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MARINE REVIEW. : 13 The data given above from the Alger shows that the low power of 2,000 horses was economically worked with all fires in action. Tess than 4 pounds were consumed per square foot of grates per hour, and each boiler carried its full pressure. 'The conditions were almost that of banked fires. 'To bring the fires in full activity would only require 8 or 10 minutes, raising the 2,000 to 8,000 horse power in that time; keeping always in mind that no damage ensues to boilers, at securing the highest possible efficency for a cruiser, namely, a quickly obtained man- euvering power and high speed. Such a cruiser would be ap- preciated by navy officers when acting with a fleet as a scout ves- sel. The Knglish admiralty's rules to avoid damage to boilers forbid the raising of pressure from 40 to 150 pounds under an hour, a period in which a Belleville-fitted cruiser would be 20 knots away on her mission. As the boilers in the vessels now under construction in Cleveland are being fitted to quadruple expansion engines, their ability to use a high steam pressure will give a better opportu- nity of showing the economy of their application than has ever before been presented upon a vessel of large tonnage, the only drawback heretofore being that the favorite Scotch boiler has SEDIMENT CHAMBER FEED PIPE STARBOARD FIRE ROOM FRONT VIEW OF ONE GENERATOR FROM FIRE ROOM limited the pressure and delayed expansive engines at the triple type because of its unfitness fora pressure above 160 pounds. T'he writer does not consider this present application in the light of an experiment, simply because these boilers have not been used for large power in this country. In 1884 he was on board the Ortegal at Marseilles, and he has since then seen ves- sels using them requiring from 7,000 to 8,000 horse-power, some of them seven years in the service, and the same company is still fitting them to new and larger vessels. Nothing can be more convincing to an engineer, for instance, than to meet the Ortegal at Bordeaux on her arrival after a continuous sea voyage of twenty-two days, and contrast the condition of these boilers after such a run with what he might expect from the Scotch type of boilers under similar circumstances. As the competent and experienced engineer of the Sultana, Mr. Brown writes to a friend from his yacht at Marseilles: "To see large vessels with the Belleville boilers of 7,000 horse-power on board arrive after a long voyage, is a err to an engineer. 'The condition of their boilers warrants me in saying that they are gt ahead of my old favorites, the Scotch boilers, for sea service.' T'o makea comparison of these boilers with any other tubu- Pete fh ee ti 7 : ree H ee | SECTION THROUGH CENTRE OF ONE GENERATOR lous type of boiler and by this make unfavorable criticisms be-- cause the American boilers are found defective, is not to arrive at the real facts of the case. It is not so much the fault of these tubulous boilers. as it is the curious combination of their instal- lation. In answer also to the "knock out" question often made, "Why don't the English use them?", I can say that after a thorough investigation and favorable reports from competent engineers high in their profession, they are get- ting them as fast as Belleville can make them at this present time. In connection with the construction of these generators, there are the Belleville attachments of feed water regulator,steam -- separator and purifier, sediment collector, regulating pressure valve and animproved pump for feeding,all of whichare marvels of simplicity in mechanical details and of great durability. I hope that during the season of the Worlds Columbian -- Exposition some of the yachts fitted up with these boilers will cruise upon the lakes and visit the large cities. I have invariably found that owners, captains and engineers who are shipmates with the Belleville boilers are enthusiastic in speaking of them. They are appreciated when used, especially by the engineers, who find that they are very easily managed and kept in order. CENTRE OF VESSEL Tn Ie i HTL LZ DY A HA ante i | BW a ua SEDIMENT CHAMBER PORT FIRE ROOM Wi SF ea rc dm ms meme gee ae 4 END VIEW OF A GROUP A Familiar Comparison. From all quarters now comes the question: "Will the size - of the Great Eastern soon be equalled in a successful passenger steamer?' 'he arrival of the Campania in New York is the latest excuse for this query, but the repeated comparisons are not without interest. It is admitted that the huge blunder made in the Great Eastern was due to the vessel being constructed pre- maturely, as her dimensions are now approached more nearly each year. She was 680 feet long and the Campania is 620. It is true that during late years length has been developed much more than other dimensions, for the Campania has but 65 feet and 3 inches extreme beam, against the Great Hastern's 83 feet, and 43 feet in depth, against 58 of the Great Eastern, though the difference is mainly due to the greater freeboard of the latter, the draught of water being about the same. In displacement the new vessel is about two thirds the size of the old. In power and speed there is, of course, no comparison, for each of the two sets of engines of the Campania is expected to develop something like 15,000 horse power, while the collective horse power of the Great Eastern's engines was but 10,000. Another generation will see the Great Eastern surpassed. errant