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August, 1909 run on the passage from the Clyde to London, the speed was 1634 knots, and, notwithstanding that all lights were run and most of the fans, besides the other auxiliaries generally in use, the con- sumption was well within the guar- antee. In other words, the total con- sumption for the 400 miles steamed during the 24 hours was about 130 tons. The design of the engines is therefore of special interest, and we are enabled by the kindness of the builders to reproduce them. The twin engines are of the quadruple-expansion type, the diameters of the cylinders being 28% in, 41 in.,-58%4 in. and &-in,, re- spectively, with a stroke of 60 in. They are arranged on the Yarrow-Schlick- Tweedy system of balancing with a high-pressure and low-pressure cylin- der forming the first couple, and the second intermediate and the first in- termediate the after couple, the valves being on the outside of each pair. The valves are of the piston type, for the high pressure and first intermediate cylinders, and of the double ported slide type for the second intermediate and low-pressure cylinders. .The yen- eral design, with its independent col- umns, as shown in the illustration, gives a very open engine. 'The shaft- ing is entirely of compressed ingot steel, while the crank-shafts are of the built-up type, and are each in two separate double-throw sections. 'The shafts are 1714 in. in diameter with 18-in. pins. The thrust shafts are also 17%4 in, the tunnel shafts being 16% in, while the propeller shafts are 1734 in, covered throughout with a solid gun metal sleeve. The bearers are ex- tra long and the shafting is consider- ably in excess of that required by the British board of trade. The propellers have each four blades of manganese bronze with cast steel bosses. The condensers, which have a cooling surface of 9,000 sq. ft. are entirely separate and placed in the wings. The air pumps and all other pumps are also separate. This separation was adopted not only to assist in the balancing of the engine, but to increase reliability in maneuvering, as with the pumps worked separately there is always a vacuum in the condenser, independently of the action of the main engines, so that the engines start more easily from a state of rest. The air pumps are of the Weir type, each with two 9% in. steam cylinders, 26-in. water cylinders and a stroke of 18 in. They are placed immediately in advance of the condenser on each side of the ship. There are four double-ended and two single-ended boilers, the diameter in all cases being 16 ft. 9 in., and the length 20 ft. 3 in, and 11 ft. 2 in. of the pontoon, "TAE Marine REVIEW respectively. The furnaces are 3 ft. 4 in. in diameter and of the Brown cam- bered type. The grate area is 728 sq. ft, and the heating surface 31,370 ft. The passenger accommodation has received careful consideration and the decoration of the public rooms is pleas- ing and generally is equal to what one would expect in ships of this class. In many staterooms only single berths are provided, and the great majority of the rooms are only for two passengers. In each toom there is an electric fan. STEAM FLOATING CRANE OF 150 TONS. A floating crane of unusually large dimensions 'has recently been supplied complete to the Kawasaki Dock Yard 249 throughout, is 100 ft. long x 70 ft. wide x 12 ft. deep, and is divided into water- tight compartments by means of long- itudinal and transverse bulkheads. The deck equipment includes two steam winches, two steam capstans, together with all necessary bollards and _fair- leads. The 'bottom frame of the crane, which is securely bolted to the frame of the pontoon, is of lattice construc- tion, and forms the supports for the jib foot and screw pins at each end. The jib is of the braced design, as shown,. and is. constructed of rolled steel plates and sections throughout. Every care has been taken to provide for wind forces,in addition to those due to live and dead loads, and the long -- 150-tron Steam FLOATING CRANE FOR JAPAN. Co., Japan, by Messrs. Cowan, Sheldon & Co, Lid, of Carlisle. The crane illustrated herewith is capable of lifting loads wp to 150 tons at a distance of 50 ft. beyond the edge and of derricking same in to a distance of 26 ft. from the jib foot pin, which enables loads to be stacked on the distribution trol- leys or deck direct. The distance from deck level to center of jib pulley at maximum radius is 85 ft., which enables the crane to put all the prin- cipal loads into a ship of at least 70 ft. beam. An auxiliary set of lifting gear for loads up to 20 tons has been fitted, and arranged to lift at a dis- tance of 10 ft. beyond the main block at maximum radius. The pontoon, which is built of steel members have been subdivided by means of counter and transverse brac- ing. The main load is lifted on ten parts of steel wire rope, the two ends of which are coiled on two separate bar- rels. An independent barrel is also provided for the auxiliary lifting gear. The barrels are of cast iron, turned ° and grooved to su:t the ropes, and driven from the engines through suit- able gearing. Powerful automatic brakes have been provided for each set of gear. The radius of the jib is varied by means of two large screws attached to the bottom frame, and driven from the engines through spur and bevel gearing. The screws are of forged steel, 12 in. diameter, and are carried