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which have a great reputation among Atlantic travelers for comfort and steadiness in a seaway. The Mauretania was constructed on a building berth specially laid out for her and piled the entire length in or- der to support the great weight of material to be wrought into the ves- sel. This berth is covered with a shed, of girder lattice work and roofed with glass, 740 ft. long, with a clear inside width of 100 ft. and a height of 144 ft. Seven electric over- head cranes, some of 3 tons and oth- ers of 5. tons lifting capacity, were fitted in the roof of this shed, and for lifting heavier weights up to 10 tons the cranes were arranged so that two could be made to work in conjunc- tion, It is interesting to recall that the latest Cunarder was built on the site of the important Roman stronghold of Segedunum, which existed from about the year 280 A. D. to about 400. Segedunum marked the eastern- most end of the great wall built by the Romans and which spanned Brit- ain from the Solway to the Tyne. During excavations in the Wallsend ship yard shortly before the laying of the keel of the leviathan, a por- tion of the wall was uncovered, and many coins and other proofs of the occupation of Britain's ancient con- querors were unearthed. THE ENGINE BUILDERS. The Wallsend Slipway & Engineer- ing Co., a firm intimately connected TAE Marine. REVIEW out the world for the engines it has built for the leading steamship com- panies, and for the British admiralty. The Wallsend Slipway Co. has been 39 the Clyde and the Tyne, is unsur- passed. THE DESIGN OF THE VESSEL. Not: only the British empire, but FIRST-CLASS LIBRARY. responsible for the design of the tur- bines, working with the Parsons Ma- rine Steam Turbine Co., also of Wall- send, and with James Bain, the gen- eral superintendent of the Cunard company. For the construction of the propelling machinery Andrew Laing, director and general manager of the ee SECOND-CLASS SMOKING ROOM. with the ship builders, has construct- ed the turbines and boilers of the Mauretania. This company, estab- lished in 1875, is well known through- Slipway company, has been primarily responsible. His experience in the building of engines for large mail steamers and war vessels, both on the whole world, owe a debt of grat- itude and a tribute of admiration to the Cunard . Steamship. Co. for the great enterprise and courage they have shown in the inception of two steamships like the Mauretania and her sister. The death of the second Lord Inverclyde, who as chairman of the Cunard company in 1903 entered into the agreement with the British government that led to the building of the vessels, was an irreparable loss to the British mercantile marine, and it is a sad reflection that he who was SO, largely responsible for the con- struction of the huge ships is not present to see the practical outcome of his great scheme. The present able chairman,. William Watson, and the other- directors of the company, have carried on the work to a suc- cessful issue. The conditions laid down in the agreement entered into in 1903 be- tween the British government and the Cunard company required the construction of two steamships '"ca- pable of maintaining during a voyage across the Atlantic a maximum av- erage speed of from 24 to 25. knots (say, 27 to 29 statute miles) per hour in moderate weather." This stipula- tion, coupled with the large amount of passenger accommodation aimed at, the stringent requirements of the British admiralty, and the determina- tion of the owners to make the ves- sels much. stronger than any other