The Herald-Palladium from Benton Harbor, Michigan • 12

WEDNESDAY; MARCH 121941 THE NEWS-PALLADIUM nuribus Corforry Rocolk Flcotc Humble Start Bin I'riia'ra CrasK Airliner Crashes When It Skids At Mi. wm I 1 Sf Sc-jSf. yaaiaiiiiiiinimit itiiTiiwtoaiaajiii nan wiiimhmi IF! v- 'i i i 1 i '1 1 I J- -V. I I i I k.i,lki,'.' ii n- mi TtrimM-ii i i fa ritnr I I i t'fc Il3L7 5 i -J Wrecked American airliner after it had skidded in landing and crashed into dike -at Lunken airport, Cincinnati, O. Pilot Lester Bryant suffered fractured skull.

Eight passengers and two other crew members escaped serious injury. (NEA Telephoto.) Assassin's Bomb Wrecks Istanbul Hotel Sido-Whcol Steamer Ferried Freight: Across Michigan Sorvico Dotof Dock Apprcimably Two-Thjrds of a Ccnlury: -VI 4 A 4 TlirlrAv fpnr mlnntj aftor flpnrffii unloading of cargoes and rail freight by hand, a method that was slow and costly abd, In the ease of certain commodities, prohibitive, first Steel Carferry A carferry, with lour-track car deck for stern loading and 'unloading without breakage of bulk, was bunt and placed in service by the A heora pnlnnlnn rrrlroH t.h Pra Port Lester W. Bryant who suffered skull fracture when American airliner which he was piloting skidded in landing and crashed Into dike at Lunken. airport, Cincinnati, O. Eight passengers and two other crew members escaped serious Injury.

Bryant was well known in Benton Harbor. He was the widower of the late Peggy Piper Bryant of Benton Harbor, who died two years ago. (NEA Telephoto.) Questioned, Jm Mrs. Waneta Appelt, questioned about slaying of Joseph Lorenz, slain In flhlrno'n f.rApt; 4 A r'r in the Anmy ir-y i 'ti I OHr. 5 w- XT A 'X, issssssHowsoaawssBsSBSflllte .1 Rendel, former British minister to Bulgaria, and Ills legation staff had tiken up headquarters there.

Ren- tranged husband, Walter, who is del and his daughter Anne were unhurt but the blast killed 15 persons. The bomb in the apparent attempt being sought by police. (NEA Tele-at assassination exploded In the hotel lobby. photo.) The maiden voyage of the City of mdiand, new flagship of the Per 1 Uarquette Lake Michigan fleet, out of Manitowoc Wla, serves to high-f light the contrasts of the company's earterry operation, now the 1 largest In the world, with the modest 2 beginning and earliest strivings of r'tals service, two-thirds of a century ago, uA single ship slow, privately-j owned side-wheel steamer, the John the service in IlJV carrying package freight. Though she functioned for only one brief summer, pending completion of more adequate arrangements, she nevertheless started this trans-lake eervloe, becoming, nominally at least, the mother ship of package frelght- era and carferrles of succeeding Pere Marquette fleet.

The ferry kervice, originally con-il fined to the connecting Lud- Ington, MiclL, and Manitowoc, Wls resulted from the completion of an 1 extension of the line of the Flint and Per Marquette Railroad to the east snore of Lake Michigan, at Ludlng- ton, in December. 187i. This com- pany. predecessor company of the I present Pere Marquette Railway, I promptly saw the need lor trans-I lake movement of package goods to avoid the long haul around the southern tip of the lake. The road established the service, first by contract with the owner ol the John Sherman, later by an ar rangement with the Goodrich Line of wooden steamers, and in 1882 It took over the ferry operation with floating equipment of its own.

It built and put into operation that year the P. St P. M. No. 1 and the P.

P.M. No. a. The sudden upsurge of business following the introduction of these two ships impelled unusual measures to Increase cargo capacities. In 1883.

these terries were taken to Detroit, cut In two, and provided with 36 feet additional length through new construction amidship. After acquiring dockage at Milwaukee, the F. St P. put another wooden ferry into service in 1887 to up the business to and from that a. jaae poneEAfcaaawLJWH jBraun5: I ensuing two years to keep abreast of increasing demands for service.

Like all of the preceding ferries and, for that matter, all ferries built up to I about 1896, these' were "break-bulk" ships, necessitating the loading and A iid-wheel steamer, sach at pie-tared (top left) vm motaer-ihlp of the Per Mareaette earterry fleet, plying Lake Michigan. Kmoke belches (or the lint time (rem the raklah itaek of City o( Midlaad, new flafihlp of the. fleet (top right). Pere Marqattte 21 entering Lad ington alter a ran throngh lee (bottom left). Chule E.

Robertson, native et Glen Haven, Mich master of the City of Midland. tracked car decks acoommodated 80 standard freight cars as compared with a previous maximum of twenty-, Each had forty-three passenger staterooms Several years after these! two ships went into service, the passenger accommodations of the fleet were further augmented through changes aboard the Pere Marquette 21 and Pere Marquett 22. The cabin faculties of each pf these ships were increased from 12 staterooms to a new complement of 40 staterooms, to help supply the greater demands of the passenger traffic, Originally conceived as an operation confined to the service has become an Important facility for passengers and automobiles, for it furnishes a straight-line short-cut, Its Ludlngtoxr-Manitc-woc route being a link In o. 8. Highway No.

10, saving motorists hundreds of miles of detouring "round the lake. More than 18,600 automobiles and over 60,000 passengers were, carried over the three trans-lake routes during 1940.. The single lane of lake-traffic plied. by the sldewheeler of "75, between LUdington and Manitowoc long ago developed into three trans-lake routes. Back and forth over these routes flow the rail lading Interchanged at Ludlngton and the three Wisconsin ports of Milwaukee, Manitowoc and Kewaunee.

This traffic, much of it to the East and Northwest, moves to many and distant for domestic use and export The business has grown to a vast volume. The more than 1,700,000 tons' of freight transported across the lake during. 1940 makes the cargoes of a half -century ago mere thimblefuis by comparison. The commodity movement eastbound, in the days of the break-bulk ferries. was predominantly grain, much of it destined to the Atlantic seaboard for export Although grain continues to move across the lake.

It constitutes now only a small part of the total traffic. Products from inland points distant from Milwaukee make up the bulk of the eastbound carferry cargoes. The lake traffic was once predominantly eastbound, but the flow west now more nearly equals the movement east Figures show 55 per cent is eastbound and 49 per cent westbound. Freight to and from the East and Northwest routed via the lake, to rail connections on Wisconsin and Michigan shores, travels a shorter distance by reason of by-passing the Chicago gateway. Freight through Manitowoc, for Buffalo, via the lake and the line of the Pere Marquette, traverses a route that Is 170 miles shorter than the route via Chicago.

The saving In time is often as much 24 hou: Improving Facilities Th 3 policy of the present management, headed by G. D. Brooke as President and J. Bowman as Operating Vice President has been How Supplies pr lorakovon' Anco f(rrzty Stole of Milosj Lri if F. D.

R. Si3ns Aid Bill Australians to add units as business warrants and to make replacements, when advisable, with ships having larger capacities, better passenger accommodations and improved facilities for handling freight and This Is reflected in the design and construction of the City of Midland, which has a new high service speed of 18 miles an hour; better and more luxurious passenger appointments than were ever provided before; facilities for the easier and more expeditious handling ol automobiles on a special automobile deck, and greater car deck capacity for loaded freight cars. This pew flagship has a car deck accommodating 34 standard-size railroad cars and an automobile deck for at least 50 cars. She has a carrying capacity of 376 passengers. Her 74 staterooms include 12 master suites.

Dockage facilities, too, have been expanded as the need developed. At Ludlngton, for example, where the service was originally operated from a single improvised dock, three modem slips navebeen-bullt to enable three carferrles to be berthed and handled at the same time. Ludlngton Is the home port of the carferry fleet The ships are supplieddispatched and serviced from this base of operations. The marine storeroom there supplies refrigeration and storage of perishables for carferry passengers and crews. Food for 400,000 meals a year Is handled there.

High records of performance have been achieved by the ships of the Lake Michigan fleet. The City of Saginaw and City of Flint, from the time they went Into service to the close of 1939, traveled. a total of 1,986,000 miles on their assigned route between Ludlngton and Manitowoc. Their crews drew in wages, In that period, $1,825,000. Their joint record for freight hauled Is said to surpass that of any two ships in ocean service for a like period.

The City of Flint established in 1939 the world's record figure of 100,000 miles of travel in one year. The record of performance ol the fleet. In ail seasons and under all conditions of weather, shows the service has not been suspended for a single day In 17 years. Their special design and construction permit their all-year-'round operation, even when Ice fields and ice floes make Lake Michigan unnavlgable for Other types of ships. The bow plating of the City of Midland, for illustration, has a thickness, to a point about 75 feet aft of the stem, of 1 Inches, or double the thickness throughout the remainder of the ship.

Her bow frames or ribs are of extremely heavy section, well braced and spaced on 18-inch centers. Her stem is forged steel, 11 Inches wide and 4 inches thMLPMjeiiig-Jirom- boabtttc. a knife blade, this stem is cut-away at "cutwater" to facilitate clearing a way through Ice. Churning forward, the craft rides on the solid ice until the increasing weight Is sufficient to break It Reach Britain SST tMPpe IIIMM nwmiwm Inn i Flint and Pere Marquette, in 1897. under the name of Pere Marquette, later called the Pere Marquette 15, Powered by engines having a rating of 2,500 Indicated horsepower, this ship, of 350 feet overall length, with a 82 ft, beam, was one of the most remarkable vessels of her time.

Her special construction enabled her to plow her way through Ice. She had ten staterooms for passengers. Her car deck accommodated twenty-six loaded freight cars. She was the first of the all-steel carferrles on the Great Lakes. Because loading ana unloading her merely Involved moving loaded freight cars over shore tracks to deck tracks, and vice versa, the debut of the Pere Marquette made the old-type freight ferry obsolete overnight.

The Flint and Pere Marquette Railroad was merged with the Chicago and West Michigan and other railroad properties to form the new Pere Marquette Railroad In January, 1900. The wooden carferry, Muskegon, operated by the Chicago and West Michigan for freight and passenger transportation, between Muskegon, and Milwaukee, was taken over by the consolidated company, renamed Pere Marquette, and transferred to the Ludlngton-Mil-waukee run, where she served until retirement in 1907. The new company was keenly interested in the carferry service, and. through acquisition of two new units in 1901, one In 1903. and one In 1911, It developed, over a ten-year period, a fleet of six all-steel carferrles having stateroom accommodations for passengers and sizeable car decks for the handling of loaded freight cars.

The greatest development of the fleet and the service, however, has been under the present Pere Marquette Railway Company. The fleet was enlarged in 1924 with the addition of the Pere Marquette 21 and Pere Marquette 22, and again in 1929 and. 1930 with the two newL power ful, turbo-electric carferrles, City of Saginaw 31 ana City of Flint 32. The latter two were built with an overall length of 381 feet, exceeding, by 21 feet, the ength of the two ships built in 1924. Their four- American Steel The American steel industry produced 38,850.000 nt tons of fln- hWA svel In J919, ct which 45 pr i Wef of -'it prod- '( oe: osssaV WaBvMMh Nazi Soldiers In Africa Palaro hntpl (rmtr1 in T.t.nniiiJ At Singapore lllllBillllP St" 1 1 I life of Wallace Beery came up at the i.

I- 1 .4 'r Australian troops, laden with equipment, leave transports and move on to camps at Singapore, China, according to caption -on this radiophoto from London. (NEA Tetepboto.) until Beery To Wed Again? British-aid bill became law when President Roosevelt rnned his name on, the legislation at the. White" House 15 minutes after it had arrived by special messenger from Capitol Hill. Cm the desk are some of the pens the President nsed In signing it. Heads WPA Big Recruit V-shipping Southampton ST arAitt London SouHiompton rr Hints of a new romance in the v'e As German troops nterlng Bulgaria threatened the Dardanelles jfrom the north, the German expeditionary force aiding Italians in Africa increased threat from the south.

This photo, radioed from Berlin, i one of first showing. Germans in Africa a German soldier "conversing" with A Telephoio.) Howard O. Hunter (above) was It ffLJW appointed feoVral woTfes adtnlias-trator. Before leaving Chicago to go J. i ii.n 1 1 1 1 1 1 Invention Blade Jobs rs accounting machines.

In t'- wre 159,000 bookkeepers mifti.ls in the Unit'S i''f rjunlxr had Jn- i Last few hundred mile on the shipping lanes of Britain's far flanf empire are the most dangerous, for it is around the British Islm that German submarines and bombers taae thflr greats tU of vwli, Blap brief vacation. Hunter said, in com- mentlnu on an Increase in WPA work week from 1 to 3 ')urs, "I tu' .1 I'; i i trial to Hollywood of a suit brought against him by Allan Whitnry, his former protege. Beery denied to reporters that he and iTrs. Lorren Buf- fum Pxblnson, wealthy Ketv Yori v.li-)w who is 1, n- 1.