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baggage, mail and stores; and the en- trances for passengers and crew. Still others are located on C and D decks for passenger entrances. Hatches on deck serve each of the two forward holds, being carried as trunks through the crew spaces on C, D and E decks. The upper part of No. 2 hatch, which extends to B deck, is utilized as a swimming pool for first- class passengers, watertight steel hatch covers being fitted about on the level of C deck and proper filling and drain- age connections being made above. Aft, the cargo is carried on F and G decks, and is handled through a hatch from B deck. This hatch is also used for a swimming pool, in this case for cabin-class passengers. Cargo booms are fitted as follows: On the foremast, four booms of 5-ton capacity each and one of 30-ton capaci- ty; on the mainmast, two of 5-ton ca- pacity each. In addition, two 5-ton booms are fitted on the forward end of the deck house, over No. 2 hold. Aft, two kingposts are fitted, one at each side of the ship, each having a 5-ton boom serving the after cargo hatch. In general, all 5-ton booms will be fitted with a single whip to handle loads up to 3 tons; double whips will be carried, however, to enable any boom to care for loads up to 5 tons. Electric Drive Cargo Winches All cargo winches are electrically driven, with controls placed where each operator can run two winches and still see down into the hatch where those winches work. Winches were made by the Allan Cunningham Co., Seattle, and are driven by Westing- house motors. Two of the winches are of the double reduction geared heavy duty type for use on heavy loads on the 30-ton boom; the others are of single geared high speed type. All + Rant US" to | foot 125-6" To BL Ss csc as el Oem a aie winch motors are rated at 35 horse- power at 300 revolutions per minute and are watertight. Cargo blocks and fittings were fur- nished by the Boston & Lockport Block Co.; wire rope was made by the Wil- liamsport Wire Rope Co. All cargo gear is made in accordance with the stringent regulations for car- go handling of the Australian govern- ment, which require each part to be marked with the load to which it has been tested and gear to be so arranged that frequent inspection of all gear is possible, and that certain steel parts can be removed periodically for an- nealing. Mail is carried in a large room set aside for the purpose on F deck be- tween No. 2 cargo hold and the for- ward boiler room. Side ports are pro- vided in this space for ready transfer of mail at distributing points. In a portion of this space there is a strong room for the storage of specie. The most modern equipment has been installed. A complete Sperry gyro-compass is provided, with master gyro-compass and controls in an elec- tric station on the boat deck, and re- peater compasses in the wheel house, captain’s room, radio compass room, bridge wings, port and starboard, on the flying bridge, and in the steering gear room. A gyro-pilot is installed in the wheel house, and is of the dou- ble unit type. Ten-inch standard compasses, fur- nished by the Kelvin & Wilfrid O. White Co., are fitted in customary lo- cations, one in the wheel house and one on the flying bridge. i ban ity el A Sperry course recorder is installed in the chart room. A self synchroniz- ing Sperry rudder angle indicator sys- tem is installed, with repeaters in the wheel house, engine room, and steering gear room. There is also a Sperry shaft revolution indicator system, with indicators in the wheel house and en- gine room and an electric comparator for indicating the comparative speeds of the shafts at a glance. Additional Navigating Equipment The latest type of Fathometer made by the Submarine Signal Co., Boston, is installed. This device gives a con- tinuous record of the depth of water in which the ship is running. Two Lietz sounding machines, mo- tor driven, are fitted, one on either side of the navigating bridge. Engine, docking, and _ steering telegraphs are of the latest alternat- ing current navy type, and were made by Charles J. Henschel & Co. Inc. They consist of combined en- gine order transmitters and indica- tors for each shaft at each side of the wheel house, with repeat-back indicators at each throttle valve; docking telegraph with similar re- peat-back indicators taking orders from the bridge to the docking sta- tion on D deck aft; and a steering order telegraph with transmitter in the wheel house and indicator in the steering gear room. A fire room telegraph of the same make and type is installed to take orders from the central gage board in the engine room to indicators in each fire room. Repeat-back indica- tors are fitted to these also. Two Sperry eighteen inch incan- descent searchlights are fitted, one on top of each bridge-wing shelter. A pitometer log was supplied to the ship by the Kearfott Engineering Co., and a Walker-Trident electric DUUOT AED ONAL TN NAN twee! ! pics : | ies ae ee CheGO ee = ano | | ce i te mat zie eS owe Tote Liga Sar FA ITT TTT TIT PETTITT i iit “e % Ho ' 1“ 1% ry L ” m ae! * %00 to we oo 4 es x — mae ym Wd of the Requirements of the Convention for Safety of Life at Sea, London (1929) MARINE REvIEw—February, 1932 19