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out, two sections of the JACOB CHRIS- TENSEN’S stem, apparently at the curve of the forefoot, were found on the Ma.owo’s boiler floor. For a space of approximately 25 feet fore and aft, and for about 15 feet ver- tically—and all below the waterline— the plating was distorted and frac- tured together with adjacent sup- porting structure, while in addition similar conditions existed above the waterline to the sheerstrake.”’ Among those on board the MALOLo at the time was Rear Admiral D. W. Taylor, retired, former chief con- structor of the United States navy. He stated that the ramming was in the most vulnerable part of the ship and that it was equivalent in damage to an accurately placed torpedo. The prow of the JACOB CHRISTENSEN tore a hole in the side plates of the MALOLO through which a tall man may walk without stooping. Through this hole, some 10 feet below the waterline, the water rushed in a torrent, almost instantly flooding both compartments. The boiler room crew barely had time to escape by means of the emergency escapes. The MAatoio’s oil burning fires were immediately drowned out, the vessel thus being left without steam power for any of her engine room equipment, including the main generators. Because of the lack of power, the anchor could not be raised so that some 20 tons of anchor and chain had to be let go. Current for the lights, however, was obtained first from the ship’s storage battery plant, and subsequently from an auxiliary Diesei-engine driven generator, located on D deck. This also furnished. current for the radio. The MALOLO was towed to New York har- bor where three additional large tugs were called to assist in mov- ing her through Ambrose channel. After being tem- porarily patched and pumped out, the MALOLO was placed in the Morse dry dock on June 2. In- cidentally, this was one of the biggest towing jobs ever known, involving a dead- weight of 33,000 tons. The MALOLO 12 drew 36 feet forward and 26 feet aft and the tow moved at the rate of about five knots. In commenting on the collision, Mr. Gibbs stated that at no time was the MALOLO in danger of sinking. He pointed out that on no previous oc- casion had a large passenger vessel, similarly rammed, been able to re- main afloat. The MALOLO, he said, was Seaworthiness Proven With her two boiler compart- ments flooded after being rammed by the freighter JACOB CHRISTEN- SEN the S. S. MALOLO was at no time in danger of sinking or cap- sizing. This extraordinary practi- cal demonstration proves beyond doubt that the carefulness with which the recommendations of the London conference on safety at sea were followed and even ex- ceeded has brought forth the first vessel ever built in this country able to sustain such an extreme damage to a vital part without danger of foundering. built with safety of passengers as the primary consideration. “The MALOLO was built entirely in compliance with the rules adopted by the International Convention for the Safety of Life at Sea, which was held at London, in 1914, following the sink- ing of the TITANIC,” said Mr. Gibbs to a representative of the MARINE RE- view. “It is the first passenger _vessel to be built in the United States ON BOARD OF THE MALOLO FOR HER TRIALS—LEFT TO RIGHT—W. A. DOBSON, NAVAL ARCHITECT AT CRAMPS; W. P. ROTH, PRESIDENT MATSON NAVIGATION CO. ; W. F. GIBBS, DESIGNER OF THE MALOLO AND PRESIDENT OF GIBBS BROS. INC.; F. A. GIBBS, VICE PRESIDENT OF GIBBS BROS. PRESIDENT AMERICAN-HAWAIIAN S. S. CO.; J. H. MULL, PRESIDENT OF CRAMPS; ADMIRAL D. W. TAYLOR, CONSULTING NAVAL ARCHITECT, AND W. ALEXANDER OF THE EXECUTIVE COMMITTEE OF THE MATSON NAVIGATION CO. INC. ; MARINE REVIEW—July, 1927 J. D. TOMLINSON, VICE in full compliance with these provis- ions. In addition to the bulkhead and other provisions in this code, we in- corporated some new features in the design of the Ma.Louo. Chief cf these was the installation of hydraulic e- mergency scupper valves. All of these valves are controlled from the engine hatch which is located high up in the ship. When the two compartments were flooded at the time of the col- lision, and the ship developed a high- er waterline, all of the emergency scupper valves were closed, thus pre- venting water from flowing through the scuppers and flooding successively the other compartments in the ship. “The notable feature about the MALOLO is her stability. At no time during or after the collision did she develop a list of more than 2 per cent from the perpendicular. This stability was obtained by giving the ship an unusually broad beam. A narrow beam ship with less stability is sure to de- velop a much greater list than a broad beam ship, and where the list- ing immediately following the moment of impact is so great as to lower the ports and other openings below the surface, the flow of water may be so violent as actually to prevent the ship from recovering from the origi- nal listing. “Safety features which enabled the MALOLO so successfully to withstand this collision involved a cost which increased the total outlay for the construction of the vessel by less than 5 per cent.” Results of the collision, Mr. Gibbs believes, point to their own moral. It is desirable, he feels, that the United States en- act into law the provisions of the Internation- al Convention for. Safety of Life at Sea, not only because these provisions are adequate to meet the require- ments but also because their en- actment would promote uniform- ity of practice among maritime naAatvLons;, 2: He pointed out that these provisions already have been adopted as law in_ Great Britain and that they are being