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sels of any type merchant or naval. Since its beginning this yard has produced almost every type of vessel, from carfloats and barges to one of the two largest vessels built in an Amer- ican yard, the airplane carrier LrEx- INGTON, completed in 1928. These ves- sels include ferries, trawlers, freight- ‘ers, bulk oil and coal carriers, yachts, sailing vessels, submarines, destroyers, battleships and passenger steamers of all kinds. The shops and equipment are of the most modern type. The organization built up under the leadership of S. W. Wakeman, vice president, and H. E. D. Gould, general manager, stands second to none in the shipbuilding industry of the United States today, and is able to carry on the tradition of the old Bay State wherein were produced the flower of the American clipper ships in that glorious period of American lead- ership on the high seas. These two companies, each with a solid background of experience and tradition, collaborated to produce this latest masterpiece of the shipbuilder’s art and to this collaboration is due in no small measure the success of the vessel. When the owner and operator, knowing his problem, places the solu: tion in the hands of a trustworthy and capable builder, surely success is as- sured. Development of Design Tentative plans and _ specifications for these ships were developed by the Matson company and its consultants, Hugo P. Frear, naval architect, and John F. Metten, marine engineer. Prices were obtained from various shipyards, the Bethlehem corporation, Fore River plant, being low bidder. Preliminary approval of these plans by the shipping board and navy depart- ment was then obtained and a mail contract awarded in due course. In conjunction with the Fore River plant technical staff final arrangement plans and detail specifications were prepared and a contract for the two vessels signed on Oct. 25, 1929. The behaviour of the Mariposa on trial and her maiden trip to New York cemonstrates that this vessel has es- tablished new high standards for pas- senger comfort and efficiency among vessels of her size and type and jus- tifies definitely the choice of hull form and type of propulsion: The MArrposa (see accompanying tabulation for general particulars) is of the complete superstructure type, having nine decks, four of which are for passengers almost entirely. She is a twin screw ship driven by single re- duction geared turbines, steam being provided by watertube boilers in two firerooms. She has accommodations for 700 passengers. Her designed serv- ice speed at load draft is 20% knots and her load displacement is 26,141 tons. She is fitted for service as a naval auxiliary in time of war, subdivision 16 being to excess of the requirements of the 1929 convention for safety of life at sea, particular study having been given to the matter of stability in dam- aged condition. In this connection also her steering gear is located below the waterline, and provision has been made for fitting of gun foundations should these be required. The extreme- ly large fuel capacity of some 6600 tons provided should be of special value for naval service—the vessel be- ing capable of making the round trip between San Francisco and New Zea- land without refueling. Hull, machinery and equipment have been built to the latest rules of the American Bureau of Shipping and un- der their survey, the vessel being classed *A1E A.M.S. The design of the public spaces and staterooms, including decorations, was developed with special thought for the comfort of the passengers in tropical climates, the rooms being exception- ally large and airy, to give a particu- larly pleasing and cool effect. Report of Trials at Sea The official trials of the S. S. Marr- POSA were conducted on Dec. 10 and 11. The performance exceeded the contract requirements by ample mar- gins. The trials consisted of 14 runs over the measured mile off Rockland, Me., at speeds varying from about 14 knots to maximum and a 12-hour full power endurance and economy run. On standardization, for the mean of the three high runs, the speed was 22.27 knots at 132.1 revolutions per minute and 28,130 shaft horsepower; and the highest run was 22.84 knots at 132.5 revolutions per minute and 28,450 shaft horsepower. During the economy run the ship was operated as in normal service with all heating, ventilating, refrigerating and galley equipment in use so far aus practicable and with a generator load of 556 kilowatts. The average shaft horsepower was 22,113 at 124.7 revolutions per minute. During the last five hours of this run the oil con- sumption for all purposes per shaft horsepower of main turbines, correct- ed to 19,000 British thermal units, was 0.627 pound. General Arrangement of Vessel The hull of the MArrposa is divided into 13 main compartments from bow to stern, by 12 watertight bulkheads. Fuel oil tank and other minor bulk- heads give, practically, still more sub- division. This arrangement provides two large cargo holds forward; each hold is served by a large hatch. A large block of fuel oil tanks, above and separate from the inner bottom, comes next to the cargo space; then the forward boiler room. Another block of fuel oil tanks separates the forward and after boiler rooms, then comes an aux- iliary machinery space in which are located pumps and generators and the MARINE REvIEw—February, 1932 like, and which is flanked by oil tanks at the side of the ship. The main engine room comes next, followed by refrigerating machinery space and fresh drinking water tanks. These tanks run aft beside the propeller shafts; then at the after end of the -hold is a trimming tank. Refrigerated cargo space is provided aft; also space for. a considerable amount of general cargo. Refrigerated ship’s stores are near the refrigerated cargo and ma- chinery space. Other ship’s_ stores, laundry room, baggage spaces, mail 100m and tailor shop fill in where con- venient on lower decks between the forward and after holds. The main dining saloon, galley, pan- tries and cabin class dining saloon are located amidships on E deck—the first deck wholly above the deepest load water line. Decks D, C and B are given over mainly to staterooms. Deck A has ten de luxe staterooms forward, eight of which have “lanais” or private enclosed verandas. These rooms may be made up into suites as desired. The rest of A deck is given over to public spaces, and provides an extensive promenade, a library, a writing room, a large lounge, an ex- tensive smoking room, a men’s clu- room and bar, and a dance pavilion and palm garden which extends the full width of the ship and has large windows on three sides. Exceptional Cabin Accommodations On the boat deck, next higher than A deck, are the navigating spaces, officers’ quarters, and radio room, in 2 house forward; accommodations for engineer officers and the Officers’ mess room amidships, and for the pas- sengers, a well equipped gymnasium and an electric bath, as well as a large amount of promenade deck space. A tennis court is found on top of the house over the main lounge, and a large sport deck above the dance pa- vilion. The cabin-class is given exception- ally fine accommodations, the state- rooms here being as well appointed as those of the first-class. For the use of the cabin-class is provided a very comfortable and attractive lounge, a large and excellent smoking room, a veranda enclosed on three sides, and a generous amount of deck space, all in addition to the cabin dining saloon mentioned above. A feature of the Marreosa is that each class of passengers has at its dis- posal a large open air swimming pool. Many awnings are provided for shelter in hot weather. There is a short well deck forward and a forecastle. The deck houses are carried well aft and end gradually, one after another, in order to avoid a “chopped off’ appearance. The two stacks are spaced far apart, about equi- distant from amidships, and, with the masts symmetrically located, give the ship a very well balanced appearance. Above the green boot-topping, the