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THE MARINE REVIEW : November, 1909 which can be used while the other can be cleaned. There are also two deliv- ery heaters, of which one is always in reserve. The general construction of these heaters consists of a -chamber within which heating pipes are arranged, the suction heater having its duplicate filters arranged one on each side. Steam is supplied and passed through three stop valves and pipes to the coils of the delivery and suction heaters, and leaves them by pipes connected to the main exhaust pipe, which also . takes the exhaust pipe of the pumps. The pipes from the various fuel tanks in the vessel are led to a distributing box having a stop valve for each tank, and this box is connected to the pipe communicating with the suction heater. The pump sucks the oil through the pipe from the filter out of the suction heater and delivers it through to one of the delivery heaters in use, and thence through a pipe to the furnaces. Each furnace is provided with a dis- tributing box having four valves and four jets (one valve for. each jet). Each jet consists of a nozzle having a needle spring pressed into place by a spring and end cap, and is also provided at its end with a screwed portion by which the oil under pres- sure is sprayed into the furnace. The fuel delivered is regulated by the stop British TANK STEAMER TRINCULO, valve of each jet and any excess de- livered by the pump is discharged through the spring pressed by-pass valve back to the suction 'heater, so that the stokehole regulation can be carried out without reference to the speed of the pump, although naturally this latter is regulated under conditions just above the maximum demand for the sake of economy. The furnace front is fitted into the furnace tube so as to leave an an- nular space between the front and the furnace tube, while the periphery of the front has angularly disposed ribs by which the air is heated in its pas- sage through the annular space. Upon the furnace front and covering the an- nular space is a ring damper having a screw arrangement on its inner sur- face which co-acts with studs on the furnace front, having the function of a male screw. On the ring being ro- tated by the handle, the face of the ring can be brought up to and be re- ceded from the furnace front, so that the area of the air passage can be regulated at will. It is worthy of special mention that the converting of the vessel back again to coal was accomplished in the short time of 48 hours, without interfering in the slightest with the taking.in of the bunker coals. S. S. Trinculo. Details of oil fuel trial with Meyer's liquid fuel installation: Engines; 26 in, x 43 in. x 72 ins x 48 in. stroke. 180 1b. working pressure. Total heating surface 7,281 sq. ft. Mean speed 11.1 knots by log. Revolutions 68 to 69 per minute, Steam pressure 173 Ib. Pressure' in M. P. chest 68 Ib. Pressure in LL. P.. chest 13 ib. Vacuum: 25. in: Indicated horsepower on trial 2,417. Consumption of fuel per I. H. P., 94 Ib. of oil. > Specific gravity of oil fuel 65.5 degrees Fahr. 895 and.equal to about 40.15 cu. ft. per ton. Pressure of oil at heaters 25 1b. Mean temperature of oil at burners degrees Fahr. Mean temperature of furnaces at front of striking column I. E. 5 ft. 9 in. from fur- nace fronts taken with a Siemen's water Pyrometer 2,290 degrees Fahr. Temperature 3 ft. 6 in. in from furnace front by thermo-pyrometer, 1,870 degrees Fahr. _ Temperature in air conveyor passages 9 in, in from front 370 degrees Fahr. Temperature at base of funnel 520 degrees Fahr. Temperature on deck 58 degrees Fahr. Temperature in stokehold 85 degrees Fahr. Air passing through each front per minute S322) Cw EE: Air passage down one ventilator per min- ute 12,964 cu. ft. Pressure in stokehold 2.3 jb. The following auxiliaries were also working: Steam pumps, 200 steerirg gear, dynamo, Weir's feed Gwynes circulating pumps. Charles L. Rohde Sons, Baltimore, have been awarded a contract by M. W. Adams to build three large open lighters.