 1926 by avoid- ing lighterage on the foregoing vol- ume of tonnage would have been $1,825,000. “It is estimated that the average saving to a steamship operating at Port Newark, as compared with Man- hattan or Brooklyn, is 50 cents per ton, on account of the quick dispatch given the ship at Port Newark. On this basis, the saving to the steam- ship owner equals 730,000 tons at 50 cents a ton or $365,000. In addi- tion the trunk line railroads add a handling charge of 50 cents a ton, or the equivalent of 75 cents to $1 a thousand on all lumber discharged at Manhattan or Brooklyn for deliv- ery to the railroads by lighter. This is a further argument for the econ- omy of operation through Port New- ark, where lighterage is entirely elim- inated and lumber and other com- modities are delivered and _ received direct to and from the railroads.” Malolo Begins Service To Honolulu HE MALoLo, largest and swift- ' est ship ever built in the United States, was placed in commis- sion at New York on Oct. 25. Two days later she sailed from that port and, after touching at various ports en route, arrived at San Francisco on Nov. 12. She left the latter port Nov. 16 on her initial trip to Hono- lulu, which is to be her regular run. This ship was designed by William Francis Gibbs and built by William Cramp & Son Ship & Engine Building Co. under the supervision of Mr. Gibbs. She is owned and operated by the Matson Navigation Co. There are many notable: features about the MALOLO, but none is more impressive than her stability. She is 583 feet long and has an 83-foot MARINE REVIEW—December, 1927 beam. She has 12 bulkheads, all ex- tending up to F deck, or about 20 feet above the water line, and the water-tight bulkhead doors are oper- ated hydraulically from the bridge. Any five compartments may be flooded, and, provided the engine compartment is not among them, the ship is able to reach port under her own power. (Continued on Page 54) 39