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of the wall are of citronwood, and decor- ated in the style of the boudoir of Queen Marie Antoinette in the Palace of Fon- tainebleau. The windows are hung with green silk curtains, and the chairs are covered with the same material. Second class passengers are berthed in the after part of the lower, upper and main decks in rooms for two, three and four persons, and are comfortably cared for in a dining room containing 190 seats, a smoking room and a music room on the lower promenade deck. The captain and officers are berthed in quarters on the bridge deck immediately under and aft of the bridge. The engi- neers and the engine force are berthed around and in the immediate neighbor- hood of the engine room. The electrical current for illumination, heating, ventilation and other purposes, is furnished by five dynamos, of which four are situated aft of the main en- gine rooms between the propeller shafts, and the fifth on the main deck at one side of the engine room. Each of the five dynamos delivers a current of 1,000 amperes at 100 volts. The steamer is equipped with 3,100 electric lamps, and with electric bells in all first and second cabin rooms. The smoking rooms and 'cafes contain electric cigar lighters, and the staterooms are provided with plugs and connection for ventilating fans and curling irons. All outside rooms, as well as suites and cabines de luxe, are heated electrically. Running warm water is provided in all rooms and bath rooms in the first cabin. A complete telephone line connects the bridge, the engine room and after bridge, the bridge and the lookout on the mast, the captain's room, all of the officers' and chief steward's rooms, and the pantry, and all suites and cabines de luxe. The culinary arrangements on the Kronprinzessin Cecilie correspond in all particulars with the economic depart- -ments of a large 'first-class hotel.. Each class and the crew have their own large kitchen arrangement. The kitchens for first and second class are situated in the neighborhood of the respective dining rooms and are equipped with an exten- sive range, with five steam cooking ap- paratus. The kitchen of the firemen and coal passers is equipped with four steam cooking apparatus, and the kitchen for the third class passengers with five of these apparatus. Two large double bak- ing ovens and a confectioners' oven are provided in a separate space next to the kitchen for the first class. The pantries for the first, second and third class are arranged with every latest invention, such as plate warmers; coffee, tea, milk and chocolate urns; refrigerators; fresh water filters, egg boilers, etc.; besides which there are pantries provided for the e "THE Marine. Review smoking rooms of the first and second cabin, the two cafes, and one bar for each smoking room of the first and: second cabin, and for the passengers of the third class. In the lower decks provision re- frigerators, ice cellars and large provi- sion rooms are situated. The number of bath rooms for the first and second cabins is twenty-eight, not counting the private bath rooms attached to the suites and cabines de luxe. In adopting for the new steamship Kronprinzessin Cecilie the old form of reciprocating engines instead of the new turbine type, the managers of the North German Lloyd were actuated by the fact that the turbine is still in its development, whereas the performances of the recipro- cating engines are well tried and proved, --the "Kaiser Wilhelm II', for instance, having made forty-two round trips with- out being obliged to stop a single minute on account of her engines. The engines of the "Kronprinzessin Cecilie' develop 45,000 horsepower in four quadruple en- gines, of which two are installed tandem, one behind the other, on each shaft, with six cranks. Each of these double en- gines is placed in a separate watertight compartment enclosed by bulkheads in a fore and aft direction, as well as trans- versely. Through the balancing of the engine parts under the Schlick System, the vibrations have been reduced to a minimum. The number of cylinders of the four engines is sixteen--four high pressure, four first intermediate pressure, four second intermediate pressure, and four low pressure cylinders. The piston stroke is 5 ft. 11 in., and the diameter of the cylinders ts':3 it.-1.m, 4 tt. 1 in, 6 ft. 3 in. and 9 ft. 4 in. respectively, the high pressure cylinder being placed above the first intermediate pressure cyl- inder. The crank shafts are constructed entirely of nickel steel and have a dia- meter of 2 ft. 1 in., and the total length of the shafting is 236 ft. with a total weight of 240 tons. The:two propellers are provided with four blades and are constructed of manganese bronze, the dia- meter of the propellers being twenty-four feet and their weight 79,200 Ibs. The total number of main and auxiliary en-' gines for the various purposes in use on the steamer is seventy-two, with a total number of 126 steam cylinders. The steam for these enormous engines and auxiliary engines is produced in nine- teen large cylindrical boilers, of which twelve are double and seven single boil- ers. The diameter of each of the boilers is seventeen ft., and the length of a double boiler is 20 ft. 10 in. The total number of fires is 124, requiring an enormous quantity of coal to furnish the necessary steam for the use of the engines. Eighty- one firemen and coal passers are busy in each watch of four hours, after which c 17 they enjoy eight hours rest. The ventila- tion for the boiler rooms is furnished by enormous ventilators, assisted by an extensive system of electrically driven fans. Instead of complaining of extensive heat, the firemen now, in the summer time, when it is too warm on deck, pre- fer the coolness of the well-ventilated boiler rooms. The height of each of the four smokestacks is 121 ft. above the grate bars; their width is 16% ft. The materials used in the construction of this steamer consisted of about 11,000 tons of steel; 700 tons of bolts and screws; 300 tons of cast and wrought iron; 42,000 cubic ft. of teakwood; 70,- 500 cubic ft. of Oregon and pitch pine, and 19,426 cubic ft. of pine. END OF THE CONNECTICUT- LOUISIANA CONTEST. After a year of controversy regard- ing the merits of the two systems of construction for vessels of the United States navy, viz.: in private yards or in' government yards, it seems that the trials of the battleship Connecticut last week demonstrated the superiority of the private-built over the govern-. ment-built battleship. The Louisiana was built by the Newport News Ship Building & Dry Dock Co., and on her trial trip she developed a speed of 18.23 knots, made on a four hours' continuous test, with her propellers making 127.68 revolutions per minute. The government-built ship, the Con- necticut, made on her trials, a speed of 18.78 knots. The vessels are sister ships and thus afford an _ excellent chance for comparison. The navy de- partment partisans point out that the Connecticut on this trial was carry- ing 350 tons more weight than was the Louisiana on her trial trip, causing her to draw five inches more water. Therefore, it is asserted that if allow- ances are made for thesé conditions, the Connecticut's performance is really superior. On the other hand, the private ship builders assert that the fact that the Louisiana had her trial when the ship was brand new, while the. Connecticut had had a_ year's shaking down, confirms the superiority in speed of the Louisiana, the vessel built in a private yard. The army transport Warren, which left San Francisco. Aug. 3 {or 'the Philippines with a large contingent of troops and passengers, was compelled by a breakdown of her machinery, to put back to that port when 80 miles out at sea. One of the condenser tubes was in such bad condition that salt water was. running through and mix- ing with fresh water.