THE AWATEA

Otago Daily Times, Issue 22835, 20 March 1936, Page 6

THE AWATEA

DETAILED DESCRIPTION UNION STEAM SHIP COMPANY’S NEW VESSEL (From Our Own Correspondent) (By Air Mail) LONDON, February 22. The Awatea is to be launched at Barrow and christened by Lady Bledisloc. Lord Bledisloe is expected to speak at the subsequent luncheon. The Awatea, which is being built by Messrs Vickers-Armstrongs, Ltd., at Barrow-in-Furness for the Union Steam Ship Company of New Zealand, is a twin-screw turbine-driven vessel. She was built under Lloyd’s survey to obtain their highest class certificate, and also to the latest rules and regulations of the British Board of Trade and the New Zealand Shipping Act. The general particulars are: Length, between parallels, 520 ft; length overall, 545 ft; breadth, moulded, 74ft; breadth, promenade and boat deck amidships, 73ft; depth, moulded to upper deck «B,” 35ft Gin; load draft (maximum mean), 25ft sin; displacement, 10,000 tons; speed, 225-knots; shaft horsepower, 22,500; gross register, about 14,000 tons; first class passengers, 377; tourist class passengers, 151; steerage passengers, 38. The vessel is intended for service between Sydney, Wellington and Auckland. Of handsome external appearance, with graceful lines, raked stem and cruiser stern, she has two masts and two funnels. There are seven decks, including the promenade and sports deck, and these are all for passengers’ use with the exception of the lowermost deck. The latest rules formed under the international convention have been fully complied with and the vessel has been subdivided into a series of watertight compartments up to “ B ” deck by nine transverse watertight bulkheads. A continuous double bottom has been arranged from the collision bulkhead to the shaft tunnel and is divided transversely and longitudinally into a large number of tanks for fresh water, boiler feed water, water ballast and oil fuel. Further, from the forward cross bunker to the fore end of the engine room a complete double skin has been arranged up to the waterline, thus providing a maximum margin of safety at sea. FIRST CLASS ACCOMMODATION. The accommodation for the first class passengers is in a total of IG4 one, two or three-berth rooms on boat, “A,” “ B ” and “C” decks. Each cabin is luxuriously furnished in accordance with the most up-to-date requirements, including a telephone in every room. Twenty-five special cabins are fitted with their own private bathrooms. Each cabin has hot and cold water. PUBLIC ROOMS AND PROMENADES. Arrangements for the comfort of the passengers have received special consideration throughout the whole vessel and especially in regard to the public rooms. A large dining saloon, 80 feet by 70 feet, is arranged on “B ” deck, with seating accommodation for 264 first class passengers. The decks have been arranged to give additional height in this space and thus afford a more attractive appearance. A children’s dining saloon and play room adjoins the first class dining ealoon. The promenade deck is devoted entirely to public rooms and promenades. An observation deck is arranged at the fore end of the first class promenade and here also are the music room, library and writing rooms and the lounge, which is arranged amidships and has a gallery over and also a kinema room fitted with the latest talking picture apparatus. _ Further aft are the club rooms, including a ladies’ club, first class smoke room and bar, and the cafe and dancing space. Each of these rooms is panelled decorated and furnished in a luxurious manner. Large entrance halls are arranged forward and amidships, and here are the staircases and lifts giving easy communication between the various decks. A sports and games area is arranged on the sports deck, while a well-equipped gymnasium on the boat deck and a swimming bath on the fore end of “A” deck all add to the enjoyment of first class passengers. On “A” deck are hairdressing saloons, doctor’s consulting room and dispensary. A hospital with beds for eight patients and fitted with the most modern equipment is situated on the aft end of the promenade deck. TOURIST ACCOMMODATION. On “B ” and “ C ” decks, accommodation is provided for 151 tourist passengers in 42 cabins, each cabin being attractively furnished and having a wash basin with hot and cold running water. The dining saloon on “B ” deck, extending throughout the ship’s width and measuring 63 feet by 30 feet, provides 123 seats, and has a bar and bar lounges arranged at the fore end. A stairway leads to the tourist lounge and smoke room on the deck above, and a kinema projection room is arranged at the aft end of the lounge so that tourist passengers may enjoy the latest talking pictures. A promenade and swimming bath similar to the first class is arranged at the aft end of the promenade deck. Accommodation is provided for 38 steerage passengers on “ C ” deck aft. The dining saloon is forward of these cabins. SAFETY PRECAUTIONS.

While the comfort of the passengers has received detailed consideration, their safety has also been fully provided for. Twelve lifeboats constructed of “ Birmabright ” metal, fitted with Fleming hand propelling gear, and under davits of Messrs Welin-MacLachlnn’s latest type, are arranged on the boat deck, capable of accommodating the whole of the passengers and crew should necessity arise. Every precaution has been made for preventing and detecting fires. A complete installation of sprinklers by Messrs Mather and Platt has been arranged. The back of all wood linings and grounds in the passenger accommodation has been coated with fire-resisting paint, all lift shafts are made fire-proof, and fireproof doors are fitted in all main alleyways. VENTILATION. Special consideration has been given to ventilation. The Thermo-tank system is fitted and punkah-louvres are arranged, for each person in each cabin. The ventilation of the public rooms has received special attention to ensure the maximum comfort for passengers. GALLEYS. The galleys arc arranged between' the first class and tourist dining saloons and are fitted with all the latest and most up-to-date electrical equipment to ensure prompt and efficient service. In each pantry and bar an insulated cold cupboard is fitted, these being cooled by Hallmark refrigerating machines. CARGO ARRANGEMENTS. Arrangements for carrying insulated cargo are made on “D” deck aft, the refrigerated arrangements being by Messrs J. and E. Hall on the air-cooled system. Horse stalls are fitted and a mailroom arranged on “ .1) ” deck forward, and general cargo is carried in Nos. 1, 2 and 4 holds. Cargo is worked by means of derricks served by 11-ton and M-ton winches, distributed throughout the vessel, while in addition two 5-ton derricks are fitted which may be rigged ns 10-ton derricks v, hen required. The arrangements are of the latest type for the rapid and efficient handling of cargo. For mooring the ship, a powerful electric windlass, with extended

warping ends, is fitted on “A” deck, the motors being situated under the deck. Two electric warping capstans are also fitted at the after end of “A” deck. The steering gear is of Messrs Brown Bros., electro-hydraulic type, fitted with Telemoter control from the navigating bridge and mechanical control from the docking position on the aft end of the promenade deck. CREW. The total complement of crew will be 204. The captain’s and senior officers’ cabins are situated on the forward end of the sports deck and the engineers are accommodated on the aft end of the boat deck; each cabin is comfortably furnished in the latest style and in addition there is an officers’ lounge and engineers’ messroom. DECORATIONS.

The modern note which is introduced throughout the public rooms being restrained in character, is rich without pretension, and in every way suitable to the amenities of a high-powered passenger liner. The panelling is in plywood faced with beautifully-figured veneers, many of which are of Empire origin, several being indigenous to the southern hemisphere. The walls of the first class dining saloon are panelled in Nigerian cherrywood, Sapeli and rosewood, relief being obtained by horizontal mouldings finished in vermilion and by metalwork of “ Staybritc ” steel. The lighting is of particular interest. This has a beginning in the enclosure of the port lights with glazed metalwork screens skilfully flood-lighted. Then, continuous bands of overhead lighting give greater emphasis to the length of the saloon. These are gradually stepped towards the centre, where a large well opens up to the raised roof, from the middle of which a continuous fitting of magnificent proportions gives brilliant illumination. The sides of the raised roof are covered with plate mirror glass, and the repetition of reflections shows an effect which is both decorative and interesting. Metalwork balustrades form the front of the orchestral gallery at the forward end, and also to the aft end, in way of the entrance hall on “A” deck. The floor is covered in rubber of simple and attractive design, in colours which harmonise with the general scheme. Comfortable armchairs, an adequate number of dumb waiters and sideboards—ensuring excellent service—and appointments selected with discrimination, all combine to complete this most up-to-date luxurious “ restaurant.” A staircase and lift, all panelled in Sapeli mahogany, lend up through “A” deck to the promenade deck on which the public rooms are situated. The chief of these, the lounge, is panelled in figured ash relieved with walnut, the general appearance is of lightness and gaiety. A striking feature of the central portion of the room is the large lacquered panels which form a sliding cover to the permanent kinema screen. The scene depicted on the panels is symbolical of the Pacific Ocean and its discovery, and is beautifully worked in gold, silver and colour on a background of soft greyish green. This gives the keynote to the colour decoration and the furnishings are in sympathy. The floor is laid in rubber of simple design, having in addition a large square of hardwood parquetry to the centre, to be used as a dance floor. The lounge is complete in every way in accordance with its character and purpose. Passing forward from the lounge through the entrance hall, with its staircase, panelled in Australian walnut, giving access to the foremost part of the ship, a delightful glimpse is caught of the screened annexe which forms a small writing room and the ship’s library. Fitment writing desks and bookcases in sycamore and Zebrano make the most of the space available, and the lighting is by a most ingenius and novel arrangement. Metal troughs are suspended from the centre of three flat covings running across the ceiling and down the sides and gives an even distribution of light over the whole room and making this space a feature of the entrance. The music room is of severely simple design, elegant by means of the novel plan and the wealth of pattern shown in the English sycamore veneer of the panelling is of an exceedingly rich and rare figure. The case of the grand piano is semi-circular in shape. There are tall casement and French windows which open out on to the observation deck, an enclosed space simply decorated in attractive colour.

Aft to the end of the first class promenade another deck space forms a veranda and open air dancing space. The walls are simply treated pn colour relieved by surrounds to the windows and doorways of teak, and by the decorative panels on the aftermost bulkhead portraying in a vivid and vital manner “Dancing Through the Ages.” Wide folding glazed screens give access forward to the smoking room. This latter is a very modern room, quite distinct from the accepted idea, it becomes common to all, and with this in view the unusual character is understood. Panelling in Australian maple of beautiful colour and figure, features in way of the cocktail bar and the fireplace, which is introduced perhaps as a concession to the smoke room idea, give focal points of interest. The casement windows are screened with obscure sliding glass panels, sandblasted with designs in abstract ornament. The lighting combines the best feature of concealed and semiindirect methods, and in conjunction with the bright coloured coverings of the furniture, gives a most cheerful and spirited air to the room. Clubrooms are provided for ladies and gentlemen forward of the smoking room. The one is attractively panelled in East Indian satinwood, and the other in English brown oak. Showcases in entrance halls add to the general interest and are arranged in good positions for the display of novelties of all kinds which are likely to appeal to passengers. In the tourist public rooms figured veneers are used —Burma mahogany, Canadian maple and English brown oak are typical. Furniture and furnishings arc in keeping, and they equal the comfort and luxury of the larger spaces. In the first class cabins there are 14 double-berth ami II single-berth special cabins, each being panelled in a different combination of beautiful veneers, ranging from the delicate colours of maple, sycamore and satinwood to the richer tones of cherrywood, walnut and mahogany. Each room is furnished in harmony. PROPELLING MACHINERY. The vessel is to ho propelled by twin screws, driven by two sets of Parsons turbines, through single reduction gearing. Each set comprises one high pressure, working in series and driving separate pinions engaging with the main gear wheel. The high pressure turbine is of the impulse reaction type, the first stage consisting of an impulse wheel with two rows of blades and the remainder of this turbine comprising three stages of reaction blading mounted on a solid drum of forged steel. The intermediate pressure turbine is of the reaction type, having stages of blades mounted qu a hollow forged steel drum. The low pressure turbine is of the single flow type, having 10 rows of reaction binding mounted on forged steel disc wheels. The astern turbines comprise one high pressure and one low pressure working in series, the high pressure astern turbine is incornorated in the intermediate cylinder, comprising one impulse three row wheel; the low pressure astern turbine is incorporated in the low pressure casing, consisting of one two-stage impulse wheel followed five stages of reaction blading. The rotor shafts of all the turbines arc packed with both labyrinth and carbon packing. “ Michcll ” type of pivoted adjusting blocks are fitted to the turbines.

The high pressure and intermediate pressure turbines are designed to run at 2363 revolutions per minute, and the low pressure turbines at 1690 revolutions per minute, while the gear ratio is such that with these turbine speeds the propellers run at about 125 revolutions on service when developing 20,000 shaft horse-power. The total shaft horsepower to be developed on trial by (the two sets of turbines is 22,500 at 130 revolutions per minute. The power to be developed by the astern turbines is approximately 70 per cent, the ahead power. The gearing is of the double helical single reduction type, having VickersBostock and Bramley patent “enveloping ” gear teeth. The gear wheels consist of cast iron centres with forged steel rims shrunk on, all securely fastened to the gear wheel shaft. No central bearings are fitted to the pnnion shafts, which are of nickel steel. The shaft bearings for both turbines and gearing are supplied with forced lulmication, and the thrust blocks, which, are of “Miehell” type, are placed close up to the gearing. The propellers are of manganese bronze, four-bladed, the blades befeig cast solid with the boss. A manganese bronze cone is fitted over the propeller nut. Electrically operated turning gear is provided for the turbines and shafting. The main condensers are of the Weir “ Regenerative ” type suspended, from the low pressure turbine casinga; spring supports are fitted to relieve the load on the turbines. The total coalbig surface in the condensers is 23,000 square feet, capable of maintaining a vacuum of 28J inches of mercury with The barometer at 30 inches, with a sea water temperature of seven degrees. Fahrenheit. BOILERS. ' The steam generating installation consists of si Yarrow five-dtrum type side-fired high-pressure . bpifters fitted with superheaters and Howden Ljungstrum air ' pre-heaters. The boilers are constructed for a blow-off pressure of 4501 b per inch at the safety valves, the steam being superheated to 725 degrees Fahrenheit. The total generating surface of all the boilers is 34,800 square feet, with a total superheater surface of 16,500 square feet. The boilers are arranged to burn oil only under the forced draught closed air duct system with open stokehold, air being supplied to the boaters through the Ljungstroin air heaters by six double inlet electrically driven fams. Six electrically driven induced draught fans are fitted to withdraw, the hot gases from the boilers through the heaters. Soot blowing arrangements for both the boilers and air heaters are provided. The oil fuel installation consists of two units, one working and one standby, each unit comprising two electrically driven pumps and one heater. Two oil fuel transfer pumps of tjie electrically driven two-throw type are provided, each having a capacity of 85 tons per hour against 70 feet head. ENGINE ROOM AND BOILER ROOM AUXILIARY MACHINERY. The auxiliary machinery is of the latest type. The main and auxiliary feed circuits are of the Weir closed feed type, with electrically driven main and auxiliary extraction pumps. The main extraction pumps withdraw the condensate from the reservoirs in the main condensers and delivery through three stage air ejectors and drain cooler to the main feed pump suction. The main feed pumps are of Weir’s steam turbine driven type, two in number, each capable of delivering 250,0001 b per hour through low pressure, intermediate and high pressure heaters to the feed regulators on the boilers. The feed water is heated to 330 degrees Fahrenheit by the auxiliary exhaust, also by steam led at suitable pressures from the main turbines. There are four main circulating pumps of the electrically-driven “upright” centrifugal type, each capable of delivering 6000 gallons per minute against 25 feet head, and one electric-ally-driven auxiliary centrifugal pump of the same type capable of delivering 2000 gallons per minute against 35 feet head. An evaporating plant is provided for make up feed purposes comprising two Weir’s h.p. evaporators and two distillers, each capable of providing 60 tons per day, and one L.P. evaporator of 70 tons per day capacity. In addition, a fresh water distilling plant is fitted for ship’s services; this comprises two Weir’s vertical evaporators of the high pressure type, each capable of evaporating 20 tons of pure fresh water per day, and two Weir’s distillers of similar capacity, and two charcoal filters. Two forced lubricating pumps, each of 24,000 gallons per hour capacity, one bilge pump and one ballast pump, each of 100 tons capacity per hour against 60 feet head or 75 tons per hour against 180 feet head, one auxiliary bilge pump of 50 tons per hour against 50 feet head, two sanitary and bath pumps each 100 tons per hour against 120 feet head, one emergency S.O.S. bilge pump 100 tons per hour against 00 feet head or 85 tons per hour against ISO feet head, one hath heater pump of 7500 gallons per hour against 120 feet head, one distillatod water pump 5 tons per hour capacity against 120 feat head, three fresh water pumps each of 20 tons per hour rapacity against 120 feet head, one oily filgc pump two throw type of 20 tons per hour capacity against 70 feet head. All the above pumps being of the electric-ally-driven centrifugal type except where otherwise mentioned.

Two Weir’s standby feed pumps of the steam driven vertical direct acting type, each having a. capacity of 00,0001 b per hour. One main feed water filter of the pressure type capable of dealing with 240,0001 b per hour, and two electricallydriven lubricating oil separators, each of 100 gallons per hour capacity. A fully equipped engineers’ workshop is fitted, comprising Hie following machines:— One motor driven 9in screw cutting and surfacing latihe, one vertical pillar drilling machine, and one double wheel emery grinder, these two machines being driven by a 2 b.h.p. electric motor.

The electric generating machinery consists of three main turbo-driven dynamos by Messrs British Thoinson-Honston Co., each of 450 kilowatts at 220 voits with its self-contained condensing plant designed for a, vacuum of 28J inches of mercury with seawater at 70deg F. and one Diesel-driven generator of 84 kilowatts at 220. volts.