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-at all times. 34 the lights, the wires being run without joints. These cables running from the main deck to the different sections above are like the trunk of a tree, with branches spreading out to the different decks. Special precautions were taken to keep all positive and negative wires in separate grooves. In the corridors the casings are ar- ranged so that all wires are accessible In all the rooms of the ship the frieze forms a covering to the electric casings. A special feature of this is to be seen in the lounge, library, and smoking room, and _ all over the ship the wires are accessible. No fuse boxes have been fitted, but all fuse panels are built in specially- arranged recesses in the paneling, the panel itself forming the door; a door is also fitted behind for access to the wires. 'Inside the door, a tablet or card is fitted, giving information of what each branch supplies, with size of fuse. In the wiring of engine and boiler spaces and other parts of the ship exposed to rough work, the protection of the 'branch wires calls for special treatment. Some engineers think screwed iron conduit or galvanized iron tubes are most suitable, but ex- perience has proved that tubes sweat and retain condensed moisture which very soon destroys the best insulation. The best 'results are obtained with parallel twin conductors, each conduc- tor being separately insulated with pure rubber and vulcanized rubber, braided and bound together, then sheathed with an outer armor of gal- vanized iron wire. This system of armored twin con- ductors has special advantages for en- gine rooms and other exposed parts. It is compact, requires less space, and has as strong a mechanical protection as an iron tube, but does not harbor moisture about. the insulation as in the case of tubes. When well coated with paint the armoring is further pro- fected from corrosion: It is water- tight and fireproof, has no soldered joints, and is always accessible. In addition to the lighting and pow- er circuits, there are single-core and multiple-core cables for electric bells, telephones, fire alarms, electric clocks, and the Stone Lloyd system of. indi- cating the position of water-tight doors. These cables are too numer- ous to give in detail. There are over 200 miles of wire fitted, the copper in which weighs over 100 tons. ELECTRIC LIGHTING. There are over 6,300 lamps distnib- uted over the ship, fitted to pendants, electroliers, and brackets of various THE MARINE. REVIEW designs to suit the furnishings of the respective rooms. In the public rooms and state rooms the fittings are of a most handsome design, and the ar- rangement of concealed lamps for lighting the dining saloon dome gives a beautiful sunlight effect, while other compartments are brilliantly illuminat- ed with beautiful crystal fittings. <A special feature throughout has been to design the fittings so as to obtain reflected lighting from the ceilings as well as from the lamp itself. . ELECTRIC POWER. Electrical transmission of power was evidently not thought of when the Cunard company built the Servia, and it will 'be interesting to follow the latest development in this branch. In every department of engineering 'the electrical transmission of power has become almost universal, but on ship board it has made but little progress. In the latest Cunard steamers, how- ever, there has been a decided ad- vancement. In no other steamship, in- cluding the most recent German ves- sels, can be found anything to com- pare with the electrical installation on the Mauretania. The Cunard company and their en- gineers realized that if steam. were used for auxiliary work, the loss through condensation in the enormous lengths of steam pipes would be very great, and also that the annoyance to passengers would be unbearable. They, therefore, took full advantage of the simple and more economical method of distributing the power electrically throughout the ship. In this installation there are: Sixteen motors aggregating 800 H. B for forced draught; 28 motors ag- gregating 276 H. P. for ventilating of machinery space; 18 motors aggregat- ing 400 H. P. for auxiliary machinery in engine room; 16 motors aggregat- ing 52 H. P. for ventilating the ship; 53 motors aggregating 156 H. P. for the thermotanks supplying heated air; four motors aggregating 64 H. P. for refrigerating machinery; two motors aggregating 16 'H. P. for two passen- ger elevators; four motors aggregating 108 H. P. for lifeboat winches; eight motors aggregating 48 H. P. for elec- tric jib cranes. six motors aggregating 78 H. P. for mails and baggage hoists; six motors aggregating 20 H. P. for hoists and stores; two motors aggre- gating 10 H. P. for printing machinery; one motor aggregating 5 H. P. for wireless telegraphy; 20 H. P. for pan- try and kitchen service machinery and hot plates; 80 H. P. for 106 electric radiators for special staterooms, bath rooms, and hospitals, a total of 2,133 EL P. independent of the power for lighting. : The forced draught for the main Boilers is supplied by 32 fans arranged in pairs and driven by 16 electric mo- tors of 50 H.. P. each; the motors are « of the enclosed type, developing the power at 450 R. P. M., with the cur- rent at 110 volts. The fan impellers are of the single inlet type, being 66 in. in diameter and each capable of delivering 33,000 cu. ft. of. ain per minute, against a water pressure of 31%4 inches on the discharge side when running at 450 R. P. M. Owing to the high temperature in which these motors have to work, a very ingenious arrangement is pro- vided whereby they may be cooled. Situated between the motor at the commutator end and one of the 66-in. fans, is an auxiliary fan. with sep= arate casing, the disc being 48 in. in diameter and made of sheet. brass. The discharge is connected to the un- der side of the motor and plate, the air being circulated. round the com- mutator and armature, and leaving at the opposite end. Each fan 'is provid- ed with a water gage and tachometer. Each motor is also fitted with a con- troller or switch capable of regulating the speed in equal increments by field vVatiation,. from 225 to: 450-R, BP. ME Low voltage and overload automatic releases are fitted to these controllers, giving complete protection to the mo- tors under all conditions. When running at the lowest speed the approximate output of air from each fan is 17,000 cu. ft. per minute, against a water pressure of 1 in. Each fan room is also ventilated by eight single inlet fans 21 in. in diameter, each being driven by a motor of the totally enclosed type capable of de- livering 1,000 cu. ft. of air per minute against a water pressure of 1 in., when running at a speed of 900 R. P. M. The motors are of the four-pole se- ries wound type, and are each capa- ible of developing normally an output of 5 H. P. when supplied with current at a pressure of 110 volts and running ata speed of 900 .R. PP. Mi" ech ma. tor is supplied with a controlling panel consisting of one double-pole quick break switch, tubular fuses, and start- ing and regulating resistances, the whole being self-contained and mount- ed upon a panel suitable for erection on the 'bulkhead. In the engine room tthe electric mo- tor performs a most important part in the manipulation of the main turbines and other gear. For dismantling the turbines there are six sets of lifting gear, each consisting of a 30-H. P. mo- tor, driving a horizontal shaft above the turbine, coupled to two 7-in. diam- eter vertical lifting screws and worm gear, by which means the turbine cas- ing or rotor can be lifted in turn.