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and it is described in considerable detail inan. article appearing in this issue by Frank V. Smith of the federal and marine department of that company. Hull Subdivided for Safety The VIRGINIA is built of steel, transversely framed, and has a rak- ing stem and a cruiser stern. The weight of the steel entering into the construction of the vessel is in ex- cess of 8500 tons or more than that required for many of the large New York skyscrapers. Twelve water tight bulkheads subdivide the hull, as a protection against flooding in case of accident. Further protection is provided by a cellular double bot- tom extending the full length of the vessel. All decks excepting the boat deck are steel plated. The general structural scheme of the hull consists of continuous plate and angle. girders extending fore and aft under each deck. These girders are supported by rows of substantial tubular steel pillars. The chief difference between the VIRGINIA and the CALIFORNIA aside from the 12 feet greater length of the VIRGINIA is a new design and ar- rangement of boilers supplying steam to the turbines. ‘The CALIFORNIA had 12 water tube boilers. The VIRGINIA has eight Babcock & Wilcox marine water Virginia Shows Speed on Run to Havana AST time was made by the VIRGINIA on the first leg of her maiden voyage from New York to San Francisco. She ar- rived at Havana on the morning of Dec. 11. On the evening of that day, A. J. McCarthy, man- ager of the International Mer- cantile Marine Co.’s American flag ships, who was on _ board, sent the following radio to P. A. S. Franklin head of the line, as follows: “VIRGINIA makes remarkable run to Havana. Unusual speed made it necessary to slow down the last twelve hours. Liner shows general wmprovement over the CALIFORNIA in speed and fuel consumption. Passengers extreme- ly happy at early arrival, now doing Havana gayly. Have been in constant wireless communica- tion with New York, Los An- geles, San Francisco and Buenos Aires. Havana greatly pleased with second ship. Feels New York much closer. Government gave enthusiastic wel- officials come.” tube boilers operating at higher pres- sure than those of the CALIFORNIA and using higher superheat. The working pressure of the VIRGINIA boilers is 300 pounds per square inch, and they operate at 200 degrees Fahr. superheat. The total horsepower is the same as for the 12 boilers of the CALIFORNIA. ‘The VIRGINIA instal- lation has 48 Babcock & Wilcox Cuya- ma type burners. Sturtevant multi- vane fans furnish the air for these burners. Other equipment in the engine and boiler room is prac- tically identical with that of the CALIFORNIA and includes Todd _ heat- ers, Griscom-Russell feed water fil- ters, Davis feed water heaters, Worthington Pump & Machinery Corp. condensers, Warren centrifugal circulating pumps, Wheeler air ejectors. All of the auxiliary equipment of the VIRGINIA, which is extensive, is also similar to that of the CALIFORNIA which was fully described in MARINE REVIEW for February, 1928. Modern ship operation requires fast loading and unloading of freight, and as a result the material handling equip- ment of the VIRGINIA is elaborate and labor saving machinery is prominent. All of the VIRGINIA’S deck gear, ex- cept the windlass, is_ electrically driven. On the A and B decks there are 18 reversible single drum electric spur geared winches arranged in groups. Each winch is capable of handling 3000 pounds at 300 feet a minute. On E deck there are 13 of these winches. The cargo han- (Continued on Page 56) Engine Room of the S.S. Virginia Looking Forward—Main Turbine Generating Sets—Control Panel Board oO 22 MARINE REVIEW—January, 1929 | { d ‘5