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May, 1924 driven; including windlass in the fore- castle, one mooring winch in the wind- lass room, four deck winches on the spar deck over the cargo space, one deck winch aft of the after house, two hatch engines amidship and steering engine on main deck aft. The ship is equipped with a Sperry gyroscopic compass, the master compass being located on the main deck forward. A Sperry rudder indicator is installed in the pilot house, also Sperry engine di- rection indicator and revolution counter, and a Sperry speed recording log, All instruments in the pilot house are nickel plated, including compass and wheel stands. There are two 22-foot lifeboats with mechanical davits made by the Steward MARINE REVIEW entirely by motor driven centrifugal pumps and to insure a continuous flow of water, Nash air pumps have been installed, one on the port side and one on the star- board side. These air pumps draw from top of discharge casing of the centrifugal pump, maintaining about 18 to 20 inches of vacuum. The above air pumps have been also connected to the fire pump, mate’s pump and to the jacket water cooler circulating pump. The jacket water centrifugal pump is primed by means of water from the filtered water tanks by gravity while all the other centrifugal pumps are primed by means of connection from the fire line. The sewage system consists of two tanks aft, one port and one starboard, of +79 by sickness and gave the word to Mr. Mayo over the telephone to “Let her go!” from Detroit. The method of accomplishing this was unique in a way, inasmuch as the guillotine of the eighteenth century and the electric motor of the present day were com- bined. Three guillotines were placed over the releasing ropes at the bow of the ship and three over those at the stern. The knives were weighted and suspended by means of ropes passing over sheaves at the top of the guillotines. These ropes were secured by a bolt attached to con- necting rods working upon eccentrics on a shaft common to all three connecting rods. This shaft was rotated through ee » f . PA 7 aeg| ae pa 19 —— te im: a as ' ea, Fina lead lie P—-~}) ip ebrimeaters Came alee/aalah ee Soke are (alam ines Setanta EEO} A |l cMERATOR ToR : roa ance ee ane i / 2 gear a 1H SSS N* INTIMA Rseee: Seen ROEE ESC SuneneneEEe (yl ; 5 anne on a : PROFILE THROUGH ENGINE KOOM OF NEW FORD MOTORSHIP Life Boat Co. These are located on the roof of the after deck house. Rafts and all other life saving equipment prescribed for a boat of this class are installed. There are two steel pole masts, one on the forward house, the other on the after house. The ship has a block coefficient of 0.864 and a midship section coefficient of 0.984. Her displacement on a load draft of 20 feet is 19,800 short tons. The stack of the ship is .15 feet in the fore and aft direction by 10 feet wide. This carries the four silen- cers for the auxiliary generating set and the main silencer for the Sun- Doxford engine with their exhaust pipes. The donkey ‘boiler stack also is carried in the main stack. The ballast system is taken care of 700-gallon capacity each, and one tank forward of 1000-gallon capacity. Alarm floats are fitted in these tanks and are emptied by means of Nash compressors working at about 20 pounds pressure. All basins, showers, sinks, etc., drain di- rect to sea. A garbage chute is fitted in each galley, having a washing-out con- nection. Electric Launching At the request of W. B. Mayo, chief engineer of the Ford Motor Co., a de- parture from the present method of launching was introduced, namely, launch- ing the ship electrically by means of a switch. It was expected that Mr. Ford’s young grandson, Henry Ford II, was to do this launching, but he was detained gears by a motor at a speed of 60 revolu- tions per minute. At this speed it can readily be seen that the motors did not reach their maximum speed before the knives had been released. The starting of the motors was un- der the control of the sponsor of the ship. Located amidship. on the launching master’s stand, was a special designed switchboard which assured the simultane- ous operation of the two motors. When the launching master was convinced that all was in readiness to proceed with the launch, he closed the main line switch which flashed a signal to the launching stand and furnished current to the switch which the sponsor of the ship controlled. The closing of this switch energized the switchboard contactors and caused