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Tae Marine REVIEW a abate eras @ THE WHEEL HOUSE OF THE NEW STEAMER CITY OF CLEVELAND. as wéll as a searchlight of 5,000 candle- power. There-are over 17 miles of elec- tric wiring aboard the ship. we The propelling machinery, which was designed by A. P. Rankin, chief engineer of the American Ship Building Co., con- sists of an inclined three-cylinder, com- pound engine, the high pressure being ar- ranged between the two low pressure cyl- inders, the diameters of cylinders being 54 in. for the high pressure and 82 in. for the two low pressure cylinders, with stroke of pistons of 8 ft. driving feather- ing paddle wheel 29 ft. in diameter, the paddles being 14 ft. long and about 4 ft. wide. Poppet valves are fitted on the high pressure cylinder and Corliss valve gear on the two low pressure cylinders: This type of engine was designed be- cause it was necessary that a type should be selected which would work with equal efficiency at high and low powers. This steamer is intended to make two. trips a day, the day trip, in which time will be at a premium, to be at high speed, and the night trip conforming to the present schedule. It was also desirable that one- third of the total power should be de- veloped in each cylinder instead, as is usual in three-cylinder, compound en- gines, the: high pressure cylinder devel- oping almost one-half and the two lows not much over 25 per cent each. This is what led to the adoption of the pecuw iar combination of valve gear, which is prob- ably the first of its kind attempted in marine work. The result of this arrange: ment is that each cylinder has a very wide range of expansion, the cut-off point in each cylinder being adjustable from the VIEW ON THE BOAT DECK OF THE CITY OF CLEVELAND, eg hess cena ck fe ee ES i 4 starting platform at from one-fourth ty». fiveccighths-of the stroke. The pressure in the low 'pressure receivers can thus be adjusted to divide the total power into thirds. Each low pressure engine drives a veftical air pump 50 in. in diameter by 40-in, stroke, the efficiency of which is demonstrated by the steady vacuum of 24 in., which was maintained all through the trial run. The shafting and other large forgings on the engine are all forged of open-hearth carbon 'steel, oil ~ tempered and annealed, the main shafting being hollow. The crank shaft is 75 ft. from end to end and is 22 in. in diameter at the bearings. Some idea of the size of the engine may be gathered from the fact that the bare castings for the low pressure cylinders weigh in the neighbor- hood of 24 tons each. The solidity of the foundation of the engine was a no- ticeable feature during the run. At full power there was no movement apparent. LOOKING DOWN AT THE WHEEL. The stokehold was at all times comfort- ably cool, special pains having been made to ventilate it. Eight cylindrical boilers are provid- ed located in two separate watertight compartments, 13 it. 9 -in. diameter ana iA. ft long, each provided with two furnaces 52 in- diameter, fitted with Howden hot draft and allowed a working pressure of 160 lbs. per sq. in. The steamer has two funnels. The auxiliary machinery consists of compound feed pump, fire pump, san- itary pump and fresh water ballast pump, all of the Blake type; double steam steering engine, two gypsy cap- Stans, one deck capstan, combined steam windlass and capstan, all of the Globe type. As stated, the Akers emergency steam steering gear is also installed, as well as the Nicholson ship log.