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54 (ieee ue " i! Ef a eee. oe @ ra vs ® STi RSS A eae ] mechan i ; it i: PH A Ee liq Aa a MAR ee Pert td i aa Whe pees aby op = [haem Yorn | SS WW yi => } aT lo pei Nee N ee 2-22- $3F- END : ELEVATION THe Marine Review SIDE 3 Nec ELEVATION © Fig. 8.--Details of Motor, Triple-screw Yacht '"' Bronzewing." half the power of the main engines, so that it may be overloaded 100 per cent without inconvenience for short pe- tiods only. The connections to the shafts are obtained by means of a Del. Proposto magnetic clutch, which has already been described and illus- trated in these columns. This system has been applied to the propulsion of barges on the Rhine, and also in Rus- sia for petroleum tank steamers up to 245 ft. long; requiring two 180 B. H. P. motors for a speed of 10 knots, the total weight of machinery being about 352 Jb. per I. H. P,. Several French submarines are fitted with Diesel motors, and they are also in use in the German navy. Professor Boklewsky, of St. Petersburg, has made a proposal for a_ triple-screw passenger steamer 240 ft. long, to be propelled by Diesel-Del Proposto ma- _ chinery, and specially adapted for the trade between Odessa and. Vladivos- tock. This design is illustrated in Fig. 9, which is reproduced from a pamphlet by Mr. A. Lecointe, of Brussels. Provision 'has 'been made for 600 tons of oil fuel, which is as- sumed amply sufficient for a return journey, say 20,000 miles, at a speed of 10 knots. Professor Koklewsky has prepared an estimate of the yearly saving in running a steamer propelled by this method as compared with the vessels now running on the line, as- suming both to be fully occupied all the year round. He reckons that, ow- ing to dispensing with firemen, re- duced fuel consumption, and increased cargo capacity and passenger accom- odation, the annual gross earnings should be increased by 25 per cent, which would mean an increase of 8 per cent on the capital involved. It should ibe added that the devel- opment of the Diesel engine has been retarded to a certain extent by com- mercial considerations; but as the pat- ents will expire in the near future, more attention will doubtless be de- voted to making this type reversible and double-acting, and consequently more suitable for marine purposes on a lange scale. Internal-combustion en- gines are now being extensively fitted in yachts. Lloyd's latest returns in- clude 650 oil or petroleum-propelled yachts for British and 1,400 for Amet- ican registry. With further reference to the ad- vantages of internal-combustion en- gines, the following figures give 4" idea of the economy in fuel consump- tion as compared with that of steam engines. For plants of 500 H. P. and upwards, steam engines consume Say 1.60 Ib. of coal per I. H. P. per hour, while gas engines require only 08 Ib. and oil engines (petroleum) 0.4 Ib. At lower powers the difference betwee? the consumption of steam and inter-