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a MARINE REVIEW. [October 26, WATER TUBE BOILERS FOR MERCHANT VESSELS. A short time ago an investigation of water tube boilers in general, but Belleville boilers in particular, was started by the Pall Mall Gazette of London, and in order to answer intelligently a number of questions from correspondents, the London Times sent a representative aboard the steamer Tasso, owned by Messrs. Thos. Wilson & Sons, well known ship owners of Hull. The workings of the boilers of this steamer were re- ported in the Times and attracted a great deal of attention and widespread discussion. The Syren and Shipping of London, sums up the whole matter in the following article: "Mr, C. H. Wilson, senior partner of the well-know firm of Messrs. Thos. Wilson & Sons of Hull, is a man who has the courage of his con- victions. It will be remembered that when the question of water tube boilers for British war vessels stirred the pulses of the House of Com- mons, he was ever an able advocate for the new type. His conviction of the greater utilities of water tube boilers is not derived from any mere sentimental or theoretical opinion. The water tube boilers which he has consistently advocated for war vessels he has not hesitated to put into some of his own ships. In all Messrs. Wilson have eight vessels fitted with water tube boilers. Had they been put into the ships when built the value of the experiment would have been considerably modified. As it is, however, all these boats were originally provided with the return tube boilers in ordinary use, so that exact data for comparison between the two types of boilers is available. The first of the Wilson fleet was fitted with water tube boilers in the year 1893, and the success attendant upon the experiment justified the owners.in extending the system to two other vessels in 1895, a fourth in 1897, three more during 1898, and an eighth during the present year. This last vessel is the Tasso, which was built in 1890. She is a screw steamer, 252 feet by 382 feet by 16% feet, and of 1,328 tons gross, and was fitted with the ordinary cylindrical boilers of the return tube pattern. These, however, have been superceded by the Babcock & Wilcox water tube boilers. The reason for the altera- tion is significant. Messrs. Wilson are no philanthropic ship owners. Nor were they seeking so much to effect an economy as to do away with the unsatisfactory and troublesome working of the boilers which were at first in the ship. The Tasso, with her new boilers, commenced running from Hull to Drontheim in June last, and her first six summer voyages are compared with corresponding trips when she had ordinary boilers. On the last-named voyages, the total distance steamed was 9,472 knots, the coal consumption 1,072 tons, and the mean speed per hour 11.45 knots. Fitted with water tube boilers, she steamed 9,200 knots, with a total coal consumption of 981 tons, and a mean speed of 12.05 knots. Thus a saving of 90 tons of coal was effected, and that with an increased speed of 0.6 knots per hour. Of course it is a fair presumption that had the engines been driven to secure just the same speed as was obtained with the old type boilers, the coal saving would have been increased by 30 to 40 per cent. It is urged against the water tube boilers that they require constant repairs, tubes having to be frequently replaced, etc. The same objection can, of course, be urged with almost equal force against the older boilers, and the fact that the latter contrast favorably in the matter of longevity with the water tubes, is discounted by the fact that they need very reg- ular repairs and frequent renewal of parts. "On the question of initial cost, it is difficult to form an estimate, but it is certain that Messrs. Wilson would not have gone in for reboilering were they not confident that they would be the gainers thereby. Origi- nally the boilers of the Tasso provided steam at 160 pounds pressure to the square inch, while the new boilers work at 210. The tubes are 17% inch diameter. A purifier and a feed-heater, which raises the temperature of the water to 200 degrees, are also part of the equipment, while there is also an evaporator to make good the fresh water lost by leakage, evapora- tion and use of steam whistle, etc. Soot was cleared off the tubes every six hours by means of a steam jet, and fires were cleaned every twelve hours. The boilers were easy to stoke. Messrs. Wilson's engineering staff maintain that the quantity of smoke (unconsumed fuel) which escaped from the funnel was very materially reduced.. To the ordinary lay mind the principal and only advantage attaching to water tube boilers is the rapidity with which steam can be raised, and hence their ideal suit- ability for war vessels. Of course such facility in getting up steam is by no means a disadvantage to merchant ships. The Tasso, starting from all cold, lighted fires and had 50 pounds pressure of steam in 10 minutes, a rate of heating which would have ruined an ordinary Scotch boiler. But granting the advantages of the water tube boiler from the quicker- steam-raising and less-coal-consumption point of view, practical men will maintain that the real crux of the matter is the initial cost and longevity of the new boiler as contrasted with the type of boiler generally used in the merchant service. The argument that the new boiler is 4 more delicate and complex structure than the other, and requires greater care in manipulation, we may dismiss from the controversy, for marine engi- neers are experts who would soon adapt themselves to the change. The relative cost is the thing, and on this point it will go far to win ship Owners to water tube boilers that a level-headed firm like the Wilsons find, after a pretty exhaustive trial, that they have no reason to regret their experiment." A number of our Canadian exchanges have gone into hysterics be- cause of the order issued by the Ottawa council permitting American vessels to engage in the grain trade between two Canadian ports--Fort William at the head of Lake Superior and Depot Harbor on Parry Sound. Canadian owners are protesting strenuously that the seriousness of the grain blockade at Fort William has been overestimated, and they assert that this new order is, as one of them expresses it, "putting the lid on our coffins." Ship building progress in Japan continues to attract attention. The Nagasaki ship builders announce that they expect to complete the 6,000- ton vessel now under construction in thirteen months from the time of laying the keel. KENTUCKY AND KEARSARGE TRIALS. Announcement is made that the builder's trial of the battleship Ken- tucky, sister vessel of the Kearsarge, recently completed by the Newport News Ship Building & Dry Dock Co., will take place within ten days or two weeks. The Kentucky has her main battery of 13 and 8-inch guns almost complete. Before proceeding on her trial the battleship will be in hite. ' ie ee aes with the announcement of the trial of the Kentucky it is interesting to note the showing made by the official report of the trial of the Kearsarge, which has just been made public by the navy depart- ment. It shows that the true mean speed of the Kearsarge on the trip was 16.816 knots. The run consumed 38 hours, 595 minutes and 14 1-5 seconds. The actual length of the course was 66 nautical miles and it is shown by the report that after allowing for tidal corrections the Kear- sarge ran 65.929 knots. The mean draught of the Kearsarge was 23 feet 6 inches, and she displaced 11,550 tons of water. Owing to the unfinisfled condition of the superimposed or two-storied turrets of the vessel, the board was not able to test their workings; but it managed to have the forward turret temporarily put in working order and turned slowly through 180 degrees. The helm was put hard to starboard, 35 degrees, in 8% seconds and then turned from hard-a-starboard to hard-a-port, 70 degrees, in 19 seconds. Under the extreme helm the heel of the ship was from 4 to 5 degrees. On the first trial run the average steam pressure was 180.2 pounds, the average revolutions of the starboard engines 116.5, and of the port engines 117. The average steam pressure at the boilers" on the return run was 116.4 pounds and the average revolutions for each | engine 111. On account of a leak in the feed water heater and leaks in. some boilers there was a loss of pressure and a consequent loss of speed, | The board was very much pleased with the steering and maneuvering qualities of the Kearsarge, which were found to be excellent. She was practically free from structural vibrations. It is recommended by the board that the Kearsarge be accepted after some work has been done, and Acting Secretary Allen has referred the report to the chiefs of the bureaus of construction and steam engineering, with directions to have this work completed as soon as possible. TO COMMAND IRON AND STEEL MARKETS. President W. L. Brown of the American Ship Building Co., known as an exceptionally keen observer of industrial conditions, has just re- turned from a two months' European trip. Commenting on the outlook, he is quoted as saying: "T have returned to the United States even more strongly impressed than ever before that we can and will be able to command practically the markets of the world with our iron and steel products. I was also con- vinced that with the world's demand there is certainly a growing scarcity of raw material both in Great Britain and at the better known points on the continent. In Great Britain I found every iron and steel industry, as well as ship building, very active, quite as much so as at home, and neces- sarily to a large degree this extends to the continent, although I did not see so much of this on the continent as in Great Britain. The English give many reasons for feeling that we are going to build up an American marine. They recognize the fact of our ability to produce raw material for the purpose, our very large and increasing export business at prices that fully compete with their home manufactures, and, underneath it all, it seemed to me, a very strong paternal feeling that it was within the power and province of the two nations to largely act as a unit in the increase of our marine. They recognize the fact that it would be impos- sible for them to create and hold it all, and that with the close relations existing the mutual sequence would be our progress in that direction." NOT MONEY ENOUGH. _ All the ship building firms in the country who have had experience in government work are of the opinion that there is not a sufficient sum of money appropriated for the construction of the new cruisers of the Denver class. A sheathed vessel is a very expensive vessel to build, and the specifications of the new vessels are much more rigid, and they also call for much more expensive materials than has been the usual naval practice up to date. Steel is now quoted three and one-half to four times as much as it was when the contracts were awarded for the Arkansas class of monitors. Copper, brass and bronze which are specified freely in the specifications of the new cruisers, has advanced 50 per cent. All material entering into the construction of a modern war ship has greatly advanced in price quite recently, and definite delivery cannot be guaran- teed even at the present abnormal prices. Good quality lumber to pass United States inspection is very difficult to get, and the electric fire proofing Process 18 very expensive. It will be remembered that since the bill authorizing the construction of these vessels was passed, the dis- placement has been increased about 60 per cent. It is quite probable that no bids worthy of serious consideration will be received at Washington Novy. 1, for the construction of the six cruisers of the Denver class. The prevailing opinion among ship builders is that the appropriation should be at least 30 per cent more than it is. An end of the legal complic tween the British ship Cromartys has finally been reached in the chants' court of $35,000 damages ations growing out of the collision be- hire and the French liner La Bourgogne award by the English register and mer- , exclusive of expenses to the owners of the Cromartyshire. The sum includes $3,000 to the owners of the steamer Grecian for salvage services and $5,000 demurrage for detention of the Cromartyshire during repairs at Halifax. _ Flint & Co. and Dearborn & 'Co., two of the most prominent ship- ping firms of New York City, have combined under the firm. name of Flint, Dearborn & 'Co. The new company, which has been incorporated under the laws of 'New Jersey, will eventually operate a steamship line between New York and San Francisco. Four steamers, it will be re- inembered, are already huilding for this service.