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power was increased to about 3140 shaft horsepower. The condensing equipment was en- tirely rebuilt. This in the DELNORTE consisted of lengthening the existing condenser and increasing the number of tubes. In the DeLsup a complete new condenser was installed. The existing air and circulating machinery was removed from both ships and in place thereof was fitted a surface inner and after condenser, a horizontal du- plex condensate pump and a two stage steam jet air pump. A turbine driven main circulating pump, capable of de- livering 9000 gallons of water per minute was installed. The operation of this equipment has been most satis- factory, a vacuum of 28.2 inches being maintained under full power condi- tions, with a sea temperature of 84 de- grees Fahr. The condensing equipment was furnished by the Foster-Wheeler Co. The main boilers were thoroughly overhauled and the working pressure increased as permitted by the rules of the United States steamship inspection service. The boiler fronts were re- moved and replaced with new fronts fitted with cuyama burners supplied by the Babcock & Wilcox Co. Boiler feed water regulators of the Babcock & Wil- cox type were fittted to the DELNORTE. Diamond soot blowers were fitted to the boilers of both vessels. Special Type Rudders Installed All existing auxiliary machinery and apparatus was treated as considered necessary to handle the increased power demand. A Contra-type rudder has been fit- ted to the DELNORTE and an Oertz type rudder to the Dertsup. Moderate streamlining was effected at the stern of both vessels. Prior to sailing, the DELNORTE was given a full power sea trial under practically voyage conditions. An aver- age speed of 13.77 knots was main- tained between the port of Mobile and the sea buoy at South pass at the entrance of the Mississippi river. Both the DELNoRTE and DrLsup are each equipped at present for 28 pas- sengers. Through the use of Mr. Sharp’s veranda plan there are no in- side cabins. All of the cabins opening on to the verandas are equipped with private baths. Completeness of detail is the keynote in the furnishings. The walls are colored in jonquil tints, the carpets are taupe and the hangings are flowered chintz. Twin beds with inner coil spring mattresses; and dressing tables with wardrobe units are in each cabin. No ceiling lamps were used in the staterooms as in- direct lighting was sought throughout. In each cabin, too, are ventilating ducts, equipped with exhaust fans, so placed that while a part of the system expels the stale air, the other part brings in fresh air, the whole accom- plishing a complete change of air in each cabin every six minutes. An oscil- 24 lating fan is available for use as need- ed and for winter voyages the system is so equipped that the air brought in will be first warmed. These cabins, together with the foyer, the dining salon and the veran- das, are located on the bridge deck. There is ample room provided for the enlargement of the passenger facilties so that as occasion demands, provision may be made for the accommodation of several times as many as with the present arrangement. On the boat deck are located the lounges, radio room, officer’s quarters and promenade. Aft of the flying bridge there is additional deck space for deck games, dancing or promen- ade. Floors of the salon, the lounge the foyer and the ocean verandas are of maroon tile. On the walls of the pub- lic rooms and in the passageways are costly oil paintings of New Orleans scenes. The dining salon is particularly at- tractive and will stand comparison with much larger and more preten- tious ships. Two handwrought iron table lamps light the refectory board of old walnut. Candelabra and earthen- ware flower bowls grace the sideboards. From the foyers, stairways lead to and from the large lounge on the deck above. Wrought iron balus- trades lend their grace to the stairs which are surmounted by iron lamps of fine detail. The upper lounge extends entirely across the ship and has eight large casement windows, three on either side and two on the far end. A simpli- city of arrangement has been attained in the furnishings of these rooms. Deep lounge chairs, comfortable sofas and individual tables with shaded lamps are provided. The windows are draped with rich fabrics and the floor is covered with a broadloom carpet. Rooms Are Light and Spacious Light and air and spaciousness are the dominant characteristics of the verandas, which look out immediately onto the sea through deep windows. Wrought iron fixtures here blend with malacca chairs, covered with orange and green cushions. Iron grille work and gay window hangings add another note of vivid color. Officer’s quarters, galleys, pantries, the dining rooms for the officers and the steward’s quarters are aft of the passenger accommodations on _ the bridge deck. All passageways leading from the living quarters to the boat deck are lighted by an emergency lighting sys- tem entirely independent of the ship’: circuit. The current supply: for this system is provided by a bank of auxi- liary storage batteries. These batte- ries likewise supply two flood lights mounted on each wing of the bridge in order that the loading of the lifeboats may be carried out with the utmost safety. The work of reconditioning the two MARINE REVIEw—October, 1931 vessels was done under the direct su. _ pervision of J. F. Paige, with V. m. Friede, New Orleans, as resident in. spector. C. Middleton representing Mr, Sharp supervised the details of pas- senger accommodations. Valuable as. sistance was contributed by the port staff of the Mississippi Shipping Co, particularly by J. E. Hart, port cap- tain, C. V. McKenzie, port engineer and T. V. Major, port steward. The vision and keen judgement of » small group of New Orleans business men brought about the organization of the Mississippi Shipping Co. in 1919, The World war had virtually destroyed previously existing shipping’ channels and the coffee industry in New Orleans had suffered severely. These men— Thomas F. Cunningham, president of the company, M. J. Sanders, George G. Westfeldt, Rudolf S. Hecht and Theodore Brent—felt that a New Or- leans-owned and operated steamship line supported by the importing inter- ests of the city could succeed. Service Started Twelve Years Ago Service between New Orleans and South America was started by the company in July, 1919, when a small freighter, one of a fleet of four, oper- ated for the account of the United States shipping board, hoisted the house flag of the Delta line to it’s mast- head and set out for Rio de Janeiro. Through the years the company pros- pered. The name of the Delta line was changed by the shipping board to the Gulf-Brazil-River Plate line. Opera- tions of the company were expanded and its capital increased, entirely through increased earnings. Then came the decision of the shipping board to sell its vessels. The Mississippi Shipping Co. bought the twelve which it was then operating in the South American service. It bought them in 1929 for $2,700,000 with the understanding that a government mail contract would be awarded the pur- chaser. Not until 1930 was this contract awarded, however, and it is under the terms of this contract and because the Mississippi Shipping Co. feels that there is an urgent need for the service that the fast passenger and mail line, with four converted and two new ves: sels, is being inaugurated. The Detnorte sailed on her first voyage on August 29, her first port of call to be Rio de Janeiro; thence to Santos, Montevideo and Buenos Aires. At the time of sailing she was loaded to a mean draft of 23 feet 4 inches. Reports received from the vessel indi- cate that she has maintained an aver- age speed of 13.5 knots under normal sea conditions and with a daily fuel consumption within the estimated amount. The Detsup sailed from New Or- leans on September 19, thus establish- ing with her sister ship the passenger service which will be further devel- oped as other ships are reconditioned and placed in service.