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tling the submarine-type vessels were the Federal Shipbuilding & Drydock .Co., at Kearny, N.§ J., the Sun Shipbuilding & Drydock Co., at Chester, Pa., and the Southern Shipyard Co., at Newport News, Va. The work in the East started at Kearny, Nov. 18, 1925, with’ the OPEQUAN, a ship which had made five trips to South America in the 18 months of its active service before it was anchored in the “laid-up fleet.” By June 5, 1926, when the last part of the OPEQUAN’S hull had been cut to cargo size, a dozen more boats were in the process of dismantling at the three yards. The LAKE CANDELARIA, second to go to the scrapping dock, was the only laker taken apart on the Atlantic coast. It was an _ experi- mental ship. Work on it started Nov. 24 and ended Feb. 26. It was followed at Kearny by the ALAMOSA, the Asa- BETH and the MOOSEHAUSIC. At Newport News the BRASHER was the first ship torn down. It was serapped in 62 days, going to the dock Jan. 18. The next ship, the LorpsHir MANOR, required almost twice that time. It went to the dock a week after the BRASHER and was not completed until May 19. The dismantling got under way at | eres shipyards for disman- Part I1I—Unique Land Uses Found for Ship Parts Chester Jan. 12 with the CHARLOT, to be followed by the DAvipson CouUNTY, the BAYHEAD and the SHORTSVILLE. Cutting the CHARLOT apart took 106 days; the next vessels required 106, 95 and 97 days. During the summer unusual speed was made with some of the ships at Chester, the MArcus being scrapped in 54 days, the LAck- AWANNA VALLEY in 538, the OPELIKA TTT TTTTRTETTTTUTECTTTAITTTURTTTULUCGAHLUCCUUURLUULUGHALLUCUOUAAULLCUGEHAOUCUUOOLAOLURUOGAOLUUULUGHAOUCLUOUGGAAO LURE HIRD installment of the Ford Motor Co.’s own narrative of its scrapping of 199 surplus warbuilt ships purchased from the shipping board. The first installment appeared in the August issue of Marine Review and the second in September. The fourth will appear in an early issue. MUUUUTUTTTULLUPUUTTULLLLUGALULLLCOLULLOLGEACLULCCGLLULOCOOHLLOUUCUAUUOUUOCTLURUUOTALOUULUEeUULCCeGUcca CUCU ULCLL in 50, and the MonomMaAc: in 48.-- The average time at the three eastern shipyards during the first year was 94 days. The submarine-type boats were single screw steamships with a_ straight stem and elliptical stern. They were 3835 feet 6 inches in length over all, 324 feet in length between perpendicu- lars, 46 feet in beam and 28 feet 6 inches in depth. They were oil burn- MARINE REVIEW—October, 1928 ers of three island, single deck (with *tween deck beams in Nos. 1 and 4 holds) cargo type, and had Westing- house turbines with gear reduction of 1440 shaft horsepower and two Babcock & Wilcox water-tube boilers. The deadweight varied from 5085 to 5340 tons, though they were of identi- cal design. The load draft was about 23 feet, and speed was 10% knots. The ships were schooner-rigged with two steel masts. They had full upper decks in the hull with partial second decks in the ends; also a: raised fore- castle, a long bridge and a full poop. At the forward end of the bridge deck there was a steel deckhouse containing the officers’ quarters. On top of this was a wooden ~house containing a chartroom, captain’s office and wheel- room. A wooden flying bridge was built at the top of this house. There were also steel deckhouses, containing engineers’ quarters, petty officers’ quarters, galley, and. so. forth, built abreast and abaft the»engine casing on the bridge deck. A wooden house containing a hospital and wire- less room was on top of the latter houses on the after end. Boiler and engine casing of steel were. carried to the level of the top of the deck houses. The vessels had complete double bot- 33