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SS Canberra
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===Engineering=== Like {{RMS|Strathnaver}} and {{RMS|Strathaird}} that she replaced on the [[Port of Tilbury|Tilbury]]β[[Port of Brisbane|Brisbane]] route, ''Canberra'' had [[turbo-electric transmission]]. Instead of being mechanically coupled to her [[Propeller (marine)|propeller]] shafts, ''Canberra''{{'}}s [[steam turbine]]s drove large electric [[alternator]]s that provided current for [[electric motor]]s that, in turn, drove the vessel's twin propellers. They were the most powerful steam turbo-electric units ever installed in a passenger ship; at {{Cvt|42500|hp}} per shaft, they surpassed {{SS|Normandie}}'s {{Cvt|40000|hp}} on each of her four shafts. This would give her a speed of about {{convert|27.25|kn|km/h}}. She also had a bow propeller for manoeuvring in port and docking manoeuvres. She was also the first British passenger liner to use [[alternating current]] as power.<ref>{{Cite web|url=http://www.gracesguide.co.uk/SS_Canberra|title = SS Canberra - Graces Guide}}</ref> There are several operational and economical advantages to such electrical de-coupling of a ship's propulsion system, and it became a standard element of cruise ship design in the 1990s, over 30 years after ''Canberra'' entered service. However, [[diesel engine]]- and [[gas turbine]]-driven alternators are the primary power source for most modern electrically propelled ships. ''Canberra'' had a bulbous bow, two sets of stabilizers, and two funnels side-by-side. The lifeboats, which were made from glass fibre, were placed three decks lower than usual for ships of her type, and were recessed into the hull to allow improved view from the passenger decks. The iconic spiral staircase and entrance halls in Australian walnut were designed by Hugh Casson and created by [[H.H. Martyn & Co.]]<ref>{{cite book |author=John Whitaker|year=1985|title=The Best|pages=237, 248}}</ref>
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