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Mercantile Shipping (Continued from Page 14) ticular service of the ships of the two nations who are a party to that trade. The United States has taken the position that it has both a moral and a political right as a domestic policy to grant aids as may be necessary to provide an American service in for- eign trade from an American port. It will not agree to abrogate such a fundamental sovereign right. The war demonstrated to the American people the terrific costliness and the danger to national security of de- pendence solely on foreign ships. Whatever can or may be done at the world economic conference to al- leviate the mercantile shipping crisis, it is useless for Great Britain or any other nation to expect a reversal of the policy so clearly defined in the merchant marine acts of 1920 and 1928 to give encouragement to the development of an adequate Ameri- can overseas merchant marine. Sir John Latta at the annual meet- ing of the Nitrate Producers Steam- ship Co. Ltd., held in London, May 30, in speaking of the aid granted American ships referred to, ‘“‘the fal- lacy of subsidizing cargo vessels in a self-supporting country, because of its hypothetical necessity as a war measure,” and said, “inability to con- struct and use commercial imple- ments on a self-supporting basis con- stitutes an infinitely greater national danger.’ This is the very thing that the American government is trying to overcome and by wise encourage- ment to make it possible to construct and use commercial implements on a self supporting basis.. The pay of the British shipyard worker and the pay of the British seaman and steamship owner’s staff are the prime elements in this inability, and this is what we are trying to overcome by govern- ment aid. If Sir John Latta knows of some less costly and more efficient way of reaching this objective, the American government will be mighty glad to hear from him. Trunk Piston Diesels The diesel direct drive ferry CHIp- PEWA, of the Puget Sound Navigation Co., operating between Seattle and Bremerton, Wash., has successfully completed a year in service covering 73,200 nautical miles. She has op- erated seven days a week and has never missed a trip. The propelling power of the CHrIprpEWA is a 2130 brake horsepower, trunk piston, two- cycle, mechanical injection, Busch Sulzer diesel engine. Annual inspection of the CHIPPEWA, without taking the vessel out of serv- ice; was accomplished by pulling one piston at a time during daily layover between midnight and morning. The internal parts of the engine were found to be in excellent condition, 38 with an exceedingly small wear of cylinder liners. Such performance in service is a practical demonstration of the adaptability for marine serv- ice of the simple, single acting, trunk piston, diesel engine of lower cost and lighter weight. Joins Waterman Line John A. Erickson, for some time assistant manager, ownership opera- tions, of the Munson Steamship Lines, New York, has joined the Waterman Steamship Co. at Mobile, effective as of June 15. Mr. Erickson has had many years of experience of a varied nature in steamship operations in connection with the widespread activities of the Munson Steamship line. For a time he is to be located in the home of- fice of the Waterman Steamship Co. at Mobile, Ala., following which he will go to Europe for the Waterman organization. Foreign Service Plan Chambers of commerce and foreign trade groups of 30 cities have collab- orated on a “plan of economy” for the bureau of foreign and domestic commerce which has been presented to President Roosevelt and Secretary Roper as a practical means of pre- serving the essential services of this bureau to American business firms engaged in foreign trade. An outstanding recommendation of the plan is the appointment of com- mercial counsellors who would have charge of all commercial activities of the foreign services of the depart- ments of state and commerce in each important trade region abroad. The post of commercial counsellor would be a new one and would include many of the duties now performed by com- mercial attaches and consular offices. The commercial counsellors will have a status in both commerce and state departments but their primary re- sponsibility would be to the depart- ment of commerce. Chas. M. Boling, representing the Dampney Co. of America, manufac- turer of special protective coatings suitable for use in marine service, hag moved from Detroit to Cleveland, as of June 1. Radio Corp. of America announces the removal of its offices from 570 Lexington avenue to the R. C. A. building, 30 Rockefeller plaza, New York City. Modern methods for proper insula- tion of large cargo and small ship store space with satisfactory, perma- nent sheet corkboard and cold pip- ing and fittings, are described and illustrated in a forty-page catalog re- cently issued by the Cork Insulation Co. Inc., New York. MARINE REVIEw—July, 1933 Baltimore Port Needs Include Canal Deepening E. H. Pouder, director of the Export and Import bureau of Balti- more, emphasizes the constructive im- provement measures in that port which might be carried out under the terms of the public works program. Among these improvements are the completion of a well designed already laid out harbor dredging program; also, that the Chesapeake and the Delaware canal should be deepened to provide ocean draft vessel navi- gation in order to shorten Baltimore’s. connection with the northern § sea- board and Europe. Other waterway projects also are advocated, each one of them clear cut. and definite. The most important, however, is the deepening of the ca- nal. It is at present 12 feet déep and 90 feet wide, and is now of val- uable service for shallow draft traf- fic. Careful surveys indicate that a minimum saving of $700,000 per year will be effected in present operation if this canal could be used. During the month of April, 1933, 172 vessels in foreign, intercoastal and coastwise service entered the port of Baltimore in comparison with 188 for the month of March, and 209 for April, 1932. The Colonial Navigation Co., oper- ating a passenger service between New York, Providence and Boston, on June 9 announced the appointment of J. R. McDonough, formerly of the Hudson River Day Line, as agent at. Pier 11, North river, New York. Heavy Machinery Discharge Included in the cargo of the Ger- man steamer Grandon from Bremen and Hamburg to Boston were three of the largest pieces of machinery ever transferred from a vssel to cars at this port. The Grandon docked at the Tide- water Terminal, Army base, on May 24. Three steel cylinders, each 18 feet long by 12 feet, 5 inches in di- amter and weighing approximately 30 tons, were brought from Ham- burg. The wrecking outfit of the New York, New Haven and Hartford railroad was utilized in lifting the cylinders from the vessel and swing- ing them to the transformer well cars waiting on the track on the pier alongside the ship. The cars are low slung to permit passage under bridges and through tunnels. The cylinders were all des- tined for Wisconsin paper mills. It is expected that other similar ship- ments will be routed through the port of Boston. The Grandon also brought 1100 tons of general mer- chandise.