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aft of this, a deckhouse containing eight private rooms, each with its own bath and toilet, and abaft of this is the smoking room. These houses are all set well back from the sides of the ship to provide ample elear deck space for a promenade and for deck chairs. The forward por- tion of this deck is enclosed and fit- ted with vertical sliding windows. The main foyer with the purser’s office is on the shelter deck and reached by a stairway from the lounge on the deck above. The starboard side of this deck, and the forward port side is given over to passenger ac- commodations. The ‘spaces forward and outboard of the purser’s office are utilized to form two suites, each con- sisting of a sitting room, bedroom and bath. There are also six staterooms with private bath and toilet, and 13 staterooms without baths, but provid- ed with running water. All of these are outside rooms and open on two fore and aft inside passageways giv- ing access to the lounge and quarters on the deck above, and to the dining saloon aft on the deck below. On the port side aft of the passen- ger rooms are a number of rooms for various ship’s officers and also the gal- ley and bakery. All of the compart- ments used by the ship’s company, or for the operation of the ship, are bulk- headed off from the passengers’ quar- ters, although in some locations, doors are provided where access may be re- quired in case of emergency. On the upper deck level, slightly aft of the center of the ship is the din- ing saloon extending across the ship and arranged to seat 76 persons in groups of three, four and five, who are served from a large and _ well- equipped pantry, just forward on the port side. The ships are arranged to accom- modate all types of cargo, lengthy steel, heavy machinery, bulk grain, ores, etc. Carload shipments are han- dled directly from rail to ship and vice versa. Six hatches are fitted, five of which are for general cargo, one, 16 feet 10 inches by 15 feet; one 20 feet by 20 feet and three 20 feet by 30 feet; also one hatch for refrigerator Dining room, City of Baltimore space 10 feet by 20 feet. There are 13 booms, one 30-ton capacity, eight 5-ton capacity and four 3-ton capacity. An exceptional refrigerated service is provided on these ships for perish- able cargoes, the sailings being fre- quent and fast. Three large refriger- ated compartments on each ship are provided for shipments of apples and other fresh fruits, frozen meats and other packing house products. The cooling unit which was supplied by the Brunswick Kroeschell Co. is so arranged that separate temperatures can be mantained in each compart- ment, with a low point of 10 degrees, thus permitting the carriage of varied types of perishables requiring different degrees of refrigeration. A _ reserve cooling unit is installed on each ves- sel for emergency. There is fitted a Rich Lux fire de- tecting and extinguishing system in accordance with the requirements of the United States steamboat inspec- tion service which covers the various cargo spaces and engine and firerooms. In addition, fire alarms are provided in passengers’ quarters and elsewhere as required to insure maximum safety. For navigational aids, there are pro- vided a gyro compass (automatic steer- ing), radio direction finder, fathometer and the usual magnetic compasses, and other equipment. As each ship was completed, a sea trial of about 60 nautical miles, over a measured course, was held to de- termine the speed and fuel consump- tion and it was found that all of the- ships were easily able to maintain more than the required speed of 16 knots on a moderate fuel consumption, and this has been completely confirmed by six months’ experience in the North Atlantic under commercial conditions. It is interesting to note the trial trip results for the City or Nrwporr News, held Nov. 7, 1931, from Ambrose lightship to Fire Island lightship, a distance of 29 miles. The time elapsed was 1 hour 33 minutes and 58 seconds, an average speed of 18.517 knots with average revolutions per minute of the propeller, 97.84. The return trip was made in 1 hour 35 minutes 29 seconds at an average speed of 18.223 knots and average revolutions, 97.11. The average for the two runs was 18.37 knots. On her trial trip the Ciry oF BALTIMORE de- veloped an average of 17.77 knots. The Ciry oF HAvre made the run from Newport News to Havre, 3341 nautical miles, in 844 days at a con- sumption of 76.3 tons of bunker oil per day; and on her return trip she docked a day ahead of time for the emergency landing of a passenger. The Ciry OF HamBurG, during the night of Feb. 10, established. a new record for the run up Chesapeake bay from the Virginia capes to Baltimore, main- taining a speed of between 19 and 20 knots for most of the 190-mile run. The Criry oF HAMBURG also holds the record for ships of the Baltimore Mail fleet for the westward run between Havre and Norfolk, covering this dis- tance in a little over 8 days on her maiden trip in October. The five ships of the Baltimore Mail line regularly operate at a speed of 16 knots over the Baltimore, Norfolk, Havre and Hamburg route. There is a sailing each week, both east and west. City of Baltimore—single screw, geared turbine, cargo and passenger liner, MARINE Review—April, 1932 one of five Baltimore Mail ships 49