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observed in Italy. Mr. Gibbs_ be- lieves particularly that it is es- sential to define by law the re- quirements for bulkheads. He point- ed out, for instance, that it is permis- sible under the existing law to build vessels whose bulkheads are not suf- ficiently high to reach up to a new waterline which would be developed through the flooding of one or two single compartments. MALOLO, at the time of the collision, was on her builder’s trial trip and was in command of Captain Tilton, yard captain for the William Cramp & Sons Ship and Engine Building Co. Included among those on board were J. H. Mull, president of the Cramp company; W. P. Roth, president of the Matson Navigation Co.; J. D. Tomlin- son, vice president of the American- Hawaiian Steamship Co.; Wallace Alexander of the executive committee of the Matson Navigation Co.; Wil- liam Francis Gibbs, president of Gibbs Bros. Ine. and his brother, Frederic H. Gibbs, vice president of Gibbs Bros. Inc., and Admiral D. W. Taylor, United States navy, retired, consult- ing advisor to Gibbs Bros. Inc. Other representatives of the Matson Naviga- tion Co. on board were F. M. Ed- wards, marine superintendent; C. W. Saunders, operating manager; Joseph Barker, superintending engineer ; Captain Peter Johnson, commander of the MALOLO and his executive officer, C. A. Berndtson. The Matoto was’ designed’ by William Francis Gibbs, president of Gibbs Bros. Inc. for the Matson Navi- gation Co. of San Francisco, for the run between San Francisco and Hon- olulu. She was ordered by the Ameri- ecan-Hawaiian Steamship Co. and will be transferred to the Matson Naviga- tion Co. on completion. She is designed for at least 21 knots sea speed and will cut two days off the present run- ning time between San Francisco and Honolulu. She is 582 in length, with a beam of 83 feet and is driven by twin screws operating from Parson’s type geared turbines generating 25,- 000 aggregate horsepower, supplied with steam from 12 Babcock & Wilcox water tube boilers. She was built by the William Cramp & Sons Ship and Engine Building Co. and her launch- ing was a notable event, attended by many prominent government officials in June, 1926. She has been so de- signed that she can readily and quickly be converted into an airplane carrier or a light, swift cruiser, mounting twelve 6-inch guns, or a swift army transport, for use in na- tional emergency. Following the collision, a chartered 14 tug carried newspaper representatives from New York to the disabled vessel, and the accident received headlines on the front pages for a period of several days. A feature of the stories carried in the press was that the MALOLO had established a remarkable reputation for safety. The JAcoB CHRISTENSEN, which rammed the Ma.ono, had her prow stove in all the way back to the col- lision bulkhead but continued sea- worthy. In fact, she was able to pro- ceed to Philadelphia and deliver her cargo dry. Use of Radio on Malolo Immediately after the collision be- tween the Manoto and the Jacos CHRISTENSEN the first use of the MALOLO’s radio was to communicate with the CHRISTENSEN and ascertain her condition. She reported she was in no danger and offered to take off the Matouo’s people. She was asked to come up alongside and stand by. A message was then broadcast giv- ing our approximate position and ask- ing all ships nearby to come to us. This accomplished, our exact position was ascertained by radio bearings and broadcast to the ships coming up. The Tanker GULFLAND answered im- mediately and advised that she was about 38 miles away. Her bearing was observed on the Matouo’s radio direction finder and she was given a course to steer. Messages were sent to the Merritt Chapman Co. at New York requesting tugs and to the coast guard base at New London for cutters. The trawler FisHEerR reported her position nearby and was given a course to steer. Com- munication was established with a “number of other vessels at greater distances. The GULFLAND, FISHER, de- stroyer SHaw and steamer City oF PRETORIA were all given true courses to steer which brought them up through the fog. This was only pos- sible by the use of the radio direc- tion finder installed on the Matoto. The direction finder was also used to guide the wrecking tugs as soon as they came within range. The great value and extreme accuracy of this latest aid to navigation was striking-— ly demonstrated. The Matouo’s radio operators are T. M. Watson and Stanley Young. These men conducted themselves in accordance with the traditions of their calling handling speedily and effi- ' ciently the large volume of traffic. P. C. Ringgold and W. F. Aufenanger of the marine department of the Radio corporation were aboard the ship as observers, all the radio equipment and radio direction finder having been sup- MARINE REVIEW—July, 1927 plied by the Radio Corp. of America. A large number of messages were exchanged with each of the ships com- ing to the Manoto’s aid and after the emergency had passed many mes- sages were sent for men on board to reassure their families at home. The total number of messages sent and received was about 400. The powerful wireless equipment and radio direction finder on the Mauoto are of the very latest type. There are two.complete vacuum tube transmitters and receivers. The main set puts two kilowatts of power into the antenna which is four times the power of the average ship’s trans- mitter. The emergency set of 500 watts output is as large as the main set on the ordinary ship. The emerg- ency radio set operating from the ship’s emergency generator was used exclusively. The radio set was in al- most continuous use from the time of the collision until arrival at New York a period of over 60 hours. This is an unusual safety feature as com- pared with the emergency equipment of the average ship which is good for only about six hours service. The Mato.o also has a storage battery to operate the radio set which could have been used had the emergency generator failed. Build New Bay Steamer The Newport News Shipbuilding & Drydock Co. was the successful bid- der and were recently awarded the contract to build a new steamer to replace the City or ANNAPOLIS sunk Feb. 24 in the Chesapeake bay. The Chesapeake Steamship Co. placed the order for the new vessel and it is expected that she will be ready: for service May 1, 1928. The cost will be about $1,000,000. The new vessel is to be a single screw coal burning steamer 277 feet long, 538-foot beam, 138 feet draft and is to make a speed of 16 knots. Her displacement will be 3000 tons and she will accommodate 350 passengers and 500 tons of freight. Made Superintendent Capt. Fred A. Bailey who handled the difficult ice situation on the Great Lakes last fall with so much. skill was recently appointed superintendent of the Great Lakes Towing Co. He will have general supervision of all wrecking work and will make his headquarters in Cleveland. Captain Bailey was formerly man- ager of the Forest City Steamship Co. and prior to that he had sailed steamers of the Pittsburgh Steam- ship Co. for many years finally be- coming fleet captain. sila naar