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524 special attention has been given to the lubrication of all parts. Shafting of Ingot Steel. The shafting is entirely of com- pressed ingot steel, and the crank- shaft of each engine is in two parts, each a double throw, built up of nine pieces. The diameter is 17% in, with 18-in. pins; the thrust shaft is also 17% in. The tunnel shaft is 1834 in. and the propeller shaft is 1734 in, covered throughout by a solid gun metal lining, forced on by hydraulic power. In all cases 'the shafting is considerably in excess of that required by the Board of Trade. Messrs. Workman, Clark & Co. have fitted a three-bladed propeller to the Otranto, and a four-bladed propeller | to. the Orvieto. The diameter of the Otranto's propeller is 18 ft. 6° in., arfanged for variations in pitch between 22 ft. and 25 ft., with an ex-_ panded area of 90 sq. ft., and a pro- jected area of 71 sq. ft. The condensers are separate plants, and are placed immediately at the back of the main engines. The air pumps and all other pumps are also separate. This separation was adopt- ed not only to assist in the balancing - of the engine, but to increase their reliability in maneuvering, as, with the pumps worked separately, there can always be a vacuum in the con- denser independently of the action of the main engines, so that the en- gnes start more easily from a state of rest. The condensers are built up of steel plates, and have solid- drawn brass tubes, the water circu- lating through the tubes. The main air pumps are Weir's duplex type, each with two 9%-in. steam cylin- ders, 26-in. water cylinders, and a stroke of 18 in. The condensed water from each condenser is discharged into hot well tanks, one on each side of the engine room, the tem- perature being about 110°, whence it passes through duplex 'filters. § Fil- ters are used of the List and Munn's gravitation type to the hot well pumps. In order further to keep the boilers clear of oil, grease extrac- tors have been fitted to the auxiliary: exhaust steam circuit, the grease from the numerous auxiliaries and deck machines being a frequent source of trouble in such ships. These extract- ors deal with the exhaust from all engines in use when the ship is in harbor -- windlass engines, winches, - cranes, etc.,.so that the main filters can then be opened up and cleaned. From the filters the water is pumped by a Weir hot well pump, discharging into a Weir direct-contact feed heat- THE Marine REVIEW er, whence, at a temperature of about 210° Fahr. it is passed by the main feed pumps to the boiler. There are two main feed pumps in addition to a spare set, which can be used either for taking water from the hot well or main feed. A separate auxiliary feed pump is fitted for use in port. Complete Auxiliary Equipment. On each ship there is a distilling plant besides the ample storage for fresh water in the double bottoms, with a capacity of 7,000 gal. per day, and two evaporators with a com- bined capacity of 80 tons per day. The other auxiliary machinery is very complete, comprising the usual cen- trifugal. circulating pumps, ballast pumps, and fire and bilge pumps. A point of interest is that one of the bilge pumps--which are placed be- tween the two thrust shafts--is driven by an electric motor through worm gearing, the pump itself being of the three-throw plunger type, of a ca- pacity. of 60 tons per hour, while the other is of the usual duplex design. On the port wings there are also two sanitary centrifugal pumps, which are electrically driven. They have each a capacity of 12000 gal. per 'hour, and as they are in constant use while the ship is at sea, the adoption of electric power tends to economical work. One of the sanitary pumps is so arranged that it can raise 'hot salt water from the main circulating dis- charge pipe to the hot salt water bath tanks on the boat deck 70 ft. above. last pumps are each capable of dis- charging 200 tons per hour; they, to- gether with the fire pump and two fresh water pumps, are all of du- plex type. ; er~. Trial Trip, There are six bo'lers, two of which are single-ended and four double- ended, arranged in two compartments, the after boiler room having two double-ended and two single-ended boilers, and the forward room two double-ended boilers. The furnace gases discharge into two funnels ris- ing to a height of 120 ft. above the eenter fire bar level.. The bunkers, to, take 1,500 "tons 'of coal, are: .ar- ranged on each side of the boiler room, with a cross bunker between the two boiler rooms, and an addi- tional or reserve bunker, to take 770 tons, at the forward end of the Boiler. space. Silent ash 'hoists. of the Galloway type are fitted in two stokeholds, and a See ash ejector in one of the middle stokeholds, The boilers work at a pressure of The general service and bal--- December, 1909 215 lbs., the steam being passed to the main engines without a _reduc- ing valve; it is reduced at the elec- tric engines to 180 lbs.; at the re- frigerating engines, 150 iJbs.; at the main and auxiliary feed pumps, 215 lbs.; at the steering engines and deck winches, 150 Ibs.; and at the air and hot well pumps, and other auxiliary engines, 150 lbs.; while to the pantry steam at 50 Ibs. pressure is passed, and for heating the ship the steam pressure is 30 Ibs. On her coal-consumption trip of 24 hours'. duration at service speed the Otranto steamed at 17 knots, with the engines indicating 9,660 H. P., and at the rate of coal consump- tion of 1.15-Ib. pér lL HOP. per hour for all propulsive purposes. The dis- tance steamed was 408 nautical miles for 119 tons of coal. At full power the Otranto made a mean speed on two runs on _ the measured mile of 18.95 knots for 14,- 7as0 Le HP, and 93° Ro P.M. her displacement being 15,160 tons. These results, highly satisfactory as they are, may be accepted as a fitting in- stance of the large measure of eff- ciency attained by all five steamers, which, with other vessels of the line, will, under the new mail service, maintain the high reputation of the management of the Orient line, and further the commercial prosperity of the commonwealth of Australia. BUILT IN 64 DAYS. The Salvador, a gracefully modeled | passenger and cargo steamer, resem- bling more a yacht than an ordinary mercantile ship,, has recently been completed by Messrs. Swan, Hunter & Wigham © Richardson, --Lid., -- of Wallsend-on-Tyne. A _ special note of interest about this ship is that she was completely built and engined by the firm in the .remarkably short space of time of 64 working days from the time of signing the con- trast. This. 4s' an. extraordinaty achievement, considering the ship is a first-class passenger vessel. The vessel has been built to inaugurate the new steamship service that is being opened by the Salvador Railway Co. between Salina. Crux and Acajutta. This service will facilitate traveling between Central American ports, and more particularly between the ports above named. The voyage will oc- cupy about 36 hours, against the two and sometimes three days' journey heretofore. The Salvador is 225 ft. in length over all, by 33% ft. beam, and has been constructed to the highest class in Lloyds Register, and has also a Board of Trade passenger