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_All-Water Transportation for Through Shipment HIPMENT of cargoes by all-water transportation from the upper Lakes to salt water by way of the New York state barge canal and Hud- son river is gaining more and more commercial value. This fact was borne out recently when the motor- ship Empire State of the Federal Mo- torship Corp., Buffalo carried a cargo . of 1800 tons from Lake Michigan to fone island. City, N.Y. Loading enameled and vitreous china plumb- ing fixtures, plumbers’ brass and elec- tric plants at Sheboygan, Wis., the vessel proceeded on May 4 to Milwau- kee where she picked up additional cargo. She arrived in Long Island City on May 14, after having com- pleted the 1250-mile trip through Lake Michigan, Lake Huron, Lake Erie, the Welland canal, Lake Ontario, the New York state barge canal and the Hud- son river. The motorship Empire StTAtr, one of the largest vessels able to go through the barge canal, is 255 feet long, 43 feet 6 inches beam, and 20 feet depth. She is powered with two 300-horsepower Nelseco diesel engines and has a speed of 12 miles per hour. On her recent trip, she carried 1800 tons on a draft of 9 feet which is the maximum for barge canal navigation. Her cargo consisted mainly of 50 car- loads of plumbing fixtures and elec- tric plants from the Kohler Co., Kohler, Wis. This material was shipped by rail from Kohler to She- boygan, a distance of four miles. Al- Motorship Empire State of the Federal Motorship Corp. taking on cargo though this company has been re- ceiving material from England by way of the St. Lawrence river, this is the first time that it has employed the all-water route for movement of its finished products from the factory to the Atlantic seaboard. Issue Report on American Intercoastal Traffic The water borne intercoastal freight traffic of the United States for the calendar year ended Dec. 31, 1930, amounted to 9,043,772 cargo tons, ac- cording to a report of the United States shipping board, bureau of research. This commerce was carried on en- tirely in American flag vessels operat- ing through the Panama canal between Pacific, Atlantic and Gulf coasts. More than 72 per cent of the entire volume of intercoastal traffic originat- ed on the Pacific coast and moved east- ward through the canal. Of this east- bound traffic amounting to 6,502,267 tons, 429,661 tons or 644 per cent was delivered at ports in the Gulf, 121,544 tons or 2 per cent at ports on the South Atlantic coast, and 5,951,062 tons of 91% per cent at North Atlantic ports. Of the westbound traffic amounting to 2,541,505 tons, 564,589 tons or 2214 per cent originated at Gulf ports, 48,535 tons or 2 per cent at South Atlantic ports, and 1,928,381 tons or 75% per cent at North Atlantic ports. Cutless rubber bearings manufac- tured by the B. F. Goodrich Co. Akron, O., are being installed in the following craft; Two 7-inch bearings in each of two new 130-foot fireboats for the City of New York, now under construction ' by the Todd Shipyard & Drydock Co., New York; Four bearings, two 8%- inch and two 8% inch, in the ferryboat San DyreGo, now being built by the Moore Drydock Co. for the San Diego & Coronado Ferry Co. What the British Are Doing in Shipbuilding HE total output of the Scottish ship- ae in May was some 32,500 tons gross. The Clyde total of 31,600 was considerably below the average for May, contrasting with over 53,000 tons last year and 45,000 in May 1929. For the five months of this year 34 vessels have been launched with a total ton- nage of 93,000 tons. * * * ‘A&A NEW all-electric passenger vessel the construction of which is re- garded as a triumph of British engi- neering was demonstrated to a party of 150 shipowners, shipbuilders and en- gineers when the vessel Locu FyYNnrE specially designed for service on the west coast of Scotland completed her trial. She is equipped with two 1000 h.p. Paxman heavy oil fuel engines driving Metro Vick generators which supply not only the power for driving the vessel but also the electricity for the auxiliary machinery. The engines are fitted with superchargers and the 54 space thus set free is available for ex- tra passenger and cargo accommoda- tion. The vessel is controlled direct from either side of the bridge instead of by the usual method of relayed con- trol. The power of maneuvering due to instant response to control is almost unparalleled. The vessel has been built by William Denny & Brothers Ltd. of Dumbarton for David Mac- Brayne (1928) Ltd. of Glasgow. The main contractors for the machinery were David Packman & Co. Ltd. Col- chester, the whole of the electric gear being supplied by the Metropolitan — Electrical Co. Ltd. of Manches- er. * & & f Ss Furness Shipbuilding Co. of Haverton Hill who in recent years have built many special tankers have Just launched the Brrramon, being the first of two vessels for the British American Oil Co. Ltd. When launched the ship was in a completely finished MARINE REVIEwW—J uly, 1931 condition except for her propelling ma- chinery and has been constructed in the remarkably short time of 13 weeks. It is 250 feet long, 48 feet wide and 18 feet deep with a dead weight of 2800 tons. Engines are to be supplied by the North Eastern Marine Engineering Co. Ltd. and consist of triple expansion engines with multi-tubular marine type boilers. ke ke *& DEARTH of orders on Teeside prevails and it is stated that with the exception of a small pontoon no berths are occupied. Shipbuilders in that area are interested in important negotiations pending for new steamers of a cross-channel type. Definite inqui- ries are in hand for anything up to five new vessels and while some are likely to be built on the Tyne one or more may be ordered from shipbuild- ing yards on the northeast coast. The situation on Teeside, however, is with- out. parallel in shipbuilding.