nightly sailings in this service which are performed by 7 steamers.

In the summer of 1915 the Panama-Pacific Line, one of the companies of the International Mercantile Marine Company, began the operation between New York and San Francisco of the Kroonland and Finland (Fig. 5), large vessels of over 13,000 tons gross and about 8,500 tons net. These vessels carried passengers and higher classes of freight and made the trip via the canal in 17 to 19 days. The Korea and Siberia, of 11,284 and 12,760 tons gross respectively, were sold in 1915 by the Pacific Mail Steamship Company to the Atlantic Transport Company eventually to be operated in the coastwise trade in connection with the Kroonland and Finland; but in 1916, the Korea and Siberia were sold to the Toyo Kisen Kaisha. With these 4 vessels, the Panama-Pacific Line would have been able to maintain a combined passenger and freight service with sailings at intervals of approximately 10 days. A photograph of the Kroonland is presented in Figure 1, the frontispiece.

In addition to the sailings of the four intercoastal lines above described, the services between the two seaboards of the United States in September, 1915, included the dispatch of a vessel each way about once a month by Crowell and Thurlow, and an intermittent service by Sud

den and Christenson, Swayne and Hoyt, and the Dollar Line. The great demand, which was created by the European War, for neutral vessels in the foreign trade caused the diversion to the foreign service of numerous vessels that have been and would otherwise now be operated through the canal in the American coastwise trade.

The foregoing account of the services of regular lines operated by way of the canal between the two seaboards of the United States should be supplemented by a brief reference to two special types of vessels sometimes operated by ocean transportation companies, but more often by producers who employ their own ships to transport their products. These are the special types of vessels for the transportation of lumber and for the carriage of oil in bulk.

For the transportation of lumber the so-called "steam schooner" was developed on the west coast of the United States. A profile of a typical steam schooner is shown in Figure 6. This vessel is 235 feet in length, of 422 feet beam, and has a molded depth of 18 feet 8 inches. Its gross tonnage, American registry, is 1,600 tons and its net tonnage only 915 tons. It will be noted that the engine room is well aft and that there is only one deck extending from the engine room to the forecastle. The entire central portion of the vessel, with the exception of one deck, is an open space