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40 on our vessels is satisfactory for effi- cient combustion. Rear end soot blowers, which re- duce the labor required for maintain- ing clean fire surfaces, have been in- stalled with resultant double effect; first, they keep the tubes clean, and second, they show up leaky smoke box connections which would interfere with the draft and so affect the effi- ciency of combustion. ~ Cast-iron ventilated bridge walls have replaced the old-time _ brick bridge walls, which were broken down after the first few cleanings in en- deavoring to break loose the clinkers from them. Vacuum condition on the turbine- driven vessels has been given special attention, one of the corrective meas- ures being the installation of bifur- cated connection from air pump to condenser shell so as to give a‘ con- nection both sides of the tube support sheet. Another corrective measure is the utilization of excess auxiliary ex- haust for heating purposes, which not only effects an improved thermal efficiency but also reduces the load on the condenser. From this outline of the chief changes that have been made in the equipment, it will be seen that they are of a more or less minor nature, and, of course, all of them never ap- ply to one vessel. All are along the line of accepted engineering practice and have demonstrated that they will pay for themselves in a short time by improved economy of operation. Methods Employed The foregoing outlines the methods which have been emphasized in apply- ing the performance standards to the active vessels of the fleet to accom- plish fuel conservation and are sum- marized as follows: 1—Determination of what is the. actual performance by a_ systematic inspection of vessel and her logs. 2.—Analysis of performance to de- termine its rating and _ to locate sources of waste. 38.—Interesting the operating per- sonnel in the efficiency of its per- formance. 4.—Stimulating a healthy competi- tive spirit in the operating personnel. 5.—Education of the operating per- sonnel so that it can help itself to produce economical results. 6.—Minor changes in the equipment so as to reduce the variable of the personnel -equation in its manipula- tion for obtaining maximum results. Results Obtained The results that have been obtained from applying these methods are best MARINE REVIEW demonstrated by a visit to the vessels themselves. An inspection of the en- gine department, a survey of their av- erage work list, and a talk with the engineer officer will show today that, instead of these vessels being just a temporary means of livelihood for the great majority of officers, as was the case only a couple of years ago, they are now vital units of the American merchant marine, the physical con- dition and the performance of which are matters of considerable concern to the present operating personnel. Sea Performance Records show that in 1922 the per- formance of the Hog Island type of vessels was divided as follows: 2 vessels below 60 per cent rating. 2 vessels between 60 and 70 per cent rating. January, 1926 mile factor has been reduced 21 pounds. Port performance K, x Hrs. in port + Kz x Tons eargo handled + Ks x Tons fuel bunkered Efficiency = — —@ Pounds fuel consumed in port For the Hog Island class of vessels these constants are as follows: K,—250 pounds of oil per hour for ships’ use. K.—7.5 pounds of oil per ton of cargo handled by ships’ winches. K,—3 pounds per ton of fuel bunk- ered when vessel supplies steam for pumping, plus 0.1 pound per degree temperature rise per ton when vessel supplies steam for heating oil in barge. Development of fuel economies in port consumption presents several dif- ficulties of somewhat different nature TABLE II TABULATION OF PORT PERFORMANCES 9600 D. W. T.—TURBINE DRIVEN—OIL BURNING—CARGO VESSELS —PORT PERFORMANCE 1923— - Fuel oil consumed—Lbs./Hour All purposes Ships use only Efficiency All purposes Ship’s use only Efficiency Name of vessel Braddocky sas occas 522.4 434.0 IDM SIRE Has Sie cea k ake 392.7 291.0 ederalicccs iatsrsdceaie cece 562.0 466.0 Homestead... sss cans 473.7 427.0 Seti: Davis ai sie oteiade wate 405.3 297.5 TibeRtysi ae ce ears 859.5 757.0 McKeesportecs.iesen os 448.3 394.0 Behe! Wambs os vie eset 961.0 855.0 Winicent ices che vices 420.2 345.0 Youngstown) Jesus oe 574.0 346.7 Wreaukegan ccc ties s 0% 0s 421.8 336.0 1923 Average all ships........ 549.3 449.9 S;- CG. No.19- Design No. 1037. Built by Federal Shipbuilding Corp. —PORT PERFORMANCE 1924— Fuel oil consumed—Lbs./Hour 64.4 418.2 329.0 81.0 89:9 475.0 400.0 7152 61.5 744.5 627.0 49.9 62.6 452.0 383.0 70.5 87.8 545.5 456.0 62.4 39.8 546.0 497.0 54.8 67.9 418.5 255.0 99.0 37.4 329.0 261.0 96.8 77.4 358.0 280.0 O18 61.9 428.1 299.0 88.6 89.0 378.1 255.0 98.5 1924 68.1 463.0 316.1 78.7 A paper read before the Society of Naval Architects and Marine Engineers by C. J. Jefferson, head fuel oil conversation section, Emergency Fleet Corp., New York. 20 vessels between 70 and 80 per cent rating. 25 vessels between 80 and 90 per ‘cent rating. 17 vessels between 90 and 100 per cent rating. 2 vessels slightly above the 100 per cent standard. , while in 1924 the performance of these same vesels show: 0 vessels below 70 per cent rating. 4 vessels between .70 and 80 per cent rating. 23 vessels between 80 and 90 per cent rating. 27 vessels between 90 and 100 per cent rating. 14 vessels slightly above the 100 per cent standard. This table also shows that the av- erage sea performance efficiency of this class has been brought from 83.7 per cent in 1922 up to 92.5 per cent in 1924, that the average speed has been increased 0.15 knot, while the daily consumption has been reduced 1.93 tons and the pounds of fuel per than those met with in the sea per- formance. When the vessel arrives in port there is a letdown in the morale of the operating personnel which militates against efficiency. The operation of boilers economically un- der the reduced load of port service calls for greater attention so as to avoid high excess air conditions with their resultant decreased combustion efficiency. Co-operation between deck and engine departments is most es- sential so as to prevent unnecessary use of deck steam with its attending losses due to line condensation, and minor leaks. A tendency to charge fuel used at sea to the port consump- tion so as to give a good sea rating must also be overcome. The fixing of the constants for port standards was attacked from three angles: (1) Estimated steam con- sumption; (2) observations made on board vessel in port; (3) analysis of logs of previous performances. The length of stay in port, of course, af- fects the K, constant or pounds of