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248 fifth girder from the center on each side--about 30 ft. from the center line --and the margin plates, from the last of which rise the side frames. There are further six longitudinal intercostal girders, composed of 12/20 in. plates, connected to the floor-plates and the outer and inner bottom by strong an- gles. Transverse to these longitudinals are the "floors" or girders, with man- holes for communication between bot- toms. The center girder is built up of 21|20 in. plates with double angles at top and bottom secured to a flat keel made of three plates of a collect- ive thickness of 3% in. The seven longitudinals on each side of this center girder are 12/20 in. thick, se- cured to the floor plates and to the inner (or tank-top plating) and outer skin by angles. There are the usual forward and aft peaks, which will serve as trimming tanks. The Inner Propellers At the after end, for a distance of about 70 ft. from the stern, the ship is cut away to give a clear run of wa- ter to the inner propellers. A strong heel casting is fitted to distribute the great stress. which comes on_ the blocks at this part when the ship is being built. From this heel-post, there is a center girder supporting the pro- peller brackets and the rudder post. This girder, formed of double plates, is in continuation of the central keel and is of great depth--from the keel to the steering flat. On each side of this girder the boss-framing is at- tached by strong angles. ing, it will be understood, is for car- rying the propellers for the inner shafts only; those for the outer shafts are further forward, with the framing bossed in the ordinary way. To the aft end of the girder and keel plate is riveted the main casting of the stern frame to carry the rudder. Above the main casting of the stern frame there is a continuation of lighter structure which: forms. the outer line of the vessel aft. The inner starboard shaft brackets are connected to the main stern frame, and are hydraulic- ally riveted to the stern frame. The whole of the floors, intercostal girders and continuous girders, tank- top, plating and outer bottom plating in the double bottom, and the whole of the stern structure have been riv- eted by hydraulic machines. The dou- ble bottom has been extended at its maximum depth to the turn of the bilge in order to accommodate the bed plate girders carrying the wing- turbines. The side framing from the margin plate of the double bottom upwards is formed of steel channels. Web- This fram- THE MARINE REVIEW frames, 36 in. deep, are introduced at every third frame throughout the greater part of the length of the ship, but closer where required, notably in the machinery space. All these ex- tend at least to the deck 10 ft. above the load water line, and some to decks above this level. The shell-plating is 23|20 in. thick amidships, the four sheer-strakes Der ing doubled and riveted by hydraulic power. There are eight rows of rivets on the butt-straps. Sub-Division of the Ship The hull is divided into 84 com- partments, in addition to the 41 in the double bottom. There are 16 transverse bulkheads, most of which extend up to 19 ft. above the load water line, the few others to 9 ft, above. the "load waterline. The turbine room is divided into three compartments by two longitudinal bulkheads, the machinery driving each wing shaft being isolated from the machinery driving the two inner shafts, which is in the central compartment. Similarly, the condens- ing plant is divided into two units by a centreline bulkhead. In order that the damage by collision at the point of junction of the transverse bulkhead in the machinery space with the shell plating should not affect two compartments within the skin of the ship a v -shaped connection has been made, so that damage at that point may be localized to one com- partment only. The tunnel end of the condensing room is also divided up into several compartments 'by the fresh water tanks. There is a fore-and-aft bulkhead on each side of the space occupied by boilers, a distance of 450 ft., so that in this part of the ship, where the compattments are largest, and where perhaps there might be the greatest danger due to the ingress of sea water, there is achieved the great desideratum of a "ship within a ship". The longitudinal bulkheads forming the inner walls of the bunk- ers are 18 ft. from the outer skin of the ship. The space within the inner walls, constituting the boiler rooms, is thus 60 ft. wide. In the coal bunker space again there are fitted partial transverse bulkheads dividing these bunkers into 10 water-tight cellular. sections on each side, varying from 27 ft. to 33 ft. in length. These fore- and-aft bulkheads are connected to the shell by strong stays formed of double channels spaced 9 ft. apart. The hatches to the cargo holds, too, are trunked and made water-tight to the weather deck. The engine and boiler casings are extra well stiffened July, 1914 by webs and made watertight to 20 ft. above the load water line. Thus water entering any of the cargo, en- gine or boiler compartments cannot flow into any adjacent compartment, but is confined within the hatches or casings. This, in conjunc- tion with the making of the decks water-tight, will localize the volume which may, owing to accident, be flooded with sea water. The main transverse bulkheads are formed of 12|20 in. plating stiffened by 12-in. channels spaced 2 ft. 6 in, apart; and at intervals there are in- troduced vertical web-stiffeners a he deep, formed of 10|20 in. plates and double angles. In line with the two intercostal girders between the web- frames at two points in the height of these vertical members, already men- tioned, there are horizontal girders carried across the bulkheads at a level between the double bottom and "G" deck. It will thus be recognized that their construction is strong enough to resist any head of water due to one compattment being flooded while the other adjacent to it is empty. All the doors below and adjacent to the load line are of the sliding pattern, and are fitted with Stone-Lloyd quick- closing gear. The anti-rolling tank takes the place of one of the coal bunkers on each side of the ship. A striking feature is the relatively small space required for the tank in which the water flows from side to side in order to counteract the rolling of the ship. Construction of the Decks Assuming the ship to be a _ box- girder formed by the double bottom and the side framing and shell plat- ing, the top would be what is known as'! B" deck, which is: 73 ft. trom the keel plate. The shell plating is dou- bled for a height: of (12. ft. at: the gunwale; for the remaining part of the girder "B" deck is single plated. Below this level there are five com- plete decks extending fore and aft, and distant apart vertically from 8 ft. to 11 ft., the greater height being on the dock where the first and second-class dining salons and some of the state- rooms are located. At the ends of the ship before and abaft the machinery spaces there is a partial deck, making six within the molded structure of the ship. These decks have beams at every frame, consisting of 10-in. chan- nels and these are completely cov- ered with steel plating. The thick- ness of the deck-plating varies from % in, to I in: Special beams are fitted in the turbine compartments in order to carry the gear for raising and lowering the upper part of the trunk :