d low-pressure cylinders with double-ported slide valves, all of
which are worked by the usual double eccentric and link motion valve
gear, by which the cut-off can be varied as required. All the shafting
is forged of Siemens-Martin mild steel of the best quality, each of
the three separate cranks being built up. The condensers are placed at
the outsides of the engine room, and the air, feed, and bilge pumps
are between the engines and the condensers and worked by levers from
the low-pressure engine crosshead. There are two centrifugal pumps,
each worked by a separate engine for circulating water through the
condenser, and these are so arranged that they can be connected to the
bilges in the event of an accident to the ship. In the engine room
there is fitted an auxiliary feed donkey of the duplex type and made
by the Fairfield Company.

This pump has all the usual connections, so that it can be used for
feeding the boilers from the hot well, for filling the fresh water
tanks, for pumping from the bilges, or from the sea as a fire engine.
The engines are arranged in the ship with the starting platform
between them; and the handles for working the throttle valves,
starting valves, reversing gear (Brown's combined steam and
hydraulic), and drain cocks are brought together at one end of the
platform, so that the engineer in charge can readily control both
engines. The two sets of engines are bound together by two beams
bolted to the framing of each engine. This feature was introduced into
the design for steadiness.

The method of supporting the propeller shaft brackets is interesting,
and we reproduce a photograph that indicates the arrangement adopted.
Instead of the A frame forming part of the same forging as the stern
frame, the Fairfield Company have built up the supporting arms of
steel plates riveted together, as is clearly shown. There is an
advantage in cost and with less risk in undiscovered flaws in
material.

An interesting change has been made in the steam pipes. Cases of
copper steam pipes bursting when subjected to high pressure have not
been infrequent, and Mr. A. Laing, the engineering director on the
Fairfield Board, with characteristic desire to advance engineering
practice, has been devoting much attention to this question lately. He
has made very exhaustive tests with lap welded iron steam pipes of all
diameters, but principally of 10 in. diameter and 3/8 in. thickness of
material, made by Messrs. A