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TAc Marine REVIEW Main ENGINES OF STEAMER FIFIELD, lines are unusually good. are rather flat. The stern is the sea- worthy, standard fan tail type that has proven entirely satisfactory for moderate speeds. The hull is 180 ft. in length over all, 40 ft. extreme beam and 12 ft. in'depth. The vessel regis- ters about 600 gross tons. The hull has a sol'd, water-tight bulkhead in the center. Although designed primarily as a cargo vessel, the Fifield 'has accommo- dations for 30 first class passengers. The cabins are all located aft, leaving the main deck amidships clear for cargo. The cargo is thandled by two swinging derricks on the foremast. The vessel has a speed of 10 knots an hour. On a 10-ft. draught she has a lumber capacity of 500,000 ft.: on a -13-it.) draught this capacity is in- creased to 600,000 ft. 'The main engines, boilers and' most of the auxiliaries were designed and built by the Marine Iron Works of Chicago. Twin screws were adopted on ac- count of the light draught. Twin screws are seldom found on the deep water lumber schooners; even large steel vessels like the Riverside (de- scribed in THe Marine Review, Jan. 7, 1909), are single screw. The twin screws of the Fifield not only permit a light draught but add considerable The bilges to herhandiness in navigating crowded. channels. The main engines are fore-and-aft compound, having high pressure cylin- ders 12 in. in diameter fitted with bal- anced piston valves and low pressure cylinders 25 in. in diameter fitted with double ported slide valves. The com- mon stroke of all the cylinders is 16 in, lhe. engines have standard Stephenson link motion reverse gear with double bar links. The cross heads are steel. There is an independent, ad- justable cut-off for each cylinder. The indicated horsepower of the two en- gines is 600. The engines are coupled to right and left hand 4-blade propel- lers, each 7 ft. in diameter. The condensing apparatus consists of an independent, inboard surface condenser manufactured by the C. H. Wheeler Co. The condenser has 900 sq. ft. of cooling surface. There is a 5-inch, independent, centrifugal side- suction circulating pump coupled to a 4% by 5-in. steam engine and a brass fitted, double acting vacuum pump. aa: Steam:.is supplied by two Scotch marine boilers. Each boiler is 7 ft. in diameter by 10. ft,.in length and has 162 2%4-in. tubes. The boilers have August, 1909 _ a total heating surface of 1,900 sq. ft, and carry a steam pressure of 160 lbs, per sq. in. Crude oil is used for fuel. The boiler feed is handled by two bronze fitted feed pumps each $Y x 3%. «5 inch. There 16 ae) | hand test pump for 600 lbs. pressure and an auto-positive injector. The auxiliaries include 'a donkey boiler, steam capstan and steam an- chor winch. The donkey 'boiler is 48 in. in diameter, 75 in. high, flush tube design, and carries 125 Ibs. steam pres- sure. TFhe steam capstan is of the enclosed base type with double 5 x & in. engnes. The anchor winch is of standard design with double 7 x 8-in. engines. The Fifield was equipped ready for sea at Kruse and Banks' ship yard. Her trial trip was made July 15, 1908. The former great lakes steamer Minnie E. Kelton which was sold to the Pacific coast some time ago and wrecked on her first trip, has been raised from her position on the Co- lumbia river 'bar by Daniel Kern, of Portland. She was put in dry dock at Portland, and her machinery removed. WRECK OF THE STEAMER YOSEMITE. The Puget Sound. excursion steamer Yosemite was totally wrecked in the narrowest part of Rich's passage, the entrance to Port Orchard bay, by strik- me a. reel at. 5345 p. mm. July 10. The weather was perfectly calm and none of the several hundred passengers on board were injured. The reef on which the Yosemite struck is very close to shore, scarcely more than 250 feet, and lies parallel with the channel. The steamer lies now with her stern hanging over in deep water and _ her back broken. wens oo . Excursion STEAMER YOSEMITE WrecKepD NEAR SEATTLE,