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sure of 475 p. s. i. (maximum was 525 p. s. i. ) to a single-rotor, direct-geared, Inglis-Parsons steam turbine of Pametrada de­ sign. The engine was built by the John Inglis Company Limited at Toronto. It transmitted its power to a single propeller shaft through double-reduction gear of the locked train arti­ culated type. The engine was capable of deve­ loping 4, 500 shaft horsepower at 150 r. p. m. and a continuous overload of 10% when supplied with steam at 450 p. s. i. at 750 degrees F. and exhausting into a vacuum of 28. 5 inches. The normal shaft speed was 158 r. p. m. and this was achievable from a dead stop in ten se­ conds. The maximum shaft speed was 180 r. p. m. The propeller was a solid bronze unit, which was keyed to the shaft. It has been said that this engine originally had been designed to be fitted in a naval destroyer. FORT HENRY's steering gear was of the Donkin electric-hydrau­ lic type, supplied by Marine & Power Equipment Ltd. It had four horizontal rams and two variable delivery Hele-Shaw pumps, each driven by separate 28-h. p. motor on 550-volt, three-phase, 60-cycle current. Each pump and motor could operate the gear independently and could move the rudder through a maximum arc of 90 degrees in not more than 24 se­ conds at full speed. With both units operating, the rudder could be moved from hardover to hardover in less than 15 se­ conds. The steering gear was control­ led from the wheelhouse by a double line lead of telemotor piping, to a receiver at the steering gear. A power-steering stand was also fitted at the after end of the boat deck (for emergency purposes), connected to a local-control hand wheel by means of control shafting. FORT HENRY had accommodation for a normal complement of 32 Ship of the Month - cont'd. FORT HENRY's pilothouse Officers' dining saloon Engineroom showing Gaugeboard