because they consider they make steamers top-heavy.
This is an error, for all vessels, are so designed that the
centre of gravity is kept down to a point that
will ensure stability. It has been said that the
development of the superstructure for passenger ships
has been continuous, but a curious exception to the rule
may be seen in the P. and O. Parramatta and Ballarat. In these,
there is a reversion to the flush deck ; the type, however,
was not repeated.
The writer captured the concerns regarding prominent top hampers and made the simple but accurate point that the centre of gravity had to be low in the vessel to establish the all-important GM stability factor.
It is very interesting to note that the trend was reversed with the Ballarat (see previous post) which was probably as a result of the Waratah tragedy. But reservations did not last long and progress continued until the present day cruise liners.
The Narkunda was launched 1920. Built by Harland Wolff of Belfast, she comprised 16227 gross tons, 9705 net tons, 581.4 ft. in length, beam 69.4 ft., depth, 48.9 ft. and draught 29.25 ft. She was powered by twin quadruple expansion engines, giving 17.5 knots. She carried 426 first class and 247 second class passengers. Note that she had a freeboard of 19.65 ft., which exceeded the 1908 recommendation of 14.5 ft.for her length. Although top hampers were significant, more attention was given to freeboard and reserve buoyancy. Narkunda's draught was 60% of depth, whereas Waratah's was a whopping 79%. Progress was in full swing and Narkunda's naval architect was able to create a stable steamer with significant top hamper without resorting to overloading which reduced reserve buoyancy among other factors. Further to this Narkunda's superstructure spanned more than 50% of the length of the hull.