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1901.) » nearer MARINE REVIEW. 21 water tube boilers. In reply to this, M. Belleville states that, in other navies and in mercantile vessels, it has not been found necessary to sup- ply additional evaporating plant. The circumstances which had Ied to the remark of the committee are exceptional, and the responsibility for them ought not to fall on the Belleville system. Loss of water would be due to defective construction, to the boilers being improperly worked, or to the multiplication of auxiliary machinery and the ramification of pipes which it necessitates. The very great difference in the consumption of water in different ships, according to the manner in which their machinery has. been operated, would prove that it is not the boilers that are in fault. In regard to the greater consumption of coal on ordinary service, spoken of by the report, M. Belleville finds it difficult to discuss the point in the absence of full information. He points out, however, that there has been an improvement on trial of the Belleville boiler as compared to the cylin- drical boiler, and he asks why the same results are not reached in ordi- nary service. The only reason he can assign is that the engineering staff possess a more perfect knowledge of the way to run cylindrical boilers, whilst faulty instruction (it may be lack of instruction) prevents proper results being obtained with Belleville boilers. Another explanation he puts forward is that the proportions adopted for grate bars in ships of the royal navy are not suitable from the point of view of ordinary running. The bars are 15 millimeters (.59 in.) wide, and the same distance apart. On trial the coal is picked so as to be in suitable sized lumps, and, more- over, the stoking is carefully carried out. Under these circumstances satis- factory results are to be obtained with this arrangement of grate; although even for land purposes, M. Belleville considers, the proportions are not satisfactory. At some trials made on shore at Barrow with two of the boilers: of the Powerful, M. Belleville’s engineer obtained a notable - increase of efficiency by reducing the spaces between the bars. Under ordinary service conditions, M. Belleville points out, coal is used as it comes, and stoking is done with much less care than during trials, so that the defect of too wide spacing of grate bars is more appar- ent. A good deal of coal falls unconsumed between the bars; whilst too much air passes up through the fire. This latter defect is emphasized when the flame ascends vertically, more especially if the apparatus for injection of air under pressure above the fire—as adopted in the Belleville system—is not in operation. When the boiler room staff has had little experience in the management of fires from which the flame ascends ver- tically, or when the proper instructions for working the boiler are neg- lected, it is especially needful to insure the mixing of the gases by the means to which reference has been made. The increased radius of action due to the use of Belleville boilers will, M. Belleville maintains, be secured when the engineering staff is able to get a maximum effect from the boilers confided to their care. The para- graph in the boiler committee’s report which M. Belleville thinks will attract most attention is that in which it is stated that to obtain satis- factory results in the working of the Belleville boiler more than ordinary experience and skill are required. However that may be, M. Belleville points out that the engineering staff ought to be endowed with other experience, and to possess other notions, than those acquired in the work- ing of cylindrical boilers. He points out, very justly, that the new water tube boilers, among which he classes the Belleville type, are entirely dif- ferent in their principle, construction and working from any shell boiler. The methods of stoking are not the same for an ascending flame as for a boiler in which the flame is directed in a horizontal direction. New ap- paratus needs new practice. In a previous letter to the admiraltv, 'M. Belleville had pointed out that in other navies the necessary instruction on the running of the boiler was obtained by long intercourse between the engineering staff of the ships and that of the Belleville boiler company. The appliances and ma- chinery necessary to the boiler are examined during this course, and their use is explained. It is, M. Belleville says, certain that the constructors to whom the admiralty entrust the execution of the Belleville boilers are not as well acquainted with all details of the design as are the French makers. The British contractors are less imbued with the value and raison d’etre of each part, and in consequence are less apt to appreciate their importance. Under these circumstances it is certain that steps should be taken to remedy this defect. : : The admiralty had previously written to M. Belleville asking him whether he considered it desirable to do away with the economizer type and return to the Powerful type of Belleville boiler, as advised by the boiler committee. In reply to this, M. Belleville stated that, even with ordinary working, the consumption of the economizer type was on an equality with the non-economizer type. But the advantage of the econo- mizer is so considerable with high rates of evaporation that it ought to be used. He points out that the economy of coal in ordinary working is a matter for consideration from the point of view of expense, but in time of war to spare coal in forced working is much more important. This consideration, he thinks, is sufficient to warrant the use of the economizer, an opinion that was adopted by competent authorities when he studied the question of adding the economizer. In addition to this, however, ex- perience has shown that even with moderate rates of evaporation the economizer gives a better efficiency than the older design. This conclu- sion is supported by experience, many times repeated, both under the ad- miralty engineers and also the engineers of the French navy, as well as those of many technical associations. If, in the experience of the admir- alty, the same results have not been reached in ordinary service at sea, M. Belleville can only attribute the fact, in a great part, to the inexperi- ence of the staff. : us! : The admiralty also asked M. Belleville’s’opinion as to the expediency of raising the tubes higher above the fire bars, to increase the combustion space—a modification advised by the boiler committee. What we have already quoted in regard to the arrangement of fire bars bears on this point, the defects referred to influencing the amount of coal consumed. A design had been submitted to M. Belleville in which the space for com- bustion had been increased, and he asks for facts which warranted the change. He found nothing of the kind in the report, and concluded that the idea as to advantages to be obtained rested on theoretical considera- tions: to these he opposed the results of numerous trials and long prac- tical experience. With coke or anthracite the change would be advantage- ous: On the other hand, the increased space would be unfavorable with a more richly gaseous coal. This would follow from the increase of radi- ating surface of the furnace, which would cause too quick a liberation of the gases, and render their complete combustion more difficult. The clinker also would be hotter, and therefore more fusible, so that cleaning the fires would be more laborious. The greater depth of the combustion space would also necessitate a higher furnace front leading to a larger area of exterior radiating surface. This would make the stoke holds much hotter, and more trying to the men, The boiler committee had also advised an increased diameter of the steam collector drum; and, in reference to this, M. Belleville points out that a greater thickness of metal would be needed; experience had shown him that larger proportions than those adopted were not advantageous. A slight increase might, however, be admissible, with no other disadvantage than increased weight. The last point touched upon in M. Belleville’s second letter is the use of cylindrical boilers for auxiliary purposes. This, he thinks, is not a matter of very great importance, the chief point being the reduction of auxiliary engines, their more efficient use of steam, and their grouping so as to reduce the length of steam pipes. The use of exhaust steam, and, above all, Ene substitution of electric motors for steam engines are also sug- gested. STEAM YACHT ALVINA.” ; _ The steam_yacht Alvina, built by the Harlan & Hollingsworth Co., Wilmington, Del., for Charles Fletcher of Providence, R. I., left the wharf of her builders last week for Providence. The Alvina is a veritable floating palace and cost $250,000. The vessel is a steel twin-screw steam yacht with the following dimensions: 215 ft. over all, 178 ft. water line, 26 ft. 8 in. beam, 11 ft. 6 in. draught. She is to be rated 100 Al. In the hull there are seven water tight bulkheads and two laid decks. At the for- -ward end above the main deck are a forecastle deck, under which are arranged the windlass, crew’s mess, firemen and oilers’ quarters; also a large galley for officers and crew. There is a long continuous deck house extending from just abaft the foremast to just abaft the mainmast. In the forward end of this house is the dining room, aft of which is a hallway on the starboard side, connected with a covered passageway leading aft. The pantry and galley of the owner are situated on the port side of the deck house, boiler inclosure, a large laundry and engine room casing, then a library, large stateroom and hallway complete the whole deck house accommodations. On top of the main deck house and just forward of the smokestack is a structure in which is arranged the captain’s room and a chart room. ; The yacht will be steered from a flying bridge above this structure, pipe rails surrounding the space. She is schooner rigged and will carry three boats on a side, one on the starboard side well aft to be steam or naphtha launch. Going below through finely fitted companionways, the visitor will find the accommodations very roomy. Beginning forward under the decks are located the sailors’ quarters, then the officers’ quar- ters and next aft three large staterooms, besides owner’s bath room, coal bunkers and machinery space. Further aft there are five staterooms of good size, three being very large, also two bath rooms and a large cabin. The yacht’s finish is most elaborate throughout and she is built strongly and with great care. Arrangements have been made for water ballast, and for this provision she is fitted with two large tanks, one forward of the machinery space and the other aft of it. The yacht will be driven by two sets of triple expansion engines, to- gether developing 1,300 H.P., natural draft. Steam will be furnished by two Scotch:boilers, and there also is a donkey boiler. Auxiliary machin- ery, consisting of air and feed pumps, two electric light plants, evaporator, distiller and ice-making machinery is installed. There is a bunker capacity of 170 tons of coal. The contract speed of the Alvina is 14 nautical miles an hour for a four hours’ run. She is intended for long voyages, and will probably be taken to Europe this summer. She has a waist of good depth, with bulwark rails constructed from just abaft the foremast to the stern. A brass rail is placed on the sides forward of the foremast. The bow and stern have characteristics of the big steam yacht Corsair. The Alvina was designed by A. S. Chesebrough, who superintended her con- struction. Mr. Fletcher holds membership in the New York and Bristol yacht clubs. STATISTICS OF VESSEL LOSSES. Lloyd’s register of shipping has issued statistics showing the num- ber, gross tonnage and nationality of steam and sailing vessels totally lost, condemned and broken up during the quarter from July 1 to Sept. 30, 1900. Vessels under 100 tons gross are not included in the return nor are the vessels lost on the great lakes. Following is the summary: Total. Percentage Percentage lost Total. (Steam vessels) Tons. No of jof gross of of : i vessels |tonn’ge|| No.| Tons. | vessels | tonng’e Net. | Gross. | owned.| owned. owned.| owned. lost (Sailing vessels) United Kingdom.......... 21 | 17,131} 27,917 | 0.30 0.24 24 | 12,982] 1.27 0.75 British Colonies........... 4 3,184} 5,645} 0.44 0.89 6 2,057 | 0.59 0.54 United States... 0.0... 3 1,505} 1,954] 0.43 0.22 16 | 11,247) 0.75 0.97 A ustro-Hun Gavia. ..é.5|/oicca | secsecccdsa| Gaevanteunadl sodsacvastsel| ceswustussv-|'l agunve ices decepees Sch at soeeee eae WASH: fys-cccce saree versccacs 1 183 342} 0.27 0.08 4 2,286 |. 0.92 2.14 Date co.) secscssis 4 1,432] 2,588) 1.38 0.55 1 _ 0.85 0.56 Bron heces:; saccisecsdevs otaccs 4 4,131| 7,586} 0.60 0.72 4 3,563 | 0.72 1.19 Ghormancctcie cisesnepeecces 2 1,499 |. 2,212) > 0.17 0.10 7 5,788 | 1.40 1.18 GALT (Dc cceeisnesccretsazesars 1 568} 1,038} 0.32 0.19 9 4,261 |» 1.04 0.96 Norwegian......... 7 5,910} 9,499] 0.87 1.24 21 | 12,658 | 1.33 1.44 RRUBSION:. 35. <ccssussasasasen|aseses | easaeasa aalwnaaes aati Sarg cuatice ol alee sate 8 "i 106 0.94 Spanish 2 83,867 | 6,215} 0.47 QiOT VW isssss | saztoesesese lyeccahaseeen eee Swedish: scccadwutes. oes oleae colo mabenseme land sig eae faeeataant 5 898} 0.66 0.41 Other European coun- WEIOB is cee teenies cere a DSAAD. | V OAL heccancansaaledeoecsenace BA 156147 occ pcsccsdes apeeseess Central and South MOTI Csi cectcseesseess 1 4,042) 21,808 s\2.005 \seedan| sccveneseoes 4 Q:198 1. iy. eeecacdel ines scesteis INSIG code cs occ napaneces 3 8,885 6267 ca ucaaben| caxgdevanctes||l asses alkeacsses calaeuee Ga eee Other countries... 2o2.o 2 orca snore decese loco snccons| ss cassiosonte aebanaccesastl borvana| ace cecaue eee eee eee Bd b> 45,8801 TG ldacidabsuae’ 112 :11100)168:) ars} ..bic| sient. The contract for the protected cruiser Milwaukee has been awarded to the Union Iron Works, San Francisco, at $2,825,000.