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440 passing through the pre-heater. Then (Q+q) (¢3--t) =q (iq--t?) whence O13 -- ty) (ig -- tq) -- (ts -- ta) The following quantities of heat flowed into the second compartment of the hotwell :-- (1) The water heat of the main engines, together with that of the tur- bo-dynamos = Q h. (2) The water heat of the condense of the auxiliary machinery = q iq. (3) The heat produce in the trdans- former and transmitted to the feed water = X. The sum of these quantities of heat must be equal to the heat flowing out of compartment 2, viz:-- (QO + q) te. Hence Date Ol BUD. ay os he ees emer Date Of Mhldhe oe ey vue eke ce Length between perpendiculars, m......... tS peagtese Dean Moser oe ee ee ns POE tne ee ea eS Water displacements Cis ms se: rk speed Of slip, "Knots... ous eee we ek Peyoe OL FWOUCTS ey Cote wl eee os eyes omer Pressure, satMe i enc is ees ne ess Conditions 2of draught <. 2. feo yi van cues Superheat (difference compared with tempera- ture of saturation)....... Pn ore ee tenons ay sen Grate -Sutlace.: Sd. Malek. 25h ee ee as eatiie.: SUrTaCe, = SG! oii i eee a eiyne-on. turbines.) i ore a ee See ee cs bine, H = high-pressure, N = _ low-pres- sure, K == condenser, Tr = transformer). Weight of the main engines, including trans- MPUTERII SCAT CONS 6 oe oo isle nie se ake ns ees Mdmbers of revolutions, to poms. sa. Output, ef. h, p Steam consumption of the main engines alone, referred to the output on the screw shafts, kg. /ef.p.s.-h. t Fuel (coal) consumption of main and auxil- iary engines, referred to the output on the Screw.< Shotts, ke. /elpisi-Ny. sae sees 4 See e wee ee ee ee ww ee ew eee eee eee CC ee Qn+qiq+ X= (QO + Q) te, whence X= (0+ gq) tt-- (Qh + tq). Strictly, a correction should be made for radiation, but it is shown that this correction was under 0.28 per cent., and was considered, therefore, to be negligible. It follows that the horse- xX power loss in the transformer was----. 632 (632 are the calories equivalent to 1 horsepower hour.) . Table I. gives the results of tests made on October 17, 1913, illustrating the use of the above equations to determine the efficiency of the system. The trial lasted for three hours. Howden plant with Curtis--A. E: G., 5 | Connections and number of shafts (Tu = tur- [A] |7v | Tu A | | ¢ THE MARINE REVIEW Table II gives a comparison of ships of nearly the same size, having different arrangements of turbine-driv- en propellers. Babcock & Wilcox Boilers The Babcock & Wilcox Co., 85 Lib- erty St, New York, is installing marine boilers in the battleships Pennsylvania, Oklahoma and Arizona, the torpedo boat destroyers O'Brien, Nicholson, Winslow, Conyngham and Porter and the oil burning steamers Kanawha and Maumee for the Navy Department, to- gether with the army dredges San Jacinto, Sam Houston and San Pedro and the revenue cutter Seminole. The Babcock & Wilcox Co. has also received a large order for oil burners for the battleship Pennsylvania, which will burn TABLE II. Kaiser Caesarea, Sept. 9, 1905 January, 1911 92.00 86.5 11.65 11.87 7.20 7-20 1900 1990 20 20 : 3 water-tube boilers, 2 double-ended cylin- Yarrow-Vulcan drical boilers 14.00" 11.25 Closed heating space air pre-heater 1696 1200 Parsons pure reaction turbine, 1 high-pres- sure turbine on the Curtis wheels and 21 pressure stages on every shaft. Re- centre shaft, 1 low- versing turbine in- pressure turbine on stalled each of the side shafts. Reversing turbines installed a +-- FOG cee ee 552 500 6000 6760 6.2 6.75 0.72 OF 71 oil exclusively. The Pennsylvania is building at the yard of the Newport News Ship Building & Dry Dock Co. Other boiler installations being made by the Babcock & Wilcox Co. are in the ferry boat San Pablo of the Southern Pacific Co, San Francisco, the Hill Liners Great Northern and Northern Pacific, the new passenger and freight steamer building for Chas. R. McCor- mick & Co. of San Francisco, and the new New York fireboat Win. J. Gaynor, now ready for delivery. The steamship Northern Pacific, building at Cramps for the Pacific coast trade, was launched Oct. 17. November, 1914 Trans-Pacific Freight Although insurance rates against war risks on the Japanese lines have been increased 10 per cent, it does not appear as though the European war had as yet interfered with the movement of trans-Pacific freight. The rate on the Pacific Mail steamers has not been advanced, nor is it anticipat- ed by the officials of that line that any difficulties in handling all the ex- port freight that may be offered will be experienced. There are three big Japanese lines operating from our west coast, viz., the Japanese Steam- ship Co., which connects at Seattle with the Great Northern and the Northern Pacific; the Toyo Kisen Kaisha Line, which connects with the \ Normannia. Koenigin Luise. Feb, 23, 1912 Sept. 226, 1913 88.5 ' 83.8 10.9 11.78 7.15 FAS 1864 : 1720 19.68 ' 20.1 1 double-ended and 1 3 water-tube boilers single-ended _cylin- with superheaters, drical boilers type Vulcan 25 17.0 Closed heating space Howden plant with air pre-heater tierce Approx. 35 deg. C. 24 945 : 1135 Parsons pure reaction Curtis--A. E. G.--Vul- turbine and 1 low- can, 1 Curtis wheel pressure turbine on each of the 2 shaft with reduction gear toothed wheels. Re- versing turbines in- stalled and 1 reaction drum on each shaft. No reversing turbines. Reversible Foettin- ger transformers with icanemstion ratio 4: LE 45, including water h. p. 1990, 1.p. 1365, Turbines 1827, screws screws 310 453 5050 5490 5.47 5.39 0.605 0.595 railways that have their terminals at San Francisco, and the Oriental Steamship Co., which connects with the Chicago, Milwaukee & St. Paul railroad at Tacoma. Naval Constructor David W. Tay- lor, U. S. N., will succeed Chief Con- structor Richard M. Watt as_ chief of the Bureau of Construction and Repair, Navy Department, on Dec. 13. It is believed that the new position of industrial manager has been or will be offered to Chief Constructor Watt. as Secretary Daniels, of the Navy Department, is desirous of having him inaugurate his new system of indus- trial managers for navy yards. i oi