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350 under way for private owners, notably a large freighter for Henry Ford and two tankers for the Standard Oil Company of New Jersey. There is no reason to feel that these con- verted vessels will not compare fa- vorably with European practice. There is not much_ shipbuilding going on in the United States and what there is is practically entirely for our domestic protected trade. In these services foreign competition as such does not need to be considered and consequently individual American lines engaged are apparently mark- ing time and watching each other MARINE REVIEW as far as materials and equipment were concerned. These ships are, therefore, not as efficient or economi- cal in operation and upkeep as they might be even for their type and age. The privately owned American foreign merchant marine exists mainly as a part of the necessary equipment of great corporations do- ing a large foreign business in com- modities such as steel products, oil, fruit, ore and sugar. Though we earry practically nothing as common carriers between foreign countries and though we only carry about one- third of our own foreign commerce MUSIC ROOM OF THE MOTORSHIP PARKESTON in the matter of taking the _ initia- tive in building the most efficient and economical ships possible. At the best this is not a progressive policy to follow and will in the end mean less profits to the ship owner, and less efficient and costlier service to the shipper. As a result of the war with a large government-owned fleet of merchant vessels on hand, an ambitious at- tempt was begun, and is still under way, to take over the movement of at least a reasonable part of our own foreign trade. Certain lines have been established and maintained, backed by the power and resources of the government. A number of these established lines have been sold to private American operating com- panies. All of the ships involved are now from five to seven years old and they were built (though it may justly be said as good if not better than they could have been built anywhere else under the circumstances) in haste and under difficult conditions still we have today a sufficient foot- hold upon which to build up and expand this business if energy, wis- dom and progressiveness are exhibited by those in control. What chance, then, has this for- eign-going fleet of ours, composed entirely of ships from five years up in age and many of them not even as good as they should be for their age, in competing for cargoes out- ward bound and particularly inward bound, against this vast array of the finest and latest examples of the art of naval architecture and marine en- gineering produced by the _ ablest brains and hands of old England and Europe? They are building ships with greater speed, better freight handling facilities, better and more pleasing accommodations, less expen- sive in upkeep and with much greater fuel economy. While we are doing nothing. The Royal Mail Steam Packet Co. is having built at Harland & Wolff two twin screw motor ships 660 feet long of 15,000 shaft horsepower October, 1925 equipped with every comfort and luxury for the South American trade. The Swedish American Line will soon come out with a new twin screw mo- tor ship 578 feet in length and 13,- 700 shaft horsepower. The Cosulich Line is having built at Trieste two twin screw motor ships 635 feet long with 18,000 shaft horsepower. The Navigazione Generale Italiana is hav- ing built at the Ansaldo Shipyards a quadruple screw motor ship 710 feet long with 20,000 shaft horse- power. This to mention only the out- standing new types of ships now un- der construction abroad. While the richest and most powerful nation on earth sits idly back and looks on. Perhaps those pessimists who loudly proclaim that we are no longer a seafaring nation are right! In order to present an _ effective picture of the progress made along mechanical lines in recent ship build- ing abroad illustrations and more detailed descriptions are given of the following recently built foreign mer- chant ships. * 2K Twin Screw Motorship Parkeston The new twin screw motor ship PARKESTON recently completed by the Elsinore Iron Shipbuilding & Engi- neering Co., began service on the Royal Danish mail route between Harwich, England, and Esbjerg, Den- mark, late in August. This vessel is the first motor ship to be placed on the North Sea passenger and cargo route, and she is also notable for the high horsepower of the machin- ery for her size. Of the awning deck type and build to Lloyd’s highest class, the motor ship PARKESTON has been specially constructed for carrying passengers, mail and cargo between Denmark and England. Her’ principal dimensions are length over all, 821 feet; length be- tween perpendiculars, 304 feet; beam molded, 44 feet; depth to awning deck, 28 feet 6 inches; draft loaded, 17 feet 3 inches; displacement,. 3805 tons; gross tonnage, 2761; net tonnage, 1572; and deadweight capacity, about 1500 tons. The total capacity of the holds is about 88,000 cubic feet, of which 50,000 cubic feet are insulated and refrigerated for carrying Danish agricultural produce. By means of six transverse bulk- heads the hull is divided into seven watertight compartments. The ves- sel will float with two adjoining com- partments in direct communication with the sea. Accommodations for first-class pas- Res ery Aare eR SSE