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May, 1919 without replenishing. The San Juan, for instance, had a speed of 10% knots when burning- coal. When out on her recent trials, it was easy for her to speed up to 12 knots. The change also permitted the removal of the coal bunk- ers which added 500 tons to her dead- weight, or 25 per cent to her cubic cargo capacity. In addition to installing new boilers and rebuilding the engines, new pumps were installed, the hulls were scaled inside and out, deteriorated rivets re- placed, the double-bottom tanks scaled and the cement in the bottom hold re- moved to make ready for oil bunkering. All auxiliary machinery was repaired. The steam windlasses and steering gears were repaired. were replaced with new ones. New bunker bulkheads were installed because of carrying oil fuel. Transverse bulk- heads were built in to meet with the requirements of the present navigation law. These are expected to keep the vessels afloat should they have a col- lision at sea. New and additional life- boats were added, and a new fire- fighting apparatus installed. All the latest requirements of the United States steamboat inspection law were adhered to. It was necessary to add to the crew quarters. When these ships were built the law required only 12 square feet to a man, whereas the law now requires 16 square feet in the crew quarters for each member. The tailshafts were drawn and new: The fresh-water. propellers attached. tanks were built up and a settling tank The deck windlasses THE MARINE REVIEW installed in the engine room. This is used in case oil seeps through to the fresh-water tank in the double bottom. The water is pumped out into the set- tling tank and there allowed to settle, the oil being drawn off from the top and the fresh water pumped back. This settling tank is the only thing that takes up any part of the old coal bunker space. The engine-room force has been reduced. The old engine crew consisted of 78 men, whereas the new crew is 68 men. New York shipping men recognize the merits of oil-burning ships and many have long wished to place them in operation. A beginning has not been made before this because it was im- possible to find an oil company willing te contract to furnish the fuel oil over a period of 10 years. Regular line ships estimate that it is necessary to have such a long-time contract for bunker before attempting to engage upon a particular run. Now the oil companies are offering to sign up long- period contracts to furnish bunker oil and from this time on, it is expected regular line ships will begin to burn cil much more generally than before. A noted naval architect, in commenting on the merits of oil-burning ships, said that it has been observed in a coal- burning vessel that the steam pressure varied as much as 15 pounds, owing to open doors necessary when firing with coal. On the other hand the steam pressure on an oil-burning boiler is not subjected to any such variations and may not vary over 2 pounds. With such 233 constant steam pressure it is possible to obtain a constant speed. Additional electric power has _ been installed on each ship. Heretofore each had a 15-kilowatt machine. A new 25- kilowatt generator has been installed. This increases the lighting and working current on board ship. The steam heat- ing, sanitary and plumbing systems have been renewed. : The San JUAN was formerly capable of taking 60 first-class and 18 second- class passengers. As rebuilt she car- ries accommodations for 70 first-class and 30 second-class passengers. Before she left on her first voyage early in March, she had been sold out completely for the first two voyages. The chief engineer's quarters have - been moved from the main deck to the promenade deck about midships and a stairway built directly from his quar- ters to the engine room. An office for a surgeon, and a dispensary has been in- stalled amidships on the promenade deck. Moving the chief engineer to the promenade deck has made it pos- sible to revise completely the quarters © for the crew on the main deck just aft of the galley and pantry. The captain's quarters and the wireless room are on the after promenade deck. The renovations on the Ponce will be iden- tical with those made on the San JUAN. Theodore E. Ferris, naval architect, New York, was engaged to design the repairs to the SAN JuAN and the Ponce. The work was executed under his su- pervision. STEAMER SAN JUAN LEAVING FOR THE WEST INDIES--THIS VESSEL AND HER SISTER SHIP, THE PONCE, WERE RECENTLY REFITTED THROUGHOUT AND EQUIPPED WITH ont FURNACES