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 STEAM MANUAL. 
 
 1910. 
 
I. 
 
 1MKILI1 
 
 UBRARY 
 
 UNIVERSITY OF 
 CAIIKJRNIA 
 
 FOR OFFICIAL USE ONLY. 
 
 This book is the property of H.M. Government. Its 
 
 contents are not to be communicated, either directly or 
 
 indirectly, to the Press, or to any person not holding an 
 official position in H.M. Service. 
 
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FOR OFFICIAL USE ONLY. 
 
 Attention is called to the penalties attaching to any infraction of 
 the Official Secrets Act. 
 
 STEAM MANUAL 
 
 FOR 
 
 DOCUMENTS DEPARTMENT ! 
 
 JUN 28 1955 
 
 LIBRARY 
 UNIVERSITY OF CAUrOSNIA 
 
 HIS MAJESTY'S FLEET 
 
 CONTAINING 
 
 REGULATIONS AND INSTRUCTIONS 
 
 RELATING TO THE 
 
 MACHINERY OF HIS MAJESTY'S SHIPS. 
 
 (Corrected to April, 1910.) 
 
 LONDON: 
 PRINTED FOR HIS MAJESTY'S STATIONERY OFFICE 
 
 By EYRE AND SPOTTISWOODE, Ltd., 
 
 PBINTEKS TO THE KING'S MOST EXCELLENT MA.TESTI. 
 
 C.N. 28766/10. 
 Sta. 3561 A/13. 
 
 1914. 
 
CONTENTS. 
 
 Instructions respecting Steam Manual 
 
 Circulars ------ 
 
 Duties and Responsibilities of Engineer Officers - 
 New Machinery and Machinery of Ships undergoing 
 
 REPAIRS ------ 
 
 Certificate of Acquaintance with the structure of the 
 Machinery of Ships in Commission 
 Engines -._.-. 
 
 Boilers ------ 
 
 ,, Examination ----- 
 
 ,, Water Pressure Test ... 
 
 „ Drill Tests for Wear and Waste - 
 Propellers ------ 
 
 Torpedo Boat Destroyers and Torpedo Boats : — 
 Additional Articles applicable to 
 Preservation of Machinery and Boilers in Reserve 
 Torpedo Boats. Instructions when at Foreign Depots 
 Steam Boats and 2nd Class Torpedo Boats 
 
 ,, „ on Detached Service ... 
 
 Torpedo Boats and other Boats with Stokeholds under 
 Boiler Tube Leak Drill - 
 Hulls - , - 
 Precautions when Cleaning Double Bottoms 
 
 ,, against Galvanic Action 
 
 Steam Trial of Ships - 
 
 Examination previous to 
 
 Preliminary - 
 
 Contractors' - 
 
 Commissioning - 
 
 Turning - 
 
 Thorough Repair - 
 
 Partial - 
 
 Special Measured Mile 
 
 At Sea at Reduced Powers 
 
 Passage and Full Power at Sea 
 
 Paying-off . . . - 
 
 Ships Paying-off - 
 
 Miscellaneous - 
 
 Coal and Coal Bunkers - 
 
 Oil ------ - 
 
 Precautions in case of Ramming ... 
 
 „ against Fire - 
 
 Clerical Duties - 
 
 Stores and Store Accounts - - - - 
 
 Particulars of Machinery - 
 
 List of Circulars - 
 
 Appendix --..._ 
 
 Table of Notations in E.R. Register 
 
 Reference Table - 
 
 Index ------- 
 
 extensive 
 
 Ship 
 
 Pressure 
 
 Articles. 
 
 1-5 
 
 9-14 
 
 15 
 
 18-44 
 
 45 
 
 51-90 
 
 91-150 
 
 151-210 
 
 211-216 
 
 217-225 
 
 226-240 
 
 241-260 
 
 261-300 
 301-308 
 309 
 311-326 
 327 
 328 
 329 
 
 - 331-350 
 
 - 351-356 
 
 - 357-360 
 
 - 361-374 
 
 - 375-380 
 
 - 381-382 
 
 - 383-390 
 
 - 391-399 
 
 400 
 
 - 401-410 
 
 - 411-414 
 
 - 415-424 
 
 - 425-440 
 
 - 441-455 
 
 - 456-460 
 
 - 461-480 
 
 - 481-505 
 
 - 506-527 
 
 - 528-535 
 
 - 536-540 
 
 - 541-560 
 
 - 561-565 
 
 - 566-574 
 
 575 
 Pages 131-132 
 Pages 133-176 
 Pages 179-180 
 Pages 181-183 
 Pages 184-198 
 
 Note. — In the ease of Portsmouth, Devonport, and Chatham Yards, the terms 
 Captain of Dockyard, Chief Constructor, and Chief Engineer should read Captain 
 of Dockyard and Deputy Superintendent ; Manager, Constructive Department ; omd 
 Manager, Engineering Department respectively. 
 
STEAM MANUAL. 
 
 G7/I3. 
 
 If/O 
 
 1910. 
 
 1. 
 
 With reference to Article 923 of the King's Regulations and Admiralty- 
 Instructions quoted below, my Lords Commissioners of the Admiralty are 
 pleased to issue the following directions respecting the "Steam Manual " therein 
 referred to. 
 
 2. 
 
 Nothing contained in the "Steam Manual" is to be understood to supersede 
 the King's Regulations and Admiralty Instructions, but the regulations and 
 instructions given in the former, are to be regarded as supplementing those 
 contained in the latter. 
 
 3. 
 
 1. Each Commanding Officer on being first appointed to command, each 
 Engineer Officer and each Midshipman on first appointment, and each Engine 
 Room Artificer and Mechanician on being rated as sucli, is to be provided with a 
 copy of the Steam Manual. This copy is to be considered as the personal 
 property of the Officer, Artificer or Mechanician to whom supplied, and is to be 
 the only one supplied to him except when replaced by a revised edition or when 
 his copy has been worn out. The supply of these Manuals to Engineer Officers, 
 Engine Room Artificers and Mechanicians is to be made by the Engineer Rear- 
 Admiral on the Staff of the Commander-in-Chief at the Home Ports. The books 
 will be issued to him through the accounts of the Secretary to the Commander-in 
 Chief, to whom he will furnish a receipt for the total number of Manuals 
 received. Supply in lieu of a copy worn out may be made on the approval of the 
 Senior Naval Officer. 
 
 2. Engineer Officers are to insert in their copies on the pages provided for the 
 purpose, such particulars of the Machinery, or other information connected with 
 the ships to which they are attached as they may think will be of future service 
 to themselves. 
 
 4. 
 
 1. A copy of the Steam Manual is to be provided for every Steam Vessel in His 
 Majesty's Navy, which is to be marked with the vessel's name. In the case of new 
 ships it is to be issued to the ship on the first appointment of the Engineer Officer. 
 
 2. It is intended that the Ship's Manual shall contain such particulars of the 
 Engines and Boilers, &c, as to type, construction, age, makers, power, the dimen- 
 sions of its more important parts, the results of trials and tests, particulars of any 
 additions or alterations made, and its state and condition from time to time, so 
 that, in the event of an Officer being appointed to a ship already in commission, 
 he may be able, by its aid, to make himself acquainted with the nature of the 
 Machinery placed in his charge. The Engineer Officer is to arrange for the 
 insertion of such particulars on the pages provided for the purpose. 
 
 3. The Ship's Manual is to be readily accessible to all the Engineer Officers 
 who may be attached to the ship. 
 
 X (49)1579* Wt 29557— D 810 1000 11/16 E&S A 2 
 
 067 
 
5. 
 
 Throughout the Manual, unless there is something in the context or subject- 
 matter inconsistent therewith, the term " Engineer Officer " shall mean the Officer, 
 or the Senior Engine Room Artificer, in charge of the Machinery, whatever his 
 rank or rating may be. 
 
 By Command of their Lordships, 
 
 £fi^ 
 
 To all Commanders-in-Chiefs, Captains, Commanders, and 
 Commanding Officers of His Majesty's Ships and 
 Vessels, the Superintendents of His Majesty's Dock- 
 yards at home and abroad, and all others concerned. 
 
 Extract from the King's Regulations and Admiralty Instructions. 
 
 " Art. 923. In addition to the instructions contained herein all Officers are to be guided in 
 the use and management of the Machinery and Boilers by the further regulations and 
 instructions given in the ' Steam Manual,' which is furnished for their information and guidance 
 so far as they may concern the Machinery and Boilers fitted to their ships." 
 
CIRCULARS. 
 
 9. 
 
 A copy of all Circular Letters, Admiralty Weekly Orders, Store Memoranda, 
 &c, which may be issued, relating to the duties of Engineer Officers, or which in 
 any way affect the Engine Room Department, is to be inserted in a Guard Book, 
 D 475b, and all Engineer Officers are to quote in their own copies of the Steam 
 Manual the number, date and subject on the pages provided for that purpose. 
 
 10. 
 
 The Commanding Officer of every ship on commissioning will be supplied from 
 the Commander-in-Chief's Office with a set of Admiralty circular letters, Admiralty 
 Weekly Orders, Store Memoranda, &c, to the Fleet, and with the proper addenda 
 and errata to the King's Regulations and other books of reference and instruction 
 in accordance with the procedure indicated in Admiralty Weekly Order No. 89 of 
 18 February 1910. 
 
 11. 
 
 1. To facilitate reference, and to prevent the Circulars, &c. from being 
 overlooked, notes should be made in the Manual, opposite the Articles that these 
 are intended to modify or extend, calling attention to them. 
 
 2. If the Circular should not be intended as a modification or extension of any 
 particular Article, but as an addition to the Instructions, a note referring to the 
 Circular should be made at the end of the Manual. 
 
 12. 
 
 The Engineer Officers borne for staff duties at the Ports and in the various 
 Fleets and Flotillas will ascertain that the Steam Manuals are in the possession of 
 each of the Engineer Officers, Engine Room Artificers, and Mechanicians, and that 
 they, as well as the Ship's Manuals, are kept duly posted up in accordance with 
 the directions for the same. 
 
 DUTIES AND RESPONSIBILITIES OF THE ENGINEER OFFICERS OF 
 
 H.M. SHIPS. 
 
 15. 
 
 1. The Engineer Officer is to have charge, and be responsible for the 
 maintenance in a state of efficient working order, and, as far as may be, of readiness 
 for immediate use, all that is placed under under his charge, including — 
 
 (a) The main machinery and boilers of the ship. 
 
 (6) The machinery and boilers of boats attached to the ship. 
 
 (e) All auxiliary machinery and lifts, including motors, in the main machinery 
 
 compartments, except as regards the electrical efficiency and repair of 
 
 dynamos. 
 (d) The following auxiliary machinery, however driven :• — 
 
 Workshop engine and shafting. 
 
 All evaporating and distilling machinery. 
 
 a3 
 
h DUTIES AND RESPONSIBILITIES OF 
 
 All pumps, except lift pumps, and all pipes, cocks, and valves in con- 
 nexion. 
 
 Hydraulic pumping engines up to the discharge valves on the pumps. 
 Hydraulic tanks. 
 
 Air-compressing machinery up to the discharge valve on the separator 
 column. 
 
 Refrigerating, ice-making, and magazine cooling machinery. 
 
 All ventilating and forced-draught fans in connexion with the main 
 machinery compartments. 
 
 All electric motors fitted for driving any of the above if situated in 
 the engine or boiler rooms, 
 (e) The following auxiliary machinery when not electrically driven : — 
 
 Electric generating machinery as far as the dynamo couplings. 
 
 Steering engines and gear as far as the rudder. 
 
 Capstan engines, shafting and spindles of capstans and windlasses. 
 
 Boat hoists and coal hoists. 
 
 Ventilating fans not in connexion with the main machinery compart- 
 ments. 
 
 Any other steam, oil, or gas driven machinery and any other 
 hydraulic machinery except that detailed in clause 3. 
 
 (/) All ventilating trunks, pipes and valves in connexion with the ventilating 
 system. 
 
 (g) All pipes, cocks, and valves in connexion with the pumping, draining, and 
 flooding systems. 
 
 (h) Temperley transporters, and all tools and apparatus on charge in store 
 accounts and fixture list. 
 
 (i) All watertight doors and their gear, whether vertical or horizontal, hinged 
 or sliding ; armoured hatches with the Weston purchases or other lifting 
 gear. 
 
 (j) Instruments and gear, not electrical, for telegraphing signals in connexion 
 with the machinery. Stoking indicators. 
 
 (k) All double bottoms, wing spaces, coal bunkers, bilge compartments, bilges, 
 and all spaces containing machinery which is solely or partly in his 
 charge, as regards cleanliness and preservation. The Carpenter is, 
 however, to be responsible as regards structural defects in these parts. 
 (See Articles 331-353.) 
 
 (I) All steel wire rope (other than derrick purchases) forming part of or 
 directly in connexion with any machine placed in his charge. 
 
 (m) Boilers of steam cookers. 
 
 (n) Steam heating arrangements, with the pipes, cocks, and valves in con- 
 nexion. 
 
 (o) All spare gear, &c, of any of the above. 
 
 2. All dynamos, torpedoes, submerged discharge tubes, and gear in connexion 
 with them, and all electrically driven machinery, except that mentioned in 
 clause 1, paragraphs a to d, and clause 3, with shafts, gearing, spare gear, &c, 
 will be in charge of the Torpedo Lieutenant. 
 
 3. The gun mountings and all machinery for loading and working the 
 guns, for supplying ammunition, and for turning turrets, barbettes, platforms, 
 &c, together with the pipes, cocks, valves, and spare gear in connexion with 
 them, except when steam, oil, or gas driven, will be in charge of the Gunnery 
 Lieutenant. 
 
 4. In ships in which only one officer of the rank of Lieutenant is borne for 
 Gunnery or Torpedo duties ; he is to be responsible for the whole of the Gunnery 
 
ENGINEER OFFICERS OF H.M. SHIPS. 7 
 
 and Torpedo gear referred to at Clauses 2 and 3. When no Torpedo or Gunnery 
 Lieutenant is borne, the Engineer Officer of the ship will be in charge of the 
 machinery referred to. 
 
 5. Any mechanical repairs to machinery in charge of the Torpedo or Gunnery 
 Officer, and beyond the capacity of their respective staffs, are to be taken in hand 
 by the Engineer Officer. Similarly, any repairs to motors, &c, in charge of the 
 Engineer Officer, and beyond the capacity of his staff, are to be taken in hand by 
 the Torpedo Lieutenant. 
 
 6. In a Torpedo Boat Destroyer, or Torpedo Boat, the Engineer Officer is, in 
 addition to the above, to have the responsible charge of the whole of the hull 
 equipment. 
 
 NEW MACHINERY AND MACHINERY OF SHIPS UNDERGOING 
 
 EXTENSIVE REPAIRS. 
 
 18. 
 
 1. Specification of New Machinery. — The Engineer Officer appointed to 
 watch the construction of new machinery of any ship will be furnished with a copy 
 of the specification. He is to call the attention of the Chief Engineer of the 
 Dockyard (in case of Dockyard-built ships), or the Engineer Overseer (in case of 
 Contract-built ships), to any instance in which he may be of opinion that its terms 
 are not being complied with. 
 
 2. A copy of the specification is also to be supplied to the Engineer Rear- 
 Admiral on the staff of the Commander-in-Chief at the port to which the ship will 
 be attached. 
 
 19. 
 
 1. Weights of Machinery. D. 350. — The Chief Engineer of the Dockyard or 
 the Engineer Overseer appointed to watch the machinery of a ship in process of 
 construction, or the placing on board of new machinery, is to record in a book 
 provided for that purpose the weights of the different parts of the machinery, 
 classified in accordance with the instructions contained therein, noting also, as 
 far as practicable, the material of which each part is constructed. 
 
 2. Record of Spare Gear. — He is to be particular in noting in the Book of 
 Weights where each article of spare gear is stowed, for the purpose of facilitating 
 any calculations which may be required in reference to the distribution of the 
 weights in the ship. 
 
 3. Booh of Weights. — On the completion of the book, he is to forward a 
 duplicate copy of it to the Engineer Rear-Admiral on the staff of the Commander- 
 in-Chief at the port to which the ship is attached, for notation, who will forward 
 it to the Engineer Officer of the ship to retain. The original is to be forwarded by 
 the Engineer Overseer, or the Chief Engineer of the Dockyard, to the Controller 
 of the Navy. 
 
 4. Stationery. — Engineer Officers employed in watching the construction or 
 fixing the engines, or in taking weights of machinery, are, on appointment, to 
 forward a demand to the Admiralty on Form D. 2e, for the stationery estimated to 
 be required to the 31st March or 30th September following. Subsequent supplies 
 are to be demanded half-yearly on the 1st February and 1st August for the six 
 months April to September and October to March respectively. 
 
 a 4 
 
8 NEW MACHINERY AND MACHINERY OF SHIPS 
 
 5. Engineer Overseers other than those referred to in the following clause, will 
 be supplied by the Naval Store Officer, R.N. Store Depot, West India Docks, on 
 demand, with such forms and envelopes on the Established List as may be con- 
 sidered necessary. Demands should be prepared on Form D. 397, in duplicate, and 
 should be transmitted not oftener than once a quarter (1st January, 1st April, 
 1st July, 1st October). 
 
 6. Officers engaged at Contractors' Works in the vicinity of Portsmouth and 
 Devonport are to draw their supplies of forms from those Yards, and demands 
 should be transmitted to the Naval Store Officers on the dates specified in the 
 previous clause. 
 
 20. 
 
 1. Engineer Officer to be provided with tracings. — The Engineer Officer appointed 
 to a ship receiving new machinery will be provided by the makers of machinery 
 with tracings showing the details of engines, boilers, auxiliary machinery, general 
 pipe arrangements, &c. If the vessel is fitted with water-tube boilers of the small 
 tube type, he will be supplied with sketches showing the lettering and numbering 
 of the tubes and a guard book for the Tube History Sheets. 
 
 2. Sketch Book. Explanations to accompany Sketches. — He will also be fur- 
 nished with a book in which he is to make sketches (in ink, to scale and with 
 dimensions) of such parts of the machinery, &c, of which tracings or prints are 
 not supplied by the Contractors or Dockyard, especially of those parts which will 
 be difficult of access when the machinery is complete and the ship ready for sea. 
 The sketches should be as accurate and complete as possible, and should be accom- 
 panied by explanatory descriptions and remarks. Each sketch should be signed 
 and dated by the officer who makes it. 
 
 3. Measurement Book. D. 280. — Measurement books will also be supplied to 
 Engineer Officers to enable them to make the necessary rough sketches before 
 drawing them to scale in the sketch-book. 
 
 21. 
 
 1. Information, &c, supplied by Shipbuilders. — Information and drawings 
 respecting the watertight doors, the positions of the pumps and valves, the leads 
 of the suction and delivery pipes, and the different compartments of the double 
 bottoms will be supplied to the Engineer Officer by the Shipbuilders. 
 
 2. Information given before Ship is Commissioned. — The drawings of pipes, &c, 
 will not be supplied until the work is actually completed, but in order that the 
 Engineer Officers appointed to ships in course of construction may be as fully 
 informed as possible, they will be allowed reasonable access to the working 
 drawings of those parts of the structure and fittings of the ship that will come 
 under their charge when the ship is in commission. 
 
 22. 
 
 1. To point out Alterations desirable. — The Engineer Officer of any ship building 
 or undergoing repairs is to call the attention of the Chief Engineer of the Dock- 
 yard or Engineer Overseer (as the case may be) to any alterations or additions 
 which he may be of opinion would be for the benefit of the Service, and to any 
 instances in which he may consider that improper or insufficient fittings are being 
 made in the ship. 
 
 When considered of sufficient importance, such representations are to be made 
 in writing. 
 
UNDERGOING EXTENSIVE REPAIRS. 9 
 
 2. Suggestions before Work is too far Advanced. — Submissions of this nature 
 should be made, if possible, before the work on the parts proposed to be altered 
 has been taken in hand ; but the submissions are not to be withheld even when 
 the part proposed to be altered has been completed. 
 
 3. Notations in Sketch Book and Ship's Manual, — Should any changes be made 
 in the machinery whilst a ship is undergoing repairs, explanatory sketches are to 
 be inserted in the Sketch Book, and a notification of all such changes is to be 
 made in the ship's Steam Manual. (See Arts. 4, 68.) 
 
 23. 
 
 1. To inspect Machinery, &c, when joining Ship. — An Engineer Officer 
 appointed in charge of the machinery of a ship which is in charge of the Captain 
 of the Dockyard is immediately aftei joining to make a careful inspection of all 
 the machinery, boilers, parts of the ship, fittings, and stores under his care, ana to 
 report in writing to the Chief Engineer of the Dockyard and the Captain of the 
 Dockyard the result of his examination. 
 
 2. Responsibility. — He will be reponsible to the same extent as if the ship were 
 in commission for the preservation in a state of efficiency of all that is placed 
 under his charge, as laid down in Art. 15. Vide Art. 414. 
 
 3. Custody of Fixtures and Sea Stores. — He is to have the custody of, and be 
 accountable for all fixtures, and stores on beard which would be in his charge if 
 the ship were placed in commission. 
 
 4. Responsibility on raising Steam. To sleep on Board. — He is responsible 
 that on raising steam for any purpose all the precautions directed to be observed 
 in raising steam for steam trials are strictly carried out, and on the night of the 
 day on which the fires have been alight he is to sleep on board, provided the 
 main engines have been worked, and sea connections opened, retaining with him 
 a sufficient number of Engineer Officers, Engine-room artificers, and stokers to 
 assist in case of fire or accident. 
 
 5. Fire Regulations. — He is to pay particular attention to the fire regulations 
 and precautions, and is to be responsible for the prevention of danger from fire 
 and lights in the engine-room department, and to allow no accumulation of clothes, 
 oily wipings, or other matter liable to spontaneous ignition. 
 
 6. To report Fire in Writing. — He is, in any case where fire may occur, to 
 report full particulars of the same in writing. 
 
 24. 
 
 1. Responsibility when in Rands of Dockyard or Contractors. — Should the 
 machinery of the ship to which an Engineer Officer is appointed be in the hands 
 of the Dockyard or of Contractors, he is to keep a strict watch over all parts which 
 would be in his charge were the ship in commission, in order to see that all 
 necessary steps are taken for their preservation in proper condition. If in his 
 opinion any part is liable to deteriorate from want of proper care or other cause, 
 he is immediately to report the circumstance to the Chief Engineer of the Dockyard 
 or Engineer Overseer (as the case may be) who will take such seeps as the particular 
 case may require, but he is not in any way to interfere with Dockyard or 
 Contractors' workmen. 
 
 2. Idleness or Bad Workmanship. — He is to take steps to keep himself 
 informed as to, and to report any cases of idleness, bad workmanship, or 
 irregularity of conduct on the part of these men. 
 
10 NEW MACHINERY AND MACHINERY OF SHIPS 
 
 3. To watch Progress of Work. — He is personally, or by his assistants, to 
 watch the progress of the work (whether performed by the Dockyard or by 
 Contractors) from its commencement in the morning to its cessation in the 
 evening. 
 
 4. He is to keep an Engine Room Register in which a record is to be made of 
 the progress of construction or repair of the machinery and boilers and of all 
 examinations and tests of same. 
 
 25. 
 
 1 Cocks and Valves opening to Sea or Bilge. — During the fitting of new 
 machinery, the Engineer Officer is to pay special attention to the position of the 
 handles of all cocks and valves which open communication with the sea and bilge ; 
 to see that they are placed at a convenient height above the various platforms, 
 and are readily accessible ; and that all handles are so fitted that the valves will 
 close with a right-hand motion. 
 
 2. Fitting of Stop Valves, &c. — Iron or steel bolts are not to be used in 
 gunmetal flanges in situations in which they are liable to be acted on by moisture. 
 
 26. 
 
 1. Lagging of Boilers, &c. — The Engineer Officer is to see that the boilers are 
 properly lagged throughout, and that all parts adjacent to uptakes, funnels, &c, 
 which are liable to get overheated, are covered with a non-combustible material. 
 
 2. Zinc Slabs. — He is to pay particular attention to the fitting of zinc slabs, 
 and to see that they are of the authorised number and dimensions, and of the 
 proper description of zinc, and that they are suspended in the most suitable 
 positions for the protection of eveiy part of the interior of boilers or wherever else 
 fitted. 
 
 3. Preservation of Boilers.— He is to see that the boilers when not undergoing 
 examination or repair are kept completely filled with fresh water in an alkaline 
 condition and from which air has been expelled by boiling, and weekly tests are 
 to be made to ensure that this condition is maintained. Steps are to be taken to 
 avoid risk of damage to boilers from frost during the winter months by keeping 
 airing stoves alight ; when necessary for boilers to be kept open for examination, 
 repair, &c, they are to be thoroughly dried out and kept dry with airing stoves, 
 being again completely filled with boiled fresh water in an alkaline condition as 
 soon as possible. 
 
 4. Internal Feed Pipes. — Where internal feed pipes are fitted, they are to be 
 so placed as not to allow the stream of feed water to impinge directly against any 
 steel surfaces. 
 
 27. 
 
 1. Discharge Plugs. — He is personally to see the discharge plugs fitted in place 
 and stowed in easily accessible positions as near to the respective orifices as they 
 can conveniently be placed, and he is to inform the Chief Engineer of the 
 Dockyard or the Engineer Overseer (as the case may be) when they are so fitted, 
 in order that the Officer may cause an inspection of the same to be made. 
 
 2. Notation in Steam Manual. — He is to make a notification of this inspection 
 in the ship's Steam Manual, and on every subsequent occasion of the ship being 
 docked, the plugs are to be tried in place, and a similar notification is to be made. 
 {See Art. 488.) 
 
UNDERGOING EXTENSIVE REPAIRS. 11 
 
 28. 
 
 1. Spare Gear. — The Engineer Officer is to satisfy himself that every article of 
 spare gear has been properly fitted and tried in place. 
 
 2. Stowage of Spare Gear. — He will, when the machinery is being placed on 
 board, at all times aquaint the Chief Engineer of the Dockyard or the Engineer 
 Overseer (as the case may be), when the more important articles of spare gear are 
 about to be stowed, so as to ensure their being, as far as practicable, secured in 
 positions under protection from which they may be most readily brought into use 
 if required, without disturbing other parts of the machinery or interfering with 
 the structure of the ship. 
 
 3. Notation in Steam Manual. — Whenever it may be necessary to stow portions 
 of the spare gear in places from which they cannot be brought into use without 
 disturbing parts of the structure, the Engineer Officer is to make himself 
 acquainted with the best methods of removing and replacing the same should 
 occasion require ; particulars as to where stowed and method of removing or 
 replacing to be inserted in the ship's Steam Manual. 
 
 29. 
 
 Holes throuyh Ships' Bottoms. — Metal label plates, with the names of the pipes 
 which are directly below them are to be fitted in all ships in such positions as 
 may be found most suitable, in order to give a guide to the position of the holes 
 through the bottom and sides under water, so that, should it be necessary to 
 examine them, a diver can descend and immediately find the orifice. 
 
 30. 
 
 Position of Load Water Line. — The position of the load water line is to be 
 marked on the inside of all ships built or repaired, with a view to facilitate the 
 adoption of prompt measures in stopping leaks, whether occasioned by shot or 
 any other means. The mark is to be made by raised label plates marked L.W.L 
 and a broken paint line two inches broad on the ship's side or bulkheads below, 
 at such places as to admit of the line being easily seen. 
 
 31. 
 
 1. Colours of Pipes. — In order that the different pipes may be known by their 
 colours, each pipe, or its casing, is always to be painted the colour that is shown 
 for it on the authorised diagram. 
 
 2. The same colours will be used to show these pipes on the drawings which 
 are supplied by the Dockyards for the information of the Officers. 
 
 3. Copies of the diagram will be supplied by the Dockyards, and are to be 
 posted in convenient positions on board His Majesty's ships. 
 
 32. 
 
 Precautions against Galvanic Action. — Before a ship is received as complete, 
 the Engineer Officer is to assure himself by personal inspection that all the 
 precautions required in the fitting of bilge suction pipes, roses, &c, throughout 
 the ship for the prevention of galvanic action, are properly carried out, and he is to 
 report whether this has been done to the Engineer Rear- Admiral on the staff of the 
 Commander-in-Chief at the port to which the ship will be attached. 
 
12 NEW MACHINERY AND MACHINERY OF SHIPS 
 
 33. 
 
 1. Examination of Under-water Fittings. — In the case of a new ship built at a 
 Dockyard, or of a ship undergoing extensive repairs there, the Dockyard Officers 
 are, before the ship is launched or undocked, to ascertain by careful examination 
 that all valves, gratings, pipes passing through the bottom, and other fittings below 
 the waterline are well and properly constructed and fitted, in efficient working 
 order and likely to remain so, and that all orifices through the ship's bottom are 
 clear. If the Examining Officers have any doubts as to the durability of these 
 fittings, new ones are to be substituted. 
 
 2. The Examining Officers are to report the result of every such examination 
 to the Principal Officer of their Department, and sign a certificate thereof, which 
 will be kept in the office of the Chief Constructor. 
 
 3. In the case of a new ship built at Contractors' works, the above examination 
 isto be carried out by the Hull and Engineer Overseers of the ship, in conjunction 
 with the Contractors. 
 
 34. 
 
 Closing Sea Cocks and Valves before Undocking. — In the case of a ship building 
 or ship undergoing thorough repair at a Dockyard, or at Contractors' works, the 
 Dockyard Officers or Contractors respectively are responsible for ascertaining that 
 all sea connections are shut whenever the ship is undocked, but in all other cases 
 the Engineer Officer of the ship is responsible, except for those valves under repair 
 by the Dockyard. 
 
 35. 
 
 1. To report Docking. M.S. — When a ship in Dockyard hands is placed in 
 dock the Engineer Officer is to report the fact to the Chief Engineer of the 
 Dockyard, stating whether the machinery has been affected in any way by the 
 process of docking. 
 
 2. To record Sea Cocks and Valves closed. M.S. — He is also before the ship is 
 undocked to inspect the whole of the under-water fittings, and to make a record of 
 such examination in a book kept in the Office of the Chief Engineer of the 
 Dockyard stating that all sea cocks and valves, excepting those in connection with 
 the submerged torpedo tubes, are closed and correct. 
 
 36. 
 
 1. Examination of New Machinery. — As soon as the whole of the Contractor's 
 trials in any ship, whether built by Dockyard or Contractors, are completed, and 
 the Officers, under whose supervision and observation such trials have taken place 
 (see Art. 385), are satisfied that the requisite indicated horse-power has been 
 developed, and that the machinery has otherwise worked satisfactorily and is 
 completed, so far as the trials can shew, according to the terms of contract, the 
 Contractors will at once prepare the whole of the machinery for examination, as 
 detailed in the Machinery Specification, to enable the Examining Officers, acting 
 on behalf of the Admiralty, to report on the state and condition of every part 
 thereof externally and internally. 
 
 2. Examining Officers. — The examination is to be made by the Engineer Rear- 
 Admiral on the staff of the Commander-in-Chief at the port to which the ship will 
 be attached or an officer deputed by him, and the Engineer Officer of the ship, 
 assisted by the officers and men of the nucleus crew. 
 
UNDERGOING EXTENSIVE REPAIRS. 13 
 
 3. Arrangements for Examination. — Should the machinery be too extensive to 
 permit of the entire opening up at one time, the various parts are to be opened up 
 as may be most convenient, and the Contractors will from time to time inform the 
 Examining Officers what other portions are ready for examination, giving a day's 
 notice in each case in order that they may be able to attend. 
 
 4. Nature of the Examination. Specification to be read over.- — The Examining 
 Officers are to satisfy themselves that the machinery is in every part perfectly 
 sound and in good condition ; that no fractures or flaws exist in any part what- 
 ever ; that the engines and boilers, with all their connections and accessories, are 
 properly finished in accordance with the specification and the contract ; and that 
 the machinery generally is in all respects fit and suitable for the Service. Further, 
 prior to the acceptance of the machinery, the specification is to be read over, 
 article by article, in the presence of the Chief Engineer of the Dockyard or his 
 representative, or of the Engineer Overseer (as the case may be), the Contractors' 
 Agent, the Engineer Officer of the ship, and the Engineer Rear-A dmiral, or an 
 Officer deputed by him, when all details, as to fittings, &c, are to be considered, 
 to see whether they are in accordance with the specification. 
 
 5. If Machinery is defective. — If, on examination, any parts are found to be 
 defective, or not in accordance with the contract, the Contractors are to be called 
 upon to make all such defects good, and to leave everything complete to the satis- 
 faction of the Examining Officers, and until this has been done the machinery is to 
 remain in the hands of the Contractors, unless otherwise ordered. 
 
 6. Report to be made. — Anything found iinsatisfactory is to be at once reported 
 to the Superintendent for the information of the Controller of the Navy. 
 
 7. Report of Examination. — A report of the examination, signed by each of the 
 Examining Officers, stating that the machinery and fittings are complete, fit for 
 the Service, and in accordance with the terms of the contract is to be made to the 
 Superintendent for transmission to the Controller of the Navy. 
 
 37. 
 
 Replacing of Parts after Examination. Completion Trial.- — As soon as the 
 examination is completed, and the whole of the parts which have been opened up 
 have been replaced by the Contractors under the personal observation and to the 
 satisfaction of the Engineer Officer of the ship, a trial under-way is to be satis- 
 factorily carried out to ensure that all adjustments are correctly made, all parts 
 properly connected and joints tight. Any defects developed on this trial are to be 
 made good by Contractors before acceptance. 
 
 38. 
 
 Examination after thorough Repair Trial. — After a thorough repair trial has 
 been satisfactorily completed, whether subsequent to repair by Contractors or by 
 the Dockyard, the procedure as laid down in Art. 36 is to be carried out, with the 
 exception that only such parts of the machinery are to be opened up for examina- 
 tion as may be considered necessary by the Examining Officers to determine the 
 efficiency of the repairs. 
 
 39. 
 
 1. Watch and Station Bill. — Before a new ship is commissioned a Watch and 
 Station Bill for sea and harbour routine is to be prepared by the Engineer Officer, 
 and approved by the Engineer Rear-Admiral on the staff of the Commander- 
 
14 NEW MACHINERY AND MACHINERY OF SHIPS, &C. 
 
 in-Chief at the port ; this preparatory Station Bill serving for the information 
 and guidance of the Officers when the ship is put in commission. 
 
 2. Book of Questions. D. 554. — The Engineer Officer is to insert the neces- 
 sary answers in the Book of Questions for his department, and to deliver this 
 book, and also the Engine Room Register directed to he kept by Art. 24, cl. 4, 
 duly signed and completed, to the Engineer Rear-Admiral at least a week before 
 the probable date of the ship's commissioning. These books will, after examina- 
 tion be returned to the ship for future reference. 
 
 40. 
 
 When an Engineer Officer is appointed in charge of the machinery of more 
 than one ship he is to consider himself as in charge of each individual ship under 
 his care, and is to act accordingly. 
 
 CERTIFICATES OF ACQUAINTANCE WITH THE STRUCTURE 
 
 OF THE SHIP. 
 
 45. 
 
 1. Certificate of Acquaintance. Form S. 451. — Before a ship is commis- 
 sioned for service in the Home Fleet with a nucleus crew the Engineer Officer, 
 the Second Engineer Officer, and such other of the Engineer Officers as the 
 Admiralty may direct, are to be examined touching their acquaintance with the 
 details of the ship by the Engineer Rear-Admiral or Engineer Captain at the 
 port to which the ship is attached. They must obtain certificates that they are 
 conversant with the structure of the ship under the engines and boilers, the 
 arrangement of the various valves and cocks, the working of the watertight doors, 
 hatches, sluices, and pumps, the system of pumping, flooding, draining, and 
 ventilating throughout the hull, and with the general construction of the ship. 
 
 Sketches at Examination. — Candidates are to produce at the examination 
 sketches and drawings made by themselves of all the more important fittings, 
 valves, sluices, doors, &c, in the preparation of which they are to be allowed 
 access to the specifications and drawings of Contractors, and to such drawings in 
 the offices of the Chief Constructor and Chief Engineer of the Dockyard as may be 
 necessary. 
 
 2. H subsequently appointed, these Officers are to be examined by the 
 Engineer Captain attached to the Fleet to which the ship belongs, or in fleets 
 where no Engineer Captain is borne, by the Engineer Officer of the Flagship, and 
 in the case of the 1st and 2nd Destroyer Flotillas of the Home Fleet, by the 
 Engineer Commander of the Flotilla Depot ship. In these cases the examination 
 should be applied for within three months of the Officer joining the ship. 
 
 3. Duplicate Certificate. — The Certificates are in all cases to be in duplicate, 
 one copy being for the candidate and the other being retained by the Commander- 
 in-Chief for local record. 
 
 MACHINERY OF SHIPS IN COMMISSION. 
 
 51. 
 
 1. Engineer Officer on Appointment to examine Machinery. — When the 
 Engineer Officer in charge of the machinery is relieved, his successor is, in con- 
 junction with a competent Engineer Officer detailed for the purpose by the 
 
MACHINERY OF SHIPS IN COMMISSION. 15 
 
 Commander-in-Chief or Senior Officer present, to examine the machinery, &c, 
 specified in Art. 15, for the preservation and efficiency of which he is responsible 
 either solely or partly with other officers. 
 
 2. Engineer Officer to assist with Examination. — Unless the exigencies of the 
 Service will not permit, the Engineer Officer (Staff) is to survey the machinery in 
 conjunction with the new Engineer Officer. 
 
 Should the exigencies of the service be such as to prevent the Engineer Officer 
 (Staff), or where no such Officer is borne, the Engineer Officer of the Senior 
 Officer's ship, from carrying out this duty, reasons for such departure are to be 
 stated on the report (Form S. 354). 
 
 3. Accuracy of Report. — This examination is to be carried out in such a manner 
 that the results recorded on Form S. 354 can be accepted as an accurate statement 
 of the actual conditions of the parts examined. All facilities consistent with the 
 service on which the ship is employed should be afforded the Surveying Officers to 
 ensure this. 
 
 4. Report of Examination. Form S. 354. — After the examination the Surveying 
 Officers are to make a joint report on the Established Form (S. 354) to the Captain 
 of the ship in triplicate, who will cause the triplicate to be attached to the Engine 
 Room Register for the current quarter. The original and duplicate to be sent to 
 the Commander-in-Chief for inspection, after which the original is to be forwarded 
 to the Admiralty and the duplicate inserted in the Ship's Book. 
 
 5. Interim Report. — If the examination is not completed when the first Quarter's 
 Engine Room Register is forwarded after the new Engineer Officer has taken charge 
 of the machinery, and interim report, S. 354, is to be attached to that Register. In 
 this report the parts which have been examined, with their state and condition, 
 should be clearly indicated, together with a statement as to the probable date of the 
 completion of the survey. 
 
 6. Examination deferred. — Should it be impracticable to make this examination 
 when the Engineer Officer first joins his ship, the fact is to be reported by the 
 Captain to the Admiralty, and the examination is to be carried out as soon afterwards 
 as the exigencies of the Service will admit. 
 
 52. 
 
 1. Acquaintance with History of Machinery, &c. — The whole of the Engineer 
 Officers are to use all possible diligence in making themselves thoroughly acquainted 
 with the construction and condition of the machinery and boilers, with the nature and 
 extent of the repairs (if any) that they have undergone, and the date of the more 
 recent, and with such other facts as may be necessary to afford thorough knowledge 
 of their history and capabilities. 
 
 2. Acquaintance with Watertight Doors, Valves, &c. — They must also make them- 
 selves thoroughly acquainted with the positions of and methods of working the 
 watertight doors, and also with the positions and uses of all pumps, valves, and pipes, 
 in connection with the bilges, and with the different compartments of the double 
 bottoms when the ship is so constructed, so that in case of necessity there shall be 
 nothing to prevent their immediate use. 
 
 3. Drawings to be Accessible. — All official drawings, as well as those contained in 
 the sketch book, are always to be accessible to the Engineer Officers of the ship 
 (Art. 20). 
 
 53. 
 
 Engineer Officer to furnish Reports. — The Engineer Officer is, through his 
 Captain, to furnish the Engineer Rear-Admiral, Engineer Captain, or the Chief 
 
16 MACHINERY OF SHIPS IN COMMISSION. 
 
 Engineer of the Dockyard with such written reports or returns as they may 
 require relative to the state of the machinery and boilers in his charge ; and 
 whenever these Officers visit the ship he is to afford them every facility, and all the 
 information in his power, to enable them to carry out the duties entrusted to them. 
 
 54. 
 
 1. Quarterly Inspection of Machinery. — The Engineer Captain or Engineer 
 Commander borne for staff duties in each Fleet Squadron or Flotilla is to inspect 
 the machinery and boilers of the ships of such Fleet or Squadron quarterly, or 
 oftener if necessary, and is to inform the Commander-in-Chief of the result. On 
 these inspections he is to examine the Engine-room Registers, Ship's Steam Manual, 
 and Engineer's Store Accounts, and to report any neglect he may discover in 
 properly recording all the information required to be inserted in the Register and 
 Steam Manual, and any undue or excessive expenditure of stores. The date of his 
 inspection is to be noted on the first page of the register, and signed by him. 
 
 2. Machinery of Harbour Ships in Commission. — The machinery of all ships in 
 commission belonging to the home ports and not attached to a fleet is to be inspected 
 once in each year by the Engineer Rear-Admiral or Engineer Captain on the staff 
 of the Commander-in-Chief of the port. The reports are to be made on the 
 Established Form, and forwarded as directed in Art. 51, cl. 4. 
 
 55. 
 
 1. Orders tending to Injure Machinery. E.R. Register. — Whenever any order 
 is received which, if executed, would in the opinion of the Engineer Officer tend 
 to injure the machineiy or boilers, or cause a useless expenditure of power, he is 
 to make a representation to this effect to the Captain, but, unless the order is 
 countermanded after his representation, he is to execute it. Whenever this occurs, 
 the Captain will cause the orders received and the representation made to be noted 
 in the Engine-room Register. 
 
 2. Representations of Engineer Officer. E.R. Register. — Whenever the Engineer 
 Officer may, in the course of his duty, make any representations or suggestions to 
 the Captain with reference to the repairs or preservation of the machinery or 
 boilers which the Captain either thinks unnecessary, or, if necessary, which the 
 exigencies of the Service do not admit of being carried out immediately or at an 
 early date, he will direct the Engineer Officer to note the particulars in the Engine- 
 room Register. 
 
 56. 
 
 1. Natural Draught Power. Forced Draught Power. — The Natural Draught 
 Power given for ships in the Official Navy List, or where no Natural Draught 
 Power is given, the Forced Draught Power, is to be taken as the Authorised Full 
 Power of the ship which is not to be exceeded except in circumstances of emergency 
 during actual war service when the maintenance of the highest possible speed may 
 be of great advantage. Under these latter circumstances in the endeavour to 
 obtain the highest possible speed by forcing the boilers, the previous performances 
 of the ship or similar ships, the existing condition of the machinery, the state of 
 the boilers with regard to cleanliness and freedom from defects and any other 
 known circumstances affecting the question, must be weighed against the possible 
 risk of accident and loss of future fighting efficiency. 
 
 In vessels where indicator or other measurements of the power developed are 
 not obtainable ; the receiver pressures and revolutions per minute recorded during 
 Ihp Contractors' full power trials of the ship are not to be exceeded except under 
 
MACHINERY OF SHIPS IN COMMISSION. 17 
 
 the circumstances and subject to the considerations referred to in the preceding 
 paragraph. 
 
 2. Maximum Air Pressure. — The air pressures employed in obtaining the 
 specified powers are different with different boilers, and no definite pressure can 
 be laid down for general observance. Unless special instructions have been issued 
 from the Admiralty, as to the limits of air pressures to be observed, the pressures 
 originally required, at the respective powers, during the Contractors' trials of the 
 ship are not to be exceeded. 
 
 3. Air Pressures generally.— The air pressures generally employed should be 
 kept as low as practicable, in order to avoid straining of furnaces and combustion 
 chambers, to reduce wear and tear of casings and tubes, and to ensure that the 
 closest possible attention is given to obtain efficient stoking. The Engineer Officer 
 is at all times to satisfy himself with regard to the amount of air pressure in use, 
 that it is necessary for efficient combustion of the fuel, that due attention is being 
 given to maintaining a suitable thickness of fire, to the regulation of the ash-pit 
 doors, the removal of soot and clinker, the prevention of air leaks in casings and of 
 excessive air supply, whether through or over the fire-grate, and that the whole of 
 the fire-grate area in use is being efficiently utilised without undue forcing at those 
 portions where the fires are in the best condition. When burning oil fuel the air 
 pressure is to be adjusted as may be found necessary for obtaining complete 
 combustion. 
 
 4. With boilers in which the passage of matter causing deposits is known to 
 have occurred or which have been under steam for prolonged periods since being 
 cleaned internally, the maximum amount of air pressure used must be reduced 
 sufficiently to meet the existing condition of the boilers and the probable effects of 
 forcing at any part of the fires, in order to avoid injury to the heating surfaces and 
 thereby rendering the boilers unsafe. 
 
 5. Air Pressure Gauges. E.R. Register. — The Air pressure gauges should be 
 frequently tested. Their indications are to be recorded in the Engine-room 
 Register eveiy hour. 
 
 6. In boilers fitted with closed ash-pits the air pressures recorded should be 
 those obtained in the ash-pits. 
 
 57. 
 
 1. Reduced Powers. Half Boiler- Poioer. — When steaming with a portion of the 
 boilers only, the steam supply necessary for developing the indicated horse power 
 of the main engines, together with that required for the auxiliary engines in use. 
 should be obtained without forcing any boiler to a rate of evaporation beyond that 
 required under authorised full power conditions. 
 
 2. With boilers corresponding to half the boiler power, if the boilers in use are 
 all of the water-tube type not more than 50 per cent, of the authorised full power is 
 to be developed in the main engines ; should cylindrical boilers be included in the 
 boilers in use the power developed in the main engines is not to exceed 45 per cent 
 of the authorised full power. In either case the air pressure laid down in clause 2. 
 Art. 56, is not to be exceeded. 
 
 58. 
 
 I. With cylindrical and locomotive boilers the fans are not to be used for the 
 purpose of rapidly urging the fires and raising steam quickly, and all instructions 
 as to the necessity of avoiding rapid changes in the pressure of steam and the 
 temperature of the boilers are to be strictly followed. {See Art. 192.) 
 
 * 1679 „ 
 
18 MACHINERY OF SHIPS IN COMMISSION. 
 
 59. 
 
 1. Classification of Powers. — The following classification of the powers to be 
 used on various occasions is to be adopted: — 
 
 (a) The authorised full power - - The unit. 
 
 (6) " With all despatch " - - fthe unit. 
 
 (c) " With despatch " - - - | the unit. 
 
 (d) " With moderate speed " - - f the unit. 
 
 (e) " Ordinary speed " - - - } the unit. 
 
 (/) " Most economical speed " - - As determined by trial and in 
 
 accordance with the varying 
 conditions of wind and weather. 
 
 2. Authorised Full Power. — The authorised Full Power is to be used only in 
 an emergency or as directed in the regulations relating to passage trials and except 
 in an emergency is not to be maintained for periods exceeding eight hours. 
 
 3. Four-fifths Power. — Four-fifths power (b) is only to be used in cases of 
 great urgency or as directed in the regulations relating to passage trials, and is 
 not to be maintained for periods exceeding thirty hours. 
 
 4. Three-fifths Poioer. — Three-fifths power (c) should not be materially 
 exceeded when the period of steaming exceeds thirty hours, and ample boiler 
 power should be employed. 
 
 60. 
 
 1. Stokehold Staff. — In vessels other than Torpedo Boat Destroyers, the 
 stokehold staff is based upon the development of the following proportions of the 
 authorised full power, the staff being in three watches and assistance given from 
 the deck when the coal is worked back : — 
 
 Vessels fitted with tank boilers or water-tube boilers 
 
 of the small tube type ------ § ths. 
 
 Vessels fitted with water-tube boilers of the large 
 
 tube type -------- a. 
 
 2. Stokers. — The stokers are not to be worked in two watches except under 
 urgent circumstances, and when necessarily so employed, it is only in cases of real 
 urgency that they should be so worked for more than 24 hours. 
 
 3. Assistance from Deck.—- Assistance is to be given from the deck whenever 
 the coal is worked back, to bring the coal into more accessible positions if the 
 work cannot properly be done without it ; also in those cases where the power 
 developed exceeds that on which the stokehold staff is based, assistance from the 
 deck should be given in proportion to the increase of power. 
 
 61. 
 
 Goal Consumption for Auxiliary Purposes. — With a view to effecting economy 
 in coal consumption for auxiliary purposes, the following directions should be 
 carried out : — 
 
 (a) When electric light is in use all unnecessary lights should be switched off. 
 
 (b) The issue of fresh water should be under strict supervision, and in localities 
 
 where supplies of suitable shore water are available, distilled water 
 should not be used for drinking and culinary purposes. 
 
 (c) When additional steam power may be required or occasional extra services 
 
 in harbour due notice should be given to avoid forcing the fires or 
 keeping an uneconomical number of boilers alight. Steam should be 
 
MACHINERY OF SHIPS IN COMMISSION. 19 
 
 carefully shut off from all steam and exhaust pipes not in use and from 
 engines not required. 
 
 (d) The use of capstan engines, boat hoists, and coal hoists should be limited 
 
 as far as possible to their legitimate functions, and the number of 
 auxiliary engines and the extent of steam piping in use at any time 
 should be reduced as far as practicable. 
 
 (e) Careful attention should be given — 
 
 (1) To the frequent cleaning of all heating surfaces ; internally 
 and externally of the boilers. 
 
 (2) To the economical working of the fires, covering with ashes, &c, 
 any excess of grate area not immediately required ; and all small or 
 partially burnt coal is separated from the ash and clinker and burnt 
 completely. 
 
 (3) To prevent the admission of excess of air through or over the 
 fire-grate, and all air leaks. in casings or casing doors. 
 
 (4) To reduce the steam pressure maintained in the auxiliary 
 boiler to the actual requirements of the engines in use. 
 
 (5) To maintain the steam-tight condition of all pistons, slides, 
 differential valves, &c, so as to prevent wasteful leakage of steam 
 from pressure to exhaust. 
 
 (6) To maintaining the watertightness of plungers, pistons, and 
 valves of all pumps. 
 
 (7) To the instructions contained in Art. 116 concerning the 
 cleanliness of condenser tubes. 
 
 (8) To the complete and efficient lagging of auxiliary engines and 
 steam-pipes in order to reduce loss by radiation. 
 
 (9) To reduce the amount of make-up feed required by keeping 
 joints, valves, blow-down and other cocks, glands, &c, in efficient 
 condition. Leaks should be dealt with without delay and gland 
 packings not allowed to become hard. 
 
 (10) To the use of the closed exhaust system, either for evaporating, 
 or in the main engines, whenever possible, in accordance with 
 Art. 121, and at as low a pressure as will meet the requirements. 
 
 (11) To the instructions contained in Art. 121 as to the condition 
 of the vacuum control valves and the economy obtainable by working 
 the evaporator upon a steady vacuum. 
 
 62. 
 
 Time available for making good Defects. — On each occasion of completing a 
 voyage the Commander Officer should ascertain from the Commander-in-Chief or 
 Senior or Naval Officer, the time available for examining and making good defects 
 of machinery, and acquaint the Engineer Officer so that the latter may make the 
 necessary arrangements for completing the work, if possible, by the time the ship 
 is next required, or for proceeding with it in such a manner as to enable him to 
 undertake that which is the most urgent and important, whilst keeping the vessel 
 ready for service within a given number of days' notice 
 
 63. 
 
 Weekly Return of Work. S. 163. — In all ships, except Torpedo Boat 
 Destroyers and Torpedo Boats, weekly returns on printed forms are to be rendered 
 to the Captain by the Engineer Officer, showing : — 
 
 (a) The number of Artificers and Mechanicians borne. 
 
 (b) The number of hours they have worked during the week at their respective 
 
 trades, 
 
 B 2 
 
20 MACHINERY OF SHIPS IN COMMISSION. 
 
 (c) A summary of the work on which they have been engaged, 
 
 (d) Defects completed and new defects developed. 
 
 64. 
 
 Quarterly Return of Work. S. 353. E.R. Register. — In all ships, except Torpedo 
 Boat Destroyers and Torpedo Boats, a quarterly return is to be prepared 
 showing — 
 
 (a) The number of ordinary routine working hours for Engine-room Artificers 
 and Mechanicians, whilst the ship was in harbour. 
 
 (o) The number of ordinary routine working hours and the number of men- 
 hours actually utilised for examination and repair of machinery, boilers, 
 &c. 
 
 (c) The number of days on which steam was on the main engines. 
 
 (d) The number of hours, outside ordinary working hours, and the number of 
 
 men-hours, which have been utilised for examination and repair of 
 machinery, boilers, &c. 
 
 (e) The occasions on which permission has been given to lay up the main 
 
 machinery, for a period of three or more consecutive days, for the purpose 
 of examination, repair, &c. 
 
 This return is to be rendered on the back of the form " Extract from Engine- 
 room Register, S. 353." 
 
 65. 
 
 When necessary to put into Port on account of Defects. — When the Engineer 
 Officer considers it absolutely necessary to put into port on account of defects in the 
 machinery or boilers, he is to make a written report to that effect to his Captain, 
 stating the reasons that render such a step necessary, instead of making the 
 requisite repairs at sea ; this report will be appended to the list of defects for the 
 information of the Senior Officer of the port at which the ships arrives, who will 
 transmit these documents, with any remarks he may have to offer thereon, to the 
 Commander-in-Chief, or Senior Officer of the Station or Squadron, by whom, in 
 special cases, they will be forwarded to the Secretary of the Admiralty. 
 
 66. 
 
 1. Defects of machinery. — When making out a list of defects, any which can 
 be undertaken by the ship's artificers are not to be included. It is to be carefully 
 discriminated between the items of repairs absolutely required for " seagoing and 
 fighting efficiency" which are to be forwarded on Form S. 340, D. 275, and those 
 desirable for other reasons which are to be forwarded on Form S. 340 B., D. 275 B. 
 In order to avoid duplication of labour in dealing with lists of defects in H.M. 
 ships, the Pink Lists (Form S. 340) should contain all items of work which, in the 
 opinion of the respective Commanding Officers, cannot be deferred without loss of 
 efficiency. 
 
 2. Parts to be included. — This list to include all such defects in any of the 
 parts specified in Art. 15. 
 
 3. Defects and Supplementary Defect Lists. Wlien to be forwarded.— The list 
 of defects is to be prepared in a complete and intelligible manner, so that the 
 requirements of the ship may be clearly understood, and a speedy decision given 
 as to proceeding with the work. 
 
 The defect list is to be forwarded to the Dockyard to which the ship is 
 assigned for the purposes of repair, so as to arrive there one month before the date 
 fixed for the arrival of the ship. 
 
MACHINERY OF SHIPS IN COMMISSION. 21 
 
 In the case of any fittings requiring special preparation, all necessary details 
 are to be sent with the defect list, and accurate and fully dimensioned sketches 
 with templates, gauges or patterns of any parts requiring renewal should 
 accompany the lists. 
 
 When forwarding lists of defects for which Dockyard assistance is required, a 
 manuscript list is to be attached to the original, and duplicate copies of the lists 
 of defects, stating in detail what further items of repairs, examinations, and other 
 work not included on Forms S. 340 and S. 340n, are proposed to be carried out by 
 the ship's staff during the time the vessel will be in Dockyard hands. These lists 
 are to accompany Forms S. 340 and S. 340b, for the information of the Dockyard 
 Officers and of the Admiralty. 
 
 Should any defects develop which cannot be undertaken by the ship's staff 
 subsequent to the transmission of the main lists, a supplementary list is to be sent 
 immediately after the arrival of the ship at her port. 
 
 4. When ships in commission come into the Dockyard hands to have defects 
 made good, only such defects as have been represented by the Officers of the ship, 
 or have been apparent to the Examining Officers, or become apparent during the 
 opening up necessary to make good known defects, and which may be approved 
 to be taken in hand, will be made good. No special examination will be made in 
 search of further defects. 
 
 5. The following items of work should generally be dealt with by ship's 
 Artificers : — 
 
 Work to be done by Ships' Artificers. — Adjustments of main and auxiliary 
 engines. Examination of machinery and boilers. Re-seating small and medium 
 size valves. Re-making ordinary steam and water-pipe joints. Packing glands 
 and repairs to pipe lagging. Cleaning boilers. Renewals of protective slabs in 
 boilers, condensers, &c. Minor repairs to furnace brickwork. Renewals of boilers. 
 Examination and refit of underwater fittings, boiler mountings, cylinder 
 fittings, &c. Tests of boilers, condensers, and pipes, by water pressure. Small 
 renewals of condenser tubes, tightening ferrules, &c. Overhaul and ordinary 
 repairs of steam-boats' machinery and the smaller auxiliary engines. 
 
 6. Form S. 134 D. — Any materials required for making good defects by the 
 ship's artificers, which cannot be met out of the ship's stores, will be supplied from 
 the Dockyards, a demand being made on Form S. 134 D., and a brief statement as 
 to the nature of the defect to be made good given in the space at the foot of the 
 Form. Such defects are not to be included in the lists forwarded on Forms S. 340, 
 D. 275, and S, 340 B., D. 275 B. 
 
 7. In those fleets, squadrons, and flotillas of which the ordinary means of effecting 
 repairs are supplemented by a repair ship ; as soon as defects are discovered the 
 assistance of the repair ship is to be fully utilised in reduction of those defects which 
 cannot be made good entirely by the ship's artificers, and for which some Dockyard 
 assistance would otherwise be required. As much of such defects as can be 
 conviently done by the ship's staff are not be undertaken by the repair ship. 
 
 67. 
 
 1. Engineer Officer to watch Progress of Work. — Whenever the ship comes into 
 the hands of the Dockyard to have defects made good in the Engine-room 
 department, the Engineer Officer is personally, or by his assistants, to watch the 
 progress of such repairs, and he will be held responsible for all risks of fire arising 
 from the presence of Dockyard workmen in his department. He is not, hoAvever, 
 to interfere with such workmen, but he is to report to his Captain if he observes 
 any idleness or bad workmanship on their part, or any other irregularity. 
 
 b 3 
 
22 MACHINERY OF SHIPS IN COMMISSION. 
 
 2. E.R. Register. — Full information respecting the nature of the defects and 
 repairs should be given in the Engine-room Register with references in the Quarterly 
 Abstract at the end of the Register. 
 
 3. Whenever the machinery and boilers of any of H.M. ships are under repair 
 by a Dockyard or by Contractors, the Engineer Officer of the ship is to watch 
 carefully the progress of the work in hand, and give all the assistance in his 
 power. 
 
 4. He is to consider it a part of his duty to bring to the notice of the Engineer 
 Rear-Admiral, or Engineer Captain, anything that lias been done, or omitted to 
 be done, which would in his opinion impair the efficiency of the machinery or 
 boilers. 
 
 5. If during the progress of the repair the Dockyard Officers or Contractors do 
 not consider it desirable to carry out any proposal the Engineer Officer may put 
 forward, he is to bring the circumstances of the case to the notice of the Captain 
 of the ship, as, on the completion of the repair, he (the Engineer Officer) will be 
 held responsible for having satisfied himself that the machinery and boilers are in 
 all respects in good working order. 
 
 68. 
 
 1. Alterations and Additions. — Any alterations and additions in ships which 
 experience suggests as being desirable are, in the case of a new ship, to be reported 
 by letter through the respective Commanders-in-Chief to the Admiralty six months 
 after the date of first commissioning. In all other ships any proposed alterations 
 and additions are to be submitted annually, and at the same time as the lists of 
 defects. (See Art. 66.) 
 
 2. Care is to be taken in ships that have completed one or more commissions 
 that the lists of such proposed alterations and additions are confined to items 
 necessary for sea-going and fighting efficiency. 
 
 3. In forwarding proposals for alterations and additions it should be stated 
 whether it is proposed that the work involved shall be carried out by the ship's 
 Artificers, and in such cases a demand on Form S. 134 D. for such materials as are 
 recpiired should be prepared and forwarded to the Dockyard, a note being placed 
 on such demands that the materials are for effecting an alteration or additton 
 submitted to the Admiralty, and will be required immediately Admiralty approval 
 has been given for carrying out the work. 
 
 It is to be distinctly understood that no alteration or addition is to be taken in 
 hand without Admiralty approval. 
 
 4. Lists of any outstanding alterations and additions which have been approved, 
 but not yet carried out, are to be forwarded to the Dockyard at the same time as the 
 defect list, so as to arrive there one month before the date fixed for the arrival of the 
 ship. 
 
 5. Should any change be made in the machinery while the ship is in commission 
 or undergoing repairs, explanatory sketches are to be inserted in the sketch book, 
 and a notification of such changes is to be made in the ship's manual. (See 
 Arts. 4, 20, 22.) 
 
 69. 
 
 1. Underwater Fittings. — Before a ship is undocked the Engineer Officer is to 
 satisfy himself that the valves, gratings and other underwater fittings, excepting 
 those in connection with the submerged torpedo tubes, are in efficient working 
 
MACHINERY OF SHIPS IN COMMISSION. 23 
 
 order, and likely to remain so, and that all the orifices through the ship's bottom 
 are clear. If there is any doubt of the durability of these fittings, new ones about 
 which there is no doubt are to be substituted. 
 
 2. Defects. — Any defects in underwater fittings which cannot be remedied by 
 the Engine-room Staff of the ship should be inserted in the list of defects to be 
 made good by the Dockyard. 
 
 3. Periodical Examination. — For ships in commission which are ordered to be 
 docked every six months, the underwater fittings need only be thoroughly over- 
 hauled once a year, unless the Officers know or have reason to suspect that any of 
 them are defective. 
 
 4. E.R. Registers. — The particulars of every such examination are to be inserted 
 in the Engine-room Register, and a certificate that the examination has been 
 satisfactorily completed is to be forwarded to the office of the Chief Constructor. 
 
 5. The Engineer Officer is responsible, whenever a ship is undocked, that all 
 sea-connections, except those valves under repair by Dockyard and those in 
 connection with the submerged torpedo tubes, are closed. 
 
 70. 
 
 Special Service Vessels. — In Special Service Vessels with reduced nucleus crewa 
 every working day the main engines are to be moved, by means of the turning gear, 
 sufficiently to complete not less than one revolution of the main engines per week. 
 Steam is to be raised at half yearly periods for steaming the main and all auxiliary 
 engines. All steam pipes are then to be tested by steam to the working prussure 
 and the main engines and all steam and hydraulic machinery are to be worked and 
 oiled. One of these half-yearly occasions of raising steam may be preparatory to 
 the annual steam trial at sea recpiired under Art. 443. 
 
 71. 
 
 1. The Engineer Officer is responsible at all times for the good order and 
 cleanliness of the Engine-room department. 
 
 2. Station Bill. — He is to prepare a Station Bill showing clearly the stations 
 and duties of each Officer and man under his control, which, after being approved 
 by the Captain, is to be hung up in some conspicuous position in the Engine-room. 
 (See Art. 39.) 
 
 In the disposal of the officers and men, he is to consider what are the best 
 arrangements possible for meeting the requirements of the ship, both before and 
 during an action, as far as they can be anticipated. Vide Arts. 89 ; 134 ; 512, 
 cl. 5 ; 517 and 519. 
 
 3. Allotment of Work. — He should allot the work of his department in such a 
 manner as will best ensure its being efficiently performed by the Officers and 
 others composing his staff, and so that each may know definitely for what he is 
 personally responsible. 
 
 4. Watch-keeping in Engine-room. — All Engineer Officers in commissioned 
 ships with the exception of the Engineer Officer in charge of the machinery are to 
 be employed in watch-keeping in the Engine-room when steaming under way, 
 except under exceptional circumstances. Officers employed on particular duties, 
 as in the case of the Second Engineer Officer, and those employed in assisting the 
 Engineer Officer with his clerical work, should keep at least four hours' watch per 
 day, to ensure the watches being placed to as great an extent as possible in charge 
 of Officers. 
 
 b 4 
 
24 Machinery of ships in commission. 
 
 72. 
 
 1. Engineer Officer to visit Department. — Tlie Engineer Officer is to visit the 
 Engine-room department repeatedly during the day, and at any time, either by 
 day or night, when his presence may be rendered necessary by any accident or 
 other cause. He is always to be in the Engine-room when going into or out of 
 harbour, or through any intricate channel, or when performing any evolution when 
 more than ordinary care is requisite in executing with promptitude the orders 
 given from the deck. 
 
 2. Department to be Inspected. — When not under steam the whole of the 
 Engine-room department is to be inspected every evening by one of the Engineer 
 Officers, who must satisfy himself that all the cocks and valves are shut or 
 otherwise as ordered ; that there are no signs of fire, nor anything lying about 
 that may ignite by spontaneous combustion, and there is no probability of an 
 accident occuring in any part of the Engine-room department during the night. 
 (See also Art. 541 et seq.) 
 
 A watch is to be kept in any stokehold in which fires have been alight, for 
 12 hours after the fires have been drawn or have burnt out. 
 
 73. 
 
 1. Training of Midshipmen. — The Engineer Officer will be responsible that the 
 necessary arrangements are made for the training of the Midshipmen attached to 
 the Engine-room Department. 
 
 2. It is primarily intended that their instruction should be effected by actual 
 experience of the work carried on, and that they should in this manner become 
 acquainted with the methods and practice adopted in harbour for the care and 
 maintenance of the machinery, and acquire the necessary knowledge and 
 experience under way to enable them, by the time they go up for examination for 
 Sub-Lieutenant, to perform the duties of Engineer Officer of the Watch. 
 
 They should see such repair work as is going on in any part of the Department 
 and take part in examinations of hull and machinery, advantage being taken of 
 any opportunities that present themselves of seeing engineering operations in the 
 Dockyards. 
 
 3. They should make themselves sufficiently acquainted with the accounts kept 
 of the receipt and expenditure of stores, and with the Engine-room Register and 
 Defect List, to obtain an insight into the business management of the Department. 
 
 4. Each Midshipman is to keep an Engineering Note Book in which he is to 
 insert descriptions and detailed sketches of parts of the main and auxiliary 
 machinery, and particulars of important repairs, with the reasons necessitating 
 them. This book is to be periodically signed and dated by the Engineer Officer, 
 and is to be examined and valued at the preliminary examination in Engine-room 
 duties. 
 
 74. 
 
 1. Staff conversant with their Duties.— The Engineer Officer is to take such 
 steps as may be necessary to ensure that the Engineer Officers and all Engine-room 
 ratings belonging to the ship are fully acquainted with their several duties, and 
 he will at all times encourage them to perform those duties with promptitude and 
 to the best of their abilities. He is responsible that the machinery and boilers are 
 taken due care of, and that all examinations are conducted carefully at the 
 specified times, and as necessary. 
 
 Engineer Sub-Lieutenants with little experience should, as far as practicable, 
 be trained for a time in the duties of watchkeeping under Senior Officers. 
 
MACHINERY OF SHIPS tit COMMISSION. 25 
 
 2. Inexperienced Officers. — Should there be in the Engine-room Staff an Officer 
 who is inexperienced, or who cannot be considered thoroughly competent, such 
 Officer is not to be entrusted with the examination or repair of any important 
 part of the machinery, or with the performance of any of the important 
 duties of the department, except under the supervision of the Engineer Officer 
 himself, or of an experienced Officer on whom the Engineer Officer can rely, and 
 the Engineer Officer is to take every opportunity to instruct any such Officers in 
 their several duties, and to use his best endeavours to make them competent. 
 
 75. 
 
 Engineer Officer to instruct Artificers. — The Engineer Officer is to instruct the 
 Junior Engine-room Artificers in their duties, and to make such arrangements as 
 may be necessary to enable them to become qualified, as soon as possible, to keep 
 watch in the Engine-room or Boiler-room. 
 
 76. 
 
 1. Training of Stokers. — The Engineer Officer is to give particular attention 
 to the training of the stokers, especially as regards the management of the fires, 
 and to cause the Officers under him to take advantage of every opportunity for 
 instructing the stokers how to burn the coal in the most economical manner. 
 
 2. In water-tube boilers of the small tube type, they should be cautioned 
 against throwing coal over the brickwork at the lower end of the tubes, where it 
 might cause overheating of tubes and choking of air passages between tubes. 
 
 77. 
 
 Working Boilers at Full Power. — In order that good results may be obtained 
 when the development of the highest speed is a matter of great importance, 
 opportunities should be taken of training stokers to work the boilers at their full 
 output during ordinary passages. 
 
 With this object in view, and to insure that the boilers in use are being worked 
 at approximately their full output, when more careful stoking will be necessary 
 than is required under the easier conditions of steaming in company, it is 
 important that no more boilers are in use than are required for the speed ordered, 
 except when sudden demands for an increase in speed are anticipated. 
 
 78. 
 
 1. Employment of Stokers out of Engine-room. — The stokers are not to be called 
 out of the Engine-room department when the ship is under steam, except in cases 
 of actual necessity. In all cases the order is to be given through the Engineer 
 Officer of the watch, so that he may take such precautions as may be necessary. 
 
 2. E.R. Register. — When any of the engine-room Staff are employed on duties 
 unconnected with their own department, the following partiralars are to be noted 
 in the Engine-room Register : — 
 
 The number of men absent. 
 
 The number of hours they were absent. 
 
 The nature of the duty on which they were employed. 
 
 79. 
 
 1. Spare Gear. — The Engineer Officer is to satisfy himself that the spare gear 
 belonging to his department is in good condition. 
 
26 MACHINERY OF SHIPS IN COMMISSION. 
 
 2. Preservation of Spare Gear. — Such bright parts of the spare gear as are 
 not readily accessible or are liable to get rubbed or knocked, are to be protected by 
 being painted, or, if necessary, covered with tallowed spunyarn or other suitable 
 material ; other parts may be bright and oiled or tallowed. 
 
 3. Examination of Spare Gear. E.R. Register. — Bright parts of the spare gear 
 which have been painted or otherwise protected are to be cleaned for examination 
 at least once a year. After examination they are to be made bright and again 
 protected as before, and notes are to be made at the end of the Engine-room 
 Register to show what parts of the spare gear have been examined, in what 
 condition they were found, and the way in which they have been again protected 
 from injury. 
 
 4. Spare Gear left on Shore. — Should any article of spare gear be left behind 
 when the ship goes to sea, the Engineer Officer is to report the same to the 
 Captain, in order that it may be reported to the Admiralty for the information of 
 the Controller of the Navy. A notation of the circumstances is to be made on the 
 fixture list. 
 
 5. Articles removed from the Ship. E.R. Register. — If any articles of spare gear 
 are removed from or deposited out of the ship, the authority for the removal, the 
 place of deposit, and the officer in whose care they remain, are to be stated in the 
 Engine-room Register on the day of the removal, and also at the end of each 
 Engine-room Register, until they are brought back again to the ship. On change 
 of Home Port or Station any articles of spare gear so deposited are to be dealt 
 with as provided by Arts. 1061 and 1788 of the King's Regulations and Admiralty 
 Instructions. 
 
 6. Transfer of Vessel. — Whenever a vessel is transferred from one port to 
 another or in the case of torpedo-boat destroyers, torpedo-boats, or steamboats from 
 one ship to another, the whole of the spare gear is to accompany the vessel, with 
 a proper list for verification. 
 
 7. List of Spare Gear. — Each vessel will be furnished by the Dockyard 
 Officers with a complete list of spare gear belonging to it in store at the Dockyard, 
 a separate list of machinery, &c, appropriated to classes of vessels being furnished 
 to each vessel for which suitable. In the case of vessels attached to a flotilla, 
 copies of such lists will also be furnished to the Base Ship. 
 
 80. 
 
 1. Care of Tools. — The Engineer Officer is to exercise constant supervision to 
 see that the machines, tools, and other fittings supplied for the Engineers' 
 workshop are kept in good order and thoroughly efficient. 
 
 2. Expenditure of Stores. — He is to have charge of all Engineers' stores. He 
 is to keep the accounts of receipt, expenditure, and remains, to be responsible for 
 the due care of them, and that they are only used for purposes for which they 
 were issued, and to render the accounts at the stated times. (See Arts. 566 et seq.) 
 
 3. Yeomen of Stores. — A Yeoman of Stores, who will assist in the issue of the 
 Engineers' stores and tools, will be allowed in all ships of 3500 I.H.P. N.D. and 
 above, except Torpedo Boat Destroyers. 
 
 Report as to Fitness. — On the Engineer Officer of the ship being superseded, or 
 on a man holding the rating of Yeoman of Stores leaving a ship, a report is to be 
 attached to the man's certificate as to his fitness or otherwise to be employed 
 again in that capacity. Similarly, a report is to be attached to his certificate if it 
 is found necessary to remove him from the duty for any reason. 
 
MACHINERY OF SHIPS IN COMMISSION. 27 
 
 4. In the case of a ship recommissioning at a Home Port the Yeoman of Stores 
 of the previous commission may be retained for a period not exceeding 14 days in 
 order that his relief may become acquainted with the stores transferred. When 
 a ship commissions abroad and the Yeoman is due for relief, he is to be retained 
 so long as practicable within the limit of 14 days but is to return with the paid- 
 oil crew. 
 
 81. 
 
 Absence from Ship. — During the absence from the ship of the Engineer Officer, 
 the Senior Engineer Officer or Senior Engine-room Artificer remaining on board 
 is to observe and follow the instructions for that Officer, and to be responsible for 
 the care and proper working of the machinery, and all parts connected therewith. 
 
 82. 
 
 1. Control of Engine-room Ratings. — When the ship is under steam the Officer 
 of the Watch in the Engine-room department, whether an Engineer Officer or a 
 Chief Petty Officer, is to have the immediate control of the Engine-room ratings 
 on watch, and is to exercise a general superintendence over the machinery, shafting 
 and boilers. He will be held responsible for the efficient management and working 
 of the whole of the machinery and boilers in use during the period of his watch. 
 
 2. Absence from Department during Watch. — He is not to be absent from the 
 Engine-rooms or Stokeholds at any time during his watch, unless properly 
 relieved ; he should quit the Engine-room platform as little as possible, so as to 
 be at hand to execute the orders he may receive from the upper deck or to stop 
 the engines in case of necessity. 
 
 When leaving the Engine-room platform to inspect other parts of the depart- 
 ment, he should leave a subordinate on the platform who is competent in these 
 respects. 
 
 3. The Officer about to take charge of the watch is to satisfy himself — 
 
 (a) That all bearings are working well, and are in a proper state of 
 lubrication ; 
 
 (b) That the feed pumps are working correctly, and that the water in the 
 boilers is at the proper working height, and of a satisfactory density : 
 
 (c) That the auxiliary engines and the evaporating and distilling plant in 
 use are working satisfactorily ; 
 
 (d) As to what cocks and valves are open ; 
 
 (e) What depth of water there is in the bilge ; 
 
 (f) What Bunker doors and other W.T. doors in the Machinery Compart- 
 ments are open. 
 
 4. Until this inspection has been made the Officer going off duty is to continue 
 in charge of the watch, and if the on-coming Officer of the watch is not satisfied 
 with the condition of the machinery he is to acquaint the Engineer Officer of the 
 ship with the fact before taking charge of the watch. 
 
 83. 
 
 Engineer Officer of the Watch. Duties of. — The Officer of the watch in the 
 Engine-room department is to attend very particularly to the expenditure of coal, 
 oil, and other stores, and to see that they are not wasted ; to record in the Engine- 
 room Register, at the specified intervals, all the information required therein 
 relative to the working of the engines, &c. ; and he is, during the period of his 
 watch, to be responsible for the good order of the Engine-room department and 
 for all the duties connected therewith. 
 
28 MACHINERY OF SHIPS IN COMMISSION. 
 
 84. 
 
 1. Duties on Watch. — Should an accident of any kind occur to the machinery 
 of a ship when under steam, or should the Officer of the watch in the Engine-room 
 department observe, or be informed there is anything going wrong with die 
 engines or boilers, he is immediately to make the Engineer Officer acquainted with 
 it, and, at the same time, take such steps as he may consider necessary for the 
 safety of the machinery. 
 
 2. Communications with Officer of the Watch. — All communications with the 
 Officer of the watch on deck, or with the Engineer Officer, are to be made, if 
 possible, through the voice pipes or telephones fitted ; if, however circumstances 
 prevent this, an Engine-room Artificer, Leading Stoker, or some other trustworthy 
 person is to be sent with the message. 
 
 3. When important auxiliary engines such as steam boat-hoists, capstan and 
 hydraulic engines are required ; the method of communication between the officer 
 in charge on deck and the Engineer Officer on duty, also the organisation of the 
 Engine-room staff in reference to these details, are to be of such a character as to 
 preclude the possibility of danger to men employed on the funnels. Attention 
 is called to Art. 121, clause 4 (a) in reference to the piston relief valves between 
 the auxiliary exhaust pipe and the condenser. 
 
 85. 
 
 Water in Bilge. Bough E.R. Register. — Constant attention is to be paid by the 
 Officer on watch in the Engine-room department to ensure that the bilge pumps 
 are acting properly. The height of the water in the bilges is to be measured at 
 least once each hour when under steam, and the maximum height of water during 
 each watch is to be noted in the rough Engine-room Register. 
 
 86. 
 
 Signatures in Register. — The Engineer Officers of the watches are to certify by 
 their initials the correctness of the particulars inserted in the Register for the 
 time they were on watch, and each day's proceedings are to be verified by the 
 signature of the Engineer Officer. 
 
 Instructions relative to the entries to be made in, and the method of keeping 
 the Engine-room Register are given in the first three pages of the Register. 
 
 87. 
 
 1. Charge in W.T. Compartment.— The Officer, Chief Petty Officer, or Petty 
 Officer in charge of the machinery in each watertight compartment is directly 
 responsible for the efficient working and proper management of the whole of the 
 machinery and boilers in that compartment when no Senior Officer or Petty 
 Officer i8 present. Should an accident of any kind occur, or should he observe 
 anything which he thinks is likely to cause injury to the machinery or boilers, 
 he is immediately to acquaint the Engineer Officer of the watch, and his 
 responsibility only ceases with the presence of a Senior Officer. 
 
 2. Not to leave the Compartment.— Re is on uo account to leave the compartment 
 in which he is in charge unless properly relieved, and all communications with 
 the Engineer Officer of the watch should be made by the voice pipes or telephones 
 fitted ; if, however, circumstances prevent this, a trustworthy person is to be sent 
 with the message. 
 
MACHINERY OP SHTPS IN COMMISSION. 29 
 
 88. 
 
 1. Stokers' Dress— When under steam it is essential to the health and comfort 
 of the men that they should be suitably clothed, and the dress either for closed or 
 open stokeholds, is to consist of fearnought or wollen trousers, flannel vest, cloth 
 cap, and boots. 
 
 2. Stokers to be Mustered. — At the end of each watch the stokers, as soon as 
 they are relieved, are to wash themselves and put on dry and clean cloths before 
 returning to their messes or "turning in "to their hammocks. The Engineer 
 Officer is to satisfy himself that this instruction — on the due observance of which 
 the health and comfort of the men so much depend — lias been as fully attended 
 to as the circumstances of the moment will admit of. The Senior Chief Stoker of 
 the watch to be responsible for the mustering and inspection. 
 
 89. 
 
 1. Preparation for Action. — Before going into action, as much steam and 
 exhaust piping as is not required to be in use should be shut off, in order to reduce, 
 as far as practicable, the extent of piping from which steam would escape in the 
 event of injury. Steam and exhaust pipes which pass through protective decks or 
 outside armour protection are, from their exposed positions, the most liable to injury. 
 The pipes to all auxiliary engines not in use should be shut off as near to the 
 boilers as possible. 
 
 2. The possible emergencies of an action and the best means of meeting them 
 should be made the subject of close attention by the Engineer Officer and his 
 subordinates. As many as possible of the Engine-room staff should be familiar 
 with the arrangements of the several compartments of the ship, the positions of 
 the various water-tight doors, valves and pipes in connection with the ventilation, 
 flooding, draining, and pumping systems and the means of working them, the 
 voice pipes and other means of communication, and the arrangements for 
 connecting up the different sections of shafting, &c, for engine-room telegraphs 
 and steering engine control. 
 
 A considerable number of the engine-room ratings detailed for each part of 
 the ship should be trained to a ready acquaintance with the various arrangements 
 and appliances appertaining to their part, so as to avoid the necessity of relying 
 upon the special knowledge of a few officers and men for dealing with the 
 casualties of an action. 
 
 3. The following are among the emergencies and requirements liable to arise 
 in action. The most suitable measures for meeting them are to be considered 
 and, as far as may be practicable, provided for by the officers in each ship, in 
 connection with the arrangements actually fitted : — 
 
 i. Damage to bulkheads, water-tight doors, sluice and drain valves, ventilation 
 
 and magazine cooling trunks and their valves or to the various spindles 
 
 and gearing connected with them, 
 ii. The readiest means of disconnecting and working the undamaged parts 
 
 under armoured protection and the provision in each compartment of 
 
 the necessary tools for the purpose. 
 iii. Damage to steam pipes and parts of machinery under steam pressure, 
 iv. The use of fans and fire hoses in relieving compartments of steam, 
 v. Extemporised repairs by means of shores, wedges, iron plates, asbestos and 
 
 india-rubber sheet, bales of waste, coal sacks and such other of the ship's 
 
 stores and gear as could be utilised in temporarily dealing with a serious 
 
 escape of steam. 
 
30 MACHINERY OF SHIPS IN COMMISSION. 
 
 vi. Damage to boilers and their steam and feed pipes. 
 
 vii. The readiest means of isolating boilers and groups of boilers, with their 
 steam pipes, in the event of the sectional and other stop valves being 
 rendered inaccessible by the escape of steam ; also the best disposition 
 of the men for meeting the emergency. 
 viii. The full uses of the fire main and its connections fitted throughout the ship, 
 when sections are damaged ; and the ready isolation and repair of 
 damaged portions. 
 
 ix. Damage to hull compartments causing flooding of bunkers, store-rooms, and 
 machinery spaces. The best means of localising the effect of flooding 
 and of relieving the compartments of water as soon as the inflow is 
 sufficiently stopped. 
 
 x. The best use of the compartments of the double bottom, wings, trimming- 
 tanks and other spaces with their pumping and flooding appliances in 
 correcting any loss of trim, in the event of such steps being ordered by 
 the Commanding Officer. 
 
 xi. Extemporised means of communication and conveying orders in the event 
 of telegraphs and other ordinary means of controlling the working of 
 the main engines or of the steering engine, being disabled. 
 xii. Damage to funnels, funnel casings and armour gratings and their 
 
 temporary repair with such stores as may be available, 
 xiii. First aid to injured men in the engine and boiler rooms and their disposal 
 during an action, and the controlled supply of food and drinking water 
 to men, if under armoured hatches for prolonged periods. 
 
 When at general quarters the engine-room staff should be exercised in meeting 
 various supposed emergencies such as may arise in action, and such exercises are 
 to be regarded as an important part of the general preparation for war. 
 
 The foregoing instructions are not to be understood as referring to all the 
 emergencies which may arise or as being more than of a general and suggestive 
 character. 
 
 ENGINES. 
 
 91. 
 
 1. Economical Working at Reduced Speeds. Comparison of Residts. — To 
 ensure the economical working of modern machinery, especially at reduced speeds, 
 Engineer Officers are enjoined to study the matter in relation to the particular 
 engines in their charge, and to compare recorded residts of their performances at 
 different powers, noting especially the rate of consumption per I H.P. over 
 sufficiently extended periods to ensure fairly reliable results. 
 
 2. The subject of economical steaming at all powers is to be considered as of 
 the greatest importance ; and every means that are supplied for tins purpose are 
 to be used to attain this end. 
 
 3. Officers are to be guided in the care and management of turbine machinery 
 by the Memorandum of Instructions for Turbine Machinery. 
 
 92. 
 
 1. Rate of Expansion. — The engines iitted in H.M. vessels are designed to 
 carry out the principle of expansion to its utmost practical limits, and the valve 
 gear of reciprocating engines should be set so as to give the degree of expansion 
 
ENGINES. 31 
 
 found to produce the most economical results for the speed required. If the 
 engines are in proper condition the use of a high rate of expansion should not 
 affect their smooth working. The limiting rate of expansion will generally be 
 found to have been reached when loops have been formed by the compression 
 curve in the indicator diagram. 
 
 2. Adjustable Links. — The adjustable links fitted are intended for the regulation 
 of the ratio of the work done in the several cylinders. The practice of obtaining 
 equal powers in the cylinders is to be considered of only secondary importance, 
 and the adjustable links should be set to give the most economical results for the 
 speed required as found by trial, provided the differences in the powers developed 
 are not excessive and do not interfere with the smooth working of the engines. 
 
 3. Cut off. E.R. Register. — If at any time circumstances arise which render 
 it necessary to adopt a low rate of expansion — say, a cut off later than half stroke 
 in the high-pressure cylinder at about three-fifths the authorised natural draught 
 power, or later than four-tenths stroke at one-fifth that power — explanations are to 
 be given in the special column for remarks in the Engine-room Register, and also 
 on any report of trial. 
 
 4. Jackets. — The jacket drains and the steam pressures in the jackets are to be 
 carefully adjusted ; these will require special attention at high rates of expansion 
 in order to avoid undue liquefaction or dryness. 
 
 5. Economy. — Although it is of great importance to obtain the maximum 
 economy, it should always be borne in mind that the proper preservation of the 
 machinery is of the first importance. 
 
 93. 
 
 1. Rates of Expansion for different Speeds. — As early as possible in each 
 commission, trials should be made to determine the most economical rates of 
 expansion and the most suitable pressures of steam in the jackets for different 
 speeds. When steaming at a given speed, the rates of expansion in the cylinders 
 and the steam pressures in the jackets should be varied, and indicator diagrams 
 taken under the varying conditions so that the power developed and steam used 
 under each condition may be compared. 
 
 2. Receiver Pressures. — Care must be taken in making these experiments not 
 to work at such a high rate of expansion in the intermediate or low-pressure 
 cylinders as to cause the pressure in the receivers to rise too high. The receiver 
 safety valves will indicate when the limits of safety are liable to be exceeded, but 
 the experiments should be commenced using the lowest rate and gradually 
 increasing up to the highest rate of expansion admissible. 
 
 3. Boiler Pressure. — The steam pressure in the boilers should be maintained as 
 nearly as possible equal to the initial pressure required in the H.P. cylinders, pro- 
 vided this pressure is sufficient to ensure the prompt reversing of the main engines, 
 and the correct working of the auxiliary machinery including the steering engine. 
 
 4. Indicator Diagrams. E.R. Register— Sets of indicator diagrams, taken 
 under the varying conditions for each speed, are to be attached to the Engine- 
 room Register. 
 
 5. When the above particulars are determined for the different speeds they are 
 to be registered so that whenever the speed of the engines is varied there may be 
 no delay in setting the valves and links for the altered power. 
 
 94. 
 
 1. W 'arming Engines. — Every care is to be taken in the admission of steam to 
 the engines before they have been thoroughly warmed, as there is great danger of 
 
32 
 
 ENGINES. 
 
 serious injury from unequal expansion. This is more especially the case with 
 large cylinders and turbines, and Engineer Officers are to use every precaution 
 when getting under way to warm the engines very gradually (except in cases of 
 extreme urgency). The fires should be lighted in the boilers some time before 
 the engines are required and tlie communication valves opened so that the hot air 
 and steam may pass into the engines and jackets and gradually raise them to the 
 working temperature. 
 
 2. Drainage. — It should be borne in mind that the process of warming the 
 engines by the admission of rising steam will cause a large amount of condensation. 
 Care should be taken that all stop valve boxes, steam pipes, separators, turbine 
 casings, slide casings, &c, are clear of water before attempting to move the 
 engines ; similar precautions should always be taken whenever the engines have 
 been stopped even for only a short time. 
 
 95. 
 
 1. Opening of Steam, Stop Valves. — Steam stop valves are to be opened only to 
 an extent sufficient to give the maximum speed required, without causing excessive 
 pressure on the boiler-side of the valve. 
 
 2. Starting Valves. — When the steam for the starting valves is drawn from the 
 main steam pipe, care is to be taken that the slide valves are not blown off their 
 faces by the admission of steam through the starting valves to such an extent as 
 to overcome the pressure on the back of the slides. 
 
 96. 
 
 1. Water on Bearings. — Every endeavour is to be made to keep the machinery 
 in such alignment, adjustment, and condition of the bearings and other working 
 surfaces, that, with good lubrication, the use of water service at all powers may 
 be avoided as far as possible. The Engineer Officer of the watch is to exercise the 
 utmost vigilance for ensuring the prompt detection of any warming of bearings, &c, 
 and is to see that they are not alloAved to become too warm before resorting to the 
 use of water. Great caution is always to be exercised in first applying water in 
 order to avoid injury to the heated parts from sudden and unequal cooling. When- 
 ever water is used care is to be taken at the end of a passage, before the engines 
 are stopped, that its use is discontinued in time to admit of the surfaces of the 
 journals being throughly covered with oil. Neglect of this precaiition is likely to 
 entail serious injury to any bearings on which water has been used. 
 
 2. When using mineral oil only for external lubrication, water should be used 
 as a last resort in the case of hot bearings, and if found necessary to do this, a 
 vegetable oil should be used for the bearings at the same time. 
 
 97. 
 
 Caps and Bolls of Bearings. — When water has been used on the bearings the 
 caps and brasses should be removed at the earliest opportunity for examination, 
 and the bolts of the connecting rods and main bearings drawn back, cleaned, and 
 coated with mineral oil to which a little blacklead has been added, before being 
 replaced. The same precaution should also be taken whenever bearings or 
 couplings are examined, in order to prevent the bolts from setting fast. 
 
 98. 
 
 Toioing, Thrust Blocks, &e. — When vessels are used for towing purposes, special 
 attention is to be paid to the thrust block fittings and care taken that the lubricating 
 arrangements are efficient, 
 
ENGINES. 33 
 
 99. 
 
 1. Turbine Machinery, Shafts, Thrust Blocks, Towing, &c. — In order to preserve 
 the correct alignment of each turbine shaft it should be revolved in sections as 
 rarely as possible, and whenever vessels fitted with turbine propelling machinery are 
 being towed, the propeller shafting is not to be uncoupled, except when damage 
 to the turbines themselves or other exceptional circumstances render such a course 
 necessary. The turbines are to be kept thoroughly drained and the forced 
 lubrication maintained. Particular attention to the instruction contained in the 
 preceding article is to be given. 
 
 2. Air Pumps. — If the air pumps can be used it will be advantageous to main- 
 tain a vacuum in the turbine casings, steam being kept on the turbine glands. 
 
 3. Disconnecting Turbine Shafts. — If the forced lubrication pumps cannot be 
 worked, the turbines are not to be allowed to revolve but are to be disconnected 
 from the propeller shafts. In this case special attention is to be paid to the 
 lubrication of the special thrust collar fitted for this purpose. 
 
 4. Turbine Turning Gear. — The turning gear is not to be used for locking 
 shafts when the vessel is being towed. 
 
 100. 
 
 Turbine Clearances — It is essential for the safe working of turbine engines 
 that the clearances at the dummy turbines should not be reduced below, and 
 for economical working that they should not be increased above, the designed 
 amounts. These clearances and the wear on the turbine bearings are to be 
 frequently checked. 
 
 101. 
 
 Turbine Expansion Couplings. — Frequent examinations are to be made of the 
 expansion couplings fitted in the shafting connecting the main and cruising 
 turbines in order to ensure that the parts are well lubricated, and that an efficient 
 sliding coupling is maintained. 
 
 102. 
 
 1. Turbines, Drainage of. — When under way care is to betaken that all turbine 
 engines not in use and steam pipes connected with them are thoroughly drained. 
 
 2. Turbine Machinery ; Working and Management of. — Further detailed 
 instructions for guidance in the care, management, and working of turbine 
 machinery of the Parson's Marine type are contained in enclosure to A.L., 
 C.N. 35341-1909, of 6th December 1909. 
 
 103. 
 
 Injury to Machinery. — Every precaution is to be taken to prevent injury to 
 the machinery, particularly when in motion, from anything falling on it. 
 
 104. 
 
 Lubrication. — Mineral oil only is to be used for the lubrication of all parts of 
 the main and auxiliary engines which come in contact with steam or feed water, 
 .and, with steam pressures of 155 lbs. and over, heavy filtered mineral oil is to be 
 used exclusively for this purpose. 
 
 x 1579 r . 
 
34 ENGINES. 
 
 105. 
 
 1. Passage of Oil to Boilers. — The defects which may result from the presence 
 of oil in the boilers render it imperative that every available means should be 
 resorted to in order to reduce as much as possible its passage into the boilers 
 with the feed water. 
 
 The oil used on the piston, slide, or air pump rods should be reduced as far 
 as may be found practicable. 
 
 Where practicable these rods should be lubricated sparingly by means of 
 brushes rather than the oil fittings usually fitted. The oil used should be a pure 
 mineral. Lubricators on cylinder and slide chest covers of auxiliary engines 
 should be removed where possible, and in any case should not be used except in 
 case of necessity. Recesses forming receptacles for oil in continuity with these 
 rods should be modified so as to keep the oil off the rods. The falling or splashing 
 of oil from adjacent parts should be guarded against, especially if any vegetable 
 oil is in use. 
 
 2. Under ordinary conditions the water of liquefaction forms sufficient 
 lubricant in the cylinders of the main engines when at work ; but on occasions 
 of large reduction in the speed of engines, or at any time when working slowly 
 with high-pressure steam in the boilers, a small quantity of water should be 
 occasionally introduced into the high-pressure slide casings. 
 
 3. When not under steam, mineral oil for preserving the machinery is to be 
 used sparingly ; syringing oil through sight holes on to the working surfaces, or 
 supplying oil by oil cups, is only to be resorted to when time does not allow of 
 the removal of manhole covers. As a general rule the manhole covers of the 
 machinery are to be removed and the internal working surfaces carefully cleaned 
 as soon as possible after the engines are done with. 
 
 4. Before closing up the machinery for raising steam, any mineral oil that has 
 collected in the internal parts should as far as possible be removed, and the 
 working surfaces cleaned. 
 
 5. When raising steam the cylinder and slide drains of main engines are to be 
 kept in communication with the bilge, and are not to be connected to condensers 
 or feed tanks until the Engineer Officer is satisfied that there is no oil or grease 
 contained in the drainage. 
 
 6. Except in cases where ships are fitted with Belleville (Economiser type) 
 or cylindrical boilers, the feed tanks should be cleaned from grease on the 
 first opportunity after each 14 days' ordinary steaming of main engines. 
 (See Art. 115.) 
 
 7. The filtering material of the grease filters should be frequently examined, 
 and it should be cleaned after not more than three days' ordinary steaming with 
 main engines and renewed as necessary. 
 
 Filter grids should be stiffened at the rims and longitudinally, and the whole 
 of the grids should be adjusted to ensure a watertight joint. 
 
 Where practicable, two thicknesses of towelling should be fitted to as many 
 grids as will not interfere with the flow of the water. 
 
 8. The drainage of the steam and exhaust pipes of auxiliary engines is to be 
 led to the drain tanks, and that of the auxiliary engines themselves should be led 
 into the bilges to prevent the admission of oil to the feed water. 
 
 9. Whenever the closed exhaust system is in use, all engines fitted with forced 
 lubrication are always to be run on the closed system, and the direct exhaust lead 
 to the auxiliary condenser, where fitted, is not to be used. 
 
ENGINES. 35 
 
 106. 
 
 1. Use of Oil. E.R. Register. — The Engineer Officer is to personally ascer- 
 tain that all the Engine Room watch keepers are fully instructed as to the 
 means of lubrication provided for each part of the Machinery, and as to the kind 
 and amount of oil to be used at each part according to the different speeds of the 
 engines. Reciprocating main engines not fitted with forced lubrication : — Olive 
 oil is only to be used for external lubrication at and above four-fifths authorised 
 full power, and endeavour is to be made, as far as possible, to minimise its expen- 
 diture by mixing it with the greatest proportion of mineral oil that experience has 
 shown to be practicable. 
 
 At powers immediately below four-fifths authorised full power, special mineral 
 oil (i.e., of a higher grade than the ordinary service mineral oil) should be used 
 alone, and ordinary service mineral oil should be used at the lower powers. 
 
 If it should be considered necessary to use olive oil alone or mixed with other 
 oils at powers below four-fifths authorised full power, a notation is to be made in 
 the Engine-room Register, stating the reason. 
 
 2. In reciprocating and turbine main engines fitted with forced lubrication : — 
 Special service mineral oil only is to be used in main engine forced lubrica- 
 tion systems. Such oil should be pure and free from any admixture of fatty or 
 vegetable oils. 
 
 A proportion of heavy filtered mineral oil may be mixed with the special 
 mineral oil for the lubrication of the cross-head bearings if considered necessary. 
 
 3. Auxiliary machinery : — Ordinary service mineral oil alone is to be used for 
 the external lubrication of auxiliary machinery generally, but a small proportion 
 of heavy filtered mineral oil may be added, if considered desirable, in the case of 
 auxiliary engines fitted with forced lubrication. 
 
 4. Oil Drums, &c. — All tanks and drums intended for the reception of oil 
 should be thoroughly cleaned before filling, in order to avoid the ill effects of 
 mixing different oils. 
 
 5. Colour of Mineral Oil Drums. — The general appearance' and smell of the 
 " Ordinary " and " Special " mineral lubricating oils for external lubrication are 
 very similar, and it is therefore necessary that in dealing with deliveries of these 
 oils great care should be exercised at all times with a view to preventing one 
 being mistaken for the other. " Special " and " Ordinary " mineral lubricating 
 oils will be supplied in drums painted green and yellow respectively. Rapeseed 
 oil is no longer to be used for lubricating purposes. This oil and "mineral 
 sperm " will be supplied in drums, painted brown. 
 
 107. 
 
 1. Forced Lubrication Examination of Circulation. — In the case of turbine and 
 other engines fitted with independent oil circulating pumps, before admitting any 
 steam to the engines, these pumps should be started and the lubricating system 
 examined to ensure that oil is flowing freely through all bearings fitted with 
 forced lubrication. 
 
 2. Corrosion of Journals. — In order to prevent corrosion of the journals when 
 the engines are not in use, oil which has been ascertained to be free from water 
 should be circulated through the bearings and the engines turned by the turning 
 gear, after the engines are finished with, sufficiently to ensure the bearings being 
 filled with oil free from water. 
 
 3. Attention to Lubricating System. — When under way constant attention 
 should be paid to the lubricating system, and the temperature of the oil as it 
 drains from the bearings should be frequently examined. 
 
 o 2 
 
36 
 
 ENGINES. 
 
 4. Examination of Oil in System. — When oil lias settled in the drain tanks, 
 settling tanks, or crank chambers, a quantity should be drawn from the bottom for 
 examination and any oil which has become deteriorated should be removed and 
 filtered and used for open auxiliary engines, &c. The strainers should be 
 frequently examined and cleaned. The oil wells beneath the bearings also act as 
 settling tanks and should be cleaned out periodically. 
 
 5. Nitrate of Silver Test. — Water settling out from the oil should be tested 
 with nitrate of silver, and if sea water is present, all possible means of its access 
 to the system should be examined and any defect at once made good. 
 
 6. Naked Lights. — When opening out the crank chambers of forced lubricating 
 engines, no naked light is to be taken near the engine till the oil chamber has 
 been thoroughly ventilated. In any cases where serious overheating is suspected, 
 the engine should be at once eased, and naked lights, if present, removed from 
 the vicinity of the crank chamber. 
 
 7. Admission of Oil to Cylinders.— Constant attention must be given to the 
 means fitted for preventing the oil being carried into the cylinders and slide 
 casings by the piston and slide rods. 
 
 8. Thermometers, &e. — Mercurial instruments, such as thermometers, baro- 
 meters, &c, are not to be used in connection with condensers or oil coolers. 
 
 Receptacles for thermometers (in thermometer box connections) are not to 
 contain mercury, except those fitted in connection with steam or oil-fuel heating 
 fittings. These receptacles are to be of steel, unless they are in connection with 
 sea water, when gunmetal is to be used. 
 
 108. 
 
 Sile7it Blow-off Valves. — When necessary to use the silent blow-off valves, they 
 should be opened with great caution. The steam-tightness of these valves should 
 be frequently attended to. • 
 
 109. 
 
 Precautions after Steaming. — When the main engines are stopped after being 
 under steam , men are not to be sent to work about them until it has been definitely 
 ascertained that there is no steam present, that the vacuum is destroyed, and that 
 the turning gear is shipped. 
 
 110. 
 
 Engines Turned. E.R. Register. — In harbour the main engines are to be turned 
 partly round every day, and a notation to the effect that this has been done is to 
 be made in the Engine-room Register daily. The slide valves are to be moved by 
 the hand reversing-gear. 
 
 111. 
 
 Chocks and Ties. E.R. Register. — All chocks and ties fitted to cylinders, 
 boilers, and other parts of machinery, to prevent them from shifting from the 
 effects of collision, are at all times to be kept in efficient condition ; they are to 
 be examined once in each quarter, and their condition noted in the Engine-room 
 Register. (See Art. 219.) 
 
 112. 
 
 Clearances and Leads. — The greatest care is to be taken when adjusting the 
 various bearings of the main and auxiliary engines ; washers should be fitted 
 
ENGINES. 37 
 
 whenever the split pins are not hard up on the check nuts in bearings so fitted, and 
 the Engineer Officer should satisfy himself by personal examination at frequent 
 intervals that the fastenings of all fittings which are liable to become loose through 
 the working of the engines are properly secured. When setting up the brasses of 
 the connecting rods, the amount of clearance left at each end of the cylinder is to 
 be accurately measured to see if it coincides with the original clearance and noted 
 for future guidance. The leads of the slide-valve are to be carefully measured to 
 determine the necessary re-adjustment through wearing down. Care is especially 
 necessary in the case of fast-running engines. 
 
 113. 
 
 Examination of Machinery. — After a vessel has steamed about 20,000 miles, 
 the following examinations, adjustments, &c, of the machinery should be carried 
 out in a thorough manner : — 
 
 Cylinders.- — Ascertain the condition of the walls and gauge the diameter, both 
 in the athwartship and fore and aft directions at the middle and ends of each 
 cylinder ; the tightness of the cylinder jackets should also be tested if it is 
 considered necessary, and the liner bolts examined. 
 
 Pistons. — Gauge wear on metallic rings, and see that all the springs are 
 efficient ; adjust the restraining edges of restrained rings as necessary to keep 
 them efficient ; also note the clearances at the ends of the stroke. 
 
 Piston rods. — Test the rods for straightness and parallelism, see that the nuts 
 are tight, that the metallic packing is in good condition, ascertain that the 
 crosshead pins are parallel with the crank shaft, and adjust the guides as 
 necessary. 
 
 Slide valves. — Gauge wear of liners and spring rings of all piston valves, and 
 see that they are efficient ; adjust restrained rings if fitted ; examine the 
 faces of the flat valves, and adjust the relief arrangements ; care should' be 
 taken not to screw up the packing, if so fitted, more than necessary to keep 
 the rings at the back steam-tight, and to keep the valves in position ; 
 particular care is necessary when india-rubber packing is used, owing to its 
 liability to swell under the action of mineral oil. Check the positions of all 
 the valves, and compare with the original settings. 
 
 Slide valve rods. — Examine nuts and check nuts by which the valves are 
 secured to the rods ; see that the rods are parallel and the metallic packing 
 is efficient ; and adjust the guides as necessary. 
 
 Connecting rods. — See that these rods are in line with the piston rods ; adjust 
 brasses as necessary, keeping in view the clearance of the pistons. 
 Particular care is required with vertical engines to prevent the crank-pin 
 brasses from becoming slack, as any " hammering" on the centres will tend 
 to split the pistons. 
 
 Crank and propelling shafting. Thrust 'Bearings. — Remove all bearing caps 
 and examine journals ; test the conditions of alignment, making such gauges 
 or templates as will enable this to be done with facility ; rectify any 
 tendency to imperfect alignment which the machinery may develop in 
 working, as imperfect alignment is a frequent cause of heated bearings ; the 
 alignment of the crank shafts should be tested both when the engines are 
 cold and also when under the temperature of working condition ; examine 
 condition of thrust bearings, and see that the crank shafts are not forced 
 forward ; see that all coupling bolts are in good condition. 
 
 The outboard portions of the propeller shafting to be examined as provided for 
 in Arts. 242 et seq. 
 
 o 3 
 
38 
 
 ENGINES. 
 
 Eccentrics, straps, and rods. — See that the eccentrics remain an accurate fit 
 on the shafts, and that the keys are in good condition ; gauge their 
 diameters to ascertain if they are worn oval, and rectify any inaccuracy ; 
 adjust the straps and rods, keeping in view the setting of the slide valves. 
 
 Link motions.- — All the pins, bushes, brasses, &c, to be examined and adjusted 
 as necessary. 
 
 Air-pumps. — All the valves and guards to be carefully examined and renewed 
 where necessary ; see also that the plunger packing is efficient. The clear- 
 ances at the end of the stroke are also be ascertained and corrected as 
 necessary. 
 
 Condensers. — The condition of the tubes, and ferrules, and the tightness of the 
 tube ends in the tube plates to be ascertained and defects remedied. (See 
 Art. 116 et seq.) 
 
 Holding-down bolts and other fastenings, &c, to be examined to ascertain 
 whether they are secure and efficient, 
 
 Auxiliary engines, &c. — Such auxiliary engines as could not be overhauled 
 while the vessel was under way, and all other parts of the machinery, are to 
 be well examined and all defects made good, so that as far as possible the 
 engines shall be in a state of thorough efficiency. 
 
 2. Occasional Examinations. — In the cases in which vessels do not make 
 lengthened runs, the examinations above mentioned are to be carried out as 
 opportunities offer, but the whole of the parts enumerated should be thoroughly 
 examined during a period of 12 months. The Engineer Officer must determine 
 for himself, knowing the general condition of the machinery, the order in which 
 such examination should be made, and also whether it may be necessary to 
 examine any portion more frequently. 
 
 3. Pistons of Horizontal Engines. — The wearing down of the pistons in hori- 
 zontal engines is to be carefully watched, and they are to be lined up to the 
 central position when required ; the packing rings are also to be turned some 
 distance round as they become worn. 
 
 4. E.R. Register. — Each of these examinations, with full information con- 
 cerning the state of the parts examined, and the adjustment or repair carried out, 
 is to be noted in the Engine-room Register. 
 
 5. While machinery is opened out for examination or repair and when closing 
 up, every necessary precaution is to be taken to prevent anything lodging, falling 
 into, or remaining inside or upon any part of the main and auxiliary machinery ; 
 which would be likely to lead to obstruction or injury when the machinery is in 
 motion. A responsible officer is on all occasions to satisfy himself that the 
 machineiy is entirely free from tools, starting screws, loose bolts and nuts, dirt, 
 or any other obstruction before the several parts of the machinery are closed up. 
 
 114. 
 
 Preservation of India-rubber Valves. E.R. Register. — India-rubber valves 
 become defective when exposed to the action of oil and grease, which softens them 
 and destroys their tenacity and elasticity. They should be washed occasionally in 
 a soda solution to remove any greasy matter which may have adhered to them. 
 To prevent overlapping they should be cut if necessary. These valves should 
 be examined periodically, and their condition at each examination noted in the 
 Engine-room Register. 
 
 115. 
 
 Feed-water Tanks. E.R. Register. — The feed-water tanks should have slabs of 
 zinc suspended in them, in order to prevent corrosion of the steel, care being 
 
ENGINES. 39 
 
 taken to fit them as directed in Art. 164 respecting the zinc slabs suspended in 
 the boilers. 
 
 These tanks and zinc slabs should be examined and cleaned at least once a 
 quarter and their condition noted in the Engine-room Register. {See Arts 105 
 and 347.) 
 
 116. 
 
 1. Tubes of Surface Condensers. — The tubes of the surface condensers are to 
 be thoroughly examined from time to time, and if they require cleaning, they are 
 to be drawn for that purpose should time permit, unless the construction of the 
 condensers will admit of its being done while they are in place ; in either case 
 they are to be kept perfectly clean. 
 
 2. Cleaning Condensers. — When the tubes are coated with grease internally, 
 they may be cleaned by sponging them out with brushes dipped in a strong 
 solution of soda ; and it may sometimes be advisable to cleanse the condensers of 
 grease by filling them with such a solution, and allowing it to remain in them for 
 some time. 
 
 117. 
 
 1. Condensers to be kept Dry. — The covers and doors of the foot and delivery 
 valve chambers are to be taken off when the engines are not likely to be used for 
 some time, and all the condensed water drained out of the condenser and hot-well, 
 which are then to be kept dry. The covers and doors are not to be replaced until 
 the engines are required to be in readiness for steaming. 
 
 2. If the condenser casings are of iron, zinc plates or bars should be used to 
 protect them ; if of gun-metal, brass, or copper, steel plates or bars are to be used 
 for this purpose. 
 
 3. Protective Slabs for Condensers, &c. E.R. Register. — The protective slabs, 
 discs, or bars fitted to surface condensers, double distillers, or evaporators, are to 
 be regularly inspected, cleaned, and renewed, care being taken, when securing the 
 connections, that good contact is made. The results of the inspection are to be 
 noted in the E.R. Register. 
 
 118. 
 
 1. Decay of Condenser Tubes. — When gun-metal, brass, cr copper is adopted 
 for condenser cases, a more rapid decay of the tubes than in the case of iron 
 condensers may be expected ; the general effects being marked evidence of 
 corrosion through all its stages up to extensive perforation. 
 
 2. Although this condition is not wholly absent in tubes where the condenser 
 shells are of iron, it manifests itself in its severest form where the condenser shell 
 is of metal with the circulating water flowing round the tubes, and in a less 
 degree where the circulating water flows through them. 
 
 3. In every case the corrosive action originates on the condensing waterside 
 of the tubes affected. 
 
 4. Interior of Shell. — To arrest this action in cases where the circulating water 
 flows through the tubes, it is necessary to insulate as far as possible by the 
 application of a stiff wash of cement, the interiors of the condenser covers, the tube 
 plates and the interior of the ends of the tubes and ferrules. 
 
 In cases where the circulating water flows round the tubes, the condenser 
 shell should be similarly treated as opportunities occur. This operation would 
 generally involve the withdrawal of the tubes, and it is not considered expedient 
 to undertake so much work for the purpose of effecting this object alone ; but 
 
 o4 
 
40 ENGINES. 
 
 whenever the removal of the tubes is taken in hand for any other purpose, the 
 Engineer Officer is to take the necessary steps to provide for the complete work 
 described being carried out at the same time. 
 
 5. Cement Wash. — Care should be taken when applying tbe cement wash to 
 the tube plates, &c, to coat the inner surface of the ferrules and the internal 
 portion of the tube ends as far inwards as possible by using a small brush, so as 
 to leave a slight protective coating of cement in the tubes without restricting the 
 inlet area to any serious extent. 
 
 t>. Steel Bars. — If corrosion is taking place in any condenser, the number of 
 protective slabs should be increased and the positions chosen for these should be as 
 close as possible to the affected parts. In the case of condensers where the circu- 
 lating water flows round the tubes, where slabs cannot be fitted, steel bars are to 
 be used and screwed into solid metal capnuts made to fit the stuffing boxes in tube 
 plates, tubes being drawn in the proportion of 1 in 300 to admit of the insertion of 
 these bars in tube plates (both ends) and equally distributed over the whole area. 
 
 119. 
 
 1. Measure to arrest Decay. — Engineer Officers, are to use their best 
 endeavours to keep themselves acquainted with the general state of soundness of 
 the tubes, and will adopt not only the measures indicated, but such others as may 
 suggest themselves as being applicable to each particular case. 
 
 2. Defective Tubes, Report.— All instances of condenser tubes becoming defec- 
 tive by perforation, splitting, local corrosion, or in any other manner, are to be 
 reported by letter, giving a description of the defect, the position of the defect 
 in the tube, and the tube in the condenser ; the positions relatively to the defect 
 of the sea inlets, exhaust or drain pipes and their baffles, and protectors (with 
 condition of these) ; the character and quality of the material of the tube ; the 
 name of the maker of the tube, or such information as will assist in tracing him ; 
 the opinion of the ship's Officers as to the cause of the defect, and proposals for 
 the avoidance of the recurrence of such defects. Outline sketches showing the 
 relative positions of the defect and the fittings mentioned should accompany the 
 report. 
 
 120. 
 
 1. Indicators. — The Engineer Officer is to see that the Indicators are kept in 
 an efficient state, so that, in addition to being able to ascertain the power the 
 engines are developing, he may at any time, by means of an Indicator diagram, be 
 able to form an opinion of the working of the internal parts of the engines. 
 
 2. Indicator Diagrams. E.R. Register. — When under steam, Indicator diagrams 
 are to be taken at least daily, or oftener if any material variation in the power 
 occurs, except in Scouts and Torpedo Boat Destroyers. At the same time, the 
 force of the wind and its direction relative to the ship, and the state of the sea are 
 to be registered, so that correct average results may be ascertained. In Scouts 
 and Torpedo Boat Destroyers, diagrams are to be taken occasionally to enable 
 an opinion to be formed as to the working of the internal parts of the engines. 
 When not so taken the reason for the omission is to be stated in the Engine-room 
 Register. 
 
 3. Data on Diagrams. — The following particulars are to be given on all 
 indicator diagrams : — 
 
 Date. Steam Pressure. Cut off. Scale. Time. Vacuum, Receiver Pressure, 
 Mean Pressure. Cylinder. Revolutions. Jacket Pressure. I.H.P. Closed 
 Exhaust Pressure. Diagrams to be marked top and bottom to show from which 
 end of the cylinder they are taken. 
 
ENGINES. 41 
 
 121. 
 
 1. Closed Auxilary Exhaust System.. — In vessels fitted with closed axixiliary 
 exhaust system, the system is to be used in harbour and at sea when water is 
 required to made by the evaporators. When proceeding independently, the 
 system should always be in use, any steam not required for making water being 
 admitted to the L.P. receivers or turbines. 
 
 2. When engaged in evolutions in company with the squadron or under any 
 other circumstances in which the main engines are likely to be subject to great 
 changes in speed or to sudden stoppage or reversal the connections to the L.P. 
 receivers or turbines should be kept closed. 
 
 3. E.R. Register. — When the» system is in use a note to that effect is to be 
 inserted in the Engine-room Register, and the pressures in the auxiliary exhaust 
 pipe and vacuum in the auxiliary condenser are to be recorded every four hours. 
 The water made by the evaporators is to be entered in the proper column. 
 
 4. In order to assist the Officers in charge of machinery and the Engine-room 
 Staff generally in the management of the system, the following information is 
 added : — 
 
 (a) The object of the piston relief valve leading from the auxiliary exhaust 
 
 pipe to the condenser is to provide a ready escape for any surplus of 
 exhaust steam not required in the evaporators, L.P. receivers or turbines, 
 and particularly for any sudden surplus consequent on the use of the 
 steering engine, hydraulic engine, boat hoist, or other intermittent 
 working engines, and also to maintain generally a steady pressure 
 in the exhaust pipe of the amount desired. It is important that the 
 piston relief valve should be maintained in an efficient working order. 
 As the piston valve, if kept properly free, cannot be relied upon to be 
 quite steam-tight, a locked valve is provided on the pipe leading from 
 the valve to the condenser to enable the condenser to be isolated for 
 repair. This valve is locked open and should only be closed when the 
 condenser is not in use, a suitable instruction plate to this effect being 
 attached to the valve opening gear or other prominent position. 
 
 (b) The piston relief valve to the low-pressure receiver will prevent the 
 
 pressure in the exhaust pipe from being interfered with by fluctuations 
 of pressure in the receiver ; also, this piston relief valve should be set 
 to lift a few pounds below that at which the piston relief valve to 
 the condenser is adjusted, as by this means the passage is ensured to 
 the L.P. receiver or turbine of the surplus exhaust steam not required 
 in the evaporator coils. 
 
 (c) These piston valves are provided with lifting gear so that they can be 
 
 readily moved by hand, and they should be kept free and moved 
 
 frequently when steam is up. The valves should also be taken out 
 occasionally and cleaned. 
 
 (d) The pressure to be maintained in the auxiliary exhaust pipe will depend 
 
 on the quantity of water reqiured from the evaporators and also, when 
 . at sea on the pressure in the L.P. receiver or turbines. 
 
 When in harbour and also when steaming at low speed, it will 
 generally be practicable to obtain all the water required from the 
 evaporators with exhaust or coil pressures considerably below the 25 lbs. 
 which is the limit to which the system can be worked. 
 
 These pressures should always be kept as low as possible consistent 
 with making the water required and with ensuring the flow of the 
 surplus steam to the main engines. 
 
42 ENGINES. 
 
 [e) Owing to the auxiliary exhaust service being in this system shut off from 
 the condenser, the production of a considerable vacuum in the con- 
 denser is made readdy possible. 
 
 Advantage should be taken of the vacuum in the condenser to 
 increase the production of the evaporators and so allow the lower 
 exhaust pressures to be used. The formation of scale on the evaporator 
 coils is much reduced by emptying the evaporators to the bilge or sea 
 every six or eight hours. 
 
 When working on a vacuum care should be taken that no cocks are 
 opened or allowed to leak which will admit air into the water space of 
 the evaporator. 
 (/) In order to limit the amount of vacuum which can be produced in the 
 evaporator shell, vacuum control valves are fitted to the vapour outlet 
 pipes. These are set so as to close with a vacuum of 10 inches in the 
 evaporator shell or less as may be desired ; they should be very frequently 
 moved and examined and kept smooth and free to ensure their con- 
 tinuous and sensitive action. As a sudden opening of these valves 
 when they are acting to limit the vacuum might cause priming, the 
 gear for moving them by hand is arranged so that it can only be used 
 to forcibly close the valve, the opening being effected by the action of 
 the spring only. 
 (g) When changing from open to closed auxiliary exhaust the speed of the 
 circulating and other auxiliary engines liable to be affected should be 
 first increased and again adjusted to the requirements after the change 
 has been satisfactorily made. 
 / 
 
 122. 
 
 Auxiliary Machinery. E.R. Register.— The auxiliary machinery is to be 
 examined frequently, and all examinations and repairs are to be noted in the 
 Engine-room Register, and auxiliary engines not in use are to be turned by hand 
 daily. 
 
 123. 
 
 Telegraghs. E.R. Register. — The condition of the instruments fitted on board 
 for telegraphing signals in connection with the machinery is to be noted at the 
 end of every week in the Engine-room Register. 
 
 124. 
 
 1. Steering Engines, Telegraphs, &c. Examination. E.R. Register. — The Steam 
 Steering Engine, and its controlling gear, and all telegraphs and their shafting, 
 including the Helm Signal Gear from the rudder head to the drum or wheel which 
 receives the wire halyards, are to be examined personally once a week by the 
 Engineer Officer, or competent subordinate detailed by him, and the result of 
 this examination is to be recorded in the Engine-room Register. On all occasions 
 before getting under way a further examination is to be made, and the Engineer 
 Officer is to satisfy himself by personal inspection, and by actually working the 
 steering gear and telegraphs, that these fittings are free from obstruction and in 
 good working order, care being taken that the instructions issued with telemotor 
 controlling gear are strictly observed. A report to this effect is to be made by the 
 Engineer Officer to the Commanding Officer at the same time that the main 
 engines are reported ready. 
 
 2. Inspection of Rudder. — Whenever the rudder is required to be worked by 
 steam, the Engineer Officer is to satisfy himself, by personal inspection, or by the 
 
ENGINES. 43 
 
 report of a competent subordinate detailed by him to make the inspection, that 
 the rudder is unlocked, and the locking bolts stowed in the place provided for 
 them when not in use, before the controlling gear of the Steering Engine is 
 connected and steam is admitted to the engine. 
 
 3. Care when Steering Gear has oeen Disconnected. — Whenever the Steering 
 Gear has been disconnected from the Steering Engine, special care is to be taken 
 before vessels get under way, during the examination and working referred to in 
 clause 1, to ensure that the gear and engines are properly connected, so that when 
 the helm is placed hard over both ways the gear is well clear of the stops. For this 
 purpose the rudder, after connection to the engine, is first to be worked by the 
 engine before the deck gear is connected, and should be put over gradually both 
 ways to intermediate angles, and the angles of the rudder compared in each case 
 with the angles recorded on the indicator at the engine, to ensure that the readings 
 agree. When the deck control gear is connected a similar procedure is to be 
 followed. 
 
 125. 
 
 1. Evaporating and Distilling Apparatus. — The attention of the Engineer 
 Officer is directed to the necessity of maintaining the evaporators in a condition 
 of through efficiency, and as their continual and successful working depends 
 largely upon the conditions of steam pressure, density, height of water, and state 
 of heating surfaces under which they are worked, it is expected that he apply 
 himself to the determination of the best working condition for the particular class 
 of apparatus in his charge so as to obtain from it the maximum production at 
 the minimum of cost in coal. He should also occasionally test the water distilled 
 to see that it is in a pure state and free from salt, and he should see that the 
 pumping arrangements, whether hand or steam, for filling the receiving tanks are 
 kept clean and in good order. The density in the evaporator should never exceed 
 30° by hydrometer. 
 
 2. 'Testing. — After cleaning the coils, and on completion of repairs to an 
 evaporator, the portion which is subjected to the pressure of the primary steam, 
 should, if practicable, be tested by steam or water. 
 
 126. 
 
 1. Air Compressors. — After using the air-compressing machinery, great care is 
 to be taken to see that the engines, pumps, separators, charging columns, and 
 reservoirs are blown out and well drained of water. The valves on the pressure 
 gauges of the separators should be left open, so that any pressure left in the pump 
 or separator may be indicated to avoid accidents in disconnecting the pumps, &c. 
 
 2. Spare Leathers. — A set of spare leathers should always be kept in the 
 presses supplied, as it is found that to ensure the leathers being more efficient, the 
 act of pressing them should be divided into several operations extending over two 
 or three days. 
 
 3. Testing. — The Torpedo air-compressing machinery, reservoirs, columns and 
 air pipes are to be tested to the full pressures once a year, and the whole of this 
 plant should be tested at the same period. The Engineer Officer is to be respon- 
 sible for testing as much of this machinery as is placed under his charge by 
 clauses 1 and 4 of Art. 15. All H.P. air bottles ashore or afloat, besides being 
 water-tested periodically in place are to be unsweated, cleaned, and proof-tested 
 for expansion by the Dockyards at the first opportunity which occurs after the 
 bottles have been four years in actual use, and every four years afterwards. 
 Instructions as to the testing of the various parts by water pressure are supplied 
 with each set. 
 
44 ENGINES. 
 
 4. E.R. Register. — A notation of this annual test is to be made in the Quarterly- 
 Report at the end of each Engine-room Register. 
 
 5. Oil for Lubrication. — The oil for lubricating the internal parts of the pump 
 should be neatsfoot, or, if not supplied, an animal oil 
 
 6. Water for Lubricating. — The water used for lubricating the internal parts of 
 the pumps should be free from lime and other impurities, and should be distilled 
 if possible. 
 
 7. Clearance. — Owing to the very small clearances allowed in the air- 
 compressing pump, great care is required in the adjustment of the bearings. 
 
 127. 
 
 1. Lubrication of Air Compressors. — Air compressors are never to be run 
 without the continuous injection of water and a small quantity of light oil, about 
 one drop per second for each compressor. The level of the crank chamber oil in 
 electrically-driven compressors should be kept as low as possible to prevent the 
 splashing on to the cylinder walls and the passing over of crank chamber oil into 
 the air system. 
 
 2. Precaution when Levelling Air System. — The operation of levelling up 
 different parts of the air system, where one part is only of small volume, is not to 
 be done too quickly, owing to the risk of explosion of any oil which may have 
 collected, if too sudden a generation of heat occurs. 
 
 128. 
 
 1. Refrigerating and Ice-making Machines : Cold Air Type. — The wooden 
 air trunks and ice boxes fitted to refrigerating and ice-making machines of the 
 cold air type, are to be carefully smoke-tested whenever the machines show a 
 falling-off in performance, and any leakage detected should be made good. 
 
 2. The internal lubricants used for the compression and expansion cylinders 
 should be limited to the lowest possible quantity. 
 
 129. 
 
 1. Refrigerating, Ice-making, and Magazine Cooling Machines : Ammonia (NH S ) 
 and Carbonic Anhydride (C0 2 ) Types.— The instructions supplied with ammonia 
 and carbonic anhydride machines furnish reliable information as to the best method 
 of starting, charging, and working the plant ; also as to the best method of 
 packing the compressor gland, and as to testing the circuit. 
 
 The speed of the machine is in no case to exceed the revolutions per minute 
 stated on the drawings and instructions supplied. 
 
 2. Owing to the small clearances in the compressors, great care is required in 
 the adjustment of the bearings. 
 
 3. Oil for Compressor Gland. — Mineral oil only is to be used for sealing the 
 compressor gland. If the machine is not expected to be required for a time, the 
 packing should be withdrawn from this gland. 
 
 4. Air and Gas Cocks. — Cocks are provided at the top of condenser and of 
 refrigerator to prevent accumulation of gas. These cocks are to be opened at least 
 once in each watch for a short period when the machine is at work, and kept open 
 when the machine is not in use. 
 
 5. As hydrogen gas is liable to be generated in the condensers and refrigerators 
 of these installations, naked lights are not to be brought near the ends of the escape 
 pipes from the condenser or refrigerator. 
 
ENGINES. 45 
 
 6. Brine Solution. — Calcium chloride solution only is to be used for the brine ; 
 a sea water or a common salt mixture will have a quicker deteriorating effect on 
 the refrigerator coils. 
 
 7. Tests of Circuits. E.R. Register. — The compression cylinder and coils are 
 to be water-tested annually ; in the case of ammonia compression machines to 
 1,500 lbs. per sq. in., and in the case of CO, machines to 2,000 lbs. per sq. in. The 
 results of these tests are to be noted in the Engine-room Register. The coils are 
 to be first examined externally for any signs of corrosion, and internally for 
 any deposits, and are to be blown through by air or steam for this purpose till 
 clear and clean. 
 
 8. Should these machines show f alii ng-off in efficiency, the coils are to be blown 
 through, and the compressor pistons and valves examined for tightness. 
 
 9. The circuit is to be tested for tightness both under conditions of pressure and 
 vacuum before re-charging. 
 
 10. Magazine Cooling Machinery ; Trials every three months : E.R. Register. — In 
 order to ensure the machinery being kept efficient and to give the Engine-room 
 staff experience in its working ; the whole of the magazine cooling machinery is to 
 be worked continuously for thirty hours at intervals of not more than three months, 
 whether the temperatures of the magazines exceed 70° or whether they do not. 
 During six hours of this period the machinery is to be worked continuously at full 
 output. The results of this trial are to be noted in the Engine-room Register on 
 the day of trial. 
 
 In ships of the 4th Division of the Home Fleet the magazine cooling machinery 
 is to be worked for a period of thirty hours when all boilers are alight for annual 
 trials, and a half-yearly trial is to be carried out with only such boilers alight as 
 may be necessary at the time. 
 
 The condensers and coolers should be kept empty and dry when not in use. 
 
 130. 
 
 1. Ammonia Machines. Drenching Arrangement. — The water service fitted to 
 enable the ammonia connections to be quickly drenched in the event of a sudden 
 leakage of ammonia is to be tested on every occasion of starting the machine. 
 
 2. Leakage of Ammonia. — Generally, a slight leak of ammonia can be dealt 
 with and the machine approached if a piece of wet waste or similar material be 
 held over the mouth and nostrils, but in the event of a bad leakage of ammonia, or 
 should the shut-off valves be found defective when re-packing the compressor 
 gland, the whole charge is to be blown out of the machine. The emptying pipe 
 is always to be kept in position and a bucket of water placed near the machine, so 
 as to be readily available for this purpose. 
 
 3. Water for filling Ice Moulds. — Care is to be taken that only water of a 
 temperature not greater than that of the atmosphere is used for filling or 
 replenishing the ice moulds. The use of hot water for this purpose is dangerous, 
 and is strictly prohibited. 
 
 4. Pressure Gauges. — Special steel pressure gauges are supplied for use in the 
 ammonia circuit. The ordinary service pattern pressure gauges should not be 
 used except in case of absolute necessity, and then only for a short period, as the 
 ammonia acts on the metal of which these are constructed, and very quickly 
 causes deterioration. 
 
 131. 
 
 1. C0 2 Machines. Ventilation and Precautions.— The ventilation of the com- 
 partment in which C0 2 machines are placed is to be kept as efficient as possible, 
 
46 ENGINES. 
 
 and whenever machines of this type are in use, a lighted candle is always to be 
 placed on the deck near the machine, as a precautionary measure, to indicate the 
 presence of any serious leakage of C0 2 gas. ' 
 
 2. In the case of a large leak in a C0 2 machine, such as due to the safety 
 disc bursting, it will usually be impossible to close the valve to the condenser 
 sufficiently quickly to save any portion of the charge, and where the machine is 
 situated in a small compartment, no attempt should be made to do so, but the 
 compartment should be temporarily left. 
 
 132. 
 
 1. Ammonia and CO., Flasks. Tests and Examination. — Each flask containing 
 ammonia or C0 2 is to be examined before receipt into store, to ascertain that it 
 has passed the prescribed tests, and is to bear the following marks : — 
 
 A manufacturer's mark, a rotation number, an Admiralty Overseer's mark 
 with date, and a water pressure test mark with amount and date. The weight of 
 the flask empty with valve but without cap, and the greatest permissible amount 
 it may contain is also to be stamped on the flask. The marks are to be made on 
 the hemispherical end and are to be permanent and easily visible. 
 
 A plate is to be affixed to each flask showing the nature of its contents, and 
 containing directions that the flask is to be kept cool and not be exposed to the 
 heat of the sun or any artificial heat. 
 
 2. Water Test. — Each flask is to be water-tested, before delivery, to 2,000 lbs. 
 pressure per square inch in the case of ammonia flasks, and 3,500 lbs. per square 
 inch in the case of C0 2 flasks, without any permanent alteration of form, and must 
 not show the slightest leakage. 
 
 The valve box is to be in place during the water test, and, wherever practicable, 
 the valve box is to be tested with valve open and with valve shut. 
 
 3. Valve Fittings. — The valve fittings on flasks are always to be protected by a 
 steel cap, and in cases where ammonia flasks are immersed, provision is to be 
 made to preserve the steel valve box and fittings. 
 
 4. Care is to be taken when handling or transporting the filled flasks ; they 
 are to be enclosed in wooden cases, and must not be dropped nor be subjected to 
 rough usage. 
 
 5. When a flask is emptied a distinguishing mark to that effect is to be 
 painted on it. 
 
 6. Tests to be Repeated and Flasks Re-annealed. — The water pressure test is to 
 be repeated at least every two years, and the flasks are to be close annealed every 
 four years, and are to be water-tested immediately after the re-annealing. The 
 dates of each water-test and of each re-annealing to be stamped on the flasks with 
 the Inspecting Officer's marks. 
 
 7. The number of flasks kept in store is to be arranged so that this order as 
 regards water-testing and re-annealing can be complied with, each Yard making 
 the necessary arrangements so that these instructions can be carried out for all 
 flasks in store and for those supplied to vessels attached to that port. 
 
 8. Record of Tests. — A record is to be kept of all tests and re-annealing, and 
 copies are to be sent to the Admiralty. 
 
 9. Flasks Failing on Testing. — Flasks which fail in testing are to be destroyed 
 or rendered useless ; and a report of such failure is to be forwarded to Admiralty 
 for record purposes. 
 
ENGINES. 47 
 
 10. Flasks to be Painted. — Each flask is to be painted externally, care being 
 taken that the record of tests, &c, stamped upon it are left legible. The paint to 
 be removed during the water test. 
 
 133. 
 
 Precautions when Refilling Flasks. — The following precautions are to be taken 
 when flasks require refilling : — 
 
 1. Each flask is to be completely empty and to be thoroughly dry before being 
 
 refilled. The contents of each flask must not exceed the following 
 quantity : — 
 
 Ammonia flasks— Half a pound per lb. of its water capacity. 
 
 C0 2 ,, Two thirds of a pound per lb. of its water capacity. 
 
 2. Every flask is to be carefully weighed before and after filling, and in order 
 
 to ensure the correct amount being inserted, the weights are to be 
 independently checked by the Firm and by the Inspecting Officer 
 attending the filling. 
 
 3. Each flask is to be packed in a suitable wooden case for protection during 
 
 transit. When the flask is filled the nature of the contents is to be 
 plainly marked on the case, and directions painted on it that it is to be 
 kept cool and is not to be exposed to the heat of the sun or any artificial 
 heat and must not be dropped nor be subjected to rough usage. 
 
 134. 
 
 1. Ammonia Flasks : Storage of. — Flasks containing ammonia or C0 2 are to 
 be stowed in a cool place, under projection from the sun or other source of heat, 
 and, if more convenient, they may be submerged in fresh water in open tanks. 
 They are to be stowed at some distance from sleeping quarters, and provision is 
 always to be made for readily drenching ammonia flasks in case of an escape of 
 gas. 
 
 2. Precaution before going into Action. — In the event of a ship going into 
 action the gas is to be blown out of the machine, and the charged flasks are to 
 be landed or emptied if arrangements cannot be made to stow them in such a 
 position as to avoid any possibility of their being struck by missiles or debris. 
 
 135. 
 
 1. Internal Combustion Engines, Naked Lights, Precautions with Motor Boats. — 
 The instructions issued by the makers of the various types of internal combustion 
 engines are to be generally followed in their care and management. 
 
 2. When opening out the internal combustion engines, electric lamps, the 
 connections of which are in good order and not liable to sparking, should be used 
 if possible. No naked light is to be brought in the vicinity of the vaporisers or 
 crank chambers until all inflammable gas has been expelled. 
 
 3. The inflammable vapour which may be formed, being heavier than air, its 
 dispersion from tanks and closed spaces by ordinary means of ventilation is very 
 difficult. The use of bellows or windsails will assist in expelling the vapour. In 
 motor boats especial care is necessary. 
 
 4. The ignition circuit throughout must be carefully insulated and the electric 
 leads properly supported. External sparking is, as far as possible, to be guarded 
 against. 
 
48 ENGINES. 
 
 5. Fuel Tanks. — Fuel tanks and all fuel pipes and connections are to be 
 regularly examined, and their freedom from leaks ascertained. 
 
 6. Matches. — Matches or lamps are on no account to be brought in the vicinity 
 of the fuel tanks, or lockers. 
 
 7. Cans for containing inflammable oil, whether empty or not, must be securely 
 closed and stowed in the locker provided. When not required to be open, the 
 locker is to be properly closed, and is not to be used for any other purpose. 
 
 8. If fire extinguishers are supplied for motor boats they are always to be 
 carried in the boat, and the crew instructed in their use. 
 
 9. Motor Boats, hoisting in. — The supply of oil fuel to the motor is to be shut 
 off before the boat is hoisted in board. 
 
 136. 
 
 1. Vaporisers. — -The vaporisers should be cleaned at regular intervals, the 
 frequency of which will depend upon the quality of the oil and the number of 
 hours at work. 
 
 2. Crank Chambers. — The crank chambers should be cleaned out at regular 
 intervals and filled with clean oil. 
 
 137. 
 
 1. Lubrication. — Special arrangements for lubricating the cylinders of internal 
 combustion engines have generally been found unnecessary. Where necessary, 
 special mineral oil is to be used, but if unprocurable, ordinary service mineral 
 may be used, in which case the pistons and cylinders are to be more frequently 
 examined for deposits of carbon. 
 
 2. Oil Level. — The level of the oil in the crank chamber is to be kept as low 
 as is found just sufficient for the lubrication of the bearings. Any excess of 
 lubricating oil is found to pass the pistons into the combustion space, where it 
 burns, fouling the cylinders and increasing the expenditure of oil for combustion. 
 
 138. 
 
 1. Cylinder Temperatures overheating. — The temperatures of the lubricating 
 oil and the circulating water discharge should be frequently taken during the 
 running of the engines. The rise of temperature of the circulating water discharge 
 should not exceed that obtained during the trials of the engines. 
 
 2. Cylinder Jackets and Covers. — The cylinder jackets and covers are to be 
 examined regularly, and any deposits from the circulating water removed from 
 the surfaces. 
 
 3. In the event of the cylinders overheating internally or the circulating water 
 having an unusual temperature, the jacketed surfaces in contact with the cooling 
 water should be cleaned at the earliest opportunity. 
 
 139. 
 
 1. Clutch. — The clutch of internal combustion engines so fitted, is to be 
 frequently examined, the surfaces transmitting the power lined up or refaced as 
 necessary, and the amount of wear carefully noted. 
 
 2 Starting Reservoirs ; Motor Baats.— Where motor boats or other engines are 
 provided with compressed air starting arrangements, care is to be taken to recharge 
 
ENGINES. 49 
 
 the air reservoirs after starting, and to keep them charged and ready for use 
 whenever required. 
 
 3. Air Reservoirs, test of ; E.R. Register. — The periodical test of air reservoirs 
 of internal combustion engines so fitted, are to be carried oirt as laid down in 
 Art. 126. A notation of the test is to be made in the Quarterly Report at the end 
 of each Engine-room Register. 
 
 4. Motor Boats when turning. — It will generally be found with motor boats that 
 a minimum speed of revolution exists below which the engines are liable to stop 
 under a sudden use of the helm. This speed should be noted and inserted among 
 the details in the ship's steam manual. 
 
 140. 
 
 1. Pistons and Valves. — The pistons and valves of internal combustion engines 
 are to be kept clean and in good condition, in order that the work of the engines, 
 may not be impaired by leakage during compression. 
 
 2. Diagrams ; Diesel Engines. — Indicator diagrams are to be occasionally taken 
 from internal combustion engines to ensure that they are working correctly. 
 
 3. In ships fitted with Diesel engines, the blast pressure should be maintained 
 as low as possible consistent with obtaining the necessary power from the engine. 
 
 4. The firing in the cylinders of internal combustion engines should be 
 observed regularly to ascertain that the oil fuel injected is correctly burnt and 
 does not accumulate. This is particularly important in engines of the Diesel 
 type, and can be tested by opening the indicator cocks. 
 
 BOILERS. 
 
 151. 
 
 Acquaintance with Construction, &c, of Boilers. — The Engineer Officer is to 
 make himself thoroughly acquainted with the construction and staying of the 
 boilers, and with any arrangement or fitting that may require special care or 
 mode of working ; and he is to see that the other Engineer Officers are well 
 acquainted with these particulars. 
 
 152. 
 
 1. Draiving of Boilers. — When any ship is fitted with new boilers, or the 
 boilers are thoroughly repaired in a Dockyard at home or abroad, the Dockyard 
 Officers will furnish the Engineer Officer of such ship with a drawing showing 
 the construction of the boilers, the nature of the material, and the original and 
 present thicknesses of the plates and stays ; and with a copy of the report of 
 examination and drill or other tests made to ascertain the wear and waste at 
 such time of repair, and with any other information which may be of value in 
 connection with the boilers. 
 
 2. A copy of the report by the Dockyard Officers giving the results of their 
 examination of the boilers, with drill or other tests, if any have been made, is to 
 be placed in the Captain's ship's book, to which the Engineer Officer should be at 
 liberty to refer. 
 
 153. 
 
 S. 353b. S. 467a. History Sheet. — In the case of water-tube boilers, the 
 history of the boiler-tubes should be kept recorded in Forms S. 353b or S. 467a, 
 in accordance with the instructions printed thereon. 
 
 * 1679 p 
 
50 BOILERS. 
 
 154. 
 
 1. Responsibility. — The Engineer Officer is responsible for the safety and 
 condition of the boilers under all circumstances, and he should keep himself 
 thoroughly acquainted with their state, and see that every effort is made to keep 
 them efficient and fit for use, special care being necessary when they are becoming 
 worn. 
 
 2. Durability. E.R. Register. — He is to exercise care and judgment in 
 estimating the probable period of the durability of the boilers for insertion in 
 the Engine-room Register. He is not to consider that this responsibility is in 
 any way lessened by his having reported the state and durability of the boilers 
 in the Engine-room Register, or by a report having been made by the Dockyard 
 Officers that the boilers would be fit for work for any specified time. 
 
 155. 
 
 1. Load on Safety-Valves . E.R. Register.— The Engineer Officer is to report 
 to the Captain, should he at any time consider it necessary to reduce the load on 
 the safety-valves, and a survey is to be held by two Engineer Officers, if available, 
 for the purpose of reporting as to the necessity for the reduction of pressure. 
 Subject to the reports and with the approval of the Captain and the sanction of 
 the Senior Officer present, the load is to be reduced as necessary. The amount 
 of the reduction, and the reasons for making it, are to be stated in the Engine- 
 room Register, and reported to the Commander-in-Chief, for the information of 
 the Admiralty. (See also Arts. 220 and 376.) 
 
 2. Proposal to Reduce Pressure. — Whenever a proposal is made by Dockyard 
 Officers to the Admiralty to reduce the pressure of the boilers in any ship in 
 commission, the Captain or Officer in command, and the Engineer Officer of the 
 ship, will be informed that such proposal has been submitted for the consideration 
 of the Admiralty, and that the result will be communicated to them. 
 
 156. 
 
 1. Condition of Interior of Boilers. — The Engineer Officer should be at all 
 times cognisant of the general condition of the interiors of the boilers, and be 
 fully satisfied, by personal inspection, that no material deposit, either scale or 
 grease, is present on the heating surfaces which may produce overheating ; and 
 that no undue corrosion is taking place. 
 
 2. Measures to be taken if doubt exists. — Should he at any time have reason to 
 believe that any deposit is present, he will not be justified in working the boilers 
 at powers necessitating the use of air pressure, excepting in cases of extreme 
 emergency, under the direct orders of the Captain, who should be made fully 
 acquainted in writing with the risk involved. 
 
 3. Deposition of Scale. Cause of overheating.— If the deposition of scale 
 cannot be wholly prevented, it must be very carefully watched, and every avail- 
 able opportunity taken of thoroughly cleaning the surfaces exposed to heat. It 
 must be borne in mind that for the efficient working of boilers of modern type 
 with the high temperatures consequent upon the use of fan draught and high- 
 pressure steam, scale, however thin, or whatever its character, cannot be dis- 
 regarded, and which, if allowed to accumulate, will certainly tend to overheating 
 and consequent injury. 
 
 157. 
 
 1. Danger of Oil in Boilers. — Experience shows that the presence of mineral 
 oil in the boilers, even when worked with fresh water, aids in the formation of a 
 
BOILEBS. 51 
 
 deposit which attaches itself to all vertical surfaces and to the under sides of 
 horizontal ones. (See Arts. 104, 105.) 
 
 2. Blow-out Arrangements. — Where surface and bottom blow-out arrangements 
 are fitted, the water in all boilers should be scummed and blown down at frequent 
 intervals to get rid of the grease and deposits which experience shows collects. 
 Marks should be placed on or adjacent to the water gauges showing the proper 
 height of water in the boilers with regard to the scum pans. All boilers under 
 steam should be scummed and blown down at least twice daily and on fires 
 being allowed to die out. . In Babcock and Wilcox boilers, where greasy deposits 
 are observed to be greater under the main feed inlet, the corresponding side of 
 the boiler should be blown down more frequently than the other. Boilers of this 
 type should be blown down at least twice each watch, and should, unless free from 
 scum, be scummed at least once each watch. 
 
 3. Oil in Boilers. — No oil of any kind is to be put into the boilers for any 
 purpose whatever. 
 
 158. 
 
 1. Deposit Round the Tube Ends. Draicing Tubes. — In boilers in which water 
 surrounds the tubes, rings of deposit usually form around the tube ends at their 
 junction with the tube plate, and when such accumulations unavoidably occur, and 
 prove to be difficult of complete removal, a sufficient number of tubes should be 
 drawn whenever opportunity offers for this purpose. The presence of such deposits 
 is liable to cause leaks between the tube ends and the tube plates. 
 
 2. Tube Ends annealed before Replacing. — Whenever tubes are withdrawn, care 
 should be taken to anneal the ends before replacing them, and when appreciably 
 thinned in the process of rolling, new tubes should be fitted. 
 
 3. Deposit on Surfaces and Bulges. — Other parts necessarily requiring close . 
 attention with respect to the presence of deposit are the furnaces and the sides, tops, 
 and backs of combustion chambers, as, wherever great heat prevails, bulges will 
 be produced if the surfaces are not clean on the water side, even Avhen there is no 
 shortness of water. 
 
 4. In some cases the parts most liable to be affected may be protected by the 
 application of a brick lining, or by local protection by fireclay and covering plate 
 in combustion chambers. 
 
 5. Bulges. — In every case of bulging, early steps should be taken to thoroughly 
 clean all the internal surfaces from any scale, grease or deposit, and generally 
 (unless the bulges are very prominent) it will not be necessary to force them back, 
 as the possible advantage obtained would be more than counteracted by the 
 severity of the treatment in doing so. 
 
 159. 
 
 1. Water-tube Boilers to be kept free from Deposits, &c. — Care is to be taken 
 that water-tube boilers are kept as free as possible from all deposits, and from 
 grease or other foreign matter in suspension. The presence of these, either by 
 interposing a non-conductor, by repelling the water from contact with the heating 
 surfaces, or by obstructing or impeding the circulation, is liable to cause over- 
 heating and rapid destruction of the tubes. They also tend to produce agitation 
 and priming, and from this cause alone to seriously diminish the production of 
 steam. 
 
 2. Tubes to be cleaned, searched, and washed through. On every possible occa- 
 sion, attention should be paid to the thorough cleaning of the heating surfaces. 
 
 . p2 
 
52 BOILERS. 
 
 Where thorough internal cleaning is impracticable, the parts subjected to the 
 greatest heat should have the first attention. All deposits and obstructions within 
 or upon the tubes should be removed by means of scrapers, wire brushes, flexible 
 searchers, or other suitable instruments. All loose scale or other deposits in the 
 steam drums, feed collectors, sediment or float boxes, headers and all other parts, 
 should be entirely removed. 
 
 3. Indications of overheating of Tubes. — Overheating of a tube may produce 
 exterior discoloration, change of longitudinal configuration, local bulging, or a 
 gradual increase of diameter. These indications should be frequently looked for, 
 by inspection of the exteriors of the tubes, and by applying suitable plate gauges 
 to them. Any indication of overheating should be followed by internal examina- 
 tions. 
 
 4. Tubes to be Clear. — The Engineer Officer should satisfy himself that every 
 tube is clear before closing a boiler. 
 
 5. Fusible Plugs, Belleville Boilers. — In a Belleville boiler conical plugs of 
 fusible metal are screwed into certain junction boxes. If one of these should be 
 blown out when the boiler is under steam, it should at once be replaced by a tem- 
 porary plug forced in by a special tool if there are no signs of overheating. The 
 temporary plug should be removed at the first opportunity, the thread in the hole 
 cleared out, and a new plug inserted. 
 
 Where the original full depth of the thread in the junction box, by which the 
 fusible plug is held in place, becomes worn ; the hole should be plugged and the 
 full thread renewed in a fresh hole. An adaptor screwed into the junction box, 
 for carrying the fusible plug, and which can be readily cleaned ami renewed, may 
 be fitted where the junction boxes are suitable. 
 
 6. Boiling out Water-tube Boilers with Caustic Soda. — If there is any doubt or 
 difficulty as to the complete removal of scale or deposit from the interior of the 
 tubes of water-tube boilers by ordinary means, the boiling of a solution of caustic 
 soda in the boiler for several hours will facilitate such removal. As soon as the 
 soda solution has been removed, the boiler should be again boiled out, and 
 finally washed out with clean fresli water, in order to remove all traces of the 
 soda solution. 
 
 160. 
 
 1. When Boilers require Cleaning. — The period during which a boiler may be 
 used'without being cleaned depends upon various circumstances, and the Engineer 
 Officer must determine for himself, knowing the service on which the ship is 
 employed and the conditions under which the boilers are worked, when it is 
 necessary to clean the boilers, he being responsible for their being kept clean and 
 free from undue deposit. (See Art. 211 et seq.) 
 
 2. Cleaning Boilers. E.R. Register. — The Engineer Officer is to report to the 
 Captain whenever he considers it is necessary to remove the deposits which may 
 have formed in the interior of the boilers, in order that they may be cleaned at the 
 earliest opportunity the nature of the service on which the ship is engaged will 
 permit. In all cases where the cleaning is delayed the particulars are to be noted 
 in the Engine-room Register, with a reference note in the Quarterly Report at the 
 end of the Register. (See Art. 55.) 
 
 161. 
 
 Cause of Corrosion. — The corrosion which occurs in the interior of boilers is 
 probably due to one or more of the following causes : — 
 
 (a) In boilers under steam, the air and gases admitted with the feed water or 
 when filling boilers. ... 
 
BOILERS. 
 
 53 
 
 (h) Moist air and gases in boilers not kept quite full of water, free from air ; 
 or not kept dry while the boilers are not in use. 
 
 (c) An acid condition of the water arising from the admission of sea water or 
 
 fatty substances, either with the feed or when filling boilers. Vegetable 
 • acids may sometimes be contained in shore water. 
 
 (d) Galvanic action originating in differences of material used in their con- 
 
 struction. 
 
 (e) Insufficient observance of the preventive treatment referred to in Arts. 156 
 
 to 180. 
 The corrosion which occurs in the external parts of boilers generally arises 
 
 from among the following causes : — 
 (/) A wet condition of parts which are in the way of leakage from doors, seams, 
 
 joints, tube ends, and the various valves and cocks upon or near the 
 
 boilers. 
 (g) A wet condition of parts in contact with brick work or lagging owing to 
 
 leakage or the use of hoses when washing out or filling boilers. 
 (h) Moisture falling into the funnels. 
 (j) Deposits of damp soot, as at the lower ends of inclined tubes where exposed 
 
 to moisture from leaks or from the funnels, 
 (fe) Incautious use of the fire extinguishers. 
 (I) Wet ashes allowed to lie in contact with the boilers. 
 (m) The moisture arising from bilges deposited chiefly upon the under sides of 
 
 exposed surfaces, 
 (n) Insufficient use of protective coatings of oil or paint. 
 
 162. 
 
 1. Boilers not in Use to be kept Filled. E.R. Register. — All boilers not in use, 
 or not open for examination, cleaning, or repair, are to be kept quite full with 
 fresh water in an alkaline condition from which air has been expelled by boiling, 
 and are to be so kept until within 24 hours of being required for steaming. In 
 any other cases in which the boilers are not kept full, the Engineer Officer is to 
 state the reasons for the course adopted, in the remarks on the record of daily 
 treatment of boilers inserted at the end of each month in the Engine-room 
 Register. Boilers of steam boats may be treated under Art. 163. 
 
 2. Protection from Frost. — Steps are to be taken to avoid risk of damage to the 
 boilers from frost during the winter months by keeping airing stoves alight, or by 
 other means, in addition to keeping, as far as practicable, all cowls and other 
 openings to the stokeholds closed. 
 
 3. The Engineer Officer is to ascertain once a week, or oftener, whether the 
 boilers which are filled with water are quite full, by means of the air-cock fitted 
 on the top of each boiler. 
 
 X 
 
 163. 
 
 Preservation of Boilers. — In special cases, in which for a particular reason the 
 boilers cannot be kept full of fresh water, one of the following methods may be 
 used for internal preservation : — 
 
 (a) Empty and closed with Charcoal or Coke. — Each boiler should be thoroughly 
 dried by ordinary airing stoves, and all doors put on and finally the 
 lower mudhole and manhole doors. Through these latter holes, 
 perforated trays or small bogies containing burning charcoal or coke 
 are to be placed in the boiler, which is then immediately to be 
 hermetically closed. The intention of this method is that all the 
 
 d 3 
 
54 BOILERS. 
 
 oxygen should be consumed, so that, if the boiler be perfectly tight, no 
 internal decay can ensue. 
 
 (b) Empty and closed with Dry Lime. — The boiler should be dried as well as 
 
 possible by ordinary airing stoves, and from 2 to 3 cwt. of quicklime 
 (say, -f cwt. per furnace), in shallow sheet-iron trays, be placed on the 
 bottom of the boiler and top of the tubes. A shallow sheet-iron tray 
 of burning coal, well coked, is to be then introduced into the boiler. 
 The boiler should then be closed. 
 
 The object of burning coked coal is to consume at once as much as 
 possible of the oxygen of the air inside the boiler, by which the efficiency 
 of the lime is increased. 
 
 (c) Salt Water and Zinc. — In the case of old tank boilers only, if the zinc 
 
 slabs in the boilers are in good condition, clean, properly fitted, and in 
 proper quantity, the boilers may be filled with clean salt water. 
 
 The zinc plates must be cleaned and refitted at six-monthly intervals. 
 
 (d) Open and kept Warm. — Should steam be required in any of the boilers, it 
 
 will be found more conducive to the preservation of the boilers not 
 required to keep them open and warm. When this is necessary, they 
 are to be thoroughly dried out, and airing stoves should be placed in 
 the ashpits of each boiler every day. 
 
 These fires should be moved from ashpit to ashpit so as to prevent 
 any serious difference of temperature at different parts of the boilers, 
 but the temperature of the whole should at all times be above that of 
 the surrounding atmosphere. 
 
 164. 
 
 1. Zinc Slabs suspended in Boilers. E.E. Register.- — Zinc slabs are to be 
 suspended in convenient parts of all boilers, and the Engineer Officer on each 
 inspection of the boilers is to examine these slabs and their attachments, and to 
 note their condition in the Engine-room Register. In Belleville boilers, rolled 
 zinc angle bars are to be placed in all economiser tubes. 
 
 2. Special care must be taken : — 
 
 (a) To ensure perfect metallic contact between the zinc slabs and stays or 
 
 part of the plating of the boiler to which the zinc is attached, by the 
 surfaces in contact being filed bright and firmly bolted together. 
 
 (b) To place the slabs in such positions that every portion of the surfaces 
 
 may be protected. 
 
 (c) To replace by new slabs any found upon examination to be much 
 
 deteriorated. (See Art. 167.) 
 
 165. 
 
 1 . Number of Zinc Slabs. — It has been found by experience in tank boilers that 
 the number of zinc slabs required to be suspended in boilers for their thorough 
 preservation is such as to give 3 square inches of zinc surface for each square foot 
 of tube surface ; and when the number has not been fixed by the Admiralty, this 
 should be the proportion adopted. 
 
 2. This proportion, however, is intended merely as a guide and not to inter- 
 fere with any alteration of position or number which appears to be desirable, as 
 directed in Art. 166, for the arrest of oxidation. 
 
 3. About one-sixth of the whole quantity in such boilers should be distributed 
 in the steam space to protect the surfaces there, when the boilers are full of water. 
 
BOILERS. 55 
 
 4. The zinc slabs in boilers of exceptional construction will be specially arranged 
 both as to number and position. 
 
 166. 
 
 1. Cause of Oxidation. — If corrosion manifests itself at any part, it will probably 
 be found that the nearest zinc slab is too far away from this part, in which case 
 the position of the zinc should be altered, or an additional slab introduced ; or the 
 protection may have ceased by the zinc being decayed or not in good contact with 
 the iron or steel. 
 
 2. Portland Cement. — In addition to making the zinc slabs efficient, any places 
 where signs of corrosion have appeared should be thoroughly cleaned and scraped 
 to remove all rust and oxide, and coated with not more than one coat of Portland 
 cement. A strong solution of soda should be used to clean the surfaces and mix 
 the cement. Portland cement, however, is not to be used on any heating surface, 
 or on the portion of the steam drum of a water-tube boiler below the water level. 
 
 167. 
 
 When Slabs are to be Renewed. — Slabs of rolled zinc are to be used, and they 
 should be renewed as soon as the zinc is reduced by wear to about half the original 
 thickness. Any of the slabs which become bent or distorted should, however, be 
 removed at once as inefficient. Worn and defective slabs are to be returned into 
 store as zinc slabs, old. 
 
 168. 
 
 Zinc in the Steam Space. — Zinc slabs a're to be fitted in the steam space to 
 protect the surfaces (the plating especially) above the working level when the 
 boilers are full of water. To maintain as much as possible the efficiency of the 
 zinc, it is desirable to fit new slabs there from time to time, the old slabs from the 
 steam space being cleaned and used to replace those which become worn out below 
 the working level. 
 
 169. 
 
 Examination of Slabs. — Immediately after the usual trials of new boilers or of 
 boilers thoroughly repaired, the zinc in them is to be carefully examined, renewed 
 and refitted as necessary ; and care taken that, when the ship is commissioned, 
 there is not only the number of slabs as stated above, but that the zinc is good and 
 well fitted. 
 
 170. 
 
 1. Corrosion to be reported by Letter. — Whenever corrosive action has been 
 discovered in a boiler, the circumstance is immediately to be reported by letter to 
 the Commander-in-Chief or Senior Officer for the information of the Admiralty. 
 The Captain is also to state the conditions under which the boiler has been 
 worked, and the measures which have been taken to prevent further deterioration, 
 and what, in his opinion and in that of the Engineer Officer, has been the cause of 
 the decay. 
 
 2. Report on Corrosion. — The report should state whether the boiler has 
 usually been filled with sea water, fresh water from the shore, or distilled water ; 
 what mode of treatment is adopted when not in use ; the exact position and extent 
 of the corrosion with rough sketches ; an outline tracing showing the number 
 
 D 4 
 
56 BOILERS. 
 
 and position of the zinc slabs in the boiler ; the date when the boiler was last 
 examined, and zinc slabs re-fitted, and whether they are now in good condition 
 and in contact ; and any other particulars which may throw light on the matter. 
 
 3. Tracings. — In transmitting tracings to the Admiralty, showing the positions 
 of the zinc slabs in the boilers, care is to be taken to number each slab in all 
 views, and to send at least two views, so that the positions may be readily 
 ascertained. 
 
 171. 
 
 Bolts, &c. of Mountings of Boilers. — Whenever a boiler undergoes examination, 
 attention is to be paid to the bolts and fastenings of the boiler mountings, both 
 inside and outside the boiler, to make sure that they are not becoming decayed. 
 
 172. 
 
 To maintain as far as possible continued efficiency in the boilers the Engineer 
 Officer is to observe the following :— 
 
 (a) Daily Rise of Density of Water in Boilers.— Every means is to be taken to 
 
 prevent the admission of sea water into the boilers. A daily rise of 
 density of the water in the boilers should be regarded as an indication 
 of such admission, and the cause should be sought for at once. Some 
 possible causes of the rise of density are : — Improperly packed condenser 
 tubes; perforated or split condenser tubes ; defective jointing of con- 
 denser tube plates ; priming of evaporators ; sea connections in 
 communication with suction pipes of feed pumps. 
 
 (b) Fresh Water for " Make-up." Loss of Fresh Water. — To enable high- 
 
 pressure boilers to be worked over prolonged periods, it is essential that 
 they should be filled with fresh water and that a supply of fresh water 
 should be available for '' make up," as the daily loss of steam under the 
 best conditions of ordinary working is considerable. In addition to the 
 losses occurring during the passage of the steam through the engines, 
 &c, there is to be apprehended the further loss of water direct from 
 the boiler through the sea connections. These latter, therefore, are to 
 be always kept in a thoroughly elficient condition, so as to prevent any 
 leakage through them, and the Engineer Officer should make every 
 effort to reduce the waste. 
 
 (c) Sea Water for Make-up Feed. —The arrangements for making and carrying 
 
 distilled water for boilers are such that sufficient distilled water can 
 always be obtained for make-up feed when the evaporating plant is 
 kept in good order and properly worked, and the machinery is in an 
 efficient condition as regards wastage of feed water. The use of sea 
 water for boiler feed is therefore only admissible in cases of emergency, 
 and should a case arise in which a sufficient supply of distilled water 
 cannot be maintained, the speed of the vessel shoiild under ordinary 
 circumstances be reduced till the difficulty is overcome. If compelled 
 to use sea water even for a short time, the first possible opportunity 
 should be taken of thoroughly cleaning the boilers. 
 
 (d) Use of Shore Water in Boilers. — Good shore water may be used generally 
 
 for filling boilers and for make-up feed ; if it contains more than the 
 usual quantity of matter in suspension or solution or has been found to 
 produce corrosion, it is not to be used. When using shore water the 
 boilers should be thoroughly cleaned out at short intervals to prevent 
 the heating surfaces and tubes becoming unduly coated. 
 
BOILERS. 57 
 
 ,«) Washing out Boilers. — Shore water should be used for washing out water- 
 tube boilers of the small tube type, but there is no objection to the use 
 of clean sea water for washing out boilers of the large tube type, if fresh 
 water from the shore cannot be readily obtained. When sea water is 
 used for washing out purposes, it should not be run in from shallow- 
 depths nor at the latter part of ebb tide. 
 
 (/) Shore Water cai-ried in Reserve Tanks. — Water carried in the reserve feed- 
 tanks should not, except in cases of emergency, be delivered direct to 
 the boilers, but should be pumped into the main feed-tanks through the 
 niters, in order that it may become heated by the higher temperature of 
 the feed-water, thus tending to expel any air present. 
 
 (gj Use of Shore Water exclusively. — On all occasions when it may be necessary 
 to use shore water exclusively for feeding water-tube boilers in use for 
 auxiliary purposes, the condensers not being in use, the automatic feed- 
 chambers and sediment collectors, if fitted, should be frequently blown 
 through, and these boilers should at the end of each week's working, 
 or as required, be opened out and cleaned if necessary, so that no 
 accumulation of deposit in tubes and other internal parts takes place. 
 
 (h) High Feed-water Temperature. — As the production of fresh water by means 
 of distillation of sea water is accompanied by the disengagement of 
 carbonic acid gas, which has an injurious effect on the boiler tubes, it 
 is important that a high feed-water temperature be maintained. The 
 use of good shore water for making up the feed supply, when easily 
 obtainable, will reduce that part of the corrosion which is due to this 
 agency. 
 
 173. 
 
 1. Test of Water in Boilers. — The water in the boilers in use and in the feed 
 tanks is to be tested for density every four hours, and for alkalinity as often as is 
 considered necessary, but not less than once a day. 
 
 2. Nitrate of Silver and Sensitive Hydrometer. — The nitrate of silver solution 
 and sensitive hydrometer are to be used frequently to detect the presence of sea 
 water in the feed tanks and boilers. 
 
 3. E.R. Register. — The results of the foregoing tests are to be noted in the 
 Engine-room Register. 
 
 174. 
 
 1. Excessive Rise of Density. E.R. Register. — When fresh water from the 
 reserve tank or distilled water from the evaporators is used to make up losses, 
 there should be no rise of density under ordinary circumstances, but should a rise 
 of density take place, this should be specially noted and a statement made in the 
 Engine-room Register of the probable cause and the steps taken to reduce it. 
 
 2. Tjimits of Density. — In water-tube boilers of the small tube type, having 
 regard to the fact that a rise of density is liable to cause priming, a rise of density 
 of iV° per day, or an eventual density of iV°, should be considered excessive (the 
 density of sea water being 10°). 
 
 3. Presence of Sea Water. — Any indication of the presence of sea water in 
 the boilers or feed-tanks should be at once investigated and prompt steps taken 
 to make good the defect. 
 
 4. Density, if Sea Water used. — As a ride, if sea water necessarily has access 
 to the boilers, brining, blowing down, or emptying is unnecessary until the 
 density of the water in the boilers reaches 25° ; but it should not be allowed to 
 exceed 4.0°. 
 
58 BOILERS. 
 
 175. 
 
 1. Preservation of Tank Boilers. Soda. — In the case of tank boilers, should 
 the water in the boilers be in an acid condition, a small quantity of soda should 
 be used to neutralise the acidity. The soda should be put into the condenser or 
 hot well, from which it will be pumped into the boilers with the feed-water. If 
 the water of any individual boiler exhibits acid properties, a solution of soda 
 should be put into the boiler in question. 
 
 In ships fitted with a combination of cylindrical and water-tube boilers, soda 
 is not to be put into the boilers through the feed system while any of the water- 
 tube boilers are under steam. The amount of lime passing into the cylindrical 
 boilers is to be restricted to that sufficient to maintain the water in a slightly 
 alkaline condition. 
 
 2. Soda is not to be used in boilers under steam when the water is alkaline 
 nor when it is neutral unless it shows a tendency to become acid, but when 
 boilers are filled for preservation, a slightly alkaline condition should be 
 maintained. 
 
 3. E.Ti. Register. — The total weight of soda used, and the proportion which it 
 bears to the weight of the water in the boilers into which it has been introduced, 
 is to be calculated for eveiy 24 hours, and noted in the Engine-room Register. 
 
 176. 
 
 1. Water-tube Boilers. Lime. — Whenever water-tube boilers are under steam, 
 lime is to be dissolved in the feed-water and introduced into the boilers to assist in 
 their preservation. The object in view, besides facilitating the deposit of grease 
 in the mud drums, is to maintain the water in the boilers in a slightly alkaline 
 condition. The water should on no account be allowed to become acid, and 
 a merely neutral condition should be avoided. 
 
 2. Amount of Lime. — The amount of lime to be used is to be the least 
 quantity required to maintain the water in the boilers in a slightly alkaline 
 condition, whilst at the same time ensuring the deposition of any oil or grease in 
 the water. The total quantity used per 24 hours is on no account to exceed 2 lbs. 
 per 1,000 full H.P. of the boilers in use, except in the case of Belleville boilers, 
 in which the maximum amount should not exceed 3 lbs. per 1,000 full H.P. of the 
 boilers in use. 
 
 With the various fittings in correct working order, considerably less than the 
 above amount should be sufficient, and in order to minimise the quantity neces- 
 sary, any sea water leakage in the condensers is to be remedied at the first 
 opportunity, the quantity of oil used on the piston rods and slide rods should be 
 limited to that absolutely essential, and in the case of forced lubrication engines 
 careful attention is to be paid to the arrangements for preventing the leakage of 
 oil from the crank chamber to the cylinder and slide casings. Whenever it is 
 found impracticable to obtain the required conditions without exceeding the 
 quantities as specified above, the circumstances should be reported to the 
 Admiralty. 
 
 3. Lime to be Dissolved. — The lime should be dissolved as far as possible, in 
 buckets, strained, and the chalky liquid poured into the lime tanks, or into the 
 feed-tanks where lime tanks are not fitted. A portion of the lime will be found 
 to be insoluble in water, and this heavy residue should be thrown away. The 
 amount of lime introduced should, as far as practicable, be regulated according to 
 the amount of feed water delivered. Where a continuous addition of lime cannot 
 be arranged, small amounts at frequent intervals should be introduced and the 
 
BOILERS. 59 
 
 addition of large quantities at a time avoided. It is very desirable that the lime 
 be thoroughly mixed with the feed water before the latter passes through the feed 
 filters. 
 
 . 4. Lime supplied in Air-tight Drums. — Lime will be supplied in air-tight 
 drams, and it is absolutely necessary that it be kept in the drums and not 
 exposed to the air in open top tanks, as it absorbs C0 2 from the air and loses its 
 preservative qualities. 
 
 5. Gauge Orifices. — Care should be taken that the orifices between the gauges 
 and boilers are kept free from any accumulation of lime, and they should be 
 ascertained to be clear whenever the boilers are opened for examination. 
 
 6. Filling up Boilers. — When filling boilers after steaming or examination, 
 the feed-water should have an extra quantity of lime dissolved in it to ensure the 
 water being distinctly alkaline. 
 
 7. E.R. Register. — The total weight of lime used, and the proportion which it 
 bears to the full H.P. of the boilers into which it has been introduced, is to be 
 calculated for every 24 hours, and noted in Engine-room Register. 
 
 / 
 
 177. 
 
 "1. Change of Water. E.R. Register. — The water in the boilers should be 
 retained without change as long as possible, whether the fires are, or are not 
 alight ; and it should only be removed when necessary, such as for examination, 
 cleaning, or repairs; or changed when dirty, excessively salt, or acid. When 
 boilers are wholly or partially emptied for these purposes, an entry is to be made 
 in the Engine-room Register, in the column for remarks, stating for which of 
 these purposes the water was removed and the density. 
 
 . 2. Cleaning. — Whenever boilers are emptied after having been in use, they 
 are, when practicable, to be opened out, washed down, examined, and cleaned of 
 any deposits found. 
 
 178. 
 
 Boilers to be subjected to equal Wear.— On ordinary service it is generally 
 necessary to use only part of the boilers, and the work should be arranged so as 
 to eventually subject all boilers to a practically equal amount of wear. 
 
 179. 
 
 Boilers not to be emptied by Blowing out. E.R. Register. — Tank boilers are 
 not to be emptied by blowing out, except in cases of extreme urgency, as such a 
 practice causes leaky tubes and joints, but the water is to be allowed to remain 
 until it becomes cool before the boilers are emptied. Cold water is not to be 
 pumped in for the purpose of reducing the pressure of steam or of cooling the 
 water preparatory to running it out. The length of time allowed between letting 
 fires die out and emptying the boilers is to be entered in the Engine-room 
 Register. 
 
 180. 
 
 1. Treatment if kept Empty. —Whenever a boiler is emptied it should 
 be at once thoroughly dried out. For this purpose airing stoves should be 
 placed in the furnaces (or ashpits where moro suitable), and kept constantly 
 alight, and they should be moved about so as to maintain all parts of the boiler 
 at a temperature above that of the surrounding atmosphere. Such doors at the 
 
60 BoILEftS. 
 
 top and bottom of a boiler should be removed as will ensure an upward current 
 of the warm air within and an exit for the vapour. 
 
 2. The boiler should be again completely fdled with fresh water as soon as 
 possible after examination or repair. (See Art. 162.) 
 
 3. Whenever a boiler is empty its fires are not to be kept laid. 
 
 181. 
 
 Fresh Water taken on Board for Boilers. E.R. Register. — When fresh water is 
 taken on board for filling boilers, or for filling the reserve feed-tanks, it should 
 be taken on charge by the Engineer Officer. The amount received is to be 
 inserted on the date of receipt in the Engine-room Register. This is not to 
 include any water supplied for drinking, Avashing, or ship purposes. 
 
 182. 
 
 Amount of Water in Feed-tanks. E.R. Register.- — The amount of water the 
 main and reserve feed-tanks contain should be ascertained and noted in the 
 Engine-room Register every four hours. The air-pipes should be kept clear so 
 that enclosed air may not prevent the tanks being properly filled. When filling, 
 sufficient time should be given and observation made to ensure that all air is 
 expelled and that the tanks are full. 
 
 183. 
 
 1. Tubes, &c. to be kept free from Soot- -Card is to be taken to keep the tubes, 
 smoke boxes, &c, free from soot, and suitable small doors should be fitted in the 
 bottoms of smoke boxes or in the casings of water-tube boilers to afford means of 
 removal of such accumulations as take place there. 
 
 At low rates of combustion, under some circumstances, heavy deposits of soot 
 and ash dust are liable to collect on the flame baffles and on the flatter parts of 
 the uptakes, instead of being carried up the funnels. To keep the boilers ready 
 for developing their full power, more frequent cleaning of the baffles and tubes 
 will be necessary under such circumstances. When fires are being burned down 
 for cleaning, a quicker draught by means of the fans, for a few minutes, will assist 
 in dislodging such deposits and preventing choking of the uptakes. Due regard 
 must be given to maintaining the steam-tightness of the tube connections. 
 
 2. Cleaning Boiler Tubes. — The boiler tubes, and all other parts exposed to 
 the action of the fire, are to be swept and thoroughly cleaned as soon as possible 
 after the fires have died out. 
 
 3\ Smoke box doors and casings should be carefully examined periodically to 
 ascertain that the joints are air-tight, and that there is no leakage of air into the 
 combustion spaces. 
 
 184. 
 
 Steam Tube-cleaning Apparatus. — The steam tube-cleaning apparatus fitted in 
 ships having small tube water-tube boilers is for use in cases of emergency and 
 during war time, and is then only to be used when the fires are alight in the 
 boilers. 
 
 185. 
 
 1. Boiler External Parts. — All accessible parts of the outsides of the boilers 
 and the bottoms of the ash-pits are to be frequently inspected and always kept in 
 
BOILERS. 61 
 
 good order, and the lower parts are to be coated with red and white load or other 
 protecting substance, such as tar applied hot. 
 
 2. Plates left Unlagged. — If the lagging be taken off from any part of the 
 boilers, the part exposed is to be painted and the lagging is to be replaced as soon 
 as possible ; or, if the plates have to be left unlagged for any reason, they must 
 be frequently painted to prevent corrosion from water lodging on them. 
 
 186. 
 
 Boiler Mountings. — All the cocks and valves on the boilers are to be kept in 
 good order so that no leakage may take place into the boilers not in use. When 
 not in use they and their gear should be worked once a week. 
 
 187. 
 
 Safety Valves. E.R. Register. — Safety valves should be lifted off their seats 
 once every ten days, and the lifting gear should be worked without lifting the 
 valves once a day. This procedure is to be followed both when under steam and 
 when not under steam, and a notation to that effect inserted in the Engine-room 
 Register. . 
 
 188. 
 
 1. Blow-off Cocks, and Spanners. — The Engineer Officer is to see that the 
 guards and feathers of the blow-down cocks and spanners are always kept in good 
 condition, so that there may be no danger of the cocks being left partially open 
 when the spanners are removed. 
 
 2. Where double valves are fitted in the blow-down system, the valve next 
 the boiler should be opened before, and closed after, the opening or closing of the 
 valve more remote, in order to reduce the scoring action on the inner valve to a 
 minimum. 
 
 189. 
 
 1. Precautions before opening Boilers. — Before taking off the doors from a 
 boiler which may contain steam, steps should be taken to ensure a complete 
 absence of pressure by opening the following, viz. : — The safety valves, air-cock 
 on the top of the boiler, and the test or water-gauge cocks in the steam space. 
 
 2. Foul Air in Boilers. — Care should be taken that whenever boilers .are 
 opened, sufficient time is given to allow any foul air to escape, and that before 
 anyone is allowed to enter the boilers, the purity of the air is ascertained as 
 directed by Art. 351. 
 
 3. Explosive Mixture in Boilers, Evaporators, &c. — The possibility of an 
 explosive mixture of hydrogen and air being present when boilers, condensers, 
 evaporators, &c, are opened, should be borne in mind, and before using a light, 
 means should be taken to diffuse the air contained in the boiler or other vessel 
 opened. 
 
 • 190. 
 
 1. Precautions against Accidents to Men. — Whenever men are employed in one 
 boiler whilst steam is up in another, Engineer Officers are to take such steps as 
 will prevent accidents. The main and auxiliary stop-valves, safety-valves, feed- 
 valves, brine and blow-off valves, and any other valve or cock by which steam or 
 hot water conld enter the boilers in which men are employed, are to be shut and 
 
62 BOILERS. 
 
 secured against being accidentally opened. The Engineer Officer of the watch is 
 to be responsible for. these precautions being carried out before he allows any men 
 to enter the boilers, and he is also to be responsible during the time they are so 
 employed. The same precautions are to be enforced whether the men in the 
 boilers are part of the ship's company, or are workmen from the shore or from 
 another ship. Similar precautions are to be taken whenever men are employed 
 near a boiler or pipe where they are liable to injury from escaping steam by the 
 inadvertent opening of a valve. 
 
 2. When stop-valves, &c, are secured in the shut position, for the protection 
 of men working in boilers, re-making steam pipe joints, &c, great care is to be 
 taken to guard against accident arising from the accumulation of hot water in the 
 pipe system, owing to the secured valves leaking slightly, or being insufficiently 
 screwed down on their seatings. To ensure proper drainage, pipe joints near the 
 secured valves should be broken, if necessary. 
 
 191. 
 
 Corrosion at Bottoms of Boilers. — The boiler-room bilges are to be kept free 
 from water, so that the bottoms of the boilers may not suffer corrosion from the 
 wash of the bilge-water. Should any signs of corrosion be found in the bilges, a 
 little slacked lime should be placed in them, as this has been found to stop 
 corrosion and prevent injury to the hull of the ship. 
 
 192. 
 
 1. Changes of Temperature. — Great care should be taken to prevent sudden 
 changes of temperature in boilers having water outside the tubes ; steam should 
 be raised as slowly as practicable and the smoke-box doors should not be opened 
 suddenly, as a rush of cold air affects the ends of the tubes, which, being so much 
 thinner than the tube plates, are liable to shrink and so cause leakage. In cases of 
 emergency only, steam may be raised in from two to three hours, the longer time 
 being allowed for high-pressure boilers. 
 
 2. Water-Tube Boilers. — In boilers of the water-tube type, however, steam may 
 be raised more rapidly ; but except in cases of emergency, steam should not be 
 raised in any type of water-tube boiler, whether using coal or oil fuel, in less than 
 two hours. In addition, siifficient time shoidd be given for thoroughly warming 
 up the engines before attempting to move them under steam (see Arts. 94, 197). 
 
 3. Oil Fuel. — In boilers fitted for burning both oil fuel and coal, oil fuel is not 
 to be used for raising steam. 
 
 4. Dampers. — When uptake dampers are fitted they are to be used when 
 sweeping tubes, or opening smoke-box doors for any purpose. 
 
 5. Instructions. — The instructions for the management of water-tube boilers 
 are to be followed as regards details not contained in the Steam Manual. A.C.L. 
 No. 14. C.N. 2 8479—1906. 
 
 193. 
 
 1. Valves to be opened gradually. — Stop-valves should be opened gradually, both 
 when admitting the steam to the engines and when admitting steam into any fresh 
 rystems of steam pipes (see Art. 197), and the safety-valves should never be 
 opened suddenly to their full extent. 
 
 2. Boiler Pressure. — In vessels fitted with reducing valves in the main steam 
 pipe, the pressure of steam in the boilers Avhen the engines are stopped should not 
 be allowed to exceed the working pressure of the engines, as there may be a slight 
 leakage of steam past the reducing valves. 
 
BOILERS. 63 
 
 194. 
 
 1. Orders to Stop Engines.— -When orders are received to stop the engines, the 
 steam pressure should, if possible, be prevented from rising too high by shutting 
 the ash-pit dampers, and if necessary, by gradually opening the silent blow-off. 
 With water-tube boilers of the small tube type, ease the fans and open the 
 stokeholds. 
 
 With Belleville boilers, open the tube-box doors, and ease furnace blast. With 
 tank boilers, the safety valves and smoke-box doors should only be opened when 
 absolutely necessary, and then not suddenly but gradually. 
 
 2. Fire Extinguishers. — The fire-extinguishers fitted to boilers of the water- 
 tube type should only be used in cases of emergency, as their use injures the tubes 
 by causing them to become pitted on the outside. These fittings should, however, 
 be tried cautiously once a week. 
 
 195. 
 
 Precautions when Boiler is Injured. — When any water-tube boiler is suspected 
 to be injured to such an extent that fires should be drawn, the fire doors are not 
 to be opened to commence this operation until the safety-valves have been lifted, 
 stop-valves closed, and the steam pressure reduced below 50 lbs. While the 
 reduction is being effected the fire and ash-pit doors should be closed, and where 
 so fitted the extinguishers should be used. Vide also Arts. 272 and 329. 
 
 196. 
 
 Automatic Ash-pit Doors. — When steaming, automatic ash-pit doors, if fitted, 
 are always to be in use. They are not to be opened so wide as to interfere with 
 automatic closing in case of injury to a boiler, except during such operations as 
 cleaning fires, &c, after completion of which, the doors should be replaced in their 
 automatic working position. 
 
 197. 
 
 1. Stop-valves when Fires are Lighted. — As soon as practicable after the fires 
 are lighted, the stop-valves are to be opened so as to allow the hot air and the 
 steam as it rises to circulate through the engines and warm them gradually. 
 
 Care is to be taken, in thus withdrawing steam from a newly-lighted-up boiler, 
 that the water level is not unduly lowered before the pressure is sufficient to work 
 the feed-pump. 
 
 2. Drainage of Valve Boxes and Steam Pipes. — Care is to be taken by properly 
 draining the safety and stop valve boxes to prevent an accumulation of water in 
 them, whether arising from condensation when raising steam, or by water coming 
 down the waste steam pipe when not under steam. As accidents have occurred 
 from the accumulation of condensed water in portions of the steam pipes, great 
 care is to be taken to keep these pipes effectually drained, especially before opening 
 the stop-valves of any boilers in which steam is up, or before opening valves to 
 admit steam from one steam pipe to others. 
 
 The smallest sufficient opening of the stop valve is to be at first given, and is 
 not to be increased until it has been again ascertained that the pipes are 
 thoroughly heated and drained. 
 
 3. At the first sign of water-hammering in the pipes, the valve should be 
 closed, and the necessary steps taken to ensure the pipes being properly drained 
 before again opening out.   
 
64 BOILERS. 
 
 198. 
 
 1. Whitewash. — Whitewash is not to be used on the funnels, casings, hunkers, 
 or on any of the exterior steelwork of the boilers. 
 
 2. Before painting steelwork care is to be taken that all the rust and dirt are 
 thoroughly removed, so that the paint may be applied to the clean surface of the 
 steel, and thus preserve it from corrosion. 
 
 * • 
 
 199. 
 
 1. Colour of Funnels. — The funnels are to be painted neutral grey unless 
 ordered otherwise. 
 
 2. Funnel Guys. — The funnel guys are to be examined, and adjusted if 
 necessary, once a week when the vessel is in harbour, and daily when under way. 
 
 3. E.R. Register. — A notation is to be made every Saturday in harbour and 
 daily at sea in the Engine-room Register of the condition of these fittings and that 
 the above has been complied with. 
 
 200. 
 
 Precautions against Fire. — The following precautions are to be taken to guard 
 against fire : — 
 
 (a) Bachs and Bides of Boilers. - The spaces at the backs an d sides of the 
 
 boilers are at all times to be kept clear, and on no account is anything 
 combustible to be placed on the top of the boilers or in contact with 
 them. 
 
 (b) Examination of Air Spaces. — The air space between the uptake and casings 
 
 of the boilers is to be frequently examined, in order that accumulations 
 of soot or coal dust may be prevented. 
 
 201. 
 
 1. Water-gauge Fittings. — In view of the vital importance of the efficiency of 
 the water-guage fittings of boilers, every precaution is to be taken with regard to 
 these fittings. 
 
 2. The Engineer Officer of a ship or the Engineer Officer in charge of the 
 machinery of steamboats not attached to ships, is to take the necessary action to 
 ensure that only glasses of the correct dimensions required for the various purposes 
 are drawn from store, that all the proper glass is used for any particular purpose, 
 and that they are properly packed, kept clean and well lighted. 
 
 3. In every case in which a boiler in use is placed under the care of a Petty 
 Officer or man, the Engineer Officer in charge is to ascertain that the Petty Officer 
 or man is fully instructed in the correct methods of testing and renewing gauge 
 glasses and able to carry out these operations satisfactorily. 
 
 4. When a gauge glass is renewed, the fitting is to be examined at the time, 
 or as soon after as possible, by an Officer of, or above, the rank of Artificer 
 Engineer, or, where so circumstanced, by the Chief or Engine-room Artificer in 
 
 . charge of the machinery of the ship. 
 
 202. 
 
 1. Responsibility for Working Level. — The responsibility for the proper 
 working level of water in the boilers should be definite, and persons in charge of 
 
BOILERS. 65 
 
 the feeding arrangements of boilers should be instructed to observe and work by 
 both gauge glasses of a boiler, so that any considerable differences in their in- 
 dications may be investigated and put right. 
 
 2. Shortness of Water. — Care should be taken that any person placed in charge 
 of the feeding arrangements of boilers is fully instructed as to the action to be 
 taken in the case of a boiler becoming short of water, and in addition, all ratings 
 in stokeholds should be authorised to close the draught plates of a boiler should 
 they see no water showing in the gauge glasses, at once reporting the occurrence 
 to the person responsible for the feeding of the boilers. 
 
 203. 
 
 Automatic or Self-closing Stop Valves.— The self closing stop valves fitted to 
 boilers and steam pipes are to be frequently cleaned and worked so as to ensure 
 their efficient automatic closing should the necessity arise. In the event of 
 accident, the extension of serious injury among officers and men may by these 
 means be prevented. The Engineer Officer is to ascertain that, with the closing 
 gear in the wide-open position, the spindles are in all cases of sufficient length to 
 admit of the valves closing on their seatings without fouling the cross handles. 
 Whenever any of these valves or their spindles are repaired it is to be carefully 
 ascertained, after the valve is completed and in place, that the spindle remains of 
 sufficient length to give a clearance of not less than \ inch between the handle on 
 the valve spindle and the wheel of the opening gear, and that the valve will 
 freely close in all positions of the gear. 
 
 EXAMINATION OF BOILERS. 
 211. 
 
 1. Examination of Boilers. E.R. Register. — Once in each quarter at least all 
 boilers, with the exception mentioned in Clause 2, are to be thoroughly examined 
 internally and externally, excepting under fixed lagging, and a complete descrip- 
 tion of their internal and external condition and cleanliness inserted in the Engine- 
 room Register. 
 
 2. Special Service Vessels.- — In the case of Special Service Vessels with reduced 
 nucleus crews, boilers which have not been in use are to be examined at intervals 
 not exceeding twelve months, the examinations being so arranged that one-fourth 
 of the boilers in each group or stokehold is examined each quarter. 
 
 3. The examination is to be considered of the greatest importance, and it is to 
 be fully borne in mind that the Lords Commissioners of the Admiralty are depen- 
 dent upon these reports for obtaining a correct knowledge of the state of the 
 machinery. 
 
 The report should always include statements : — 
 
 (a) Whether there are any signs of corrosion, and, if any, the depth, extent, 
 
 and situation, distinguishing between that previously reported 
 (whether extending or not) and that not previoxisly reported. Corrosion 
 of tubes is to be mentioned separately. 
 
 (b) The condition of the water side of the tubes as regards deposit, stating 
 
 thickness and nature of the same. 
 (e) Particulars of deposits on all other parts, and date when last found to be 
 clean. 
 
 X 157J) p 
 
66 EXAMINATION OF BOILERS. 
 
 (d) In water-tube boilers, whether tubes are all clear, with date of completion 
 
 of last searching of tubes in each boiler. The amount and kind of 
 matter removed by searching should be given. 
 
 (e) Whether the slits of internal steam pipes and all orifices for the admission 
 
 or exit of water or steam are clear. 
 
 (/) Whether there are any cracks, laminations, thinness, deformation, leaks, 
 or other defects or signs of weakness ; noting especially any discolora- 
 tion by fire, bulging, swelling, or other distortion of water tubes. 
 
 (</) Particulars of any deposit on the fire side of water tubes. 
 
 {h) Condition and efficiency of zinc protectors and their attachments. 
 
 (i) Date of last previous thorough examination. 
 
 4. If deposits, corrosion, or other defects are found, a statement of the steps 
 taken, or to be taken, should be made. If defects are so slight that no action is 
 necessary it should be stated. 
 
 5. The condition described should generally be that found when the boiler 
 was opened, unless the boiler had been empty and open from the beginning of 
 the quarter. 
 
 6. On closing the boiler its condition should again be recorded if such 
 condition differs in any particular from that previously described as directed by 
 the foregoing paragraph ; it should also be stated what repairs, replacements, 
 cleaning, &c, had been carried out. 
 
 7. Report of Examination. Form 353 D. — The report of the examination of 
 each boiler is to be made on Form 353 D. which is to be inserted in the Engine- 
 room Register on the day on which the examination was completed. 
 
 8. Should the nature of the service upon which the vessel is • employed 
 absolutely prevent the above examinations being made, or in anyway curtail them 
 as regards any boiler for the whole quarter, a notation to that effect is to be made 
 on the page for the " Abstract of the working of the boilers " and initialled by the 
 Captain. 
 
 9. Complete or partial examinations should be made at any other time as 
 necessary to comply with the regulations or to obtain an assurance of the thorough 
 efficiency of the boilers in respect of all matters mentioned in clause 3. 
 
 10. Before closing a boiler all rust, scale, or other deposits should be removed 
 and the zinc protectors and connections renewed as necessary. 
 
 11. Where the doors or covers on boilers are of the flanged type secured by 
 bolts or studs and nuts ; the thickness of the asbestos jointing rings, or rings 
 of similar material, is not to exceed one-eighth of an inch, and where such jointing 
 rings require holes punched in them, special care should be taken in their fitting. 
 In all cases the jointing surfaces are to be examined and ascertained to be true 
 before the joint is made. 
 
 212. 
 
 1. Examination of Cylindrical Boilers. — Cylindrical boilers are to be examined 
 and cleaned internally whenever the boilers have been in use for at most 21 days 
 from the date of the last thorough cleaning. Should the nature of the service 
 upon which the vessel is employed necessitate an extension of this period, the 
 power developed except in case of emergency, is to be limited by air pressure not 
 being used, until the examination and cleaning have been carried out. 
 
 2. Clause 1 does not apply to the boilers of Tugs and Yard Craft. 
 
 213. 
 
 1. Water-tube Boilers. Small tube type. — In vessels fitted with water-tube 
 boilers of the small tube type, that is the tubes of which do not exceed one and a 
 
EXAMINATION OF BOILERS. 67 
 
 half inches in internal diameter, the boiler Uibes are to be examined internally 
 whenever the boilers have been in use for, at most, 21 days from the date of the 
 last examination and cleaning. For this purpose every tube should be searched 
 by passing through it a wire brush or other suitable instrument. 
 
 2. In every case where a boiler is opened for examination, or other purpose, 
 steps are to be taken to ensure that every tube is clear before closing the boiler. 
 
 3. The tubes should also be frequently examined on the fire side. Distortion 
 of the tubes and any increase of diameter are signs of overheating, and when these 
 are observed the boiler should be opened out and examined internally. Swelling 
 of the tubes next the fire can be detected by passing a plate gauge over them, and 
 this should be frequently done. 
 
 214. 
 
 1. Water-tube Boilers. Large Tube Type. — Water-tube boilers of the large tube 
 type, in which fires have been lighted should be opened and examined at intervals 
 not exceeding six weeks. The interval may be reckoned from the date of first 
 lighting fires after the first thorough internal cleaning and examination of the boiler. 
 
 2. When a boiler is opened for examination the following doors should be 
 removed : — 
 
 (a) All top and bottom doors of elements, 
 (o) One end door of steam collector. 
 
 (c) Two or more doors on feed collectors. 
 
 (d) Top and bottom doors of sediment and float chambers. 
 
 (e) One or more additional doors from each of the elements. 
 
 It will be convenient to remove these doors in a diagonal direction so that tubes 
 at all heights may be seen. An arrangement for the selection of these diagonals 
 should be so planned that in the course of a year every tube will have been 
 examined. 
 
 If necessary other or all doors may be removed to be assured of the condition of 
 the tubes. Any drain plugs fitted to steam collectors shoidd also be removed. 
 
 3. Any dirt or deposit observed in the tubes should be removed by washing or 
 other means. 
 
 4. In addition to the examinations directed by Art. 211 the following should be 
 examined at least quarterly : — 
 
 (a) All internal fittings of steam collectors as far as possible.- 
 
 (b) Non-return valves at bottoms of down-take pipes. 
 
 (c) Connecting pipes from elements to tops and bottoms of water-gauge fittings. 
 
 (d) Internal levers of float gear. 
 
 (e) Floats to be examined, and weighed if necessary, to see that they are not 
 
 water logged. 
 (/) Supports which carry the back ends of elements, casings under brickwork 
 
 and back and side casings. 
 (g) Sediment chambers and blow-down fittings. 
 
 5. The lower tubes should be frequently gauged for any deviation from 
 straightness, and if any deflection is detected the tubes should be thoroughly 
 examined internally. 
 
 215. 
 
 1. Thornycroft Boilers of "Daring" Type, &e. — In examining Thornycroft 
 boilers of the " Daring" type, or boilers in which, owing to the shape of the tubes, 
 the pressure tends to force the tube out of the plate, particular attention should be 
 
68 EXAMINATION OF BOILERS. 
 
 paid to the attachment of the ends of the tube. When the projection of the tube 
 through the plate is worn away to such an extent that the wear extends into the 
 rolled part of the tube, or when the tube is materially thinned in the rolled part, 
 it should be renewed. 
 
 2. Precautions when renewing Tubes. — When renewing defective tubes secured 
 by rolling, each tube hole should be inspected to see that it is parallel and to the 
 proper gauge. When the tubes are put in place in the boiler, the ends should 
 project through the tube holes not less than vVths of an inch, and, before they are 
 expanded, the ends are to be well coned by a solid or roller drift. Each tube end 
 should be inspected to see, not only that it has been well rolled on the inside of 
 chamber, but that it is expanded close to the edges of the tube holes on the 
 outside. 
 
 WATER PRESSURE TESTS. 
 217. 
 
 Water Pressure Test of Boilers. — The boilers of His Majesty's ships and vessels 
 are to be tested by water pressure, at the intervals herein-after specified, and in the 
 manner described. 
 
 218. 
 
 1. New Boilers.- — In the case of new boilers, or boilers repaired for a period of 
 four years, the boilers are to be tested by water pressure at the end of two years' 
 service, and subsequently at half-yearly intervals. In the case of Special Service 
 Vessels with reduced nucleus crews, the interval between the tests may be extended 
 to twelve months, but before proceeding on sea service or passage trial, a water- 
 pressure test should be carried out if an interval of more than six months has 
 elapsed since the last test. 
 
 2. The greatest interval between consecutive water pressure tests of any boiler 
 is to be two years. 
 
 3. Repaired Boilers. — Boilers which have been repaired for shorter periods of 
 service are to be tested by water pressure at the end of six months' service, and 
 subsequently at half-yearly intervals, except in the case of Special Service Vessels 
 with reduced nucleus crews, when the interval between the tests may be extended 
 to twelve months. 
 
 4. Torpedo Boat Destroyers, &c — Boilers of torpedo boat destroyers, torpedo 
 boats, and steamboats are to be tested by water pressure at the end of six months' 
 service, and subsequently at half-yearly intervals. 
 
 5. All boilers are to be tested by water pressure on the completion of the drill 
 test. 
 
 219. 
 
 1. Careful Examination to be made. Boiler Deflection. — During the application 
 of water pressure the boilers are to be carefully examined, and boiler deflection 
 meters are to be used for ascertaining the deflections in the furnaces, combustion 
 chambers, or any part of the boiler as may be considered necessary. The meter 
 should be fixed in position with the pointer at zero before the pressure is applied, 
 and observations as to the amount of deflection taken as the pressure increases, 
 care being also taken to notice whether the meter is extended or compressed. 
 When the pressure has been taken off the boiler, the position of the pointer 
 should be observed to ascertain whether there is any permanent set. 
 
WATER PRESSURE TEST. 69 
 
 2. Whenever a steam pump is used for testing boilers or steam pipes by 
 water pressure, all connections between the boiler or pipe under test, and any 
 pipe containing steam, are to be cut off by means of blank flanges. 
 
 3. In water-tube boilers having curved tubes, observations should be made 
 with a view of detecting any change of configuration of the tubes. 
 
 4. In water-tube boilers, except those with nearly horizontal tubes, the holding- 
 down bolts are to be kept sufficiently free to admit of the horizontal movement of 
 the feet of the boiler due to changes of temperature. 
 
 220. 
 
 1. Regulating the Test Pressure.— Where the load on the safety-valve is 90 lbs. 
 per square inch or less, the test pressure is to be double the load ; where the load 
 on the safety-valve is above 90 lbs. and less than 180 lbs., the water pressure is to 
 be 90 lbs. per square inch greater than the load ; and where the load is 180 lbs. 
 and above, the test pressure is to be 50 per cent, above the load. 
 
 2. Weakness, how to be dealt with. — Should, however, any indications of 
 probable permanent deformation be observed during the application of the 
 pressure, the test is to cease and the weak parts are to be strengthened as 
 necessary. If this is not practicable, a new test pressure 20 lbs. below that at 
 which permanent deformation commenced is to be adopted, and the new working 
 pressure must be that which corresponds to the new test pressure, according to 
 clause 1, except in the case of locomotive boilers, where the new working pressure 
 is to be half the new test pressure in all cases. The load on the safety-valves is to 
 be reduced to the new working pressure. 
 
 Whenever a new working pressure is adopted for any reason, the stops as 
 required by Art. 376, clause 5, are to be fitted before working the boiler under 
 steam. 
 
 221. 
 
 Testing by Drilling, &c, not to be discontinued. — The test by water pressure is 
 intended to supplement, not to supersede, the occasional testing by drilling and 
 other means to ascertain the wear and waste. Should the latter test reveal 
 unusual thinness of any plates, the water pressure is to be very carefully applied, 
 in order that injury may not be caused by over-pressure. 
 
 222. 
 
 1. Report of Water Pressure Test. Form S. 355. — The report of the result of 
 the test is to be forwarded in duplicate on Form S. 355 to the Commander-in- 
 Chief or Senior Officer of the Fleet or Station to which the vessel belongs. After 
 examination by the Engineer Captain, or where no Engineer Captain is borne, by 
 the Engineer Officer of the Flagship, one copy is to be forwarded to the Secretary 
 of the Admiralty without delay, and the other retained by the Commander-in-Chief 
 or Senior Officer ; a copy is also to be placed in the Captain's Ship's Book. 
 
 2. In giving the estimated durability of the boilers, with such repairs as can 
 be done on the station, a separate statement of the estimated durability of the 
 boiler tubes is to be inserted, and any further information which may be 
 considered necessary to enable a more complete estimate to be formed of the state 
 of the boilers is to be given. 
 
 Estimated Durability of Tubes and Boilers. — The estimated durability of the 
 tubes and boilers is to be calculated from that which was ascertained at the last 
 drill test as reported on S. 356 or S. 3566, and a notification to this effect, and the 
 date of the last drill test, is to be inserted on Form S. 355. 
 
 e 3 
 
70 
 
 WATER PRESSURE TEST. 
 
 E.R. Register. — In every case where this durability is less than three years, 
 special attention is to be called to the fact by a note in red ink on the form, or by 
 a separate letter ; and also in the Engine Room Registers, and in all other reports. 
 
 3. E.R. Register. — The date of the test, and whether satisfactory, are to be 
 inserted in the Ship's Book, and in the Engine Room Register. 
 
 DRILL TEST, OR TEST FOR WEAR AND WASTE. 
 
 226. 
 
 1. Test for Wear and Waste. — Boilers of all ships are to be examined and 
 tested by drilling and other means, to ascertain the extent of wear and waste of 
 the several parts, by an Engineer Officer other than the Officer in whose charge 
 they are, at the intervals herein-after mentioned and in the manner described. 
 
 2. Examining Officer. — The Examining Officer should, if possible, be senior to 
 the Officer in charge of the boilers, except when the former is an Engineer Officer 
 of a Dockyard ; but when no Officer senior to the Officer in charge is available 
 within the time specified by Article 227, the Engineer Officer of the ship should 
 test the boilers himself. 
 
 3. Responsibility for drill tests to rest with- 
 
 For 
 
 Dockyard - 
 
 Engineer Captains 
 of the respective 
 Divisions of the 
 Home Fleet. 
 
 Destroyer Depot 
 Ships of respec- 
 tive Flotilla 
 Divisions. 
 
 Engineer Rear- 
 Admirals on the 
 staffs of the 
 Commanders in- 
 Chief of the 
 Home Ports. 
 
 All vessels undergoing an extensive refit. (The 
 test to be carried out entirely by the Dockyard 
 without assistance from the ship's staff. 
 
 All ships attached to the respective divisions of the 
 Home Fleet, including Special Service Vessels. 
 (The crew of any vessel of the Home Fleet under- 
 going such boiler test to provide the necessary 
 labour for this purpose.) 
 
 All Destroyers attached to the Respective Flotilla 
 Divisions of the Home Fleet and Destroyer Depot 
 Ships. (The crews of the Torpedo Boat Destroyers 
 of the respective Flotilla Divisions, as directed by 
 the Captains (D), to assist the special staff of the 
 Destroyer Depot Ship in the performance of all 
 work in connexion with boiler tests, &c. 
 
 All Torpedo Boat Destroyers, Torpedo Boats, Harbour 
 Ships and Establishments, their tenders and steam- 
 boats, and all other vessels attached to the respective 
 Port Divisions, and in which no Engineer Captain 
 of Engineer Commander, for staff duties, is borne. 
 The skilled staffs borne in the Parent Ships and 
 Flotillas, and the complements of the vessels con- 
 cerned, will cany out the drill tests as far as 
 possible. Where the work is beyond the capacity 
 or the staffs and complements referred to, it is to 
 be undertaken by the Mechanical Training Estab- 
 lishments assisted, where necessary, by super- 
 numerary Engine-room Artificers. Should these 
 arrangements be found inadequate in any case, a 
 report of the circumstances is to be forwarded. 
 
DRILL TEST, OR TEST FOR WEAR AND WASTE. 71 
 
 227. 
 
 1. When Test is to be made. — The boilers are to be drilled or tested for wear and 
 waste at intervals of not less than 18 months, nor more than two years ; and the 
 first test is to be made as soon as convenient after the boilers have been in use 
 18 months. 
 
 2. Boats' Boilers. — Boats' boilers are subject to the same rides as main boilers 
 as regards these tests. 
 
 3. The Engineer Officer of the ship is to report when the test is due, so that 
 arrangements may be made for its taking place without delay. 
 
 228. 
 
 Assistance to be given by Engineer Officer. — The Captain is to direct the 
 Engineer Officer of the ship to afford every facility and render every assistance in 
 the examination, causing the boilers to be prepared and such plates to be drilled 
 and other work carried out as the Examining Officer may consider necessary. 
 
 229. 
 
 1. Number of Boilers to be tested. — Unless the Examining Officer considers it 
 necessary, not more than oue boiler in four, in the case of tank boilers, and not 
 more than one boiler in each watertight compartment in the case of water-tube 
 boilers, need be drilled or otherwise tested for wear and waste, preference being 
 given to those which are considered most worn ; but all the boilers are to be 
 examined. Separate detailed reports are to be forwarded for each boiler tested. 
 
 2. Description of Deposit, Zinc, &c. — A description of the appearance, 
 thickness, and nature of the deposit at different parts of the boilers is to be given 
 in the report ; the condition of the zinc slabs, and the probable number which 
 will require renewal are also to be reported. 
 
 3. Defects. Corrosion. — Should there be any internal or external defects, or 
 symptoms of corrosion, the report is to state what they are, and the steps that are 
 being taken to make good the defects or arrest corrosion. 
 
 4. Funnels and Uptakes. — As funnels and uptakes are liable to internal and 
 external corrosion, and are particularly liable to deterioration, their condition, and 
 that of their fastenings, is also to be reported at the same time. 
 
 5. Wear and Waste excessive. — Whenever the test and examination reveal a 
 state of unfitness for use at the pressure given by the safety-valve load, and repair 
 cannot at once be effected, the circumstances are to be inserted in the report, 
 specifying the safety-valve load which is considered proper for a working pressure. 
 Action is to be taken as prescribed in Articles 220 and 221. 
 
 6. When testing cylindrical boilers for wear and waste some of the tubes in 
 each boiler tested should be drawn, to enable a correct estimate of their probable 
 durability to be given. 
 
 230. 
 
 1. Water-Tube Boilers: Small Tube and Yarroic Large Tube. — Water-tube 
 boilers of the small tube type and Yarrow large tube type are to be tested for wear 
 and waste as follows : — 
 
 (a) The large tubes and reservoirs which form the main structure of the boiler 
 
 are to be drilled for thickness. 
 
 (b) At least two generating tubes should be removed from each side of the 
 
 furnace, one from the row next the fire, and one preferably from the 
 
 E 4 
 
72 DRILL TEST, OR TEST FOR WEAR AND WASTE. 
 
 row farthest from the fire whenever this can be done without removing 
 the intermediate tubes. 
 
 Should the Inspecting Officers consider that any additional tubes 
 should be removed in order to form a correct estimate of the durability 
 of the boiler, this should be done. Tlxe tubes so drawn are to be cut 
 into suitable lengths, cleaned, and weighed, and their weight per foot 
 run inserted in the form. Parts are also to be cut longitudinally to 
 to enable their internal condition and thickness to be determined. 
 (c) The boiler casings and furnace fittings are to be carefully examined. 
 2. When the period of the estimated durability of the tubes of these boilers is 
 within six months of expiration, a further wear and waste test is to be carried out, 
 and the result reported, to enable a decision to be given as to whether the tubes 
 are fit for further service before any re-tubing is undertaken. In any case, where 
 the tubes have failed to last for five years' service, an explanation respecting the 
 short life of the tubes is to accompany the report. 
 
 231. 
 
 Water Tube Boilers : Large Tube Type, except Yarroio Boiler. — Water-tube 
 boilers of the large tube type, excepting Yarrow boilers, are to be tested for wear 
 and waste as follows : — 
 
 (a) The steam and feed collectors and mud drums are to be drilled for 
 
 thickness. 
 
 (b) Two generator tubes are to be removed and two economiser tubes if so 
 
 fitted. In all cases one of the generator tubes is to be taken from the 
 top row. These tubes are to be cut into suitable lengths, cleaned and 
 weighed, and their weight per foot run inserted in the form. Parts of the 
 tubes are also to be cut longitudinally, to enable the internal condition 
 and thickness to be determined. The position of the tubes selected for 
 removal and examination is to be such as will ensure a reliable estimate 
 being made of the whole of the tubes. 
 
 Should the Inspecting Officers consider that any additional tubes 
 should be removed in order to form a correct estimate of the durability 
 of the boiler this should be done. 
 
 (c) Junction boxes, downcomers, and sediment chambers, &c, are to be 
 
 carefully examined internally. 
 
 (d) The boiler casings and furnace fittings are to be carefully examined. 
 
 232. 
 
 1. Report of Examination and Test. — The detailed results of the examination, 
 together with a statement showing the previous treatment of the boilers, Forms 
 S. 356, or S. 356b, and S. 356a are to be forwarded to the Commander-in-Chief or 
 Senior Officer of the fleet-division or station to which the vessel belongs. After 
 examination by the Engineer Captain or Engineer Commander borne for staff 
 duties, or where no Engineer Officer for staff duties is borne, by the Engineer 
 Officer of the Flag Ship ; they are to be forwarded to the Admiralty for the 
 information of their Lordships, a copy being retained by the Engineer Officer of 
 the ship ; a copy is also to be furnished to the Engineer Captain attached to the 
 fleet-division or squadron. 
 
 2. Estimated Durability to be given. — In every case the estimated durability of 
 the boilers is to be given together with a separate statement of the estimated 
 durability of the boiler tubes. 
 
 It is most important that accurate estimates should be furnished of the 
 durability of the tubes on every occasion of drill tests and water tests in order 
 
DRILL TEST, OR TEST FOR WEAR AND WASTE. 73 
 
 that timely steps may be taken to provide in advance the tubes required for 
 retubing. 
 
 3. Water-Tube Boilers. — In the case of water-tube boilers the estimated 
 durability is to be given of the several portions, such as reservoirs, permanent 
 tube connexions, steam generating tubes, casings, back casing and supports, 
 furnace fittings, uptakes, and funnels. 
 
 4. Concurrence of Ship's Officers in Report. — The Captain and Engineer Officer 
 of the ship are to state on the Report of Examination whether they do or do not 
 concur in the opinions expressed therein. If they do not, they are to forward a 
 separate report stating their reasons for not concurring. 
 
 233. 
 
 Reports when tested at a Home Yard.— When the boilers of any ship in 
 commission are tested by the Officers of one of the Home Yards, Forms S. 356 or 
 S. 356b, and S. 356a are to accompany their report. The officers of the ship are 
 to furnish the information required in Form S. 356a ; but their concurrence or 
 otherwise is not required in the report on Form S. 356 or S. 356b. A copy of 
 the Dockyard report is to be furnished to the officers of the ship, and also to the 
 Engineer Captain attached to the fleet or squadron to which the ship belongs. 
 
 234. 
 
 1. Engineer Officer to examine all the Boilers. E.R. Register. — Whenever the 
 boilers are tested the Engineer Officer of the ship is to make a separate examination 
 of the boilers and the result is to be recorded in the Engine-room Register. 
 
 2. Omission off Drill Test. — If for any reason any portion of the prescribed 
 test or examination is omitted, the reason is to be stated and the boilers are to be 
 examined as thoroughly as possible, and reports forwarded on Forms S. 356 or 
 S. 356b, and S. 356a. 
 
 3. Ships Manual. — The date and particulars of the drill or wear and waste 
 test are to be inserted in the ship's Steam Manual. 
 
 SCREW PROPELLERS. 
 
 241. 
 
 Bronze or Gun-metal Propellers. — Bronze or gun-metal screw propellers of all 
 steel ships are not to be coated with composition, but are to be kept bright. As 
 this may result in a tendency to galvanic action between the propeller and the hull, 
 special attention is to be paid to the coating of the hull and to the cleaning of the 
 zinc protectors in this vicinity, in order to prevent oxidation or pitting of the hull, 
 an extra coat of protective composition being applied to the portions considered 
 liable to corrosion. These vessels are to be carefully watched and any serious 
 deterioration in the above respect is to be immediately reported to the Admiralty. 
 
 242. 
 
 1. Zinc Protectors. — Zinc protectors against galvanic action are to be fitted 
 near the propellers of all steel ships where the propellers are of bronze or gun- 
 metal. The protectors are to be of sheet zinc, and are to be left bright and 
 unpainted. The steel under them is to be coated before they are put on. Means 
 are to be taken to ensure metallic contact between the zinc and the steel ; and the 
 protectors are to be so fastened that they can be easily removed and renewed when 
 required. 
 
74 SCREW PROPELLERS. 
 
 2. Examination of Zinc Protectors. E.R. Register. — The Engineer Officer 
 is, on the examination of the propeller, to see if these protectors are in good 
 order, and their condition is to be noted in the Engine-room Register. If the 
 zinc has been injured in any way, the defects should be made good on the first 
 opportunity. 
 
 243. 
 
 1. Examination of Propeller Shafting in Dock. — Whenever a screw ship is 
 docked an examination is to be made of the outward portions of the propeller 
 shafting and couplings. The outboard propeller shafts are to be carefully 
 examined as soon as practicable after the ship is docked, and any corrosion not 
 previously observed is to be reported at once so that the necessary action may be 
 taken without delaying the undocking of the ship. The wear of the lignum-vitse 
 bearings, both in the stern tube and after bracket, is to be ascertained and the 
 amount recorded. If the manholes on the shaft casings are not convenient in size 
 or situation for making the examination readily, this fault is to be remedied when 
 a convenient opportunity offers. 
 
 2. Corroded Shafts. — The corroded portion of the shaft is to be thoroughly 
 cleaned by scraping, washed with a hot solution of soda, and when dry, coated with 
 three coats of red lead paint, each coat being given time to dry before the next is 
 applied. Finally one coat of each of the protective and anti-fouling compositions 
 used on the ship's bottom is to be applied over the red lead. 
 
 3. E.R. Register. — The examinations are to be noted in the Engine-room 
 Register. 
 
 244. 
 
 Turbine Propellers. — In the case of turbine engines special precautions are 
 necessary to prevent any shock being transmitted to the turbine dummy or thrust 
 block, when removing or replacing propellers, and before doing so, one coupling 
 should be disconnected, and the after length of shafting shored from a convenient 
 bulkhead. 
 
 245. 
 
 1. Screw Shafts bound in Bearings. — It having been found that screw shafts 
 sometimes become bound in their bearings, the following instructions, in regard to 
 this subject, are to be attended to. 
 
 2. Weight to turn the Screw. — When a screw ship is placed in dock for 
 examination or repair for a sufficient length of time to allow a test to be 
 made, the weight required to turn the screw will be ascertained by the Chief 
 Engineer of the Dockyard as a test to show whether the shaft is free to 
 revolve in the lignum-vitse bearings of the stern tube, and whether the bearings 
 are truly in line. 
 
 3. Ships not to be kept in Dock. — The ship is not, however, to be kept in 
 dock for the express purpose of making this test, unless there are grounds for 
 believing that the shaft is bound ; and the test need not be applied oftener than 
 once in two years. 
 
 4. Result of First Test to be stamped on Screw. — When the test has been applied 
 for the first time to a screw, the weight required to move it should be stamped on 
 it in the following manner : " 750 lbs. at 8 ft. radius moved screw (January 1, 
 1893), Portsmouth." 
 
 5. Disconnecting, ccc, of Couplings. — The disconnecting and connecting of the 
 couplings are to be carried out by the Officers of the ship, except in the cases of 
 new ships, or of ships in the Dockyard Reserve. In the case of new machinery 
 this is to be done by the Contractors. 
 
SCREW PROPELLERS. 75 
 
 246. 
 
 » 
 
 1. Engine-room Register. — The first test of the propeller as well as all 
 subsequent ones is to be entered at the end of the Engine-room Register, and in 
 the ship's Steam Manual in the page provided. 
 
 2. Comparisons of Tests. — On all occasions of testing the propeller subsequent 
 to the first one, the Engineer Officer, on making his notation in the Engine-room 
 Register, will make a comparison with the previous tests, and with the original 
 test as stamped upon the propeller. Should there be any great difference in the 
 amount of weight required to move the shafting, he is to take steps to have the 
 cause of the differences fully investigated, and note the facts of the case in the 
 space appropriated for special remarks in the Engine-room Register. 
 
 ADDITIONAL ARTICLES APPLICABLE TO TORPEDO BOAT 
 DESTROYERS AND TORPEDO BOATS. 
 
 261. 
 
 Instructions for Guidance. — Engineer Officers in charge of the machinery of 
 Torpedo Boat Destroyers and Torpedo Boats are to be guided by the general 
 instructions contained in the Steam Manual as far as they are applicable to these 
 vessels, except when otherwise directed in these special articles. 
 
 262. 
 
 Thinness of Plating. — The Officers in charge of these vessels should constantly 
 bear in mind that they are built of very thin steel, and that the utmost care is 
 required for their preservation. 
 
 263. 
 
 1. Taint. — No portion of the hull of the vessel should on any account be 
 devoid of paint or other anti-corrosive composition ordered to be placed on it. 
 The whole of the paint or composition should be kept in good condition. 
 
 2. Periodical Examination. — Whenever practicable these vessels are to be 
 docked for cleaning and re-coating every six months. 
 
 3. Vessels coated with Composition. — The condition of these vessels, however, 
 is to be very carefully watched. The whole of the surfaces, both inside and 
 outside, are to be frequently examined, and should the paint or composition be 
 found defective, the places should be carefully cleaned and re-coated. 
 
 4. Zinc Protectors. — To reduce the amount of corrosion to a minimum, should 
 any of the inside of the vessel be bare of paint or composition, pieces of zinc are 
 to be placed on the inside of the vessel, at about every five or six feet apart, as 
 low down in the vessel as possible, so as to be immersed in bilge water should 
 there be any. The zinc should be in metallic contact with the frames of the 
 vessel, or other part of the structure if preferred. 
 
 264. 
 
 1. Engineer Officer to examine Machinery.- — The Engineer Officer on taking 
 charge of the machinery of one of these vessels is to satisfy himself that the 
 boilers are in a good and efficient condition before attempting to raise steam in 
 them. 
 
76 TORPEDO BOAT DESTROYERS AND TORPEDO BOATS. 
 
 2. Boilers. — A careful examination is to be made of all the fittings in 
 connexion with the boilers, the boiler-room and bunkers ; all doors, flaps, &c, 
 especially such as are liable to become distorted by heat, and the boiler tubes 
 shoiild be examined for distortion, &c. 
 
 3. Boiler Fittings. — The internal steam pipes must be examined to see if they 
 are clear, and, if necessary, the boilers thoroughly cleaned and washed out with 
 fresh water. The safety-valves and springs should be examined and the steam 
 pressure gauges tested, and every boiler-tube should be searched to see that it is 
 quite clear. 
 
 265. 
 
 1. Fresh Water to be used in Boilers. — Fresh water is to be used for filling and 
 feeding the boilers. When fires are lighted the height of water in the boilers 
 should not be less than half glass in the water gauges, and the water should be 
 subsequently maintained as high as is found to be consistent with absence of 
 priming. 
 
 2. Raising Steam.- — Except in cases of urgency, steam is to be raised slowly, so 
 that the boilers and the engines may not be subjected to any undue strains, and 
 to prevent any possibility of forcing the fires the boiler-room hatches are to be 
 kept open. The safety-valves are to be lifted occasionally while the steam is 
 rising, and after it is raised, to see that they are free in their seats and that the 
 springs continue in proper working order. The safety-valves should also be 
 lifted occasionally when the vessel is under way for the same reason. 
 
 3. Great care should be exercised in lifting the safety-valves to avoid injury to 
 the valves and seats by dirt and scale being blown through them ; and where the 
 machinery is in charge of an Engineer Officer, the procedure as to lifting the 
 safety-valves may be modified as allowed by Art. 187. 
 
 266. 
 
 1. Engines to be drained. — Soon after the fires are lighted the cylinders and 
 steam pipes should be cleared of water, and the stop-valves slightly opened to 
 allow of the engines being gradually warmed. The drain cocks should be opened 
 frequently, and care taken to clear the cylinders of water before attempting to 
 move the engines. The separators and jackets should be kept clear of water at all 
 times. All steam stop-valves are to be opened gradually. 
 
 2. Auxiliary Engines. — As soon as there is sufficient steam, the fan, circulating, 
 and air-pump engines are to be set running slowly. 
 
 3. Before proceeding, the emergency valves, if fitted, are to be tried and 
 proved to be in an efficient condition. 
 
 267. 
 
 1. Steering Engine and Steam Pressure. — Before proceeding under way, the 
 steering engine should be worked, the rudder chains examined, and, if slack, the 
 adjusting screws regulated, or links cut out as necessary. The lowest pressure 
 required to work the steering engine with the vessel at full speed is to be noted 
 in the Appendix of the Ship's Steam Manual, and the steam pressure in the 
 boilers should never be allowed to fall below this when under way. 
 
 2. Steering Gear. — The whole of the steering gear should, at short intervals, be 
 thoroughly lubricated. Whenever any change is made in the position from which 
 the vessel is steered — viz., from forward wheel to after wheel, or vice versa — great 
 care must be taken that the rudder is placed amidships, and that the indicators 
 agree before steering from the new position. 
 
TORPEDO BOAT DESTROYERS AND TORPEDO BOATS. 77 
 
 Constant attention is to be paid to the steering gear, in order to ensure that 
 coincidence between the helm and the indicators is maintained. (See also 
 Art. 124.) 
 
 268. 
 
 Water in Boilers. — When the vessel is under way care is to be taken to keep 
 the water in the boilers at a constant level. The water-gauge glasses are to be 
 frequently blown through. The main feed pumps are to be kept in use and their 
 action constantly watched. Should it become necessary to examine the valves of 
 the feed pumps care is to be taken to ascertain that the non-return valves on the 
 boilers and the feed suction valves or cocks are properly shut. 
 
 1. Machinery not to be strained. — To prevent any unnecessary straining of the 
 machinery when the vessel is under way, the steam should not be maintained at 
 a greater pressure than is necessary to ensure the required speed and the proper 
 handling of the steering engine. The generation of steam is to be regulated by 
 the speed of the fans and not on any account by opening the furnace doors. 
 
 2. Air Pressure. — When the pressure of steam to be used is decided upon, the 
 air pressure in the boiler-rooms is to be kept as nearly constant as possible, but is 
 not to exceed the air pressure obtained on contractors' trials. 
 
 270. 
 
 1. Stoking. — Great care is necessary in stoking the boilers of these vessels in 
 order to ensure economy and to prevent flame being formed at the top of the 
 funnels. Forcing the fires should always be avoided ; fresh coal should be put on 
 as regularly and 'uniformly and in as small qiiantities at a time as possible, and 
 the furnace door is not to be kept open longer than is absolutely necessary. 
 Pricking the fire should be resorted to as little as possible, and should be done 
 from below the bars. Whenever it is necessaiy to level the fire by means of the 
 rake, the air pressure should be reduced while it is being done. 
 
 2. The fire should not be so thick as to prevent a sufficient supply of air for 
 combustion from passing through the bars, and it should be maintained as clear 
 and incandescent as possible. An attempt to increase the rate of production of 
 steam by putting on a large quantity of fuel at one firing and driving the fans 
 faster will tend to produce flaming from the funnel. 
 
 3. The automatic ash-pit doors are on no account to be secured in the open 
 position. 
 
 4. Ash-pans. — The ash-pans are to be kept clear of ashes, and are to be well 
 supplied with water. 
 
 271. 
 
 1. Fresh and Distilled Water. — In consequence of the limited supply of reserve 
 feed water, the following precautions should be taken to prevent its waste ; 
 careful stoking to prevent priming, constant attention to the feed-pump and 
 other glands, and to the pressure of the steam to prevent blowing off at the 
 safety-valves. (See Art. 194.) 
 
 2. The hot-wells and condensers should always be kept free of water. 
 
 3. The steam ejector is not to be used to clear the bilges of water except 
 in cases of emergency or when the fresh water thus lost may be speedily 
 replenished. 
 
 Special precautions are to be taken not to use the steam ejector on the bilge 
 unless the sluice valve on the boat's side is open and no one near the orifice. 
 
78 
 
 TORPEDO BOAT DESTROYERS AND TORPEDO BOATS. 
 
 272. 
 
 1. Leakage in Boilers. — Should a serious leak occur in any boiler, the ash-pit 
 and furnace doors should he kept closed, and the pressure of the steam at once 
 reduced by driving the engines as fast as circumstances will permit, by blowing 
 steam into the condenser, and by increasing the feed. The safety-valves should 
 be lifted and the fires quenched as soon as possible. The fans should be kept 
 at work, and the boiler-room hatch should be kept closed. If the steam pressure 
 is not sufficiently reduced to admit of the furnace doors being opened and the 
 fires drawn ; the men are to leave the boiler room and the fire extinguishers are 
 to be kept in use. (See Arts, 195, 273, 328, and 329.) 
 
 273. 
 
 Boiler Tube Leak Drill— The Boiler Tube Leak Drill (see Art. 329), which 
 has been formulated to meet the emergency of a sudden leakage in the boiler 
 tubes, and to ensure the prompt, and intelligent handling of the safety appliances 
 on such occasions, is to be adopted for use. 
 
 A copy of the drill form is to be posted in each Engine-room and Stokehold, 
 and should be embodied in the Station Bills. 
 
 It is to be practised weekly if convenient, and in the case of Instructional 
 Boats it is to be practised at least twice with each class under instruction. 
 
 274. 
 
 Mineral Oil only to be used. — In conseqtience of the lightness of construction, 
 and the high speeds at which these engines work, increased care is necessary in 
 attending to the various working parts. As a rule the engines can be worked 
 without any lubricant for the internal parts, but if found necessary at the higher 
 speeds the amount used should be limited to the lowest possible quantity. (See 
 Arts. 104, 105.) 
 
 275. 
 
 1. Reserve Feed-tanks. — Use of Sea Water. — The vessel should never proceed 
 on any service without the reserve feed tank being filled, and it should be refilled 
 at every opportunity. Whenever it becomes absolutely necessary to use sea water 
 and priming ensues, the engines are to be eased as much as possible, and care 
 is to be taken to test the density of the water, which is not to be allowed to 
 exceed 40°. When sea water has been used, the boilers should be well washed 
 out with fresh water as soon afterwards as possible, and each tube should be 
 thoroughly searched. (See Art. 172.) 
 
 276. 
 
 Ventilation of Bunker. — Should the bunkers at any time, when the vessel is 
 under steam, get very hot, advantage should be taken of any opportunity when 
 stopping or going easy to ventilate them by taking off one or more of the bunker 
 lids and keeping the boiler-room hatch closed, with the fan at work for a short 
 time. Coal sacks, firewood, or other combustible materials are not to be stowed 
 in the boiler compartments. 
 
 277. 
 
 1. Water not to be changed in Boilers. — It is undesirable to change the water 
 in the boilers more than is absolutely necessary, but should a long run at a high 
 rate of speed be anticipated, the boilers should be washed out and refilled before 
 starting. 
 
TOEPEDO BOAT DESTROYERS AND TORPEDO BOATS. 79 
 
 2. With new boilers, it may be necessary to change the water several times 
 until they are quite clean. Oil, tallow, or disinfecting powder are not on any 
 pretext to be put into these boilers. (See Art. 177.) 
 
 278. 
 
 When Engines are finished with. — When the engines are finished with, all 
 connexions between engines and boilers and the sea are to be closed. The 
 furnace doors and air-flaps are to be shut, and if it has been possible to burn 
 down the fires to any extent before stopping the funnel covers should be put on 
 so that the fires may die out very gradually. Should the steam rise Avhile this is 
 being carried out, the silent blow-off should be opened sufficiently to prevent any 
 waste of steam at the safety-valves. (See Art. 108.) 
 
 279. 
 
 Orifices to be kept clear. — The orifices and gratings of all sea inlets are to be 
 kept clear of weed and other obstruction ; weed-boxes when fitted to the sea 
 inlets are to be frequently examined and cleaned if necessary. The condenser 
 doors should be removed occasionally to examine the tubes, and clear them if 
 necessary. 
 
 280. 
 
 Condenser Tubes. — In vessels that are much under steam the eduction and 
 air-pump suction pipes are to be removed once a year and the condensers 
 examined and cleaned. Should the tubes be found coated witli grease the 
 condensers may be cleansed with a hot solution of soda, or, in preference if time 
 permits, the tubes may be drawn. (See Art. 116.) 
 
 281. 
 
 Internal Parts, — Unless it is expected that the vessel will be under steam 
 again in a few days, the pistons and slide valves of main and auxiliary engines 
 which have been running should be examined and drawn if found necessary, and 
 all the rubbing surfaces cleaned and lightly coated with heavy filtered mineral 
 oil or grease ; they should then be replaced and the engines made ready for 
 steaming when required. 
 
 282. 
 
 Steam Pipes to be Tested. — The fact should be kept in view that the engines of 
 torpedo boat destroyers and torpedo boats are lightly constructed, and that the 
 joints, especially those of the steam pipes, are subject to injury from vibration. 
 The main steam pipes, together with any other pipes which appear to suffer in 
 this way, should therefore be tested at the same time and to the same pressure 
 as the boilers. Where practicable the joints of steam and feed pipes should be 
 surfaced and made with red lead paint, with red lead jointing mixture, or with 
 copper wire gauze and red lead ; if made with sheeting, the spaces for the 
 bolt-holes are to be punched out with the punches supplied, and are not to 
 be cut out with a knife. The bolts should be well fitted in the holes of both 
 flanges. 
 
 283. 
 
 Precautions in Cold Weather. — In cold weather all necessary precautions to 
 prevent injury are to be taken by keeping the engines and pipes thoroughly 
 drained, or where thic. is impracticable, by warming the engine-room and 
 boiler-rooms, 
 
80 TORPEDO BOAT DESTROYERS AND TORPEDO BOATS. 
 
 284. 
 
 Corrosion of Cylinder Covers. — The cylindrical covers of torpedo boat 
 destroyers and torpedo boats should be examined periodically, and any corrosion 
 or decay arrested by scraping, painting, or other means. When these vessels 
 come in hand for thorough refit, the lagging of the cylinder covers is to be 
 removed, and the covers examined and thoroughly painted. 
 
 285. 
 
 1. Stern Shafts. — In the case of torpedo boats fitted with reciprocating engines 
 other than those mentioned in clause 2, and torpedo boats fitted with turbine 
 machinery, the tail shafts and intermediate shafts running in wet tubes, if so 
 fitted, are to be withdrawn at six months and again within twelve months after 
 the last occasion of docking previous to the acceptance of the machinery from the 
 Contractors and subsequently at intervals not exceeding twelve months. The 
 intermediate shafting working through tubes, if so fitted, is to be withdrawn at 
 periods not exceeding two years. When the stern tubes or intermediate tubes 
 are of steel the interiors are to be thoroughly cleaned and scraped, and, when the 
 surfaces are thoroughly dry, are either to be painted or filled with hot linseed oil, 
 and allowed to stand for some time before the shafts are replaced. The water 
 lubrication channels in the stern bushes are always to be examined and cleared 
 prior to replacing the shafts. 
 
 2. Torpedo Boats Nos. 98, 99, 107, 108, 109, 110, 111, 112, 113, 114, 115, 116, 
 and 117, and any succeeding boats similarly fitted with machinery of destroyer 
 type and size, are to be treated as destroyers and governed by the Regulations in 
 clause 3. 
 
 3. In the case of torpedo boat destroyers, the longest period which is to be 
 allowed to elapse before withdrawing the stern shafts for examination is not to 
 exceed three years. 
 
 286. 
 
 Propellers. — The steel blades and fastenings of propellers, and bolts holding 
 stern bushes when so fitted, are to be frequently examined, and are to be kept 
 constantly painted or coated with the same composition as applied to the vessel. 
 The zinc protectors on the stern of the vessel are to be examined on every possible 
 occasion, and renewed when necessary. (See Art. 241.) 
 
 287. 
 
 Spare Gear. — It is desirable not to keep more spare gear on board each vessel 
 than is necessary, and the number of parts kept will depend upon the nature of 
 the service on which the vessel is to be employed ; a few articles which are in 
 frequent demand, such as fire bars, india-rubber valves, gauge glasses, &c, should 
 always be on board. The remainder of the articles are to be kept either on board 
 the ship to which the vessel is attached or in store, as may be ordered. 
 
 288. 
 
 In all telegrams and correspondence respecting torpedo boats, the class of boat, 
 as well as the distinguishing number, is always to be stated. 
 
PRESERVATION OF MACHINERY AND BOILERS IN RESERVE. 81 
 
 TORPEDO BOAT DESTROYERS AND TORPEDO BOATS IN 
 
 RESERVE : PRESERVATION OF MACHINERY 
 
 AND BOILERS. 
 
 301. 
 
 1. Examination and Treatment of Machinery and Boilers. — Befoi'e any torpedo 
 boat destroyer or torpedo boat is put out of commission and placed in Reserve, tbe 
 machinery and boilers are to undergo a thorough examination, and any defects 
 reported, and, if possible, made good at once. If this is not practicable the 
 defects are to be made good as soon as possible after the vessel is put out of 
 commission. 
 
 2. Records of Examinations, Tests, &c. — A record of the examinations, tests, 
 repairs, and treatment of the machinery and boilers whilst in Reserve is to be 
 kept in the Office of the Chief Engineer of the Dockyard for reference. 
 
 3. Boilers. — Boilers are to be dealt with as laid down in Arts 159 el sea., 211 
 et seq., 217 et seq. 
 
 302. 
 
 1. Examination of Bilges, &c. — The bilges are to be cleaned, the bunkers 
 cleared of coal, and the interior of the vessel examined throughout, the lining 
 of the bunkers being removed for that purpose if necessary. 
 
 2. Condition of Vessel. — The vessel is to be put in every respect in as good 
 a condition, both as regards her machinery and her cleanliness, as when she was 
 first brought into use. 
 
 303. 
 
 1. Machinery, how to be kept. — The engines are to be kept so far disconnected 
 that the interior parts may be periodically inspected ; but all joints of doors, 
 covers, &c. are to be kept in such a condition as will permit of the engines being 
 got ready for steam at a few hours' notice. 
 
 2. The working parts of the engines are to be kept properly connected and 
 adjusted, so as to be ready for working at once if required. 
 
 3. All packing is to be kept ready and attached to the several glands, so that 
 it may be speedily put into its place, and the engines of each vessel are to be 
 turned several revolutions at least once a week. 
 
 304. 
 
 1. Special Care of 'Torpedo Boats and Destroyers. — Torpedo boat destroyers 
 and torpedo boats will require most careful treatment while in Reserve, and their 
 machinery when in use will require to be managed with more than usual care and 
 skill. Torpedo boats are, when not in use, to be housed if practicable. 
 
 2. Coating of Bottoms. — The bottoms of those vessels in Reserve which are 
 not in use are not to be coated with red lead, nor with experimental compositions, 
 but are to be coated with one coat each of protective and antifouling compositions 
 when considered necessary. 
 
 305. 
 
 1. Re-coating. Condition and Examination. Report of Examination.— When 
 coated with approved compositions, they need not be docked or hauled up for 
 re-coating oftener than once in six months. The condition of these vessels, 
 however, is to be very carefully watched, and the whole of the surfaces, both 
 
 x 1579 F 
 
82 PRESERVATION OF MACHINERY AND BOILERS IN RESERVE. 
 
 inside and outside examined as frequently as practicable, and should the com- 
 position be found defective the places are to be carefully cleaned and re-coated. 
 A report showing that the examination has been made should be sent to the 
 Superintendent as soon as it has been carried out. 
 
 INSTRUCTIONS RELATING TO TORPEDO BOATS AT 
 FOREIGN DEPOTS. 
 
 309. 
 
 Maintenance. 
 
 1. At those ports where there is a Reserve, the hull and machinery of the 
 torpedo boats not in commission are to be in charge of the Reserve Officers ; at 
 other ports the Dockyard Officers are to take charge of them. 
 
 2. The following Engine-room staff will be appointed for the care and 
 preservation of the hulls and machinery of each first-class torpedo boat. 
 
 1 Chief or Senior E.R.A., 
 1 Stoker Petty Officer, 
 1 Stoker, 1st class. 
 
 These men should have had experience in the working of torpedo boat 
 machinery, and on all occasions of the boat being used for exercise by the staff 
 of ships visiting the port, they will attend to give assistance, if required, in the 
 working of the machinery. 
 
 3. The care and preservation of the gun mountings, torpedo carriages, and 
 tubes of all torpedo boats at foreign depots are to be undertaken by the Engineer 
 Officer of the Reserve or Dockyard responsible for the machinery of the boats, in 
 accordance with clause 1. 
 
 4. The care and preservation of other electrical and torpedo fittings are to be 
 undertaken by the Torpedo Gunner appointed to the Reserve for this purpose. 
 
 If there is no Torpedo Gunner, the above fittings will be in charge of the 
 Engineer Officer. 
 
 5. At foreign depots, where there is an Engineer Officer specially appointed to 
 the Torpedo Store, the torpedoes and their stores are to be in his charge ; at 
 other yards the Chief Engineer of the yard is to be in charge of them, and 
 responsible for their being kept in a thoroughly efficient condition and suitable 
 provision for their stowage, maintenance, and repair, in the Dockyard, is to be 
 made under his superintendence. 
 
 6. At depots where there is a Torpedo Lieutenant stationed, he is to 
 frequently inspect the whole of the torpedo gunnery and deck fittings of all the 
 torpedo boats at that depot, and report the result of such inspection to the Naval 
 Officer in charge ; at other depots, the Torpedo Lieutenant of the flagship is to 
 make these inspections ; in the case of the portions of the torpedo and gunnery 
 fittings for which the Engineer Officer is responsible under clauses 3 and 4, these 
 inspections and reports are to be jointly made by the Torpedo Lieutenant and the 
 Engineer Officer. 
 
 Machinery Instruction. 
 
 7. Opportunities are to be taken, when the ships of the various squadrons are 
 at foreign depots, to give their Engine-room staffs practice in the first-class 
 torpedo boats stationed at those ports. 
 
TORPEDO BOATS AT FOREIGN DEPOTS. 83 
 
 If possible, the practice for each set of men under instruction is to consist of 
 10 runs, two of which should be made so as to reach as nearly as possible the full 
 power obtained on the contractor's official trial, and the others at powers varying 
 from one-half to three-quarters full power. 
 
 The Engine-room staffs of the ships detailed for practice are to be instructed 
 in the working of the machinery and boiler by the Engineer Officer of the 
 Reserve or Dockyard responsible for the machinery of the boats, in accordance 
 with clause 1 , or by a competent subordinate detailed by him. 
 
 8. A Lieutenant is always to be in command of a torpedo boat when exercising 
 with a crew detailed from any ship for this purpose. 
 
 Whitehead Torpedo Instruction. 
 
 9. Whitehead torpedo instruction, as regards parting, preservation, and 
 adjustment of torpedoes, is to be imparted to a sufficient, number of Engineer 
 Officers and Engine-room Artificers as may be detailed by the Commander-in- 
 Chief, by the Chief Engineer of the Dockyard, or the Engineer Officer of the 
 Torpedo Store where there is one specially appointed. 
 
 The instruction as regards the running and management of torpedoes is to be 
 imparted to the Officers and men of the squadron by the Torpedo Lieutenant of 
 the depot, or flagship if present, or by the Torpedo Gunner specially appointed 
 for Reserve duties, or in charge of torpedo boats. 
 
 10. Ships visiting a foreign depot may exercise their torpedoes from the 
 torpedo boats stationed there, on application and if convenient, but it is desirable 
 on these occasions that the boats should be manned by their proper Engine-room 
 staff, as far as the working of the machinery is concerned. 
 
 A thorough knowledge of the working of the boat should be attained before 
 carrying out practice with torpedoes. 
 
 11. After being used for torpedo practice by the crew of any ship, the boats 
 are to be left clean and in proper order by that crew, but the regular staff 
 appointed to the boats are to keep them always in a clean and efficient state. 
 
 Periodical Running and Torpedo Practice. 
 
 12. No torpedo boat stationed at a foreign depot is to go for more than six 
 months without being run by the Reserve or Dockyard Officers, to ensure that 
 everything is in efficient working order as regards hull and machinery, and on 
 each occasion the boat is to be run for one hour at least, without stopping, at 
 maximum power, as denned in clause 7. 
 
 13. Torpedo practice is to be carried out at least once in six months from 
 each torpedo boat at a foreign depot, 12 runs within the prescribed limits as to 
 accuracy being made from the boats at full cruising speed, and every torpedo 
 carnage tube, and dropping gear, is to be used on such practice. 
 
 14. The Senior Naval Officer present is to make the necessary arrangements 
 for carrying out the above periodical running and torpedo practice. 
 
 Reports of Running and Torpedo Practice. 
 
 15. On the 1st of January and 1st July in each year a report is to be sent to 
 the Admiralty giving : — 
 
 (1) Dates on which each boat was run, with duration of run and highest speed 
 
 attained. 
 
 (2) By whom run on each occasion, i.e., by Reserve, Dockyard, or ship in 
 
 commission. 
 
 F 2 
 
84 TORPEDO BOATS AT FOREIGN DErOTS. 
 
 (3) Numbers of Engine-room ratings trained during the preceding six months, 
 
 specifying the ships to which they belong. 
 
 (4) Details of torpedo practice carried out, on Form 195 (Half-yearly Report 
 
 of Torpedo Exercise). 
 
 (5) Reports of any accidents or failures of machinery or torpedoes. 
 
 These reports are to be made out by the Engineer Officer of the Reserve or 
 Dockyard responsible for the machinery of the boats, in accordance with clause 1, 
 and the Torpedo Lieutenant jointly, where a Torpedo Officer is stationed, and in 
 other cases by the Engineer Officer, the parts relating to the running of the boat, 
 and to torpedo practice, being signed by the Lieutenant in charge of the boat, 
 and the Officer superintending the torpedo practice. 
 
 They are to be forwarded by the Commander-in-Chief, but where there is a 
 permanent Senior Naval Officer they should be compiled under his direction, and 
 he should be responsible, under the Commander-in-Chief, for the proper carrying 
 out of the above orders. 
 
 TORPEDO BOATS AND STEAM BOATS. 
 
 311. 
 
 The general instructions contained in the Steam Manual are to be followed as 
 far as they are applicable. 
 
 312. 
 
 1. Boats fitted with Machinery. — The Engineer Officer is responsible for the 
 efficiency of the engines and boilers fitted in any torpedo boat or other boat 
 attached to the ship in which he is serving. 
 
 2. When a steamboat is transferred from one Ship to another, or to a 
 Dockyard, copies, with the latest details, of Forms S. 353d (Examination of 
 boilers), S. 355 (Water pressure test of boilers), S. 356b (Drill test of Boilers), 
 together with Form S. 353b or S. 467a (Tube history sheet of water-tube boilers), 
 and a list of boiler and engine defects, are to be forwarded to the Ship or 
 Dockyard to which the boat is being transferred. 
 
 13. 
 
 1. Examination of Boilers. — The boilers of steam boats are to be examined in 
 accordance with Arts. 211, 213 and 215, with the exception of those in constant 
 use which are to be examined and cleaned at least once a month. 
 
 2. The bottom of the boiler outside is to be examined occasionally, and when 
 necessary, thoroughly cleaned and painted to prevent deterioration, the surface 
 contiguous to the bilge being protected by a coating of tar. 
 
 314. 
 
 Thornycroft Boilers.- — The following precautions are to be observed in the 
 working of water-tube boilers of the Thornycroft type fitted in steam boats in 
 which the upper ends of the generating tubes are above the working level : — 
 
 (a) When raising steam or waiting orders, the water in the steam dram 
 should cover the mouths of two or three of the lowest rows of 
 generating tubes ; and no attempt should be made to get steam 
 quickly by burning wood, oily waste, or any other siibstance, which 
 would expose the dry part of the tubes to the action of flame. 
 
TORPEDO BOATS AND STEAM BOATS. 85 
 
 (b) When steaming, the water level should be kept as high as possible without 
 
 causing the boiler to prime. 
 
 (c) In order to guard against water passing over to the engines, the boiler 
 
 stop-valve should only be opened sufficiently wide to pass the required 
 quantity of steam, and care should be taken to start the engines 
 slowly, and gradually work tip to the speed required. 
 
 315. 
 
 1. Safety Valves. — The Engineer Officer is responsible that the safety valves 
 and gear of all steam boats are frequently inspected to ascertain that they are in 
 proper working condition, and whenever steam is raised for the first time after an 
 interval of more than ten days the safety valves are to be carefully examined. 
 
 2. The condition of the safety valves and water gauges, feed valves, &c, 
 should be ascertained from time to time while the boat is working, and great 
 care taken to keep all fittings in a thoroughly efficient state. 
 
 316. 
 
 E.R. Register. — The number of hours any steam or motor boat has been in 
 use is to be noted in the Engine-room Register. 
 
 317. 
 
 Defects of Steam Tenders. — All defects of steam tenders and steam and motor 
 boats are, as far as possible, to be made good by the artificers of the ships to 
 which the tenders or boats are attached. 
 
 318. 
 
 1. Trials of Boats. D. 408 and 408a. — The trials of torpedo boats after 
 undergoing repair, or torpedo boats and other steam or motor boats when new 
 and not previously tried, are to be carried out at the measured mile, and, as far 
 as circumstances will permit, under the same conditions as ships when under- 
 going their full-power trials on the mile, the same forms being used for the report 
 on which the class and length of the boat is to be stated. 
 
 2. Examinations after Trial. — Examinations of the machinery after trial are 
 to be made as in the case of ships. 
 
 319. 
 
 1. Printed Instructions.— The printed instructions contained in Form S. 358 
 are to be strictly observed, and every person in charge of torpedo boats or other 
 steam boats on detached service is to be provided with a copy of these 
 instructions. 
 
 2. The Engineer Officer will consider it his duty to satisfy himself that any 
 Engine-room Artificer, Mechanician or Stoker Petty Officer who may proceed in 
 any boat on detached service is thoroughly acquainted with the proper method of 
 working the engines and boiler, and that he is quite conversant with the printed 
 instructions. 
 
 320. 
 
 1. Torpedo Boats returned from Ships, Treatment of. — If a torpedo boat has 
 been attached to a ship, the Engineer Officer of the ship is to make good the 
 defects as far as possible before the boat is returned. The engines are to be 
 thoroughly disconnected, the whole of the working parts are to be cleaned, oiled, 
 
 F 3 
 
86 TORPEDO BOATS AND STEAM BOATS. 
 
 re-coimected, and re-adjusted. The internal parts, including condensers, hot- 
 wells, air and circulating pumps, pipes, &c, are to be drained out and cleaned, 
 and all doors and covers are to be so left that periodical examinations may be 
 made of the interiors. 
 
 2. Propeller Shaft. — The after part of the propeller shaft is to be withdrawn, 
 bo that it may be cleaned and oiled, and the stern tube is to be dried out and 
 painted, or otherwise put into a state of preservation as soon as possible before 
 the shaft is replaced. 
 
 3. Boiler. — The boiler, if of the locomotive type, is to be thoroughly boiled 
 out with fresh water and soda in the proportion of 7 lbs. per ton, and, after 
 boiling for at least 4 hours, blown out with steam at a pressure not exceeding 
 10 lbs. 
 
 After being boiled out, the boiler should be brushed and washed down with a 
 hose or hand pipe, and any sediment about the furnace water space extracted 
 through the sight and plug holes. It should then be thoroughly examined, and 
 the fire-box and tube-plate properly gauged to ascertain if they have received any 
 injury during the time the boat has been under steam. 
 
 4. If the boiler is of the water-tube type, all the tubes are to be searched by 
 the wire brushes or other means provided, and the steam and water collectors 
 scrubbed with wire brushes. The boiler should then be brushed out and washed 
 down, and all sediment cleaned out of the water pockets. It should then be 
 thoroughly examined, and the tubes inspected on the fire side to see if any 
 distortion has taken place. 
 
 5. The boiler is then to be gently warmed to a temperature well above that of 
 the atmosphere so as to dry it thoroughly, and it is then to be preserved by one 
 of the processes enumerated in Arts. 162, 163 for the preservation of boilers. 
 
 STEAM BOATS ON DETACHED SERVICE. 
 
 INSTRUCTIONS WITH WHICH ALL MEN IN THE ENGINE-ROOM 
 DEPARTMENT OF THESE BOATS ARE TO BE MADE THOROUGHLY 
 ACQUAINTED. 
 
 Working of Machinery of Boats with Open Stokeholds, and 
 Fitted with Fresh-water tanks. 
 
 327. 
 
 1. Fresh water is to be used for filling and feeding the boiler. When the 
 fire is lighted, the height of the water in the boiler should not be less than half 
 glass in the water gauge, and the water should be subsequently maintained as 
 high as is found to be consistent with absence of priming. As little oil as 
 possible to be used, especially for internal lubrication, and then heavy filtered 
 mineral oil only. 
 
 2. Steam is to be raised very slowly, except in cases of urgency. 
 
 3. When the fire is lighted, drain the steam pipes and cylinders, and then 
 open the stop-valves a little to gradually warm the cylinders and cylinder 
 jackets. 
 
 4. Lift the safety valves occasionally whilst getting up steam, and whilst 
 under way. 
 
STEAM BOATS ON DETACHED SERVICE. 87 
 
 5. Clear the cylinders of water before starting, and keep the jackets clear of 
 water at all times. 
 
 6. Keep the water level in the boiler constant, and blow through the water- 
 gauge cocks occasionally. 
 
 7. Use the main feed pumps. If the pumps are not drawing the hands of the 
 feed pump pressure gauges will be stationary and the hot-well will overflow ; get 
 the pumps to work by opening the pet cocks. 
 
 8. If no cocks are fitted in the feed delivery pipes, the feed pump air vessels 
 are not to be taken off while steam is up, before it is ascertained by dis- 
 connecting the pressure gauge on the feed pipe, and opening its cock, that 
 the non-return valve on the boiler is shut ; see also that feed suction valves 
 are shut. 
 
 9. If the boiler primes, ease the engines as much as possible. 
 
 • 10. Fill up the fresh-water tanks at every available opportunity. 
 
 11. The density of the water should be frequently tried, and any rise should 
 be at once reported. Sea water is not to be used in the boiler except on 
 emergency. When it is used the density is not to exceed 40, and the boiler is to 
 be opened and cleaned as soon after as possible. 
 
 12. The boiler is not to be emptied by blowing out. 
 
 13. The boiler is not to be emptied except for examination, cleaning, and 
 repairs, and the water is to be changed as seldom as possible while it remains 
 clean. 
 
 14. The fire is not to be kept laid if the boiler is empty. 
 
 15. When the engines are no longer required, the cocks and valves are to be 
 closed, and, if there is no objection, the fire is to be allowed to die out. 
 
 16. E.Ii. Register. — The number of hours per day that the boat is in use is to 
 be noted in the Engine-room Register of the ship to which the boat belongs. 
 
 TORPEDO BOATS, AND OTHER BOATS WITH STOKEHOLDS 
 
 UNDER PRESSURE. 
 
 328. 
 
 The following instructions are to be observed in addition to those in Art. 327, 
 with the exception of clause 15. 
 
 1. Before lighting the fire see that the smoke-box doors, the doors in the 
 bulkheads forward and aft of the smoke-box, and the bunker covers are securely 
 shut, and deck plates or covers over boilers properly jointed ; and the air flaps to 
 ash-pit, and on deck, are in perfect working order. 
 
 2. As soon as there is sufficient steam, set the air pump when independent, 
 circulating pump, and fan engines to work slowly, and keep the stokehold hatch 
 open to ventilate the boiler-room and to prevent forcing the fire. 
 
 3. Keep the condenser and hot-well clear of water by the means provided ; 
 pump the water into the boiler feed tank or overboard, as required. 
 
 4. The fire-bars must at all times be kept well covered with coal. 
 
 5. Prick the fire from under the bars, and great care is to be taken to avoid 
 large holes forming in the fire. 
 
 F i 
 
88 TORPEDO BOATS, AND OTHER BOATS, ETC. 
 
 6. Put on fresli coal as regularly as possible, and do not keep the furnace door 
 open longer than is absolutely necessary. 
 
 7. The air pressure must be kept as constant as possible, and is not to exceed 
 3 inches of water. Frequent alterations of the air pressure should be avoided. 
 When cleaning the fire, ease or stop the fan engine. 
 
 8. If the steam pressure gets too high, blow off steam into the condenser, 
 opening the silent blow-off as gradually as possible. 
 
 9. The generation of the steam is to be regulated by the speed of the fan, and 
 not on any account by opening the furnace door. 
 
 10. The cylinders require little or no lubrication, and in any case oil should 
 be used as sparingly as possible, in order to prevent injury to heating surfaces of 
 the boiler on account of oily deposits. 
 
 11. Heavy filtered mineral oil is to be used for lubricating the cylinders and 
 piston and slide rods. 
 
 12. Keep the ash-pans well supplied with water when so fitted, and clear of 
 ashes. 
 
 13. The air flaps to ash-pit fronts are on no account to be kept open, except 
 when pricking the fire or raking out ashes. 
 
 14. If a serious leakage occurs in the boiler, the directions given at Art. 329 
 are to be generally observed so far as the circumstances require. See also Arts. 
 195 and 272. 
 
 15. When the engines are no longer required, the steam is to be blown into 
 the condenser, opening the silent blow off as little as possible, the cocks and 
 valves closed, the iron funnel cover put on, and the fire allowed to die out, and 
 care taken that the steam pressure does not rise very high with the fire remaining 
 in the furnace. 
 
 16. Special precautions are to be taken not to use the steam ejector on the 
 bilge unless the sluice valve on the boat's side is open, and no one near the 
 orifice. 
 
 329. 
 
 Boiler Tube Leak Drill. 
 
 The following drill for use in Torpedo Boat Destroyers and Torpedo Boats 
 has been formulated to meet the emergency of a sudden leaking of a tube in the 
 boilers, and to ensure the prompt and intelligent handling of the safety appliances 
 on such occasions : — 
 
 Stokehold. 
 
 When the order is given, " Leak in the Furnace of No. Boiler," the 
 
 Stoker Petty Officer or Leading Stoker of the stokehold is to — 
 
 (1) See that the fire and ash-pit doors, whether automatic or otherwise, are 
 
 closed and secured. 
 
 (2) Increase the speed of the fan engine. 
 
 (3) Open the safety valves on the injured boiler. 
 
 (4) Cautiously open the fire extinguisher on the injured boiler, or, if fitted for 
 
 oil-burning, quickly shut off the supply of oil to the burners. 
 
 To ensure the greater safety of the men in the stokehold, he will be responsible 
 that the stokehold hatch is not opened from below, and that the furnace doors of 
 the injured boiler are not opened till the pressure in that boiler is below 50 lbs. 
 He is to take special care that the water level in the other boilers in use in that 
 
TORPEDO BOATS AND OTHER BOATS, ETC. 89 
 
 stokehold is kept at the correct height, the tendency being for all the feed water 
 to go into the injured boiler. 
 
 The Stoker in the stokehold is to — 
 
 (5) Increase the speed of the feed pump. 
 
 (6) Start the auxiliary feed pump. 
 
 (7) Open the auxiliary feed valve on the injured boiler, and if other boilers 
 
 in the same compartment are alight, close the main feed valve on the 
 injured boiler. 
 
 (8) Shut the stop-valves on the injured boiler. 
 
 In the absence or any inability of the Stoker Petty Officer or Leading Stoker 
 to perform his duties, the Stoker firing defective boiler is to take his place, and 
 the remaining Stoker is to carry out the duties detailed for the Stoker in the 
 stokehold. In the case of one Stoker only being available, he is to carry out the 
 whole of the above duties as expeditiously as possible. 
 
 Where ash-pit doors have to be entirely removed for drawing ashes, great care 
 should be taken to replace them as soon as possible (Art. 196). 
 
 Engine-room. 
 
 The Engine-room Artificer, in the engine-room, on hearing the safety-valves 
 lifted, and seeing at the same time a rise of air pressure or a sudden fall of steam 
 pressure, is to — 
 
 (a) Station a man to prevent the stokehold hatches from being opened from 
 
 deck, and to shut off, if necessary, the oil supply to the burners when 
 fitted for oil fuel. 
 
 (b) Increase the supply of feed by using reserve tanks. 
 
 (c) Increase the speed of the feed pump if fitted in the engine-room. 
 
 (d) Cautiously open the silent blow-off to the condenser. 
 
 (e) Work the engines as fast as circumstances will permit. 
 
 (/) Inform the Stoker Petty Officers of any other stokeholds in which boilers 
 are in use, that an accident has occurred, so that particular attention 
 may be paid to the water in these boilers. 
 
 When an order is given "Leak stopped," the ratings in the stokehold are to 
 revert to the conditions existing before the drill, by reducing the speed of the 
 fan engine, shutting the safety valves, fire extinguisher, &c, &c, and the 
 Engine-room Artificer is to pursue a similar course in the Engine-room. 
 
 Note. — The steps laid down in this drill are only to be put into actual practice 
 when the leak is serious, i.e., likely to endanger persons in the stokehold when the 
 fire doors are opened. In the case of a lesser leakage the fact should be 
 immediately reported to the Engine-room for the Engineer Officer to decide 
 whether the boiler is to be shut off. 
 
 If the drill be practised when engines are not under way, the Engine-room 
 Artificer will modify his instruction as requisite. 
 
 HULLS OF SHIPS IN GENERAL. 
 
 331. 
 
 1. Quarterly Examination. Form S. 180. — In steel ships every accessible part 
 of the outer skin or shell, of the ribs or frames, and of the inner skin, is to be 
 carefully inspected once in each quarter by the Engineer Officer and the Carpenter, 
 who are to make a joint report as to the condition of the several compartments, 
 
90 HULLS OF SHIPS IN GENERAL. 
 
 and of the cement and paint work ; but in case of disagreement, they are to 
 make separate reports, or to specify on their joint report any special points 
 of difference. In composite ships this inspection is to be made once in each 
 half-year. 
 
 2. The report is to state the steps taken to remedy any defects that may have 
 been discovered. 
 
 332. 
 
 Half -Y early or Annual Survey. Form S. 180. — In addition to the quarterly 
 inspection of the accessible parts as directed in Art. 331, the Engineer Officer and 
 the Carpenter are to make a more extended survey annually, or in cases where the 
 bottom plating generally does not exceed \ inch in thickness half-yearly. They 
 are to examine as far as possible and report on Form S. 180 — 
 
 (a) On the inside coating of the outer bottom plates or places ordinarily 
 
 inaccessible, such as holds, store-rooms, and coal -bunkers, and which 
 are to be made accessible for inspection from the keel to the load 
 water-line ; 
 
 (b) If the ship has a double bottom, or if the spaces under the engines and 
 
 boilers are accessible, the state of the whole of the cement and paint 
 below the load water-line throughout the ship and both surfaces of the 
 inner bottom ; 
 
 (c) On the state of the cement upon every part of the inside plating and 
 
 riveting of the outer bottom of the ship up to the turn of the bilge, and 
 of the paint or varnish of the plating and riveting above that height 
 and elsewhere throughout the ship ; 
 
 (d) When any pipes in connection with the engines and boilers, and liable to 
 
 contact with bilge water, are of lead, brass, or copper, that they are 
 well painted or varnished and perfectly covered with canvas painted 
 over, and made waterproof. 
 
 333. 
 
 Blank Return. Form S. 180. — If it be found impracticable for any reason to 
 carry out the examinations ordered in Articles 331 and 332, a blank return is to 
 be forwarded with a notation that it has been found impossible to carry out 
 the survey. It is also to be stated, if possible, the date when the survey will be 
 carried out. 
 
 334. 
 
 1. Treatment of Hulls of Steel Ships. — Generally the inside of the plating 
 and riveting of the outer bottom of a steel ship up to the turn of the bilge 
 is covered with cement or other approved material to an extent sufficient to 
 ensure good drainage and to protect the riveting ; and all parts of the plating 
 and riveting above this height, and all the remaining framing and plating 
 throughout the ship, shotdd be thoroughly painted or varnished. 
 
 In ships in which the double bottom plating and riveting are not covered 
 with cement or similar materials, small drainage holes are cut close to the outside 
 flanges of the longitudinal and frame angle bare ; these holes should be 
 periodically examined to see that they are clear. In these ships cement is only 
 used before and abaft the double bottoms where absolutely necessary to prevent 
 the accumulation of water. 
 
 2. Treatment of Hulls of Composite Ships. — In composite ships the flanges 
 of the outer angle irons of the frames, keels, &c, are to be coated to a sufficient 
 extent to cover all the fastenings up to the turn of the bilge with cement 
 or other approved composition ; and the wood planking is to be similarly 
 
HULLS OF SHIPS IN GENERAL. 91 
 
 coated as far as the turn of the bilge unless special orders to the contrary 
 shall have been given. All the remaining parts of the frames, bearers, beams, 
 &c, which are of steel, should be thoroughly coated with paint or other approved 
 material. 
 
 335. 
 
 1. Cork in Compartments. — In ships having compartments in which cork or 
 patent fuel is permanently carried, the frames and plating in such compartments 
 are to be periodically sighted to ascertain their condition. 
 
 2. The cork stowed beneath the manholes is to be removed to such an extent 
 as will allow a few of the frames and the deck plating to be seen, and the space 
 thus cleared is to be blocked off and the cork restowed within it in such a manner 
 as to be easily removed. 
 
 3. At intervals of six months, the manhole covers are to be taken off, and, 
 should water be found to have collected on the deck, an early opportunity is to 
 be taken to remove such portions of the cork as may be necessary to allow the 
 frames, &c. to be scraped and painted. 
 
 336. 
 
 1. Constant Examination of Hulls. — The insides of steel ships in their double 
 bottoms, wings, and under the boilers and engines, as well as the inner portions 
 of the several compartments, &c, and the frames and other steel work of the 
 hulls of composite ships, being subject to injury from moisture wherever the 
 anti-corrosive composition originally applied has been removed, constant and 
 carefid examinations of all such parts of ships in Dockyard Reserve are to be 
 made. 
 
 2. Hull to be Examined Quarterly. — These examinations are to be so arranged 
 that every accessible part of the inner and outer skin, frames, keelsons, 
 longitudinals, boiler or shaft bearers, and all other steel work of the hull shall 
 be examined and reported on at least once a quarter. They are to be conducted 
 by the Engineer Officer and Carpenter of the Ship. 
 
 3. Quarterly Reports. S. 180. — These Officers are to make a quarterly report 
 on the established form as to the condition of the several compartments or 
 spaces and of the cement and paint work. The date of the examination of 
 each part is to be shown and the condition in which it has been left. Should 
 any part be reported in an unsatisfactory condition the steps which are being 
 taken to remedy it are to be noted. Each of the Examining Officers is to sign 
 and be responsible for the whole of the report, and if they disagree they 
 are either to make separate reports or to specify on the report any points of 
 difference. 
 
 337. 
 
 1. Defects. — In the event of any dampness, want of anti-corrosive composition, 
 or any other defect being discovered, immediate measures are to be taken to 
 remedy the same by drying the steel work, applying fresh composition, cement, 
 or paint, or by adopting such other measures as may be necessary for keeping 
 the steel in proper condition. 
 
 2. Rust. — Care is to be taken in all cases to remove rust from the steel by 
 hammering, scraping and thoroughly cleaning before paint or other material 
 is applied. 
 
 3. Care is to be taken in ships sheathed in wood not to break off the points 
 of the sheathing bolts by heavy blows of the chipping hammer. 
 
92 HDLLS OF SHIPS IN GENERAL. 
 
 338. 
 
 1. Lime.- — In cases where it may be found impossible to completely dry out 
 any of the compartments, bilges, or wings, to enable them to be coated with 
 composition, paint, or cement, well slaked lime is to be placed in the water 
 contained in such parts of the ship. 
 
 2. Care is to be taken that unslaked lime is not used for this purpose as it 
 would injure the coatings of composition, paint, or cement. 
 
 339. 
 
 Inner Bottom Plating. — To prevent the excessive wear of the inner bottom 
 plating under the engines and boilers of ships, more especially in the upper 
 surface of such plating, due apparently to the fretting action of ashes and to 
 hot water removing rust scale as formed, the plating is to be frequently examined, 
 and, wherever rust is found to be forming or where the paint is abraded, the 
 surface is to be thoroughly scaled, cleaned, and dried to ensure the paint being 
 adhesive, and then coated with three coats of red lead. 
 
 340. 
 
 Whitewash. — No whitewash or distemper is on any account to be used on any 
 portion of the steel work. 
 
 341. 
 Distinguishing Marks on Bulkheads, &c. — A uniform system of nomenclature 
 is to be observed for the several partitions enclosing watertight compartments : — 
 (a) The transverse bulkheads are to be distinguished by the numbers of 
 the stations at which they are situated, placed on each side of the 
 bulkhead. 
 (6) The longitudinal watertight bulkheads are to be distinguished by the 
 two numbers of the transverse bulkheads at which they terminate, 
 such as 19, 33, &c, as well as by such other marks (Middle Line, 
 Magazine, &c.) as may appear necessary. 
 
 Where the longitudinal bulkhead is continuous through more than 
 one space bounded by transverse bulkheads, each portion of the 
 longitudinal bulkhead should be marked with the stations of the 
 transverse bulkheads bounding that portion. 
 
 (c) The watertight doors leading from one main compartment to another are 
 
 also to have distinguishing marks placed on them, using the numbers 
 of the bulkheads to which the doors are fitted, and the words Starboard, 
 Port, &c, as may be necessary to clearly indicate the position of the 
 door in the ship. 
 
 The watertight doors leading to the smaller compartments, store- 
 rooms, &c, will not require further marking than the label-plate 
 placed over or near the door indicating the compartment itself. The 
 marking of the deck indicator plate should correspond with the 
 marking of the door. 
 
 (d) All the distinguishing marks and numbers on the bulkheads and doors 
 
 are to be of raised brass in conspicuous characters and placed in 
 prominent positions. 
 
 (e) The above particulars are to be shown in the drawings of the watertight 
 
 compartments furnished by the Dockyards to the Captains of ships, 
 and on these drawings the various compartments are to be named to 
 indicate, as far as possible, their chief appropriation, such as Magazine 
 Compartment, Torpedo-room Compartment, &c. 
 
HULLS OF SHIPS IN GENERAL. 93 
 
 342. 
 
 1. The following drawings will be supplied to ships. The drawings when 
 supplied are to be accompanied by a reference sheet giving a list of the drawings 
 and specifying the particular officer to whose fixture list they will be added : — 
 
 Carpenter : 
 
 (1) Holes in bottom showing by figured dimensions the sizes and positions 
 
 of all openings to the sea. 
 
 (2) Arrangement of watertight compartments, on a scale of T Vinch to a 
 
 foot, giving the positions of all watertight doors, sluice valves, and 
 deck plates. 
 
 (3) Pumping, flooding, and draining arrangements on a scale of ^-inch to a 
 
 foot, with reference numbers, and an index giving the service of all 
 the pipes. 
 
 (4) Arrangement of ventilation, with a written description of same. 
 
 (5) Expansion of inner bottom plating, giving the position of butts and 
 
 edges, and the figured thickness of each plate. 
 
 (6) Expansion of outer bottom plating, giving the position of butts and 
 
 edges, and the figured thickness of such plate. 
 
 (7) Tabular statement of watertight compartments (Form S. 1299) to be 
 
 kept in a wooden case supplied for the purpose. 
 
 (8) Profile, plan and midship section of ship, showing transverse and 
 
 longitudinal positions of bilge keels, and side docking keels ; also 
 the draught marks in their correct positions and other information 
 required for docking purposes. 
 
 (9) Sketch of rudder giving full figured dimensions. 
 
 (10) Plans for Navigating Officer showing the capacities of water-ballast 
 
 compartments, hydraulic tanks, feed tanks, reserve feed tanks, oil 
 fuel storage compartments, provision rooms and spirit room. 
 
 (11) Sketch of rig, as fitted, on scale of x^-inch. to a foot. 
 
 (12) Arrangement of torpedo net defence, as fitted. 
 
 (13) Profile (framed) showing pumping, flooding, and draining arrangements 
 
 and watertight compartments (in ships with gun-rooms only). 
 
 Torpedo Gunner : 
 
 (14) Navyphone and metaphone circuits with positions of batteries, and 
 
 call-bell circuits with positions of motor generators and switchboards 
 (book form). 
 
 (15) Electric gun circuits (including dynamo firing circuits motor generators 
 
 and their switchboards, if fitted). 
 
 (16) Electric torpedo circuits. 
 
 (17) Electric motor circuits. 
 
 (18) Electric light circuits. 
 
 (19) General arrangement of motors and controllers. 
 
 (20) Motor generators and fire-control switchboards. 
 
 (21) Submerged torpedo tubes. 
 
 (22) Capstan and windlass, if motor driven. 
 
94 HULLS OF SHIPS IN GENERAL. 
 
 Gunner : 
 
 (23) Course of ammunition (if the ship be a Battleship or a 1st Class 
 
 Cruiser). 
 
 (24) Stowage of magazines and shell rooms. 
 
 (25) Hydraulic pipes and gun working machinery. 
 
 Engineer Officer : 
 
 (26) Capstans or windlasses, engines, and motors, and instructions for 
 
 working. 
 
 (27) Electric light machinery and instructions for working. 
 
 (28) Hydraulic pumping engine and instructions for working. 
 
 (29) Magazine cooling machinery and instructions for working. 
 
 (30) Ice making or refrigerating machinery (and motor if so driven) and 
 
 instructions for working. 
 
 (31) Air-compressing machinery (and motor if so driven) and instructions 
 
 for working and testing. 
 
 (32) Main and auxiliary machinery, boilers, &c, supplied in accordance with 
 
 the lists of the machinery specification. 
 
 (33) Engineers' pipes. 
 
 (34) Coal-bunker fittings and ventilation. 
 (35; Oil fuel fittings and ventilation. 
 
 Linen-backed uncolonred sunprint copies of : 
 
 (36) Holes in bottom. 
 
 (37) Watertight subdivisions. 
 
 (38) Pumping, flooding, and draining. 
 
 (39) Arrangement of ventilation. 
 
 2. All drawings are to be accompanied by full directions in writing for 
 their use. 
 
 3. Drawings to be Amended and to be Returned. — Whenever a ship is placed 
 in commission after building, repair, fitting, or refitting, the drawings (and 
 directions) in question are to be prepared, renewed, or amended, as the case 
 may be, and given to the Captain, who is required to carefully preserve the 
 drawings during the commission. 
 
 4. The instructions contained in the foregoing clauses of this article are to be 
 complied with for Torpedo Boat Destroyers and 1st Class Torpedo Boats so far as 
 applicable. 
 
 343. 
 Thickness of Plating. — Should the ship be surveyed or repaired during her 
 commission and the thickness of any of her plates ascertained, such thickness is 
 in each case to be carefully recorded with the date in written words upon the 
 copies of the expansions of outer and inner bottom plating, with a view to 
 ascertaining and recording past or future deterioration. 
 
 344. 
 
 1. Survey of Hidl by Dockyard Officers. — In addition to the periodical 
 inspections and survej's held by ship's officers, the Dockyard Officers will 
 carry out surveys on H.M. Ships in accordance with the instructions contained 
 in Articles 345 and 356. 
 
HULLS OF SHIPS IN GENERAL. 95 
 
 2. The Commanding Officers of Skips in Commission or in Commission in the 
 Home Fleet should raise the question when surveys by Dockyard Officers are due 
 to be carried out. 
 
 3. Should it be quite impracticable for the ship to be examined by Dockyard 
 Officers when the periodical Dockyard Survey is due, the fact should be reported 
 by the Captain to the Senior Officer and a survey should be carried out by the 
 Engineer Officer and Carpenter of another ship and reported by them in the 
 prescribed manner. 
 
 4. Assistance by Ship's Company. — When Dockyard Surveys are being carried 
 out in ships in Commission or in Commission in the Home Fleet, the ships' 
 companies are to clear the store-rooms, bunkers, double bottoms, and other 
 compartments, &c, as necessary ; also scrape and clean all parts to be surveyed 
 and perform any lifting, lowering, or transporting required. 
 
 0. Opening of Confined Spaces. — The responsible Officers of ships will be 
 informed by the Yard Officers when it is proposed to open up any confined space 
 for survey or for any other purpose. 
 
 6. When Ship has been Strained. — If any ship has been strained, or it is 
 believed that water has been lodging in any part of her, or there is any reason 
 to think that the hull is defective, a thorough survey of the places likely to be 
 affected is to be made, whether the periodical survey is due or not. 
 
 345. 
 
 1. When to be Surveyed by Dockyard. — Dockyard Surveys similar in nature 
 and extent to that described in Article 346 will be carried out in H.M. Ships at 
 the periods stated : — 
 
 (a) Battleships and all Cruisers, armoured and protected, 
 
 1st and 2nd Class ----- Quadrennially. 
 
 (b) 3rd Class Cruisers, Scouts, and other small vessels with 
 
 plating of over i-in. (10 lbs.) thickness - - Biennially. 
 
 (c) Torpedo Boat Destroyers, Torpedo Boats, and other 
 
 small vessels, with plating of ^-in. thickness and 
 
 under ______ Annually. 
 
 2. Submarines. — Special examinations will be carried out in Submarines as 
 may from time to time be approved. The ballast tanks are to be surveyed once 
 every year by Dockyard Officers, and every six months by vessel's staff, and the 
 result reported on Form S. 180. 
 
 3. The instructions contained in Articles 344-346, relating to Dockyard 
 Surveys, are not applicable to Stationary or Harbour Service vessels, or those on 
 the list for subsidiary service. 
 
 346. 
 
 1. Dockyard Survey : Nature and Extent of — When carrying out a Dockyard 
 
 Survey the nature and extent of the examination of the plates and frames is to be 
 
 such as will admit of a report on Form S. 180 being rendered on its completion, 
 
 and it should inchide : — 1 1 1 1 
 
 (a) Steel Ships' Hull. — In steel ships the removal here and there of a small 
 
 portion of the linings, &c, in order that a general opinion may be 
 
 formed of the state and condition of the hull as well as the double 
 
 bottoms generally, especially under the boilers. Portions of the coal 
 
 bunkers are to be cleared as necessary. 
 
96 HULLS OF SHIPS IN GENERAL. 
 
 (b) Sheathed Ships' Hull. — In sheathed ships the removal of portions of the 
 metal sheathing to enable the condition of the caulking to he 
 ascertained. Holes should be bored in a few places along the 
 garboards as a means of detecting the presence of water between the 
 skins. 
 
 2. Machinery. — No regulated survey of definite parts of machinery, boilers, 
 and general equipment will be made, but any specific survey of particular parts 
 or fittings in connection with the machinery or equipment which it is not possible 
 for the ship's staff to cany out, and which they may represent to be necessary 
 or expedient, may be undertaken by the Dockyard if included in the Pink List, 
 Form (S. 340). When a vessel is paid off for refit in Dockyard Reserve without 
 a nucleus crew, or when between eight or nine years old, reckoned from the date 
 when commissioned with nucleus crew as a new ship, a general survey of the 
 machinery, &c, will be made, siich survey in effect becoming the " opening up 
 and examination " stage of the thorough refit to follow. 
 
 3. General Orders. — In addition to the parts specially mentioned to be 
 surveyed, the general orders that have been issued from time to time in connection 
 with the survey of the hull, machinery, and equipment, are to be carried out. 
 
 4. Report. — On the completion of each survey, Form S. 180 is to be forwarded 
 by the Dockyard Officers to the Admiralty, enclosed in Form D. 51, on which 
 is to be indicated in a concise manner the state and condition of the vessel as 
 ascertained. When Ships in Commission or in Commission in the Home Fleet 
 are surveyed, the concurrence of the Officers of the ship should be stated in the 
 Report. 
 
 347. 
 
 1. Reserve Feed Tanlts, Preservation of. —The bottoms of reserve feed tanks 
 are, except when otherwise directed, to be well covered with a thick layer of 
 Portland cement as hard as practicable, say, not less than 2 inches thick, and 
 the sides and top are to be left unpainted, but well protected by zinc slabs in 
 immediate contact. (See Arts. 115 and 164.) 
 
 2. Arresting Corrosion. — Where corrosion is found to exist in reserve feed 
 tanks of ships in commission, which cannot be arrested by the means authorised 
 above, the surfaces affected are, after being thoroughly dried, to be treated with 
 mineral oil. The oil is to be applied with a short brush, care being taken to use 
 as little as possible, and to ensure that the tanks are free from surplus oil before 
 water is run into them. Heavy filtered mineral oil should be employed for the 
 purpose in those vessels to which a supply of this kind of oil is allowed. 
 
 3. When feed tanks are opened up for examination and cleaning, particular 
 attention should be given to the strainers fitted to the suction pipes, and it 
 should be ascertained before closing the tanks that the orifices of these strainers 
 are clear. 
 
 PRECAUTIONS WHEN CLEANING THE DOUBLE 
 BOTTOMS OF STEEL SHIPS. 
 
 351. 
 
 The following precautions are to be observed while men are engaged in 
 cleaning and coating the double bottoms of a steel ship, and in every other 
 confined space including boilers, and coal bunkers which men have to enter : 
 
 (a) Naked Lights. — When opening up a confined space, no naked light is to 
 be used inside the space or within 20 feet of the opening until it has 
 
DOUBLE BOTTOMS. 97 
 
 been ascertained by means of a safety lamp that it does not contain 
 explosive gases. Every bay of a confined space is to be so tested. 
 
 (b) Air Fans. — The air fan with hose is to be freely used for pumping in 
 
 fresh air before the men are sent down, and while they are at work. 
 
 (c) Precaution before Entering Compartment. — A Chief Stoker or Stoker Petty 
 
 Officer is to be responsible under the Engineer Officer in charge of 
 the party that no man enters a compartment except as required by 
 paragraph (q) until a lighted candle has been placed inside it, and has 
 been found to burn clearly and steadily for at least 5 minutes. 
 
 (d) Compartment with only One Exit. — Still greater caution is required when 
 
 the compartment has only one exit. 
 
 (e) Communication. — Communication is always to be kept up between the 
 
 men in the inner compartment and those who have access to the 
 outer air. 
 
 (/) Light Burning Dimly. — The men are to be warned that they should leave 
 a compartment immediately the lights begin to burn dimly ; candles 
 only are to be used by the party as a surer test than lamps, since it 
 might be thought that lamps burn dimly for want of trimming. 
 
 (g) Danger of Bogies, &c. — Every man working in confined spaces should be 
 specially cautioned as to the 'danger of taking bogies or burning fuel 
 into such places. 
 
 (h) Persons using safety lamps should be carefully instructed as to the uses of 
 these lamps for ascertaining the condition of the air in any confined 
 space, bunker, or tank, in respect to the presence of dangerous gases. 
 
 (j) It should be understood that such gases may be inflammable or explosive, 
 or they may be dangerous to breathe without being inflammable or 
 explosive. 
 
 (k) The non-explosive gas is usually heavier than air, and remains in the 
 lower part of a space, whether closed at the top or not. 
 
 (V) The inflammable or explosive gases may be heavier than air, and also 
 remain in the lower part of a space, or they may be lighter than air and 
 collect in the upper part of a closed space, 
 (m) In the presence of the non-explosive gas, the flame of the safety-lamp 
 burns dimly or is extinguished. When inflammable or explosive 
 gases mixed with air are present, the p flame and the space inside the 
 wire gauze of the safety lamp must be carefully watched for unsteadiness 
 or additional flame. When air in sufficient quantity to produce explosion 
 is not mixed with the inflammable gas, the flame of the lamp may be 
 extinguished by the gas. 
 
 (n) For the safe use of a safety lamp as a means of testing the state of the 
 air in any space which contains inflammable or explosive gases, it is 
 necessaiy not only that the gauze be sound and undamaged, but also 
 that the lamp be carried steadily and shielded from draught, that the 
 wire gauze be kept clean and free from soot or coal dust, and that the 
 lamp burn with a clear flame while outside the space to be tested. 
 
 (o) When using a safety lamp for ascertaining that the air in any confined 
 space does not contain explosive gases as required by paragraph ( a) ; 
 the absence of gases dangerous to breathe must also be ascertained by 
 means of the safety lamp. 
 
 (p) If the flame of the lamp is unsteady, increases in size and is drawn 
 upward with a fine point ; if it burns dimly, or goes out, the space is 
 dangerous, and is not to be entered until it has been thoroughly 
 ventilated. The safety lamp is to be extinguished or withdrawn 
 without delay, 
 x 1579 U 
 
98 DOUBLE BOTTOMS. 
 
 (q) Before men enter any compartment, bunker, tank, or boiler which is not 
 already known to be free from dangerous gases — 
 
 i. A locked safety lamp is to be tried as far inside the opening of 
 the confined space as the lamp can be held without losing sight of 
 the flame. 
 
 ii. The lamp is first to be held in the upper and then in the lower 
 part of the space, being lowered by a line, if necessaiy, to reach the 
 bottom of the space. 
 
 iii. If the lamp will burn steadily in those positions, the compart- 
 ment may be entered. The flame of the safety lamp is then to be 
 tried in the upper and lower parts of each bay of the compartment, 
 keeping up communication with those outside the compartment. 
 Should any indication of the presence of dangerous gas be observed, 
 the space is to be quitted immediately, and is to be further ventilated 
 until the lamp will burn steadily in all parts of the space. During 
 the test, should the person using the safety lamp fail to keep up 
 communication with those outside the compartment, steps are to be 
 promptly taken to bring him out and force fresh air into the space. 
 
 2. Special care is to be taken that every man in the ship is made acquainted 
 with these precautions. » 
 
 The foregoing instructions as to the use of safety lamps and naked lights in 
 bunkers and other confined spaces, are to be hung up in a conspicuous place on 
 the stokers' mess deck and in the stokers' bath rooms. 
 
 3. Candidates for advancement to the ratings of Chief Stoker and Stoker Petty 
 Officer should be questioned in the above instruction by the Engineer Officer, and 
 should show a good knowledge of the same before being considered qualified to 
 hold a higher rating. The fact that he has such knowledge should be noted on 
 his passing certificate. 
 
 352. 
 
 1. Red Lead. — In view of the injurious effects of red lead on men employed 
 in confined spaces, this paint is not to be used in such places to any great extent. 
 Oxide of iron paint (unless other approved material be supplied) is to be used in 
 double bottoms, wing passage and other confined places on board ships, but red 
 lead should be used for painting the portions of frames, girders, &c, where the 
 use of this material will not be injurious to the men. 
 
 2. Instructions for Use of Red Lead. — In cases where the use of red lead may 
 still be necessary, the instructions in force in His Majesty's Dockyards (Art. 353) 
 are to be followed as far as maj' be applicable to the service afloat. 
 
 353. 
 
 Instructions respecting Red-leading. — Extract from the Instructions in force in 
 His Majesty's Dockyards, for the guidance of men who are employed scaling in 
 the double bottoms, store-rooms, or other confined places where red or white lead 
 paint has been used. 
 
 1. Cleanliness. — To prevent the introduction of lead paint through the skin, 
 minute attention to cleanliness is necessary. The face and hands should be 
 washed, the mouth rinsed, the hair combed several times in the day, and the 
 whole body frequently bathed. The working clothes should be made of canvas, 
 and washed once a week at least ; they should be worn as little as possible after 
 coming out, and some light and impervious cap should be worn to protect 
 the head. 
 
DOUBLE BOTTOMS. 99 
 
 2. Food. — Care should be taken that none of the poison is admitted into the 
 system with the food. The workpeople, therefore, should not take their meals 
 where scaling has been going on, and should wash their hands and lips before 
 eating. 
 
 3. Plenty of fat or oily food should be eaten, e.g., bacon. 
 
 4. Orangeade. — A large wineglassful (3 oz.) of sulphuric acid orangeade is to 
 be taken daily by each man. 
 
 5. Breathing. — The entrance of the poison into the air passages during 
 respiration should be guarded against. A mask of muslin or bunting is useful 
 where it can be worn. 
 
 6. Issue of Orangeade. — The materials for the orangeade are to be issued by 
 the Medical Officer on the daily requisition of the foreman employed on the work. 
 
 7. The Medical Officer is to keep an account of the daily issues, and to send 
 a copy with his annual account of medicines, &c. 
 
 8. The use of the orangeade is to be compulsory, and it is to be taken to the 
 men at their work. 
 
 9. No man is to work for more than two days a week on red-leading. 
 
 10. This work is not to be compulsory for any man who objects to it. 
 
 11. All men employed on red-leading are to appear before the Medical Officer 
 at least once a week. 
 
 PRECAUTIONS AGAINST INJURY FROM GALVANIC ACTION. 
 
 357. 
 
 1. Precautions against Galvanic Action. — All possible precautions are to be 
 taken to avoid galvanic action from the proximity of copper or metal bilge pipes 
 or other pipes to the steel skins or frames of ships. 
 
 2. Galvanic Action from Pipes, Roses, &c. — Bearing in mind the fact that 
 galvanic action between copper, brass, or lead and steel will be set up, not only by 
 contact between the two metals, but also whenever there is a metallic connection,, 
 however circuitous and extended, between them, accompanied by immersion in 
 the same bilge or sea water, care is to be taken that the lower pieces of bilge 
 suction pipes or their roses in any part of a steel or composite ship are in no case 
 made of copper, lead, or brass. 
 
 Bilge Pipes. — All pipes in connection with the engines and boilers which are 
 necessarily of copper or brass, and to which bilge water may obtain access, are to 
 be well painted or varnished and then covered with new canvas, painted over, and 
 so made waterproof. 
 
 4. Bilge Suction Pipes. — The lower end of each bilge suction pipe should be of 
 galvanised iron, and proper strainers of galvanised iron should be fitted to prevent 
 choking. Care is to be taken that no copper or brass pipes in the bilge rest in 
 contact with the steelwork of the ship. 
 
 358. 
 
 1. Zinc Protectors.— The Engineer Officer is to see that zinc protectors are 
 fitted to the underwater fittings for Downton pumps, flooding valves, &c, of ships 
 with steel bottoms, in general accordance with the instructions for fastening 
 Kingston valves and sea cocks to skins of ships. Every opportunity is to be taken 
 to see that these protectors are maintained in an efficient condition. 
 
 G 2 
 
100 PRECAUTIONS AGAINST INJURY FROM GALVANIC ACTION. 
 
 2. Protectors not to form Part of Joints. — Care is to be taken that where these 
 protectors (which only protect by their own decay) are required to protect the 
 skins of ships internally from the action of the bilge water in the neighbour- 
 hood of metal fittings, the protectors form no part of any of the joints. (See also 
 Arts. 241 and 242.) 
 
 STEAM TRIALS OF SHIPS. 
 
 361. 
 
 The following trials are to be carried out under the conditions specified in the 
 Articles referred to : — 
 
 (a) Preliminary trial. See Art. 381. 
 
 (6) Contractors' trials. See Arts. 383-389. 
 
 (c) Commissioning trial. See Arts. 391-396. 
 
 (d) Turning trials. See Art. 400. 
 
 (e) Thorough repair trial. See Arts. 401-407. 
 (/) Partial repair trial. See Arts. 411-414. 
 
 (g) Special measured mile trial. See Arts. 415-421. 
 (h) Trials at reduced powers. See Arts. 425-433. 
 (i) Passage trials. See Arts. 441-451. 
 (ft) Paying off trial. See Art. 456. 
 
 362. 
 
 1. Notice of Trials to Admiralty. D. 550. — -Whenever the date of a Contractor's 
 Commissioning, Thorough Repair, Special measured mile, Paying off or, Turning 
 trial is fixed, application for approval is to be made to the Commander-in-Chief, 
 or Superintendent (according to the class of trial) on Form D. 550, and notice is 
 to be sent to the Admiralty in sufficient time for an Officer to attend the trial 
 should it be deemed necessary. 
 
 2. Contractors' and Measured Mile Trials should be carried out as near the 
 load draught and trim of the vessel as practicable, unless otherwise directed. 
 
 363. 
 
 1. Responsibility for Management of Machinery, &c- — In general, the persons 
 to be placed in charge of the engines and boilers of ships during steam trials are 
 those who have previously had them under their care and control. Specific 
 instructions are given in reference thereto under each class of trial. When the 
 ship is in commission, the machinery during any trial is to be under the charge 
 of the Engineer Officer of the ship. 
 
 2. Vigilance. — All Officers concerned in the steam trials of ships and in the 
 management of their machinery are to exercise the strictest personal attention and 
 vigilance to ensure that everything is maintained in proper working order. 
 
 3. The Engineer Officer of the ship should always be present during steam 
 trials. 
 
 364. 
 1. Action on Emergency. — In all cases of steam trials, the Engineer Officers 
 and Chief Petty Officers on watch are to be well acquainted with the positions, 
 construction and uses of the various stop valves and boiler fittings and are to be 
 ready to act in case of emergency. They are to observe the pressure of steam and 
 height of water in all the boilers from time to time. Men should be stationed at 
 the emergency valves where so fitted. 
 
STEAM TRIALS OF SHIPS. 101 
 
 2. Precautions. — Should they observe anything to indicate danger in any 
 boiler, they are to take immediate steps to check the generation of steam in that 
 boiler, calling the attention of the person in charge of the engines and boilers to 
 the circumstance, and reporting it at once to the Officer in charge of the trial, and 
 the Engineer Officer of the ship. 
 
 3. Report as to Safety of Boilers. — They are generally to note all such points 
 as have reference to the safety of the boilers, reporting promptly the fact of 
 anything going wrong to the Officer in charge of the trial and Engineer Officer of 
 the ship. 
 
 4. Stokers. — When stokers of the Royal Navy are employed, Engineer Officers 
 or Chief Petty Officers are to take charge of them, and are to see that the wishes 
 of the person in charge of the engines and boilers, as to the working of the fires, 
 are carried out ; but they are not to interfere with stokers not belonging to the 
 Navy. 
 
 365. 
 
 Presence of Officers attending Trial. — It is to be distinctly understood that the 
 presence of Officers — Admiralty or other — appointed to attend the steam trial does 
 not in any way relieve the persons who have the charge of the engines and boilers 
 from any responsibility. 
 
 366. 
 
 1. Indicator Diagrams. — In the case of trials of ships with reciprocating 
 engines indicator diagrams are to be taken as specified, under the supervision of 
 an Officer who will be responsible that the diagrams are properly taken, that they 
 are carefully measured and the calcuations accurately made, and that all the 
 necessary information as to time, revolutions, steam pressure, vacuum, &c, which 
 should be taken at the same time as the diagrams, is noted xipon the cards, which 
 he is to initial. 
 
 2. Mean I.H.P. — -The mean power deduced from these records is to be taken 
 as the indicated horse power developed on the trial. 
 
 3. Diagrams.— Any other diagrams beyond those specified are to be taken 
 when necessary for the satisfaction of the Officers responsible for the trial. 
 
 4. Precautions. — Care is to be taken to ensure that the indicator pipes are 
 free from all obstruction. 
 
 367. 
 
 1. Records of Revolutions, Steam Pressure, &c. — An accurate record of the 
 various particulars as to revolutions, steam pressure, vacuum, temperature, &c, 
 required by the report of trial is to be entered in the several columns of that 
 report. These records are to be made for each run on the measured mile. 
 
 2. Counters. — The revolutions are to be taken by two counters for each set of 
 engines. The counters are to be noted by different observers and the results 
 compared. 
 
 3. Water to be Tested. — In all trials, the feed water, boiler water, and water made 
 by the evaporators are to be tested by nitrate of silver and sensitive hydrometer, 
 both at the beginning and end of the trial, and the results reported on Form D. 408. 
 The necessary articles will be provided by the trial party. 
 
 368. 
 
 1. Speed. — At the commencement of any steam trial under way, except the 
 Special measwed mile trial, and the Preliminary trials, the patent log is to be 
 put over and the result at the end of the trial recorded in the report, together 
 
 G 3 
 
102 STEAM TRIALS OF SHIPS. 
 
 with, the speed ascertained by any runs which may have been taken on the mile, 
 by bearings or by any other available means. 
 
 2. Helm. — Care is to be taken to avoid putting the helm over more than is 
 absolutely requisite during a trial. 
 
 369. 
 
 1. What constitutes a Satisfactory Tr-ial. — In order to constitute a satisfactory 
 trial of a ship the requisite horse-power must have been maintained for the full 
 time specified for the particular trial. The water used upon the bearings should 
 not have exceeded that supplied by the ordinary " water service " fitted, and the 
 engines and boilers must be in all respects ready and fit to continue running at 
 full speed after the trial. 
 
 In the case of new ships no water is to be used upon the bearings during 
 the official steam trials, the permanent fittings only are to be used for the supply 
 of oil, and lubricator boxes are to supply the oil by means of the ordinary 
 worsteds only. 
 
 2. All water-tight doors in the machinery department are to be closed except 
 only such bunker doors as are necessary for the coal supply. 
 
 3. Variation from Power. — If any considerable variation from the average 
 power occurs during the trial, especially if it be a reduction below the horse-power 
 required, its duration, amount, and the causes which have produced it are to be 
 stated in the report. 
 
 4. Safety of Ship.— It it should be necessary for the safety of the ship to ease 
 or stop the engines for a time, a trial will not necessarily be vitiated thereby. 
 
 370. 
 
 1. Regulations for Measured Mile. — When in the course of an ordinary trial 
 ships are put on the mile, attention is to be paid to the regulations on this head in 
 Arts. 415, 416, and 418. 
 
 2. Force of Wind. — The results given by runs upon the measured mile 
 cannot, as a rule, be relied on when the force of the wind exceeds three. 
 
 371. 
 
 1. Trial of Auxiliary Engines. — Telegraphs and other means of communi- 
 cation, the steering, capstan, feed and fire engines, and every engine connected 
 with the movement of the vessel must in all cases be tried before the vessel 
 proceeds under way ; the feed pumps to be tested as to their fitness to pump 
 when the pressure of steam in the boilers is at its maximum, and every boiler 
 feed valve used and tested. 
 
 2. Stopping and Starting Trials. — Stopping and starting experiments should 
 be carried out, and any other trials required to ascertain the efficiency of the 
 steam and hand starting and reversing gear, before any full-power steam trial 
 is concluded. Emergency valves, where fitted, should also be tried. 
 
 372. 
 
 1. Preliminary Report to be sent by First Post. D. 408. — A preliminary report 
 of every Contractors' and thorough repair trial, containing as much informa- 
 tion as can be given without delaying its transmission, is to be forwarded to 
 the Controller of the Navy by the next post after the completion of the trial. 
 
STEAM TRIALS OF SHIPS. 103 
 
 2. In the case of ships fitted with reciprocating engines, a set of original 
 indicator diagrams, showing about the average power developed, is to be forwarded 
 with the preliminary report, but the diagrams need not be inked in or calculated. 
 In ships fitted with turbines, the average shaft horse-power shoiild be stated if 
 measurements have been obtainable during the trial. 
 
 3. The report as agreed upon by the Officers attending the trial is to be made 
 out and forwarded by the representative of the Engineer Rear- Admiral on the 
 staff of the Commander-in-Chief of the port to which the ship will be attached. 
 It is to be considered essentially preliminary and subject to correction in details. 
 
 373. 
 
 1. Full Report to follow. D. 408 and 408a.— The full report of each trial is 
 to follow the preliminary report with the utmost possible despatch. 
 
 2. Signature of Report. — In the case of Contractors' trials and thorough repair 
 trials, the report is to be made out by the Engineer Rear-Admiral at the port, 
 or his representative,- and is to be signed by him and the Captain and the 
 Engineer Officer of the ship. In the case of, a ship built or repaired by contract, 
 the report is also to be signed by the Hull and Engineer Overseers ; and in the 
 case of a ship built or repaired by a Dockyard, by the Captain, Chief Constructor, 
 Chief Engineer, and Electrical Engineer of the Dockyard. The report is to be 
 forwarded through the Commander-in-Chief of the port to which the vessel is 
 attached. 
 
 3. Diagrams. — All particulars called for on the form are to be given in the 
 spaces provided. Original indicator cards, with the diagrams marked top and 
 bottom, and, if the trial is a measured mile trial, a tracing of the screw propeller, 
 are to be annexed to the report. In ships fitted with reciprocating engines, 
 diagrams are to be taken at half-hourly intervals during trials under way not 
 exceeding four hours in duration, and at hourly intervals during trials above four 
 hours in duration, under the supervision of an Officer deputed by the Engineer 
 Rear Admiral on the staff of the Commander-in-Chief of the port to which the 
 ship is attached. Copies of four average sets taken during the trial are to be 
 forwarded with the report of trial. Vide Art. 120. 
 
 EXAMINATIONS PREVIOUS TO STEAM TRIAL. 
 
 375. 
 
 1. Boilers, &c. — All ships which have been for six months or longer without 
 having had steam raised in them are, before being taken out for trial, to have 
 the boilers and steam pipes as far as the engines tested by water to the test 
 pressure as laid down in Art. 220. See also Art. 218 as to Special Service 
 Vessels. 
 
 2. Water-tube Boilers. — In ships fitted with water-tube boilers of the small 
 tube type, a complete search of the tubes internally is to be made before steam is 
 raised. 
 
 376. 
 
 1. Safety-valves, Pressure Gauges. — Shortly before steam is to be raised in 
 any ship not in commission for a trial of her machinery, the whole of the safety- 
 valves are to be taken out for examination, and the pressure gauges tested in the 
 presence of the Engineer Officer of the ship, and representatives of the Officers 
 who will attend the trials. 
 
 O 4 
 
104 EXAMINATIONS PREVIOUS TO STEAM TRIAL. 
 
 2. Safety-valves. — If the engines and boilers are new, the safety-valves will be 
 taken out by the Contractors for examination and measurement in the presence 
 of the Engineer Officer of the ship. 
 
 3. Load on Safety-valves. — The springs are to be tested in order that the exact 
 load upon the valves may be entered in the records and reports, and it is to be 
 seen that the valves and their seats are in good order and that the valves are 
 sufficiently free. 
 
 4. Responsibility for Valves being -properly in Place. — The Engineer Officer of 
 the ship is to see personally that the safety-valves are properly put in place and 
 the gear connected. He is to make a correct record of the results of the 
 examination in the ship's Steam Manual. A record of the examination and results 
 will also be kept in the office of the Chief Engineer of the Dockyard. 
 
 5. Precautions when Screwing Down Springs. — The Engineer Officer of the ship 
 is to be especially careful that the valves are not screwed down more than will be 
 sufficient to load the valves to the approved pressure. He is also to see that stops 
 are fitted to prevent the springs being screwed down inadvertently or by 
 unauthorised persons. 
 
 377. 
 
 1. Wood to be Cleared from Boilers. — Previous to lighting fires, and actually 
 while fires are being lighted, a strict search is to be made on the "tops of the 
 boilers, in the casings, and in all spaces around and between the boilers, to ensure 
 no planks, shores, stagings, or wood of any kind being left where there would be 
 any possibility of their becoming ignited. 
 
 2. Certificate to this Effect. D. 552. — The Engineer Officer is to note that this 
 has been done on the certificate handed by him to the Engineer Rear-Admiral or 
 his representative under Art. 378. 
 
 378. 
 
 1. Stop-valves to be Open. — On the day of the trial, and before the fires are 
 lighted, the Engineer Officer of the ship must be fully satisfied that all the 
 necessary communication valves are open and that the steam and water gauges are 
 in good working order. 
 
 2. Safety-valves to be Tested. — Before steam is up to working pressure the 
 safety-valves are to be lifted from their seats "in his presence and tested in such a 
 manner as to satisfy him that they are in good working order. 
 
 3. If not more than ten days have elapsed, and if the valves or their gear have 
 not been disconnected, overhauled, or gagged since last tried under steam, the 
 actual lifting of the valves may be dispensed with, but the Engineer Officer must 
 be satisfied that the valves are in working order and the lifting gear must be 
 worked without moving the valves. 
 
 4. By whom to be Signed. — If the engines and boilers are new, a certificate to 
 the above effect is to be signed by the Contractors or their agent in charge of the 
 trial. If the Chief Engineer of the Dockyard is in charge of the trial, the 
 certificate is to be signed by him ; and in all cases it is to be countersigned by 
 the Engineer Officer of the ship. 
 
 5. Ship not to Weigh Without. — This certificate is to be submitted to the 
 Officer in command, who will not allow the ship to be got under way until he 
 has seen it, and is to be given to the Engineer Rear-Admiral attending the trial 
 or his representative. 
 
EXAMINATIONS PREVIOUS TO STEAM TRIAL. 105 
 
 379. 
 
 Men entering Boilers, Precautions. — Should it, for any reason, become 
 necessary during the preparation of a ship for trial, or at any other time, to 
 send stokers or workmen of any kind into a boiler in which steam is not raised, 
 great care is to be taken to prevent any possibility of hot water or steam finding 
 its way into the boiler in which the men are employed, and the precautions laid 
 down in Art. 190 are to be strictly observed. 
 
 PRELIMINARY TRIALS. 
 
 381. 
 
 1. Preliminary Trials. — On the completion of new machinery by Contractors, 
 or of repairs by Contractors or the Dockyard, preliminary trials under steam are 
 to be made, as often as necessary, to satisfy those who are responsible for the 
 trials that everything is in proper working order and fit for the official trials. 
 
 2. Trials at Moorings or Alongside. — Care is to be taken that the engines are 
 never worked so as to run any risk of damaging the moorings, basin walls, or 
 jetties to which they may be secured. When tried in basins ships should be 
 fastened stem on to the wall. At Sheerness preliminary trials are never to take 
 place at moorings. 
 
 3. Auxiliary Machinery. — A thorough trial of the whole of the auxiliary 
 machinery is to be made ; every engine is to be worked, and the feed pumps 
 tested as to their fitness to pump when the pressure of steam in the boilers is at 
 its maximum, every boiler feed and boiler stop valve being used and tested. 
 
 CONTRACTORS' TRIALS. 
 
 383. 
 
 Conditions of Trial. — Contractors' trials are to be carried out in accordance 
 with the conditions relating to trials as defined in the machinery specifications, 
 and subject to the general instructions for steam trials. 
 
 384. 
 
 Responsibility for Management of Engines and Boilers. — The Contractors are 
 to have charge of the engines and boilers diiring the trials ; but it is to be clearly 
 understood that the officers appointed to attend the trials will, at all times, be 
 responsible that the regulations for the conduct of the trials are never deviated 
 from. 
 
 385. 
 
 1. Officers to Watch Proceedings of Contractors. — The Officers appointed to 
 attend the trials are carefully to watch the proceedings of the Contractors and of 
 their agents, and to see that nothing is done, or omitted, which (either by act or 
 omission) would endanger the safety of the ship or the lives of those on board. 
 (See Art. 364.) 
 
 2. The trials will be run under the supervision of the Engineer Rear-Admiral 
 or his representative on the staff of the Commander-in-Chief of the port to which 
 the ship is attached who will be responsible for the reports. (Arts. 372, 373.) 
 The responsibility for the acceptance of a new Torpedo Boat Destroyer will rest 
 with the Officer appointed to command and the representative of the Engineer 
 Rear-Admiral at the Port. 
 
106 contractors' trials. 
 
 3. A representative of the Chief Engineer of the Dockyard (in the case ot 
 Dockyard built ships), or the Engineer Overseer (in the case of Contract built 
 ships), will attend the trials. 
 
 4. Coal. — The coal must be of description approved by the Admiralty. 
 
 386. 
 
 1. Fuel left on Board after Trials. — The quantity of fuel left on board by 
 Contractors when trials are completed will be taken over by the Admiralty, and 
 an agreement as to quantity is to be arrived at between the Engineer Overseer of 
 the ship and a representative of the Contractor. The certificate as to the agreed 
 quantity is to be forwarded to the Admiralty by the Engineer Overseer of the 
 ship without delay, together with certified copies of the Contractor's invoices, &c, 
 showing the price paid for the coal. Subsequently, the proportion of this quantity 
 which is expended up to the time the ship is commissioned is to be reported to 
 the Admiralty (N.S. Coal). The balance left on board when the ship is 
 commissioned will form a first charge in the Engineers' Consumable Naval Store 
 account. 
 
 2. Lubricating Oils for Navigating Purposes. — The Engineer Overseer will 
 arrange with the Contractors to provide a sufficient quantity of lubricating oils 
 for navigating purposes, the description and quantity proposed to be supplied, 
 and the price being previously submitted for Admiralty approval. The quantity 
 of oil left on board on completion of trials is to be dealt with as in the case of fuel. 
 
 387. 
 
 Special Trials. — The following trials may be made at any time before or after 
 the full-power trial, but the Contractors' trials are not to be considered complete 
 until they have been carried out : — 
 
 (a) Stopping and Starting. — Stopping, starting, and reversing engines from 
 
 full speed, and any other trials required to ascertaining the efficiency 
 of the steam and hand starting and reversing arrangements. Emer- 
 gency valves, where fitted, are also to be tried. 
 
 (b) Auxiliary Feed Pumps. — The auxiliary feed pumps are to be used as the 
 
 principal means for feeding the boilers, for at least 10 hours during the 
 30 hours at the higher power. 
 
 (c) Working Engines Expansively. — In reciprocating engines, trials with the 
 
 slides linked up as the Engineer Officers attending the trial may think 
 necessary to test the arrangements for working expansively and to 
 ascertain the indicated horse-power which can be developed under such 
 conditions. Steam pressure as may be ordered to be maintained at the 
 engines for these trials. 
 
 388. 
 
 IS- 1. Circulating Pumps with Bilge Suctions. — In ships fitted with circulating 
 pumps to which bilge suctions have been attached, a special trial and report are to 
 be made of their action as bilge pumps before the machinery is certified as in all 
 respects fit for service at sea. 
 
 2. This trial is not to be carried out until the trials of the main engines have 
 been completed. 
 
contractors' trials. 107 
 
 389. 
 
 Telegraphic Report. — At the conclusion of a Contractor's trial a telegraphic 
 report is to be made to the Controller of the Navy, stating : — 
 
 (a) Horse-power realised. 
 
 (b) Speed realised. 
 
 (c) Whether the machinery worked satisfactory or not. 
 
 (d) Whether the boilers worked satisfactorily or not. 
 
 (e) Average steam pressure in boilers. 
 
 if) Average air pressure in boiler-rooms, and vacuum in condensers. 
 
 (g) Average number of revolutions per minute of main engines. 
 
 (h) Consumption of coal per horse-power per hour for all purposes. 
 
 (z) Estimated water loss per 1,000 horse-power per 24 hours for trials of 
 
 eight hours' duration and above. If unusually great an explanation 
 
 of the causes of the loss should be furnished. 
 
 COMMISSIONING TRIAL. 
 391. 
 
 1. When to be made. — The Commissioning trial is to be made as soon as 
 convenient after a ship has been commissioned or re-commissioned ; and the date 
 will be arranged by the Commander-in-Chief. 
 
 2. Object of Trial. — The object of the commissioning trial is to show whether 
 the machinery is, in all respects, efficient and ready for service. 
 
 392. 
 
 1. Duration of Trial. — -The trial is to be run for a short period at three-fifths 
 the authorised full power. 
 
 2. Measured Mile. — The ship may be put upon the measured mile in the course 
 of the trial if considered desirable. 
 
 3. Starting and Stopping Trials. — The trial should include experiments to 
 ascertain the efficiency of the starting, stopping, and reversing arrangements. 
 
 4. Description of Goal. — The coal used should be that from the ship's bunkers. 
 
 393. 
 
 Ship's Indicators to be used. D. 408.- — During this trial if the ship is fitted 
 with reciprocating engines, diagrams are to be taken by one of the Engineer 
 Officers belonging to the ship, with the indicators supplied for the ship's use ; and 
 a notification that this has been done, and that the indicators are efficient and 
 likely to continue so, is to be made on the report of trial. 
 
 394. 
 
 1. Form S. 350. — After the commissioning trial has been satisfactorily com- 
 pleted, the Captain will make a report on Form S. 350 that the ship is in all 
 respects ready for sea. This report is to be made in triplicate, the original being 
 inserted in the ship's book, and the duplicate and triplicate being forwarded to 
 the Commander-in-Chief for transmission to the Admiralty and the Admiral 
 Superintendent respectively. 
 
108 - COMMISSIONING TRIAL. 
 
 2. Repairs by Dockyard. — The trial will be attended by representatives of the 
 Engineer Rear-Admiral or Engineer Captain at the port, and in cases where 
 important repairs have been carried out the trial will be also attended by the 
 representatives of the Chief Constructor, Chief Engineer, and Electrical Engineer 
 of the Dockyard, according to the nature of the repairs made. Where no important 
 repairs have been made there is no necessity for the Dockyard Officers to attend. 
 
 395. 
 
 1. Passage Trial. — Advantage is to be taken of the first convenient opportunity 
 to run a passage trial as ordered in Arts. 441 to 450. This trial is not to be 
 postponed beyond three months from date of commissioning or re-commissioning. 
 
 2. Before carrying out the first quarterly passage trial in new ships, an 
 opportunity will be afforded, if possible, for making a preliminary trial at such 
 speed as may be considered desirable by the officers of the ship, to ensure 
 satisfactory adjustment of the bearings for high speed. 
 
 396. 
 
 The above orders as regards the commissioning trial do not apply to ships 
 commissioning, for service in the Home Fleet with nucleus crews. 
 
 TURNING TRIALS. 
 400. 
 
 Turning Trials. D. 500. — One or more turning trials of ships are to be made 
 as opportunity offers before the vessel leaves to join her station on the occasion of 
 a first commission, or after a general refit, and the results reported on Form D. 500. 
 
 8. 347. — Further trials are to be carried out within six months of the date of 
 commissioning, and the results reported on Form S. 347. 
 
 It is of great importance that every care should be taken when making these 
 trials, in order that the results may be obtained and recorded as accurately as 
 possible. 
 
 These trials are to be made in fine weather, and if possible when there is 
 neither wind nor tide to affect the results. 
 
 One copy of the results is to be placed in the Captain's Ship's Book, and one 
 copy is to be forwarded to the Admiralty for information. 
 
 THOROUGH REPAIR TRIAL. 
 401. 
 
 When to be made. — This trial is to be made before a ship in the charge of 
 the Admiral Superintendent of a Dockyard is commissioned, whenever the 
 machinery has undergone a thorough repair, whether by the Dockyard or by 
 contract, and it is to be carried out as soon as the repairs are completed, the 
 preliminary trials have taken place, and the persons responsible for the efficiency 
 of the repairs are satisfied that the engines and boilers are in all respects ready 
 for a full-poAver trial. 
 
THOROUGH REPAIR TRIAL. 109 
 
 402. 
 
 Object of Trial. — The object of this trial is to ascertain whether the repairs 
 have heen efficiently performed, and' if the engines and boilers are in all respects 
 ready for service, and whether the indicated liorse-power is obtained with any 
 undue loss of efficiency. For this purpose the engines are to be linked up, and 
 the cylinder jackets used sufficiently to obtain a satisfactory comparison with the 
 results recorded on. the original trials of the ship. 
 
 403. 
 
 1. Officers in Charge. — When the ship has been repaired at a Dockyard, the 
 Chief Engineer of the Dockyard is to have charge of the engines and boilers 
 during the trial. 
 
 2. When the ship has been repaired by contract, the Contractors or their 
 agents are to be in charge. The Chief Engineer of the Dockyard or his represen- 
 tative, and the Engineer Officer of the ship, are to watch the trial to see if the 
 repairs have been executed in a satisfactory manner. 
 
 3. The Engineer Rear-Admiral on the staff of the Commander-in-Chief of the 
 port to which the ship is attached or his representative, is to attend the trial, 
 whether the ship is repaired by contract or by Dockyard, and will be responsible 
 for the reports (Art. 372, 373). 
 
 404. 
 
 1. Duration of Trial. — For all ships fitted with water-tube boilers of the large 
 tube type or cylindrical boilers, the authorised full power is to be developed for 
 eight hours. 
 
 2. In ships fitted with water-tube boilers of the small tube type the specified 
 full forced draught power is to be developed for the same period as on the 
 original Contractors' trials. 
 
 3. In torpedo boat destroyers and torpedo boats the thorough repair trials 
 should be of three hours' duration, and the power to be developed should be 90 per 
 cent, of the Navy List power for destroyers, and 90 per cent, of the Contractors' 
 full power for torpedo boats, provided that in the case of destroyers the receiver 
 pressures do not exceed those obtained on the Contractors' full-power trials when 
 new (see Article 444). Should it prove necessary, in order to obtain the 90 per 
 cent, of the Navy List power, to exceed the receiver pressures obtained in the 
 Contractors' full-power trials, the power to be developed is to be limited to that 
 corresponding to the Contractors' trial receiver pressures. 
 
 4. The limitation in Clause 3, as regards power to be developed, does not 
 apply to destroyers of the " River Class" and subsequent designs ; in these cases 
 the trials should be made at as near full power as possible consistent with not 
 exceeding the receiver pressures obtained on the Contractors' trials. 
 
 405. 
 
 Special Trials. — The following trials may be made at any time before or after 
 the full-power trial, but the thorough repair trial is not to be considered complete 
 until they have been carried out :— 
 
 Stopping, starting, and reversing engines from full speed, and any other trials 
 required to ascertain the efficiency of the steam and hand starting and reversing 
 gear. 
 
110 THOROUGH REPAIR TRIAL. 
 
 406. 
 
 Coal to be used. — The coal used should be of approved quality. 
 
 407. 
 
 1, Trial after Repairs at Foreign Yard. — Whenever a ship in commission is 
 tried under way after repair at a foreign Yard, the machinery, is to remain under 
 the charge of the Engineer Officer of the ship. 
 
 2. The Chief Engineer of the Yard, or his deputy, with as many Dockyard 
 workmen as he may consider necessary, will attend the trial to watch whether the 
 repairs have been effected satisfactorily. 
 
 PARTIAL REPAIR TRIAL. 
 411. 
 
 Duration of Trial. — When the machinery of a ship in commission or in charge 
 of the Admiral Superintendent has undergone a partial repair at a Home Dock- 
 yard it will generally be sufficient to make a trial of four hours' duration for ships 
 and two hours' for torpedo boats and torpedo boat destroyers at about 90 per cent, 
 of the authorised full power. 
 
 2. When the repairs have been shght, the trial itself may be dispensed with if 
 the Engineer Captain of the Fleet, Fleet Division or Squadron to which the ship 
 is attached or is about to be attached and Chief Engineer of the Dockyard do not 
 think it necessary, and the Captain and the Engineer Officer of the ship are 
 satisfied that the repairs have been efficiently performed, and are prepared to 
 certify to that effect without it. 
 
 3. When longer Trials are required.— If the partial repair should have been of 
 more considerable importance, similar trials to those laid down in Art. 404 for 
 ships which have undergone a thorough repair are to be carried out, except that 
 the power to be developed need not exceed 90 per cent, of that required after 
 thorough repair. 
 
 4. Charge during Trial. — The Engineer Officer of the ship is to be in charge 
 of the machinery during these trials. 
 
 412. 
 
 1. Responsibility for the Reports. — Representatives of the Engineer Captain of 
 the Fleet, Fleet Division or Squadron to which ship is attached or is about to be 
 attached and of the Chief Constructor and Chief Engineer and Electrical Engineer 
 of the Dockyard will attend the trials-. For trials referred to at cl. 1, Art. 411, 
 the Engineer Officer of the ship is to make out the report on Form S. 346. Reports 
 D. 237 A., S. 339 A., are not to be signed before the trial has been completed. 
 
 2. In ships with reduced crews assistance may be given as necessary for 
 obtaining records and preparing the reports. 
 
 The reports are to be signed by the Captain and Engineer Officer of the ship 
 and forwarded through the Commander-in-Chief of the port to which the ship is 
 attached. 
 
 In the case of prolonged trials referred to at cl. 3, Art. 411, the Engineer 
 Rear-Admiral at the Port, or his representative, will also attend and be responsible 
 for the Reports on D. 408 and 408a as provided at cl. 3, Art. 372, and Art. 373. 
 
PARTIAL REPAIR TRIAL. 1 1 1 
 
 413. 
 
 Goal. — The coal used should be that from the ship's bunkers. 
 
 414. 
 
 Trials of Torpedo Boats and Torpedo Boat Destroyers. — When torpedo boats 
 and torpedo boat destroyers have been put out of commission on account of hull 
 defects or have been paid off in order to release naval ratings during repairs not 
 of an extensive character, the machinery is to remain in the charge of the Engineer 
 Officer, who should if possible arrange that any necessary examinations and 
 adjustments are completed before the vessel is paid off, leaving only the work of 
 care and maintenance and of making good actual defects to be done during the 
 period the vessel is in the charge of the Admiral Superintendent. On the completion 
 of the repairs, the officers of the ship and of the Dockyard having previously 
 satisfied themselves that the engines and boilers are in a condition of readiness for 
 trial, a short trial at reduced power sufficient to test the repairs made to the hull 
 and fittings, to show whether the machinery is in any way affected by the repairs 
 to the hull and that it is in all respects ready for service, is to be carried out. 
 Vide Art. 23-461 et seq. 
 
 SPECIAL MEASURED MILE TRIAL. 
 
 415. 
 
 Wlien to be made. — Whenever a Special measured mile trial is ordered either 
 in lieu of, or in addition to, any other class of trial, the following directions are to 
 be carried out ; and the same Officer or other person will have charge of the 
 machinery, and the same stokers will be employed, as if it had been an ordinary 
 steam trial, that is to say, according to the class of trial to which it is added, or 
 which it supersedes. 
 
 416. 
 
 Steam Cornet.— The steam cornet is to be carried at the main truck, or on a 
 pole if no masts are on board, as a signal to all vessels to keep clear of the course ; 
 and every precaution is to be taken to avoid accidents. 
 
 417. 
 
 Coal. — The coal used should, if practicable, be that specially ordered for steam 
 trials. 
 
 418. 
 
 1. Number of Runs to be made. — Four or six runs are to be made at each of 
 the various powers or speeds as may be ordered, the object being to ascertain the 
 relation between the horse-power and speed of vessel at definite powers or rates of 
 speed. 
 
 2. Series of runs to be on same Tide. — Each series of runs should be uninter- 
 rupted and be completed while the tide is running in one direction. 
 
 3. Room to get Speed before each Run. — In the intervals between the runs the 
 ship is to be taken well away from the mile so as to ensure the attainment of the 
 
112 SPECIAL MEASURED MILE TRIAL. 
 
 required speed on the next run ; and in turning back the helm should not be put 
 hard over if it can be avoided. 
 
 4. Power to be Developed Continuously. — During- the series of full power runs 
 the engines and boilers are to be worked at full power, not only when running the 
 mile, but during the whole of the intervals between the several runs ; the maximum 
 power to be obtained being ordered by the Admiralty. 
 
 419. 
 
 1. Steam to be Kept at a Maximum. — Previous to commencing the full-power 
 runs, the speed of the engines is to be so regulated that the steam pressure in the 
 boilers may be maintained at a maximum until the whole of the runs are 
 completed ; and the steam is not, under any circumstances, to be even partially 
 shut off while off the course for the purpose of securing a higher result while on it. 
 
 2. Reduced Speeds. Number of Boilers. — During the runs at reduced speed 
 the revolutions should be kept at a uniform rate, so that the indicated horse-power 
 developed during each series of runs may be as nearly constant as possible. The 
 number of boilers to be used is to be such as will ensure ample steam while 
 working at the revolutions required. 
 
 420. 
 
 1. Trial to Cease if Defects occur.— -If, during the trial, any defects occur in 
 the machinery or ship, the trial is to cease, and the ship to be at once removed 
 from the mile, a new series of runs being commenced when the defects shall have 
 been made good. 
 
 2. Priming. — If the boilers should prime so that they cannot be worked at 
 full power, even at the close of the trial, it is to be considered as unsatisfactory, 
 and the trial is to be repeated. 
 
 421. 
 
 Force of Wind. — As a rule, the trial should not take place when the force of 
 the wind exceeds 3. 
 
 TRIALS AT SEA AT REDUCED POWERS. 
 
 425. 
 
 1. Object of. — With a view of obtaining standard information of the steaming 
 capabilities of vessels at various powers, trials under steam of long duration and 
 steady power are to be made as early as possible in each commission, the engines 
 being worked under the most economical conditions. Advantage should be taken 
 of the ordinary passages made by the vessel to carry out these trials. In order to 
 ensure average results these trials shoidd be carried out in moderate weather and 
 when the ship's bottom is fairly clean. 
 
 2. Curves of Performance. — The speeds of ships obtained from time to time at 
 various revolutions per minute of the propellers (i.e., the revolutions per knot), 
 should be carefully ascertained at different mean draughts of water, conditions of 
 the ship's bottom, and states of the sea. From the horse-power indicated at 
 various revolutions under moderate conditions of weather, with fairly clean 
 
TRIALS AT SEA AT REDUCED POWERS. 113 
 
 bottom and average draught of water ; standard curves of performance should be 
 constructed by the Engineer Officer, from which the power and consumption of 
 fuel can be estimated for any required speed of the ship. The results thus 
 recorded will assist in the comparison of performances referred to at Art. 91, and 
 will enable any falling-off in economy to be more readily observed. Standard 
 curves, giving the speeds, horse-powers, and fuel consumptions are to be inserted 
 in the Ship's Manual, and a copy attached to the Engine-room Register forwarded 
 each quarter. In ships where means of indicating the power developed are not 
 provided, the curves are to be constructed from the various speeds and consump- 
 tions of fuel. 
 
 426. 
 
 Powers at which to be made. — The chief powers for which this information is 
 to be specially obtained are at 40 per cent., 20 per cent., and 10 per cent, of the 
 authorised full power. Also, in order to localise the most economical speed, 
 further trials at 15 per cent, and 5 per cent, of the same power, or such other 
 power as may be considered desirable. The data for 60 per cent, of the unit 
 power will be provided by the quarterly passage trials. 
 
 427. 
 
 1. Coal Expenditure for the Auxiliary Machinery. — To determine with some 
 degree of accuracy the coal consumption for the a\ixiliary machinery, trials should 
 be made with the most important engines when in harbour, and when using a 
 boiler specially for auxiliary purposes. In the case of the electric light, air 
 compressing, hydraulic and other engines, this can be readily obtained. 
 
 2. E.R. Register. — These trials should be repeated about half-dozen times for 
 arriving at mean results ; they are then to be tabulated, and inserted in the Ship's 
 Steam Manual and Engine-room Register. 
 
 428. 
 
 Accuracy in measuring the Coal Consumed. — When making these trials, the 
 coal should be measured with special care, and should, as far as possible, be so 
 used from the bunkers that the quantity expended on a run may be checked by 
 reference to the bunker space emptied. As far as possible, the bunkers and 
 boilers should be so selected and the duration arranged, that a trial may extend 
 over the whole period of working out these selected bunkers from full to empty. 
 The quality of coal should be good. 
 
 429. 
 
 --' Economy of Fuel. — The instructions as regards economy of fuel, contained in 
 Arts. 91-93, are to be strictly attended to. Subject to the conditions of service, 
 as few boilers as possible should be in use, consistent with economy. 
 
 430. 
 
 Residts of Trials. Form S. 346. E.R. Register. — When a trial is completed, 
 the particulars should be filled in on Form S. 346, altering the headings of columns 
 as necessary, to indicate the character of the trial. This form should be sent as 
 soon as possible to the Admiralty for information, and a copy attached to the 
 Engine-room Register. 
 
 x 1579 ,• 
 
114 TRIALS AT SEA AT REDUCED POWERS. 
 
 431. 
 
 Indicator Diagrams. — In ships fitted with reciprocating engines indicator dia- 
 grams are to be taken at least daily, the power being maintained as constant as 
 possible throughout the trial. If any variation is absolutely necessary, sufficient 
 diagrams should be taken to afford a means of obtaining the correct average power. 
 Two average sets of these diagrams are to be forwarded to the Admiralty with the 
 report of trial. 
 
 432. 
 
 1. Speed. — Whenever an indicating log is available, it should always be used 
 instead of the common log, the speed being obtained from the distance made good 
 through the water during the trial. 
 
 2. In taking the speed with the common log the utmost care must be taken in 
 heaving the log, and a very long line should be used, the time-glass being turned 
 once or twice, or, preferably, a watch used, so as to ensure the utmost accuracy. 
 
 3. The speed obtained should be checked by comparison with the revolutions 
 made by the engines per minute. 
 
 433. 
 
 In determining the most economical rate at which to make a voyage, the coal 
 expenditure for auxiliary purposes should be taken into account. 
 
 PASSAGE AND F.ULL-POWER TRIALS AT SEA. 
 
 441. 
 
 1. Passage Trials. — In order to ensure that the machinery is kept in efficient 
 order, and to give opportunities of training the Engine-room Complement in 
 working the engines at high speeds, trials are to be carried out as laid down in 
 Arts. 441-451. 
 
 2. When passages are not made during the prescribed period giving oppor- 
 tunities for carrying out the trial, the ship will, if the exigencies of the service 
 permit, proceed to sea specially for this purpose. 
 
 3. The distance run through the water during the trial should be ascertained 
 as correctly as possible both by indicating log and by observations of the ship's 
 positions taken throughout the trial, due allowance being made for currents. 
 
 442. 
 
 1. Ships with Fidl Complements. Duration of Trial. — Ships in commission 
 with full complements are to make a trial once a quarter of not less than 24 hours' 
 nor more than 60 hours' duration. 
 
 2. During this trial the engines are to be worked for a period of eight hours at, 
 but not exceeding, the authorised full power, and the remainder of the trial is to 
 be made at three-fifths the authorised full power, except as stated in Clause 3. 
 
 3. In ships fitted for burning oil fuel and in which the full power is obtained 
 with coal alone, the engines are to be run for eight hours at the authorised full 
 power using coal only, and the remainder of the trial at three-fifths the authorised 
 
PASSAGE AND FULL-POWER TRIALS AT SEA. 115 
 
 full power using coal only, unless the use of oil fuel and coal in all boilers con- 
 currently is considered necessary for training the engine-room complement, in 
 which case the engines may be run for any period not exceeding eight hours, at 
 four-fifths the authorised full power using coal and oil, and the remainder of the 
 trial at tliree-fifths the authorised full power using coal only ; the total duration 
 of the trial being limited to 24 hours. During the four-fifths trial the amount of 
 oil used at any time in any boiler is not to exceed 30 per cent, of the total fuel 
 being used in that boiler. 
 
 4. In ships fitted for burning oil fuel and coal, in which the full power is not- 
 obtained with coal alone, the engines are to be worked for a period of eight hours 
 at the authorised full power, and the remainder of the trial is to be made at three- 
 fifths the authorised full power burning coal alone, the total duration of the trial 
 being limited to twenty-four hours. During the full power trial the amount of oil 
 being used at any time in any boiler is not to exceed 30 per cent, of the total fuel 
 being used in that boiler. 
 
 5. Once each year four-fifths the authorised full power may, at the discretion 
 of the Commander-in-Chief or Senior Officer, be maintained for a period of, but 
 not exceeding, 30 hours, in lieu of the trial ordered in Clauses 2, 3, and 4, the 
 stokers being in three watches, and assistance given from deck as laid down in 
 Arts. 59 and 60. In ships fitted for burning oil fuel, oil fuel and coal may be 
 used, but the amount of oil used at any time in any boiler is not to exceed 30 per 
 cent, of the total fuel being used in that boiler. 
 
 443. 
 
 1. Ships with Reduced Complements. Duration of Trial. — Ships in commission 
 with reduced complements, with the exception of those commissioned for temporary 
 service pending refit by a Dockyard, are to carry out a trial of, but not exceeding, 
 24 hours' duration, once a year, the Engine-room complements being supplemented 
 as necessary. 
 
 2. During this trial the engines are to be worked for a period of four hours at 
 the authorised full power and the remainder of the trial, except in ships fitted for 
 burning oil fuel, is to be made at three-fifths the authorised full power. 
 
 3. In ships fitted for burning oil fuel, four-fifths the authorised full power is 
 to be maintained for eight hours, oil fuel and coal being used, but the amount of 
 oil used at any time in any boiler is not to exceed 30 per cent, of the total fuel 
 being used in that boiler. The remainder of the trial (12 hours) is to be made at 
 three-fifths the authorised full power using coal only. 
 
 4. Special Sei~oice Vessels. — Special Service Vessels are generally to carry out 
 a trial once a year, but the case of each ship is to be referred to the Admiralty 
 shortly before the trial becomes due, for decision as to the duration of the trial 
 and the power to be developed 
 
 444. 
 
 1. Scouts, Destroyers, and First Clans Torpedo Boats. Full Complements. — 
 Scouts, Torpedo Boat Destroyers, and First Class Torpedo Boats in commission 
 with full complements, when not employed on instructional or other duties which 
 involve periodical running at high speeds, are to carry out a trial once a quarter. 
 
 2. Scouts. Duration of Trial. — In Scouts the duration of the trial is to be of 
 four hours, and full power should be maintained. 
 
 h 2 
 
116 PASSAGE AND FULL-POWER TRIALS AT SEA. 
 
 3. Torpedo Boat Destroyers and First Class Torpedo Boats. Duration of 
 Trial. — In Torpedo Boat Destroyers previous to the "River" Class and First 
 Class Torpedo Boats fitted with reciprocating engines, 90 per cent, of the full 
 power, and in the " River " Class Destroyers and subsequent designs, Torpedo 
 Boats and other vessels fitted with turbine engines, in which measurements of the 
 power developed are not obtainable, the full power is to be maintained for two 
 hours, provided the receiver pressures and revolutions per minute do not exceed 
 those obtained on the Contractor's trials. 
 
 4. Scouts, Destroyers, and First Class Torpedo Boats. Reduced Complements. — 
 Scouts, Torpedo Boat Destroyers, and First Class Torpedo Boats, in commission 
 with reduced crews, with the exception of tenders to Gunnery, Torpedo, and Sub- 
 marine Depot ships and Royal- Naval Colleges at Osborne and Dartmouth, are to 
 carry out a trial every six months of four hours' duration at half to three-quarters 
 full power, the Engine-room complements being supplemented as necessary. 
 Torpedo boats attached to Torpedo School Ships or to R.N. Colleges, and running 
 periodically at high powers, will not be required to run quarterly trials or to 
 forward Forms S. 346. 
 
 5. Destroyers. Trial after Tiefit. — In the case of Torpedo Boat Destroyers in 
 Commission with reduced crews, when a trial immediately after refit by a Dockyard 
 has been carried out, the next trial should take place at the expiration of six 
 months, or as soon after as possible, from the date of the refit trial and not from the 
 date of the preceding periodical trial. 
 
 445. 
 
 1. Coast Guard Ships. — Ships employed on Coast Guard Service or employed 
 as tenders with reduced complements, are to carry out a trial at the authorised 
 full power once a year, of not less than four hours' duration, the Engine-room 
 complements being supplemented as necessary. 
 
 2. Surveying Service. — Passage trials are not to be made by vessels employed 
 on Surveying Service. 
 
 3. Submarine Depot Ships. — Sea-going ships for service with submarines 
 should carry out an annual trial of four hours' duration at four-fifths the authorised 
 full power. 
 
 446. 
 
 1. Indicator Diagrams. — Except in Scouts, Torpedo Boat Destroyers, and 
 Torpedo Boats, in ships fitted with reciprocating engines, one representative set of 
 Indicator Diagrams which has been taken during each four hours of ihe authorised 
 full power trial, and one set during each eight hours during the remainder of the 
 passage trial, are, with the usual particulars marked on them, to be forwarded to 
 the Admiralty with the report of trial. 
 
 2. The indicated horse-power shown on the report is to be the mean power 
 of the whole period of the trial based on the mean revolutions per minute during 
 that period. See Article 425 as to curves of speed and consumption. 
 
 447. 
 
 1. Lubrication. — The engines should be worked up gradually to the power to 
 be maintained, and the lubrication of the bearings should be carefully attended to. 
 
 2. It is expected that the engines and boilers will always be kept in such good 
 order as to render them fit for making a full power trial at any time, but such parts 
 
PASSAGE AND FULL-POWER TRIALS AT SEA. 117 
 
 as stuffing-boxes, escape valves, air and feed pump valves, and the bearings of the 
 crankshafts and connecting rods should more especially be watched and kept in 
 good order, to ensure satisfactory results being obtained. 
 
 3. Air Pressures. — The air pressures during the authorised full power trial are 
 not to exceed those given in Art. 56. 
 
 448. 
 
 Stokers. — Stokers should be worked in three watches, and when this is not done 
 explanatory reasons should be given in the report of trial as to the necessity for 
 the adoption of any other course ; assistance may be obtained from deck for 
 trimming coal, &c, if necessary. (See Art. 60.) 
 
 449. 
 
 Report of Trial. Form S. 346. E.R. Register. — The results of the trial are 
 to be rendered on Form S. 346, and a copy of the report is to be entered in the 
 Engine-room Register. In Scouts and Torpedo Boat Destroyers fitted with 
 reciprocating engines and other vessels in which the power developed cannot be 
 indicated or measured, the receiver pressures are to be recorded in lien of the 
 indicated horse-power. 
 
 450. 
 
 Full Power Trials. — The Commander-in-Chief will order a full power trial in 
 any case in which he may consider it desirable that such a trial should be made, 
 but this trial is not to exceed in power or duration those laid down in Arts. 442 
 to 448. 
 
 451. 
 
 1. Desirability of Discontinuing Full Power Trials. — If in the opinion of the 
 Engineer Officer the machinery and boilers are in such a condition as to render it 
 desirable, with reference to the prolonged efficiency of the ship for the general 
 work of the Station, not to subject them to a full power trial, such trial may be 
 omitted at the discretion of the Captain and with the approval of the Senior Officer 
 present. 
 
 2. Report of Omission of Trial. Form S. 346. — A report, on Form S. 346 of 
 the omission of the passage trial, is to be forwarded without delay at the end of 
 the period during which the trial should have taken place. The report, besides 
 containing reasons for the omission, is to contain a statement as to the fitness of the 
 boilers and machinery to carry out the trial if required, when the reasons for the 
 omission are other than those due to defective boilers or machinery. The results 
 obtained at the first trial at sea and a full report of the last seagoing or other trial, 
 with remarks, are to be inserted. The reasons for each omission of trials 
 subsequent to the last seagoing trial, are to be inserted in the column provided for 
 " present trials." 
 
 PAYING-OFF TRIAL. 
 456. 
 
 1. Duration of Trial — As soon as possible after a ship's arrival and before 
 she comes into harbour to be paid off, a full-power natural draught steam trial of 
 at least one hour should be made, if practicable. 
 
 h 3 
 
118 PAYING OFF TRIAL. 
 
 2. By whom to be Attended. — The usual Dockyard Officers are to attend to 
 watch, the trial, and should be previously furnished, if possible, with the supple- 
 mentary list of defects, if any (see Art. 66). The results obtained to be reported 
 on Form S. 346. 
 
 3. If the ship is to be paid off and recommissioned for Service in the Home 
 Fleet, the Engineer Captain of the Division of the Home Fleet to which the ship 
 is to be attached or his representative should also attend the trial and should be 
 furnished with a copy of the list of defects. 
 
 SHIPS PAYING OFF. 
 
 461. 
 
 1. List of Defects. — On a ship receiving orders to payoff, the Engineer Officer 
 will prepare full detailed statements of all defects known to exist in his depart- 
 ment, as well as of all alterations or additions he may have to suggest, and these 
 lists are to be sent in as laid down in Arts. 66. 68. 
 
 2. He is also to report any defective ventilation of the engine and boiler rooms, 
 with such remedies as his experience may suggest. 
 
 3. Report of Alterations made and proposed. — A report is to be made through the 
 Commander-in-Chief of any alterations that have been made in the ship which 
 the Captain considers have proved advantageous to her, together with any 
 suggestions likely, if adopted, to effect a further improvement in the ship. This 
 report is to be sent to the Admiralty. 
 
 4. In cases where a survey is due (see Arts. 344-346-414) arrangements should 
 be made for the bunkers to be as clear as possible of coal on arrival at the 
 paying-off port. 
 
 462. 
 
 5. 356a. E.R. Register. — When a ship is paid off at home or abroad an Abstract 
 on Form S. 356a of the treatment of the boilers during the commission up to the 
 date of paying off is to be attached to the Engine-room Register. 
 
 463. 
 
 Stokers not to be Withdrawn from Engine-room Department. — -The stokers are 
 not to be withdrawn from the work immediately connected with the Engine-room 
 department, and are to be at the sole disposal of the Engineer Officer in charge to 
 enable that officer to get the department clean and in proper order previous to 
 inspection. 
 
 464. 
 
 1. Inspection before Paying Off. — The Captain of a ship ordered to be paid 
 off and re-commissioned for service in the Home Fleet with a nucleus crew, is to 
 report to the Rear-Admiral Commanding the Division of the Home Fleet when 
 the ship will be ready for inspection prior to paying off. Vide Art. 414. 
 
 2. Report of Inspection. D. 23. — This inspection will take place the day 
 before the ship is paid off, or, if more convenient, the same day. The result is to 
 be reported to the Commander-in-Chief on the form provided for the purpose, for 
 transmission to the Admiralty, and a duplicate of the report is to be sent to the 
 Superintendent. 
 
SHIPS PAYING OFF. 119 
 
 465. 
 
 1. Examination of Hull and Machinery.— A ship ordered to be paid off and 
 re-commissioned for Service in the Home Fleet is to be examined by an Officer 
 deputed by the Rear-Admiral Commanding the Division of the Home Fleet and 
 the Engineer Captain of the Fleet to which the ship will be attached, in con- 
 junction with the Captain and Engineer Officer of the ship, the result being 
 reported on the Report of Inspection (D. 23), (see Art. 464). 
 
 2. If, during the examination, it should be found that the condition of the hull 
 or machinery is such as to render the ship, in the opinion of the Examining 
 Officers, unfit for re-commissioning, an immediate report to that effect is to be 
 made to the Commander-in-Chief, for transmission to the Admiralty. 
 
 3. Any assistance which may be required by the Engineer Captain in carrying 
 out this examination is to be furnished from the nucleus crews of ships in the 
 Division of the Home Fleet or from the Depot on Commander-in-Chief's approval. 
 
 4. Main and Auxiliary Machinery, &c. — Such parts of the main and auxiliary 
 machinery, boilers, and boiler mountings as may be directed by the Examining 
 Officer are to be disconnected for survey. If the various parts are found to be fit 
 for service, they will be re-connected and left in all respects ready for use at 
 immediate notice. 
 
 5. Engines and Boilers of Boats. — Engines and boilers of steam boats of ships 
 paying off are to be dealt with as above directed, and, if defective, are without 
 delay to be dealt witli on a list of defects with a view to immediate repair. 
 
 466. 
 
 Ship Paying off to Re-commission. — A ship ordered to be paid off and re- 
 commissioned for Service in the Home Fleet with a nucleus crew, is, if no survey 
 is due (see Arts. 344-347-414), to be completed with coal and stores. Only such 
 stores are to be landed as require to be replaced or repaired, these latter being 
 dealt with under the ordinary regulations governing the return of stores. 
 
 467. 
 
 1. Inspection before paying off into Dockyard Hands. — The Captain of a ship 
 under orders to pay off into Dockyard hands for refit is to report to the Superin- 
 tendent and the Captain of the Dockyard when the ship will be ready for inspection 
 prior to paying off. 
 
 2. Report of Inspection. D. 23. — This inspection should take place the day 
 before the ship is paid off, or, if more convenient, the same day ; and is to be 
 carried out by the Captain of the Dockyard, Chief Constructor, Chief Engineer, 
 Electrical Engineer, and Naval Store Officer, in conjunction with the Captain and 
 Engineer Officer of the ship. The result is to be reported to the Superintendent 
 on the form provided for the purpose, for transmission to the Admiralty, and a 
 duplicate of the report is to be sent direct to the Commander-in-Chief. 
 
 468. 
 
 1. Inspection before Paying Off into Dockyard Hands. — At the time appointed 
 for the inspection of a ship which is to pay off into Dockyard hands for refit she 
 should be thoroughly clean throughout, the bilges and double bottoms should be 
 dry and clean and in a thorough state of preservation, having the paint surfaces in 
 good condition. 
 
 h4 
 
120 SHIPS PAYING OFF. 
 
 2. Copy of Report of Survey, &c. — Copies of the last report of survey, and 
 the last report of inspection of accessible places (S. 180), are to be supplied to 
 the Dockyard Officers. 
 
 3. Opening up of Machinery. — The whole of the main and auxiliary machinery 
 and boiler mountings are to be opened out, and a thorough inspection of them is 
 to be made ; and such parts are to be re-connected, after examination, as may be 
 ordered by the Chief Engineer of the Dockyard. Generally the manhole doors of 
 the cylinders, condensers, and boilers are to be left off ; and all other water and 
 steam reservoirs and tanks are to be dried out and painted for their preservation. 
 The boilers are to be opened for inspection after being thoroughly cleaned and 
 dried, fires being used for this purpose. Vide Art. 414. 
 
 4. All stores not condemned as unserviceable, are to be retained for further 
 use in the ship on the account charge of the Engineer Officer, and they are not to 
 be returned into store at the Dockyard. 
 
 5. All serviceable stores are to be kept on board the ship, or, if necessary, 
 placed in a suitable lay-apart store in charge of the Engineer Officer. 
 
 6. In order that serviceable stores may not be removed from a ship to a lay-, 
 apart store unless necessary, the store-rooms of a ship ordered to undergo refit in 
 a Dockyard will be surveyed, repaired, cleaned and painted as necessary before the 
 general overhaul is commenced. 
 
 7. All coal and oil fuel is to be removed from the ship unless otherwise ordered. 
 The work is to be clone by the crew. 
 
 469. 
 
 1. Ineffective Vessels. — If the ship is ordered to be paid off and placed in the 
 list of Ineffective Vessels, i.e., " ships of comparatively small fighting value," with 
 a view of being brought forward for service again if necessary the machinery is to 
 be dealt with as follows : — 
 
 (a) Main Engines. — Pistons and slide valves to be opened out, oiled, and 
 
 replaced, cylinders and slide casings to be oiled out and covers replaced 
 but not jointed, all packings to be drawn, all parts cleared of water, 
 steel rubbing surfaces to be covered with mineral grease, and all bright 
 work to be coated with white lead and mineral oil. 
 
 (b) Boilers.- — To be emptied, dried out, and preserved by the dry lime process. 
 
 (See Art. 163, par. a.) 
 
 (c) Auxiliary Machinery. — Cylinders to be opened out and preserved, all 
 
 packing to be drawn, and all bright parts to be coated with white lead 
 and mineral oil. 
 
 (d) Hydraulic Machinery. — Tanks to be emptied and preserved with mineral 
 
 grease, pipes to be drained, all packing and leathers working on steel 
 surfaces to be removed. 
 
 (e) Air Compressing Machinery. — Circulating water tanks to be emptied of 
 
 water and preserved with mineral grease, separator columns to be 
 drained, all packing and leathers working on steel surfaces to be 
 removed, and all springs to be preserved with mineral grease. 
 
 (/) Stores. — To be removed as ordered. 
 
 (g) Coal. — To be removed unless otherwise ordered. 
 
 (h) Miscellaneous. — Engines-rooms, boiler-rooms, screw passages, and all 
 machinery, bilges, and inner bottoms are to be thoroughly cleaned. 
 
 2. Sale List.   -If the ship is ordered to be placed on the Sale List for breaking- 
 up purposes — 
 
 (a) The machinery is to be left as nearly as practicable complete, with engines, 
 boilers, and spare gear. 
 
SHIPS PAYING OFF. 121 
 
 (o) All such, fittings are to be removed as may be of use — 
 
 (1) as plant in the Dockyards or for fitting in other vessels, for which 
 an early use is foreseen, e.g., self-contained auxiliary engines ; 
 
 (2) for utilisation as old metal, e.g., screw propellers and spare blades ; 
 gun and torpedo racers and index plates ; loose brass covers, telegraph 
 and other pedestals ; evaporator, distiller, and condenser tubes ; 
 lubricator and water service fittings. 
 
 (c) The engine-rooms, boiler-rooms, screw passages, and all the machinery, 
 
 bilges, and inner bottoms are to thoroughly cleaned. 
 
 (d) All coal is to be removed unless otherwise ordered. 
 
 3. Sale List. — If the ship is ordered to be paid off and placed on the Sale 
 List, to be sold "All standing as she lies" for further service, the procedure is to 
 be as laid down in clause 2, except that no stores or fittings are to be removed, 
 which must of necessity be replaced by the purchaser. 
 
 470. 
 
 Inspection of Torpedoes and Electrical Fittings. — -All torpedo and electrical 
 machinery and fittings belonging to ships paid off into the Dockyard hands for 
 refit are to be inspected and tried with steam up by the Dockyard Officers before 
 paying off. 
 
 A full report of the result is to be made in duplicate to the Commander-in 
 Chief, who will transmit a copy to the Superintendent of the Dockyard. Any 
 modifications or alterations considered desirable are to be included in the report. 
 
 471. 
 
 1. Survey of Machinery after Paying off. — Immediately after a ship has been 
 paid off into Dockyard hands for refit, unless the examination has been held before 
 the Captain and the Chief Engineer of the Dockyard will make a minute and 
 careful survey of every part of her machinery and boilers. Vide Art. 414. 
 
 2. Engineer Officers to remain for Survey. — The Engineer Officer will be 
 detained for the purpose if the survey is not completed, and in signing the report 
 it is recognised that he certifies only to that part which relates to the repairs or 
 alterations necessary or recommended for the machinery or boilers. 
 
 3. Water Test of Boilers and Machinery. — After the paying off of a ship into 
 the Dockyard hands for refit, the boilers are to be thoroughly examined and tested 
 by the Dockyard Officers, but only such portions of the machineiy should be tested 
 by hydraulic pressure, and such portions of the spare gear tried in place, as may 
 be considered necessary by the Dockyard Officers. 
 
 472. 
 
 1. Drawings to be returned. — On paying off into the Dockyard hands for refit, 
 the drawings enumerated in Art. 342, with the exception of machinery drawings 
 not confidential, are to be returned to the Dockyard, the usual Form D. 526 being 
 supplied for clearance of the charge. The ship's drawings are to be verified in the 
 Dockyard before the ship is actually paid off and a report made by the officers 
 concerned to the Superintendent as to their completeness or otherwise, in order 
 that the necessary steps may be taken before the Officers separate. 
 
 2. Drawings, &c, to be retained. — The ship's Steam Manual, sketch book, and 
 all sketches and drawings relating to machinery, except confidential drawings, are 
 to remain in the ship except when the ship is placed on the list of Ineffective 
 
122 SHIPS PAYING OFF. 
 
 Vessels or Sale list, when they are to be returned to the Dockyard. The Engineer 
 Officer in charge of the machinery at the time the ship is placed on either of these 
 lists is responsible that this is done. 
 
 473. 
 
 Report as to the Engineer Officer s Performance of his Duty. — When the 
 machinery and boilers have been thoroughly examined, the Examining Officers 
 have instructions to report whether from the condition of the machinery and 
 boilers, with reference to the time they have been in use and other circumstances, 
 the Engineer Officer appears to have paid proper attention to the care and 
 management thereof, and in all respects to have duly performed his duty ; and in 
 cases where repairs have been creditably executed on board, and the state of the 
 engines and boilers evidence superior qualifications on the part of the Engineer 
 Officer, they are to report specially such instances for the information of the 
 Admiralty. 
 
 MISCELLANEOUS. 
 481. 
 
 Pumps, Cocks, Valves, <&c. — The Downtou, Electric Motor driven and all other 
 pumps connected with the bilges or double bottoms and the pipes, valves, and 
 cocks belonging to them, all watertight doors, sea-cocks, sluice, Kingston, and 
 other valves are under the care of the Engineer Officer, who is responsible for 
 their efficiency, and repairs will be performed by the Engine-room Staff, but in 
 cases where the defects are beyond the resources of the ship, they should be 
 included in the Defect List. The rigging of the pumps, care of the hoses, sound- 
 ing different compartments, &c. are parts of the duty of the Carpenter. As 
 many watertight doors, manholes, sluice valves, &c, as practicable are to be kept 
 closed at all times. 
 
 482. 
 
 1. Watertight Doors, Valves. &c. — The sea-cocks of pumps are to be opened 
 and closed daily. The watertight doors, except those permanently closed, sluice 
 valves between the compartments, Kingston, flooding and other sea-cocks and 
 valves, are to be opened and shut once a week, to ensure their being in good 
 working order ; but on no occasion is any one of them to be opened or shut except 
 under the superintendence of one of the Engineer Officers, a competent Engine- 
 room Artificer, or a Chief Stoker, who is to be held responsible for their being 
 closed when not in use. (See also Art. 542.) 
 
 2. Flooding Valves of Magazines, &c. E.R. Register. — Flooding-valves of 
 magazines, shell-rooms, store-rooms and spirit-rooms are to be worked weekly under 
 the directions of an Engineer Officer. In vessels where the number of flooding 
 valves is greater than can be conveniently and efficiently worked once a week, in 
 accordance with the above directions, the valves, including locked valves, may be 
 divided into two, three, or four groups, each group to be worked in rotation, and 
 every valve to be worked, and the working gear cleaned and examined during the 
 course of a month. The number and situation of the valves worked each week to 
 be entered in the Engine-room Register. 
 
 3. As cases have occurred in which magazines have become accidentally flooded, 
 apparently through an erroneous impression that the flooding valve is of necessity 
 
MISCELLANEOUS. 123 
 
 hard down on its seat when the indicator stands at "shut" on the deck-plate, and 
 also through insufficient observation of the flooding inlet to the magazine after the 
 flooding valve has been screwed down, locked and covered, attention is drawn to 
 the necessity of screwing the valve hard down on its seating in all cases, without 
 reference to the exactness of coincidence of the indicator with the " shut " marked 
 on the deck-plate. Although the gear is so fitted at first that the indicator stands 
 exactly at " shut " when the valve is hard down on its seating, the indicator must 
 be screwed somewhat beyond this position when the valve has become compressed 
 and the backlash of the gearing has increased by wear to an extent which depends 
 on the amount of compression and wear that has taken place. 
 
 4. Inlet to be inspected. — The effective shutting of the valve is in all cases 
 to be ascertained by close inspection at the flooding inlet in the magazine after the 
 valve has been screwed down, locked and the deck-plate cover put on. Nothing 
 should be done to the valve or any part of its gearing or deck-plate after the 
 inspection in the magazine as to watertightness has been made without making a 
 subsequent inspection. 
 
 5. Adjustment of Gearing. — In all cases the various parts of the valve gearing, 
 the thickness of the valve, &c, are to be kept in such adjustment as to admit of 
 the valve-rod being locked when the valve is hard down on its seating. 
 
 6. Inlets usually inaccessible. — In such cases as valves for flooding wing 
 bunkers where the inlets from flooding valves are usually inaccessible, the valves 
 should only be worked when the bunkers are empty or the inlets otherwise 
 accessible. 
 
 483. 
 
 Compartment damaged by Collision. — In the case of a compartment damaged, 
 by collision or otherwise, so as to admit water, the sluice valves on the bidkheads 
 of this compartment are not to be opened until the ingress of water has been 
 entirely stopped. 
 
 484. 
 
 1. Arrangements for closing Doors, ccc, promptly. — The Engineer Officer, 
 besides preparing the Station Bill (Art. 71), is to take steps to ensure that every 
 person under his control shall know his post and be capable of performing his 
 duty, so that in case of emergency the watertight doors and sluice valves may be 
 closed and the flooding-cocks and sea suctions opened speedily and without 
 confusion. 
 
 2. Those of the Engine-room Staff, who are not actually detailed for definite 
 duty in action, are to be exercised so far as practicable during general quarters, 
 in dealing with possible emergencies, in order that the Staff may become familiar 
 with the steps required to be taken. 
 
 485. 
 
 1. Watertight Doors.- — Constant attention is to be paid to all watertight doors, 
 valves, and fittings, to ensure them being in a state of thorovigh efficiency and 
 watertightness, and they should always be kept clear for immediate closing. No 
 fitting of any kind is to be allowed which will require to be removed before the 
 doors can be shut. Certain doors are to be permanently closed, and doors fitted 
 for facilitating the removal of certain parts of auxiliary machinery should be kept 
 closed and watertight until actually required for use. 
 
124 MISCELLANEOUS. 
 
 2. Armoured Hatches. — The securing of catches of all armoured hatches is to 
 be carefully examined once a week. The angle bars carrying the catch are to be 
 rendered immovable by riveting them to the bulkhead, and the keep screws to the 
 Becuring catch are to be secured in place by riveting over their points. 
 
 The Weston purchases are to be kept shackled to the hatches and are to be 
 similarly examined once a week, and should it be necessary to remove the Weston 
 purchases for repair or other reason, the jigger or luff used to replace them is to 
 be shackled to the attachments at both blocks to prevent its being accidentally 
 unhooked. 
 
 3. All watertight doors and valves below the protective deck, automatic or 
 otherwise, are to be closed by hand as soon as the anchor is off the ground, and 
 not opened until the anchor is let go again except in the following cases :— 
 
 (a) For purposes of ventilation for half-an-hour in the day or for as long as 
 considered absolutely necessary by the Captain. 
 
 (6) In parts of the ship which it is absolutely necessary to keep constantly 
 ventilated, such as where men are employed or sleeping. 
 
 In both the above cases, men should be specially stationed to close by hand, if 
 required, all openings which are of necessity left open. 
 
 4. At sea, doors are to be kept closed in the engine-rooms and stokeholds, with 
 the exception of such bunker doors in each stokehold as the coal is being worked 
 from. 
 
 5. The instructions contained in clause 4, are to apply for the present to the 
 following classes of ships only : — 
 
 Battleships. Cruisei-s. 
 
 Dreadnought. Invincible. 
 
 Lord Nelson. Minotaur. 
 
 King Edward VII. Duke of Edinburgh. 
 
 Bulwark. - Drake. 
 
 Duncan. Devonshire. 
 
 Triumph. Monmouth. 
 
 Canopus. Cressy. 
 and any future ships. 
 
 In ships other than the above, the doors referred to may be opened at sea, 
 provided that men are stationed to close them at once, if required, deck hands 
 being employed for this duty when the circumstances render this necessary. 
 
 All bunker doors, however, other than those from which the coal is being 
 worked, are to be kept shut. 
 
 486. 
 
 Compartments to be tested periodically. — The compartments of ships are to be 
 tested periodically for watertightness. " One compartment, selected by the Com- 
 mander-in-Chief, will be flooded to test its efficiency once a year in each ship. If 
 the compartment selected is a small one no previous notice will be given. If it is 
 intended to test a large one, opportunity should be taken of the ship being in 
 dock. The keel should rest entirely on the blocks, sufficient water only being 
 removed from the dock to allow this being done, the vessel being adequately 
 shored for that purpose by Dockyard staff as necessary. Due precautions are to 
 be taken to remove any stores or fittings liable to damage. 
 
MISCELLANEOUS. 125 
 
 487. 
 
 1. Bilges. — All bilges are to be kept thoroughly dry, especially in spaces 
 below boilers. No refuse of any description is to be allowed to accumulate in 
 them, nor in the double bottoms or other confined spaces. 
 
 2. Main Drain. — The main drain is to be flushed and cleaned regularly and 
 frequently. 
 
 3. Examination of Bilge Suction Valves. E.E. Register. — The bilge suction 
 valves of main circulating engines are to be examined and cleared at least once a 
 quarter, and a notation that this lias been done is to be made in the Engine-room 
 Register. 
 
 488. 
 
 Plugs to discharge Valves. — When a ship is docked for the examination of the 
 Kingston valves, sea-cocks, &c, the plugs for the discharge valves are always to 
 be fitted in place. Except in the case of a new ship, or a ship in the Dockyard 
 Reserve, this duty is to be carried out by the Officers of the ship. (See Art. 27.) 
 
 489. 
 
 Water Ballast. — Whenever water ballast is admitted into the ballast com- 
 partments of ships, care shotdd be taken that the water is clean, and that the 
 compartments used are kept quite full. No compartment is to be either filled or 
 emptied without the knowledge of the Engineer Officer, who is responsible for 
 the efficiency of the flooding-cocks, sluice valves, and pump suctions. The 
 Carpenter will sound the compartments morning and evening, and report their 
 state. 
 
 490. 
 
 1. Holes not to be cut without- Authority. — No holes not provided for in 
 drawings or specifications furnished from or approved by the Admiralty, are to be 
 introduced into any part of a ship without the concurrence of the Dockyard 
 Officers ; and in cases where the safety of a ship may be affected, no holes are to 
 be made in any part of the hull without the special approval of the Admiralty. 
 
 2. Valves for closing how to be worked. — In cases where watertight bulkheads 
 are cut through, the valves for closing the communication at the bulkheads should, 
 if possible, be worked from a position immediately adjacent to that from which 
 the watertight doors in the same bulkheads are worked. 
 
 3. Position Plate for working Valves. — In all cases a conspicuous plate should 
 be put upon the deck platform or bulkhead close to each position for closing the 
 watertight doors, stating in legible characters the position from which the adjacent 
 valve or valves may be closed. 
 
 491. 
 
 1. Hydraulic Jacks. — Freshwater is to be used in hydraulic jacks on ordinary 
 occasions. When it is probable that the temperature will be sufficiently cold to 
 freeze water, spirit (rum) or glycerine in the proportion of one to two of water is 
 to be mixed with the water in the jacks. 
 
 2. The jacks are to be pumped up once a week, the rams cleaned and oiled, 
 and then run down. The jacks are at full height when the water comes out of the 
 small hole behind the claw. 
 
126 MISCELLANEOUS. 
 
 3. Method of Charging. — To charge a hydraulic jack, care is to he taken that 
 the ram is quite home, and then the cistern is to be filled with clean water. 
 
 4. If the valves fail from disuse, screw up the lowering screw tight, then 
 stand the jack upon its base, and pull the cylinder up upon the ram ; this will 
 cause a rush of water through the pump, and so cleanse it. 
 
 492. 
 
 1. Instruction of Stokers in Torpedo Boat Duties. — Stokers, 1st and 2nd Class, 
 will be trained in the working of machinery and management of boilers of torpedo 
 boat destroyers or torpedo boats, and passed as qualified on giving proof of satis- 
 factory proficiencj'-, and a notation is to be made on their history sheets. 
 
 2. The instructions in these duties will be given by Engineer Officers under the 
 directions of the Commodores of the Depots at Portsmouth, Devonport, and 
 Chatham, and the Senior Officer at Malta and Hong Kong, and other foreign dock- 
 yards where torpedo boats are stationed, and may also be carried out in torpedo 
 boat destroyers attached to the various fleets, under the direction of the 
 Commanders-in-Chief. 
 
 3. The length of training is to be ten working days, and during this time, at 
 least ten runs of not less than four hours' duration should be carried out. 
 
 4. Stoker ratings who have served for six months on board a sea-going vessel 
 in commission, fitted with water-tube boilers of the small tube type, and who are 
 able to keep steam satisfactorily when the engines are running at or near the 
 authorised natural draught power on quarterly passage trials, may be passed as 
 qualified without being required to undergo the special instructions prescribed in 
 Clause 1. 
 
 493. 
 
 State of Wire Rope. — The Engineer Officer should, by frequent examination, 
 keep himself thoroughly acquainted with the state of all steel wire rope which is 
 placed in his charge, and all such wire rope should be subjected to a dead load test 
 at intervals not exceeding two years, and for this purpose, where necessary, the 
 wire is to be unrove by the ship's artificers and sent to the dockyard for the test 
 to be applied. But, wherever practicable, wire rope is to be tested by the ship's 
 staff with appliances on board, and the Officers of the ship are to satisfy themselves 
 as to the apparent condition of the rope before the test is made. 
 
 494. 
 
 Testimonials to Contractors. — Certificates or testimonials are never to be given 
 by any of the Officers of His Majesty's ships to Contractors or other persons 
 from whom supplies may have been purchased. 
 
 COAL, COAL-BUNKERS, OIL FUEL, Ac. 
 
 506. 
 
 1 . Coal. — The most important item of expenditure is fuel, and the Engineer 
 Officers are to endeavour in every possible manner to economise its use. 
 
COAL, COAL-BUNKERS, ETC. 127 
 
 2. Economical Consumption to he ascertained. — The Engineer Officer should 
 ascertain the most economical rate of consumption per square foot of fire-grate, so 
 that he may know exactly the number of boilers it will be necessary to keep in use 
 for any required rate of speed. 
 
 3. Appliances for Economising Fuel. E.R. Register. — All appliances fitted for 
 economising fuel are to be used, except under special circumstances, when the 
 reasons for not using them are to be fully entered in the Engine-room Register. 
 
 507. 
 
 1. Careful Stoking. — The Engineer Officer of the watch is to pay particular 
 attention to the careful and regular stoking of the fires, and see that the steam 
 pressure and water level are kept constant, and that there is no waste by steam 
 blowing off from the safety valves. 
 
 2. Supply of Air. — He is to give his best attention to all appliances which may 
 be fitted for regulating the supply of air to the Boiler-rooms, for upon the judicious 
 management of the air supply will often depend the whole difference between the 
 perfect and imperfect combustion of the various descriptions of coal which are 
 supplied to His Majesty's ships. (See Art. 56.) 
 
 3. Small Coal. — The small coal that falls through the fire-bars and all partially 
 burnt coal should be reburnt, and the fires should not be unnecessarily forced or 
 disturbed. 
 
 4. Fenders to Ashpits. — All ships with water-tube boilers, except torpedo boat 
 destroyers, are fitted with fenders to their ash-pits, in order to prevent coal from 
 being inadvertently pushed into the ash-pans and to facilitate shovelling. 
 
 508. 
 
 1. Quantity received on Board. — On receipt of coal on board ship, either from 
 any of His Majesty's coal depots, &c, or from Contractors, the Engineer Officer is 
 to satisfy himself at the time that the quantity is substantially correct, and so far 
 as possible, in case of supply from a contractor, that the quality is in accordance 
 with the conditions of the contract. 
 
 2. Coal in Lighters. — If brought alongside in lighters, the contents of the 
 lighters should be ascertained by measurement, except in the case provided for in 
 Clause 6, and if delivered in bags or baskets, &c, the bags, baskets, &c, are to be 
 counted, and 10 per cent, of the total number weighed, care being taken that those 
 weighed are selected indiscriminately, and not in any special rotation. 
 
 3. Differences. — In proving quantities by this method, it is to be borne in mind 
 that the result can only be approximately correct, even if the greatest care is taken, 
 as the turn of the scale alone may make a considerable difference. 
 
 4. Coal in Colliers.- — When coal is received direct from a collier, if there is 
 substantial agreement between the quantity expressed in the Bill of Lading and 
 that of the coal Aveighed out to the several ships ascertained as directed in 
 Clause 2, a receipt is to be given for the Bill of Lading quantity. 
 
 5. Settlement. — Any difference of opinion as to the quantity, &c, is to be settled 
 at the time of receipt. Any such settlement, whether with the Storekeeping 
 Officer, Contractors, or Master of a collier, &c, is to be stated in detail upon the 
 receipt given for the coal. 
 
 6. In whatever manner the coal is supplied, the weighing or other check of 
 quantity, whether it takes place on shore or at the ship's side, shall be attended, 
 whenever practicable, by an Officer or other person from the ship and an agent of 
 
128 COAL, COAL BONKERS, ETC. 
 
 the Naval Store Officer or Contractors (as the case may be) at the same time, so as 
 to ensure that an agreement as to the quantity supplied shall in all cases be arrived 
 at on the spot. When the weight of the contents of lighters has been thus 
 ascertained and it is not convenient to receive the coal on board immediately, 
 precautionary measures — e.g., sealing the hatches of the lighters, mooring the 
 lighters near the ship, or setting a watch on them — are to be taken to prevent the 
 contents from being tampered with. Whenever coal is sent alongside in lighters, 
 the contents of which have not been already ascertained and agreed to by the ship's 
 Officers, the agent of the Naval Store Officer or Contractors is to be called upon to 
 produce a "boat note," or other memorandum, of the contents of each lighter, so 
 that if there should be any deficiency of quantity, the particular lighter or lighters 
 in which it occurs will be known at once and investigation facilitated accordingly. 
 In the case where Dockyard lighters marked with load lines are used, the 
 quantities in the lighters verified from the Dockyard Book kept for the purpose, 
 are to be sent off with the Boat note and the attendance of the Agent of the Coal 
 Depot for the purpose of checking weights may be dispensed with. 
 
 7. Prior to commencing coaling operations the officer or other person in charge 
 of the coaling gear is to count over to an Officer of the ship to be coaled all the 
 articles in his custody and a voucher is to be presented for signature showing the 
 number of each description on board. After coaling is completed the gear should 
 be again counted jn the presence of an Officer of the ship to ascertain the extent, 
 if any, of the losses, and a final agreement should be arrived at in writing on the 
 spot. 
 
 8. Report after Coaling. S. 229.— A report on Form S. 229 is to be made on 
 each occasion of coaling direct from a collier, showing whether there has been any 
 loss of coal or coaling gear, and whether any discrepancy occurred between the 
 quantity of coal estimated to have been put on board and that ordered to be taken 
 on charge. Instructions as to rendering the form are printed thereon. 
 
 9. Where no special instructions to the contrary have been inserted in the 
 Captain's ship's book, the coal-bunkers may be completely filled. The 
 " authorised " complement of coal simply represents the amount of coal which is 
 taken for design purposes as the quantity to be carried at the estimated load line, 
 and on the speed trials. (See Art. 513.) 
 
 509. 
 
 1. E.R. Register. — The description of the coal, the place from whence it was 
 received, and the date of its being placed in the depot or the collier are to be 
 inserted in the Engine-room Register. Should different descriptions of coal be 
 taken on board at the same time, the Officer superintending the coaling is to see 
 that any necessary separation or admixture is effected, as far as possible, while the 
 coal is being stowed in the bunkers. 
 
 2. The Captain will be furnished from Naval Establishments whenever storage 
 arrangements render it practicable, or by the Contractors, with full particulars as 
 to the exact description of all fuel, whence obtained, and the date of being placed 
 in the Depot or Collier, whenever coal or patent fuel is received from them. 
 
 510. 
 
 1. Report when Quality of Coal is inferior. E.R. Register. — If the coal 
 supplied should appear to be of inferior quality, or should it be found to possess 
 peculiar qualities as to waste, smoke, or difficulty in generating steam, full 
 particulars should be carefully noted in the Engine-room Register, and a report, 
 
COAL, COAL-BUNKERS, ETC. 129 
 
 by letter, immediately sent to the Admiralty, accompanied by all the particulars as 
 to the name, source, and age of the coal. 
 
 2. If the coal is being received direct from Contractors the obligations specified 
 in the conditions of contract should be ascertained and enforced. 
 
 511. 
 
 Coal for Torpedo Boats and Destroyers. — Torpedo boats when employed in 
 actual war or in the yearly manoeuvres are to be supplied with the special steam 
 trial Welsh coal where it is kept in store, and at the other depots with the ordinary 
 Welsh coal hand-picked. When not so employed they are to be supplied with the 
 ordinary Welsh coal not hand-picked. Torpedo boat destroyers are to be supplied 
 with ordinary steam vessel Welsh coal for general service, and with hand-picked 
 coal when the service on which the vessel is to be employed is such as to necessitate 
 the occasional development of the highest possible speed and power. 
 
 512. 
 
 1. Before coaling commences, the coal remaining in the bunkers is to be 
 carefully examined to ensure its being in a normal condition, and as far as is 
 practicable, the coal lying in remote corners should be trimmed nearer the bunker 
 doors so as to prevent quantities of coal remaining in bunkers for ah unduly long 
 period. During the examination of the coal the precautions laid down in Art. 514 
 are to be strictly observed. 
 
 2. Gas in Coal Bunkers. — Coal should not be taken on board wet, as moisture 
 sometimes causes a rapid and dangerous generation of heat and gas. Before the 
 decks are washed after coaling, the bunker covers are to be replaced, to prevent 
 water passing into the bunkers ; and the coal should always be kept as dry as 
 possible. 
 
 3. Ventilating Pipes. — The ventilating pipes to bunkers, when so fitted, should 
 be kept clear. Care is to be taken that the louvres fitted to these pipes are always 
 locked and open for ventilation except when at work under forced draught. 
 
 The special keys provided for the locks on these louvres are to be in the 
 custody of the Engineer Officer of the ship who is responsible for their use. 
 
 At least once a quarter, the bunkers are to be put under air pressure, by means 
 of the stokehold fans, and the ventilation pipes cleared of accumulations of dust 
 by opening the louvres and blowing through to the upper deck. For this purpose 
 opportunities should be selected before coaling ship when no large quantities of 
 dust are being raised in the bunkers. Should any pipes appear to be choked to 
 an appreciable extent, they are to be cleared at the first opportunity. 
 
 4. Coal-shoots. — Directly after the coaling is completed, the Engineer Officer 
 is to see that the coal-shoots are quite clear of coal. 
 
 5. Properly closing Bunker Doors. — Care is to be taken that rapidity of coaling 
 is not allowed to interfere with the proper closing of any door in the bunker. 
 The fact that all bunker doors are completely secured and made watertight is to 
 be reported by the Engineer Officer to the Captain after coaling, and hie 
 attention is to be called to any difficulty experienced in closing them as the 
 coaling proceeds. (See also Article 517.) 
 
 x 1579 i 
 
130 COAL, COAL-BUNKERS, ETC. 
 
 513. 
 
 Stowage of Coal. Ventilation. — The coal stowage in the bunkers is to be 
 limited to the height of the lower edge of the beams, and the preservation of a 
 vacant space for ventilation over the whole surface is to be thus secured. The 
 contents of the bunkers are to be calculated on this basis. 
 
 514. 
 
 1. Safety Lamps. — No naked light, is to be used inside the coal-bunkers, or 
 within 20 feet of any opening into the Bunkers, until it has been ascertained by 
 means of a safety lamp, that they do not contain explosive gas, and special 
 precautions in this respect are to be taken for a few days after coaling. In any 
 case in which the distance of 20 feet is impracticable the distance maintained 
 should be as great as possible. 
 
 2. The Engineer Officer is to satisfy himself personally that all Petty Officers 
 and men of his department are specially instructed in the precautions necessary 
 in these cases ; and in considering candidates for advancement, their knowledge 
 of this subject is to be ascertained by examination, and noted on their passing 
 certificates. (See also Article 351.) 
 
 3. To prevent unauthorised interference with safety lamps when in use in 
 dangerous places, the Engineer Officer, is to make arrangements for trimming the 
 lamps before they are issued, and for the keys to be retained by some responsible 
 person. 
 
 4. In ships .with xipper bunkers, on the first occasion after coaling, when 
 opening the doors between the upper and lower bunkers, a safety lamp only is to 
 be used, and the man holding it should remain on the deck above at the top of the 
 coaling trunk while the door at the bottom is being unfastened, in order that the 
 flame of the lamp may be observed and the lamp removed in the event of 
 inflammable gas coming from the lower bunker into the trunks when the 
 fastenings of the doors are slackened. 
 
 5. The portable electric lamp, fitted in bunkers, when not in use, is to be 
 hooked up inside the box, switched to "off" and the box closed. Care is to be 
 taken that lamp is not left where it can be covered by coal. If, by any accident, 
 the lamps or circuits are buried so that they cannot be cleared, the holders should 
 be disconnected from the socket, the box closed and cut outs removed from the 
 feeding distribution box. 
 
 The good condition of the leads and connections of the portable electric lamps 
 used in or near bunkers should be ascertained. Any leads or lamps liable to 
 sparking should not be used. 
 
   515. 
 
 1. Bunker Lids. — Where coal-bunkers are not provided with permanent 
 ventilating fittings, the lids are to be taken off four times a week and kept off for 
 not less than three hours each time. Every precaution is to be taken to ventilate 
 such bunkers before men are sent to work in them. 
 
 2. Ventilation, Principle of. — It should be borne in mind that to render the 
 ventilation efficient, there must be at least two openings — one for the admission of 
 pure air, the other for the escape of foul air — and, where the permanent ventilating 
 fittings do not include both, the bunker lids are to be taken off periodically as 
 specified above. 
 
COAL, COAL-BUNKERS, ETC. 131 
 
 3. In all vessels which have fixed coaling shoots the bunker lids at the top of 
 these shoots are to be removed for three hours every day for six days after coaling, 
 and for three hours once a week afterwards. 
 
 4. Time Lids are off. E.R. Register. — The number of hours the bunker lids 
 are off is to be noted in the Engine-room Register. 
 
 t 
 
 516. 
 
 1. Bunker Ventilating Arrangements.— Owing to the breaking up of the 
 surfaces of the coal, the evolution of gas is very rapid during, and for some days 
 after, the operation of coaling ship. 
 
 2. Directly after the coaling is completed, or on the cessation of coaling for the 
 day, should the completing with coal extend over more than one day, the Engineer 
 Officer is to satisfy himself that Arts. 512 to 515 inclusive have been complied 
 with, that the inlet and outlet ventilating orifices in the bunkers are all clear, and 
 that all ventilating valves and louvres are fully open ; having done so, he is to 
 report to the Commanding Officer that all bunker ventilating regulations have been 
 complied with. 
 
 517. 
 
 1. Bunker Doors, Armoured Shutters, &c. — All bunker doors, armoured 
 shutters, &c are to be kept closed, except when actually required for use. 
 Whenever doors or shutters between upper and lower bunkers, or any other bunker 
 doors, are about to be closed, the jointing surfaces of the doors or shutters and 
 their framing, are to be thoroughly cleaned, under the superintendence of a trust- 
 worthy Petty Officer or higher rating ; in the case of hinged doors, he is to see 
 that the india-rubber of the door and the seating upon which it closes are in good 
 condition and the clips properly set up, and where covers are fitted in the floor of 
 the upper bunkers, he is to see that they are well jointed with red lead or other 
 jointing material. 
 
 2. A report is to be made accordingly to the Engineer Officer. 
 
 3. When practicable, an Engineer Officer is to inspect all bunker doors, 
 shutters, &c, after closing. 
 
 518. 
 
 Temperature in Goal bunkers. E.R. Register. — The temperature in the coal- 
 bunkers and oil-fuel compartments is to be ascertained and noted in the Register 
 every four hours when under steam, and once every twenty-four hours when not 
 under steam, unless the temperature in them is found to be increasing, when it is 
 to be obtained as often as considered necessary until the temperature is reduced 
 to its normal condition. 
 
 519. 
 
 1. Trimming Coal in Bunkers. — Such arrangements are to be made as may be 
 necessary for trimming the coal in the bunkers down to the bunker doors, during 
 the intervals between steaming or when under easy steam ; this is especially 
 necessary preparatory to proceeding at a high rate of speed. The Engineer Officer is 
 to keep the Captain informed of the general distribution of the coal in the bunkers, 
 and the quantities available in close proximity to the stokeholb bunker doors. 
 
 2. The Coal Trimmers are to be trained to fill the coal buckets, and be careful 
 in tallying them, and the Chief Stokers, Stoker Petty Officers, and Leading Stokers 
 are to consider it an important part of their duty that the coal is correctly charged. 
 
 i 2 
 
132 COAL, COAL-BUNKERS, ETC. 
 
 3. Stowage of Goal when preparing for Action. — When preparing for action, as 
 much coal as practicable should be stowed on the stokehold plates along the bulk- 
 heads clear of the fittings and without obstructing the firing. 
 
 4. Bunker doors in Action. — To enable the coal which is stowed on the stoke- 
 hold plates to be readily replenished by opening the least possible number of doors 
 during an action ; the work of trimming, on leaving a coaling base with refilled 
 bunkers, should be so arranged that in those bunkers which are nearest the boilers, 
 an ample reserve of coal will be kept instantly available for use, if required in 
 action. 
 
 5. To enable any bunker door to be closed quickly, after having been necessarily 
 open before or during an action, care is to be taken that the amount of opening 
 of vertical sliding doors is limited to the smallest amount necessary, and in the 
 case of hinged doors, that the run of coal is cleared away as soon as possible. 
 
 6. When an action is imminent and before the ship is within range of the 
 enemy's fire or becomes liable to torpedo attack ; all bunker doors will be required 
 to be closed and made watertight. 
 
 7. The stokehold staff should be frequently exercised in rapidly cleaning and 
 closing all doors of bunkers, from which coal is worked, in order that preparation 
 for action in this respect may be completed during the few minutes which may 
 elapse between sighting and engaging an enemy. 
 
 8. By using oil fuel the opening of bunker doors during an action can be 
 deferred for a much longer time than when coal alone is used. This is one 
 advantage of oil fuel, and it is expected that by proper training of the staff the 
 amount of smoke made under these conditions will be practically the same as when 
 burning Welsh coal alone. There may, however, be circumstances in which it is 
 known that the volume of smoke will be increased under these conditions ; the 
 course to be pursued should, therefore, in all cases be previously considered and 
 decided by the Commanding Officer. 
 
 9. Arrangements should be made to keep the Engineer Officer of the watch 
 informed as to whether the port or starboard bunkers are the less exposed in case 
 the opening of bunker doors becomes unavoidable while the ship is exposed to hos- 
 tile fire. 
 
 10. In ships not provided with ash-ejectors, ashes should be frequently cleared 
 and sent up as the time of action approaches, in order that a rapid clearance may 
 be made immediately before the action commences and the doors in the protective 
 decks are closed. During an action ashes should be stowed in sacks wherever 
 practicable in order to defer opening the doors in the protective decks as long as 
 possible. 
 
 520. 
 
 1. CooZs, &c, for Culinary Purposes. — The Engineer Officer is to supply coal 
 and wood to the ship for culinary purposes, showing the expenditure of the same 
 in his Store Accounts. 
 
 2. All casks and cases not specially ordered to be preserved are, when empty, 
 to be broken up and used as fuel. A receipt from* the Engineer Officer approved 
 by the Captain, for the numbers of each description, is to be given to the Paymaster. 
 
 Each of the following quantities is to be considered as a fathom of firewood : — 
 
 54 Salt Meat Barrels ; or 
 
 65 Salt Meat Half Hogsheads ; or 
 
 70 Suet Casks. 
 
COAL, COAL-BUNKERS, ETC. 133 
 
 521. 
 
 1. Scale of Measurement. — Whenever surveys are held on the remains of coal 
 ashore or afloat, the following scale of measurement is to be adopted, viz. : — 
 
 1 ton of Welsh coal - - 40 cubic feet. 
 1 ton of North Country coal - 43 cubic feet. 
 
 1 ton of Patent Fuel - - 36 cubic feet when systematically stacked on 
 
 shore or in rectangular spaces on board. 
 1 ton of Patent Fuel - - 45 cubic feet when shot into bunkers. 
 1 ton of Westport Coal - - 44£ cubic feet. 
 2. Quantity in Ship. — This scale is also to be used to measure the weight of 
 coal in bunkers and holds of ships. By making suitable marks for definite 
 quantities on the bunker sides there will be no difficulty in ascertaining, at any 
 time, the approximate quantity of coal in the bunkers, and they are to be frequently 
 examined to verify the amount on charge. 
 
 Note. — The capacity marked by Dockyard on each bunker is calculated at 
 43 cubic feet per ton. 
 
 522. 
 
 Coal used on Colonial Service. — The coal expended on Colonial service, when 
 directed by the Captain, is to be distinguished in the Store Accounts and a return 
 i of the quantities consumed and of the local rates at which the issues should be 
 computed, duly approved by the Captain, and certified by him to be a transcript, 
 as to quantities, of the Ship's Expense Accounts, will be forwarded on each 
 occasion by the first opportunity to the Accountant-General of the Navy. A 
 comparison of these returns will be made with the Store Accounts of the ship 
 when received. 
 
 523. 
 
 Precautions in Bunkers when Coalina. — In coaling, if it should be desired to 
 keep the cover of the escape scuttle in place, it should be left in the unlocked 
 position, and the grating removed so as to facilitate escape from the bunker in the 
 event of necessity arising. 
 
 524. 
 
 1. Oil Fuel, Instruction in use of. — Every precaution is to betaken to prevent 
 accumulations of oil fuel on floor-plates or in the bilges. 
 
 2. When using oil fuel it should be heated so as to have a temperature of 
 about 200° F. at the burners. Unduly heating the oil renders it liable to 
 decomposition, attended by a deposition of carbon tending to choke the heater 
 tubes, filters, and pipes. When easing down or steaming slowly, care should be 
 taken that the steam inlet valves to the heaters are regulated so as to adjust the 
 temperature. 
 
 3. Every care is to be taken to prevent leakage of oil through the tube ends of 
 the oil heaters. If leakage does occur, the oil is liable to mix with the feed water 
 and cause damage to the boilers. The oil pressure should be, whenever possible, 
 lower than that of the steam supply to the heaters, and the water-collectors are to 
 be occasionally drained in order to test the absence of oil in the water. 
 
 4. After using oil fuel, and before again lighting up, care is to be taken that 
 ashpits and furnaces are well ventilated. 
 
 i 3 
 
134 COAL, COAL-BUNKERS, ETC. 
 
 5. When burning coal and oil, care should be taken to prevent accumulations 
 of coal in front of air cones, and coal should be kept well clear of the dead plates. 
 
 6. The whole of the oil system between the pumps and the sprayer spindles 
 should, on all occasions after overhaul, before the oil is heated, and before lighting 
 up, be put under the maximum working oil pressure by means of the pumps, in 
 order that any leakage may be detected. 
 
 7. When a sprayer is lighted the oil supply should always be turned on 
 gradually. A sprayer should never be left in place disconnected, and, if it is 
 removed for any length of time, a screwed plug should be inserted in the union 
 at the end of the supply pipe. 
 
 8. Should a leakage of oil occur, the oil supply is to be immediately shut off 
 by means of the stop valves provided and the oil pump stopped. Engineer 
 Officers are to impress upon their staff the importance of this action, and are to see 
 that they understand how to carry it out. 
 
 9. In ships fitted with oil-burning arrangements and arrangements for 
 discharging oil fuel through the common filling pipe by means of the oil fuel 
 pump, the pressure at the pump is to be limited to 40 lbs. per square inch when 
 using this discharge, by adjusting the pump relief valve. 
 
 10. The outputs of the sprayers fitted to the same boilers, are in some cases 
 different in different positions with regard to the furnaces. The outputs of 
 sprayers and their respective positions should be noted in the ship's Steam 
 Manual. 
 
 11. The steam side of the heaters not in use should be kept dry, the drains 
 left open to the bilge, and any drainage frequently observed in order to detect 
 leakage of oil. 
 
 12. Where oil fuel pipes are subject to the heat of stokeholds or steam-pipes, 
 valves should be opened as necessary for preventing pressure arising from 
 expansion of the oil. 
 
 13. Pressure gauges fitted in the oil fuel system should generally be left 
 uncovered to enable any pressure to be observed. 
 
 14. In the instruction of Engine Room Ratings in the burning of oil fuel, 
 Engineer Officers are to be guided by Memoranda N.S. Coal 35/1892 of 
 17th February 1908 and S. 359 August 1909. 
 
 15. In ships iitted to burn oil fuel arrangements are to be made for the 
 instruction of Engineer Officers and Engine Room Ratings in the construction of 
 the fittings and of the proper methods of working them efficiently. The Engineer 
 Officer should frequently test the knowledge of the men so instructed. 
 
 16. In ships fitted for burning coal and oil fuel, oil fuel may be used for 
 instructional purposes both at sea and in harbour. In harbour it may be 
 expended at the rate of three tons per week. At sea it may be used for an average 
 of about 48 hours per month for three months at the beginning, and for an average 
 of about 24 hours per month for the remainder of the vessel's commission. The 
 oil fuel is to be burnt in one boiler room at a time in conjunction with coal, and 
 its use is to be discontinued when a sufficient number of officers and ratings are 
 trained in the fleet or squadron to which the ship is attached. The proportion of 
 oil fuel to coal consumed at sea may be varied as found convenient. At the 
 maximum rate at which it is burnt in any boiler the quantity of oil per hour is 
 not to exceed 30 per cent, of the combined fuel required per hour when developing 
 the authorised full power of that boiler. The iise of oil fuel for short periods in 
 all the boilers concurrently is dealt witli in Art. 442, clause 3. 
 
COAL, COAL-BUNKERS, ETC. 135 
 
 17. Precedence in training should be given to Chief or other P.O.s. When 
 ratings have qualified the fact is to be noted on their service certificates. 
 
 18. Only those officers and ratings who have qualified in oil fuel are to be 
 employed in giving instruction. In ships fitted to burn oil fuel, should the number 
 of qualified ratings be insufficient for giving the instruction ; qualified ratings for 
 this purpose are to be temporarily lent from another ship in exchange for an equal 
 number of unqualified ratings. Arrangements are also to be made for temporarily 
 detaching ratings for instruction, in order to increase the number of those qualified 
 in the use of oil fuel. A course of instruction will usually occupy about 10 days for 
 a class of 12 ratings. 
 
 525. 
 
 Internal Combustion Engines. — Flash Point. — The oil supplied for internal 
 combustion engines fitted in H.M. ships and ship's boats has a flash point of not 
 less than 200° F. No oil of lower flash point is to be used in connection with 
 these engines. Mineral Colza is to be used where necessary for cleaning valve 
 spindles, &c. 
 
 526. 
 
 1. Oil Fuel Compartments.— The oil fuel compartments are provided with per- 
 manent air pipes, and naked lights are not to be brought into the vicinity of their 
 outlet ends. 
 
 2. Only portable electric lights or safety lamps are to be used in oil fuel com- 
 partments, and these compartments are only to be opened in the presence of an 
 Engineer Officer. It should be ascertained that the electric leads and connections 
 of the portable lamps in use are in good condition and that no sparking is likely 
 to occur. Locks or special spanners are provided for securing valves and manhole 
 doors of these compartments. The Engineer Officer is to be responsible for the 
 safe custody of the keys and spanners. 
 
 3. It should be noted that a great difference exists in the ventilation of oil fuel 
 compartments and that of ordinary coal bunkers. In the latter case the gases pro- 
 duced are generally lighter than air, and are consequently dissipated by a supply 
 of fresh air over the top of the coal, with an outlet also at the top. The vapours 
 however, in oil fuel compartments are heavier than air, and are not displaced by 
 ordinary ventilation. 
 
 4. Before any compartments which have contained oil fuel are entered, they are 
 to be cleared of oil as far as practicable by the oil fuel pump, and are then to be 
 pumped dry by the hand residue pump. To expel any foul air or gases, and to 
 assist in clearing out the residue, the compartments are then to be filled with sea 
 water from the fire-main through the oil-filling pipes. Care is to be taken that the 
 compartments are quite full by observing the head of water at the funnel break in 
 the filling pipe, water being run in until the level remains constant at the funnel 
 break. The compartments are then to be pumped out as dry as possible, and the 
 operation repeated if considered necessary. 
 
 5. In addition, the instructions contained in Article 351 are to be strictly 
 observed. 
 
 527. 
 
 1. Patent Fuel. — Patent fuel stowed in confined spaces as additional protection 
 is only to be used as fuel once in each two years' commission, and as near as 
 
 i 4 
 
136 COAL, COAL-BUNKERS, ETC. 
 
 possible at the end of the commission, in order to facilitate inspection of such 
 spaces, and to facilitate any necessary work being done on them. Except under 
 these circumstances it should only be used in cases of emergency. 
 
 2. Under no circumstances is patent fuel to be stowed in confined spaces except 
 when perfectly dry. 
 
 3. Spaces fitted for containing patent fuel, and not fitted with permanent 
 ventilating arrangements, should not, under ordinary circumstances, be used for 
 the stowage of coal. Should it, however, be necessary in case of emergency to 
 utilise these spaces for coal, every precaution as to a possible explosive mixture of 
 gases being present at any subsequent opening of the spaces is to be taken. 
 
 OIL. . 
 
 528. 
 
 1. Oil for Lubrication. — The Engineer Officer will adopt the best method at 
 his disposal to ensure that the oil used for lubrication is not wasted. He is to 
 ascertain that the oil- ways and distributing. grooves in all bearings are sufficiently 
 large, and that they are always clear, that the lubricator worsteds are of the best 
 proportions as to length and thickness, are properly adjusted, and of sufficient 
 number. The height of the oil in the oil boxes should be definitely ordered for 
 the powers developed, and carefully maintained with the minimum variation 
 possible as even a slight variation in the oil level has a considerable effect on the 
 quantity of the oil supplied by the worsteds to the bearings. He is to see that 
 efficient save-alls are fitted with proper means for draining them so as to prevent 
 oil falling into the bilges, and he is to utilise, as far as possible, the oil collected 
 from the save-alls for some purpose connected with the preservation of the 
 machinery. 
 
 2. Tallow. — Only a small quantity of tallow and mineral grease will be 
 supplied for the machinery where surface condensers are fitted, to be used for 
 keeping the engines and spare gear from rusting, and for the lubrication of those 
 parts of the machinery (other than the internal parts) where it may be more 
 effective than oil and for greasing packing. 
 
 529. 
 
 Oil for Lighting. — The Engineer Officer is to supply oil for lighting purposes, 
 except Mineral Sperm which will be supplied by the Carpenter, snowing the 
 expenditure of the same in his Store Accoxints. 
 
 530. 
 
 Stowage of Rapeseed Oil. — Every care is to be taken to prevent the rapeseed 
 oil intended for lighting purposes on board ship being spoilt by admixture either 
 with other oil or with water, or by exposure to the air, the rust of iron, or other 
 extraneous influences ; and to ensure that the iron tanks and cans are perfectly 
 clean and dry before rapeseed oil is placed in them. 
 
 531. 
 
 1. Tanks for Oil. — The tanks for the storage of rapeseed oil for lighting 
 purposes are not to be fitted with connections to any other tanks in which other 
 
oil. 137 
 
 kinds of oil are stored ; and the Engineer Officer is to see that each tank is 
 distinctly marked with the description of oil it is intended to contain ; and if the 
 tank is fitted to he filled from the deck, to see that the covering plate is distinctly 
 marked. 
 
 2. No cement or enamel is to he used in any of the oil tanks. 
 
 3. Whenever an oil tank is emptied, the opportunity should be taken to clean 
 it thoroughly, to ensure that when fresh oil is taken on board the oil shall not be 
 impaired by any refuse remaining in the tank. Means should also be taken to see 
 that the gauge-glass fittings are clean and efficient. 
 
 532. 
 
 Oil for Steering Gear, &c. — Mineral oil should be used for lubricating steam 
 steering gear, watertight doors, &c. 
 
 533. 
 
 All oils, except Linseed and Sperm, required by the Carpenter, Boatswain, and 
 Gunner will be drawn as required from the Engineer Officer. 
 
 PRECAUTIONS IN CASE OF RAMMING. 
 
 536. 
 
 Insecure Gear. — Before going into action all articles which might be thrown 
 down or displaced by the collision are to be secured or so disposed of that no 
 injury can be done to the machinery or to the Officers and men in the engine or 
 boiler-rooms. 
 
 537. 
 
 1. Precautions to prevent Water passing to Cylinders. — Precautions should be 
 taken to prevent the water passing from the boilers into the engines when the 
 collision takes place should it have a tendency to do so, by keeping the separator 
 empty and allowing the blow-off cock of the separator to remain open at the 
 moment the blow is expected to take place ; it may also be allowed to remain 
 open until the engines are safely reversed. 
 
 2. Separators, &c. — Where a separator is fitted with an automatic blow-out 
 valve, this valve should be wedged open in anticipation, and the hand-worked 
 valve opened at the moment of collision or of stopping the engines. Men should 
 be stationed at the emergency valves where so fitted. 
 
 538. 
 
 When Engines are to be Stopped. — Orders should be given so that the engines 
 may be stopped just before the blow is delivered, and the Engineer Officer is to 
 hold the engines in readiness to go astern as quickly as possible. 
 
 539. 
 
 Precautions after Collision. — Immediately the order is given to go astern the 
 cylinder drain cocks should be opened, and the steam should be admitted to the 
 
138 
 
 PRECAUTIONS IN CASE OF RAMMING. 
 
 engines cautiously until everything is seen to be correct, when they should be put 
 at the required speed as quickly as possible. 
 
 540. 
 
 Stop-Valves to be only Partially Opened. — It will also be advisable to station a 
 man at each of the main stop-valves to shut off any or all of the boilers, should it 
 become necessary ; and in order to facilitate this operation, the valves should not 
 be kept open more than is necessary to supply the steam required by the engines. 
 
 PRECAUTIONS AGAINST FIRE. 
 
 541. 
 
 1. Appliances for Extinguishing Fire. — The Engineer Officer is to pay special 
 attention to all the appliances under his charge for extinguishing fire, and 
 frequently to examine them personally to see that they are in a state of thorough 
 efficiency and ready for use at a moment's notice. 
 
 2. Engine-room Staff to be acquainted with Pumps, &c. — He is to take steps 
 to ensure that the Officers and men of the Engine-room Department, especially 
 those detailed as part of the Fire Brigade, are thoroughly acquainted with all the 
 pumps, cocks, suctions, and pipes for use in case of fire. He is to see that all 
 hoses, spanners, and other apparatus under his charge are stowed in convenient 
 positions, and as near as possible to the places where they will be required. 
 
 542. 
 
 Pump Suctions may be kept Open. — As it is a matter of vital importance that, in 
 case of fire, a supply of water should be readily obtained, some or all of the 
 Kingston valves and sea suction cocks for the Down ton or electric bilge pumps, 
 may, with the approval of the Captain, be kept open permanently shoxild there be 
 nothing in the arrangement of the fittings or watertight compartments to render 
 it objectionable. To ensure that such cocks and valves are in good order, they 
 are to be worked at the same intervals as the others (Art. 482). 
 
 543. 
 
 Combustible Matter not to be placed in Ventilators. — No oakum, paper, articles 
 of clothing, or any other combustible matter, is to be allowed to be placed in the 
 ventilators, or in any holes or ledges that are not easily seen, as a fire might be 
 caused by the spontaneous combustion of any of these articles. All ventilators 
 are to be periodically examined to guard against accumulations of rubbish. 
 
 544. 
 
 Care in Extinguishing Lamps. — Lamps should never be extinguished by 
 means of a piece of oakum or rag put on the flame, as portions of the burning 
 wick are likely to adhere unobserved to the oakum, which smouldering for a 
 time, may eventually burst into flame. 
 
PRECAUTIONS AGAINST FIRE. 139 
 
 545. 
 
 Use of Mineral Oil. — No mineral oil of any kind, except as may be approved, 
 is to be used for lighting purposes. 
 
 546. 
 
 Lights to be Extinguished. — Care is to be taken that all lights that have been 
 used by Dockyard or other artificers are properly extinguished. 
 
 547. 
 
 1. Spontaneous Ignition of Cotton Waste, &e. — Cotton waste which has been 
 used as wipings for oil is very liable to become ignited through the heat developed 
 by the rapid oxidation of the oil ; and it has been demonstrated by experiment 
 that this action is not confined to drying oils, such as boiled and raw linseed, 
 rape, &c. All the oils, except mineral, must, therefore, be considered as more 
 or less liable to cause the spontaneous ignition of cotton waste and similar fibrous 
 or other porous materials. 
 
 2. Greasy Wipings to be Destroyed. — Cotton waste, and other wipings saturated 
 with oil or grease, are to be destroyed immediately after use. 
 
 548. 
 
 1. Iron Bins. — All lockers and bins, in which wipings or other combustible 
 materials are deposited, are to be constructed of iron, in order to guard as much 
 as possible against accident from fire. 
 
 2. Storage of Oil, Tallow, Cotton Waste, &e. — Oil, tallow, and cotton waste and 
 other wipings are to be kept in the iron tanks supplied for the purpose, which 
 should be placed as far from the boilers or steam pipes as convenience will permit. 
 
 549. 
 
 1. Storage of Inflammable Liquids. — -A special store-room should be appro- 
 priated for spirits of turpentine, varnishes, &c, and, where this cannot be done, 
 fittings for the stowage of these inflammable liquids should be provided in the 
 spirit-room. 
 
 2. Inflammable Liquids to be Stored in Spirit-room. — Spirits of turpentine, 
 varnishes, compositions for the ship's bottom, and any other highly inflammable 
 liquids specially allowed are to be stowed only in the spirit-room, or store-room 
 specially appropriated into whieh no lights are to be allowed. They are never to 
 be drawn off from any cask or vessel anywhere but on the upper or main deck, 
 and this is to be done during the day-time, and away from any fire, and lights 
 also if possible ; but if a light be absolutely necessary, a safety lamp is to be used. 
 
 3. The casks and cans used for each description of oil and composition are to 
 be painted the distinguishing colour authorised for each ; and when issued to 
 ships must be fitted with screw bungs or lids in accordance with the established 
 patterns. 
 
 4. Inflammable stores are only to be drawn and kept on board in the approved 
 casks, drums, or cans ; and a label designating the liquid with the words " Inflam- 
 mable — no light to be brought near this," is to be attached before issue to every 
 cask, drum, or can, which contains any inflammable liquid. 
 
140 
 
 PRECAUTIONS AGAINST FIRE. 
 
 5. Oils and tar are also to be drawn in iron casks, &c, with screw bungs. 
 
 6. No cask, &c, containing oil, varnish, or other liquid, is to be completely 
 filled, but sufficient space is to be left to allow for the expansion of the liquid 
 under increase of temperature. 
 
 7. All casks and cans are to be drained out immediately after emptying. The 
 screw bungs and screw lids are to be carefully cleaned and oiled, and they are to 
 be at once screwed up tightly so as to exclude the air and keep them clean till 
 again required for use. 
 
 550. 
 
 Nightly Report as to Condition of Tanks, Caslts, &c. — At evening quarters, the 
 responsible persons are to ascertain and report that all tanks, casks, drums, &c, 
 containing inflammable liquids in use are in good condition, do not leak, and are 
 stowed in their proper places, with their taps properly turned off or bungs screwed 
 down. 
 
 551. 
 
 1. Condition of Coal Bags. — The condition of all strops and coal sacks and 
 bags (particularly the beckets) is to be examined after each occasion of coaling, and 
 in cases where the coals sack or bags are seldom used they should be examined 
 at intervals of six months, and any which may be found to be defective should be 
 repaired or renewed as necessary. 
 
 2. Used coal sacks and bags are to be opened out from time to time, as fine 
 coal dust remaining in them may generate heat. 
 
 3. In stowing the bag lockers, the bags shoidd be stacked in bundles in such 
 a manner as to admit of circulation of air among the bags. For the preservation of 
 the bags, frequent attention to the dryness and ventilation of the locker is to be 
 given. 
 
 552. 
 
 Acids. — Acids are not to be kept near any article of an easily inflammable 
 character, nor where they can damage other stores. 
 
 553. 
 
 1. Fires caused by Electric Lighting. — As any danger of fire from electric 
 lighting can only be due to improper fitting of the circuit, or neglect of the 
 necessary precautions in the working of the light, the strictest attention must be 
 paid to instructions contained in circulars bearing on the subject, and in the 
 Torpedo Manual. 
 
 2. The electric light engine should be run at a speed to give, at the terminals 
 of the machine, the voltage specified, but if, for any reason, it is desirable to 
 exceed this voltage, there is no objection to the engine being run at 5 p.c. above 
 the maximum revolutions marked on the dynamo, unless any undue distress is 
 observed in the electric light engine, in which case the fact should be reported. 
 
 • 
 
 554. 
 
 Printed Notice to Precautions against Fire. — A printed copy of the " Precautions 
 against fire " is to be hung up in the Engine-room. 
 
141 
 
 CLERICAL DUTIES. 
 
 561. 
 
 Clerical Duties. — The Engineer Officer is responsible for the correct fulfilment 
 
 >f the clerical duties of his department. 
 
 562. 
 
 1. Quarterly Report in E.R. Register. — The Quarterly Report of the state of 
 the machinery at the end of the Engine-room Register is to contain all the 
 information required in the form ; and as it is most desirable that specific infor- 
 mation should be given of the probable time during which the efficient working of 
 the machinery and boilers may be depended on without having recourse to a shore 
 establishment for repairs, the word " uncertain " is on no account to be used with 
 regard to such particulars, but the closest approximation is to be made that his 
 knowledge will admit of. If the time be dependent on accidental circumstances, 
 such explanation should be added as may enable the Professional Officers of the 
 Admiralty to draw their own conclusions. 
 
 2. Examinations and Defects. E.R. Register. — The dates of all examinations 
 are to be given at the end of the Register ; and any special defect in the machinery 
 is to be particularly noted in the spaces provided for recording defects. 
 
 563. 
 
 1. Transmission of Registers. — When the ship is under steam, the fair register 
 is to be sent to the Captain as soon as possible after noon each day ; and at the 
 end of every quarter it is to be forwarded to the Commander-in-Chief or Senior 
 Officer of the Station or Squadron, for examination and transmission to the 
 Admiralty. 
 
 2. Register not to be closed. — When a ship is paid off to be re-commissioned at 
 once, the Register is not to be closed but transferred to the new Engineer Officer, 
 who will continue it to the end of the current quarter and forward it as directed. 
 
 3. Rough Engine-room Register. — A rough Engine-room Register is to be kept 
 in the- engine-room, and the necessary observations recorded in it as they are taken. 
 In all ships having two engine-rooms separated by a watertight bulkhead two 
 rough Engine-room Registers are to be kept when xmder way, one in each engine- 
 room. One of these is to be kept by the Engineer Officer of the watch, and is to 
 contain all the necessary particulars of the working of the engines and boilers, and 
 the second by the watchkeeper in the other engine-room, and is to contain a record 
 of all the required particulars that take place in that engine-room. 
 
 These Registers are to be used in compiling the fair and duplicate copies of the * 
 Engine-room Register, and are to be kept in the ship for a period of about three 
 months after the date of the last entry made in them, or for any longer period if 
 the Captain considers it necessary. For further instructions relative to the method 
 of keeping the Engine-room Register, and the entries to be made therein, see the 
 first three pages of the Register. 
 
 In the event of a collision with any vessel, other than one of His Majesty's 
 Ships, the rough Engine-room Register is to be preserved until it has been 
 ascertained that no legal proceedings will take place with respect to such collision, 
 or until after the completion of the proceedings. 
 
142 CLERICAL DUTIES. 
 
 4. Duplicate Register. — The duplicate Register is to be an exact copy of the 
 fair Register, all the information contained in the latter being inserted in the 
 former, with the exception of the specimen sets of diagrams. The particulars of 
 the diagrams attached to the page provided in the fair Register are to be inserted 
 on the corresponding page in the duplicate Register. 
 
 5. Duplicate Registers to be kept. — When a ship is paid off the duplicate 
 Engine-room Register for the commission are to be retained on board and 
 preserved for reference during the subsequent commission. 
 
 6. The duplicate Engine-room Registers for the last commission need only be 
 retained on board during the next commission, those for previous commissions 
 being destroyed. 
 
 STORES, AND STORE ACCOUNTS. 
 
 566. 
 
 1. Responsibility for Care of Stores, &c. — When an Engineer Officer is appointed 
 for charge of machinery in a ship, he is also to take charge of and be responsible 
 for all Engineers' fixtures, spare gear, and stores on board. 
 
 2. Stores in Torpedo Boats and Destroyers. — In torpedo boat destroyers, and 
 torpedo boats, all stores of every description, fixtures, and spare gear are to be in 
 charge of the Engineer Officer of the vessel, if one is borne. In boats where no 
 Engineer Officer is. borne, the stores, &c, are to be in charge of a Warrant Officer 
 or such other officer as may be directed to take charge of them. 
 
 567. 
 
 1. Instructions as to Stores and Store Accounts. — The principles to be followed 
 as regards supply, custody, care, stocktaking, survey for condition, and return of 
 stores and fixtures, are defined in Chapters XXXII. , XLV., and XLVI. of the 
 King's Regulations, and detailed instructions on these subjects are comprised in the 
 Memoranda to the Sea Store Establishments, Fixture Lists, Forms of Account, &c. 
 
 568. 
 
 1. Standard Templates, &c. for Special Stores. — Arrangements are in force for 
 maintaining a standard set of templates, samples, &c, for each vessel in the Navy 
 for stores of special descriptions which can only be obtained by furnishing 
 contractors with information of this nature. 
 
 2. Modifications in. — It is important that the Engineer Officer should assist as 
 . necessary in the prompt supply of the first set of standards ; and, if an alteration 
 
 made in the fittings of a ship modifies a standard template, &c, that he should at 
 once forward a new standard template, &c, to the Naval Store Officer of the Yard 
 from which he draws his supplies. 
 
 569. 
 
 1. Special Sea Stores. — A six months' supply of articles, supplied as sea stores, 
 which are of special sizes and descriptions not in general expenditure, e.g., asbestos 
 
STORES, AND STORE ACCOUNTS. 143 
 
 rings, special packings, glass tubes and brushes, &c, is maintained at the Home 
 Dockyards for each ship in the Home, Channel, and Atlantic Fleets 1st, 2nd, 4th, 
 and 5th Cruiser Squadrons and Torpedo Flotillas attached to the Home and 
 Channel Fleets. 
 
 Supply at Foreign Dockyards. — A 12 months' supply is maintained at Foreign 
 Dockyards for the ships on the station, with the exception of the Atlantic Fleet and 
 2nd Cruiser Squadron. 
 
 2. Information to be furnished by Engineer Officers. — The Engineer Officer is, in 
 the first instance, to furnish to the Home Yard at which the ship is to be stored an 
 estimate of the probable requirements for 12 months in cases where the allowance 
 is not defined or the expenditure will be irregular. If after sufficient experience it 
 appears desirable to revise this estimate, a communication should be made on the 
 subject to the Naval Store Officer of the Yard from which supplies are drawn. 
 The Naval Store Officer should also be informed of any special stores subsequently 
 introduced for use in the ship of which a 6 or ] 2 months' reserve stock should 
 be maintained. 
 
 PARTICULARS OF MACHINERY. 
 
 575. 
 
 Particulars of the engines, boilers, and other machinery as are necessary to give 
 a fair knowledge of their construction, age, repairs, &c, are to be noted by the 
 Engineer Officer, under the various headings, at the end of the Manual in the 
 Appendix. 
 
 (a) Engines. — Particulars as are required under the various headings, the 
 horsepower, number of revolutions, &c, obtained on the contractor's trials, and on 
 the several trials referred to in Arts. 425 et seq., any peculiarities in the construction 
 of the engines, and any method of working that has been found most beneficial. 
 If the engines be compound or triple expansion engines, the most efficient grades 
 of expansion in the different cylinders for the various powers should be noted ; also 
 the most effective pressures in the steam jackets. 
 
 (b) Boilers.— Particulars as are required under the various headings : positions 
 of auxiliary cocks, valves, and pipes ; peculiarities of construction of fittings ; dates 
 and nature of repairs ; best method of treatment of boilers, &c. If any sign of 
 corrosive action has been discovered it should be noted, with the part of the boiler 
 in which found, and the nature of the action. If the boilers have been drilled, or 
 otherwise tested for wear and waste, the thickness of the plates, &c, at the 
 different parts at that time should be noted. 
 
 (c) Propeller. — Particulars as are required under the various headings, and 
 whether the pitch is uniform or increasing. The different tests of the screw, in 
 order to determine whether or not the shaft is bound, should be noted in these 
 pages, with dates of the test 
 
 (d) Miscellaneous. — Particulars of the different auxiliary engines in the ship ; 
 motors in the main machinery compartments ; positions of the watertight doors ; 
 flooding and other sea-cocks and valves ; Downton or electric bilge pumps ; leads 
 of the suction pipes ; compartments of the double bottom, with the positions of the 
 cocks and valves for filling and emptying them and such other information relative 
 to these fittings as maybe necessary to give a fair knowledge of their position and 
 
144 PARTICULARS OF MACHINERY. 
 
 uses. The compartments fitted to carry oil fuel and a reserve supply of fresh water 
 for boiler purposes and the amounts they contain. 
 
 (e) Any other information. about the engines, boilers, or other machinery which 
 is considered important should be noted in these pages, so that, if there be any 
 change of the Engineer Officer, the Officer taking charge may be able to get such 
 a preliminary knowledge of the machinery that the survey may be facilitated and 
 be more complete. 
 
145 
 
 List of Circulars, &c, relative to the Engine-room Department, 
 issued from 
 
 Distinguishing 
 
 Number and 
 
 Letter. 
 
 - 
 Date. Subject ami No. of Article affected. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 • 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 X 1579 
 
146 
 
 Distinguishing 
 
 Number and 
 
 Letter. 
 
 Date. 
 
 Subject and No. of Article affected. 
 
 
 
 
 
 
 
 
 
 
 
 
 • 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 • 
 
 
147 
 
 APPENDIX. 
 
 See Article 575. 
 
 DETAILS OF ENGINES OF H.M.S. 
 
 Type of engine 
 
 Makers of engine 
 
 Date when engines were new 
 
 Maximum working pressure 
 
 Diameters of cylinders 
 
 Constants of cylinders : — 
 
 
 HP. 
 
 LP. 
 
 L.P. 
 
 Port engines- 
 
 - 
 
 - 
 
 
 
 Starboard ditto 
 
 - 
 
   
 
 
 
 Length of stroke 
 
 ft. 
 
 ins. 
 
 
 
 Clearances of pistons : — 
 
 H.P.' 
 
 T.P. 
 
 L.P. For". 
 
 L.P. Aft. 
 
 ("top 
 Port engines - < 
 
 I bottom 
 
 ins. 
 ins. 
 
 ins. 
 ins. 
 
 ins. 
 ins, 
 
 ins. 
 ins. 
 
 rtop 
 Starboard ditto < 
 
 I bottom 
 
 ins. 
 ins. 
 
 ins. 
 in». 
 
 ins. 
 ins. 
 
 ins. 
 ins. 
 
 Diameters of shafting : — 
 
 Bearings of crank shaft .... ins. 
 
 Bearings of crank pin .... ins. 
 
 Bearings of propeller shaft .... ins. 
 
 Bearings of crossheads .... ins. 
 
 K 2 
 
148 
 
 APPENDIX. 
 
 DETAILS OF TURBINES 
 R a/ 
 
 C^t^t^C&U^ 
 
 Type of turbine 
 
 Makers of turbine - </QM*r<U' - ^ '?&*<< 
 
 Date when turbines were new - ' /■ ' < • 
 
 Maximum working pressure - / 7i?~£t"<3.i 
 
 Collective Horse Power— Ahead - <^dT^# i - ,U / /0 /' 
 
 Astern - ffS<TJ. ■'*/'+/'* 
 
 Number of revolutions at full power — Ahead 
 ,, ,, Astern 
 
 Outer. 
 
 
 
 Port. 
 
 Starboard. 
 
 7D 
 
 I 
 
 
 £&1 
 
 £90 
 
 2.&0 
 
 
 
 Maximum 
 
 Diam. of 
 
 Diam. of 
 
 'lip clearanoea 
 
 Number of rows of blades in 
 
 
 Pressures. 
 
 Botor. 
 
 Cylinder. 
 
 of Blades, 
 
 
 each expansioi 
 
 
 
 
 ins. 
 
 ins. 
 
 Numbers. 
 
 1st* 
 
 2nd. 
 
 3rn. 
 
 4th, 
 
 r.th. 
 
 Bill. 
 
 n.p. 
 
 
 9i 
 
 
 to., i. v .Sr'4 
 
 IU 
 
 '3 
 
 /3. 
 
 /5 
 
 /3 
 
 '£ 
 
 L.P. 
 
 /fcr 
 
 
 
 y* 
 
 2 
 
 Z 
 
 y 
 
 r 
 
 / 
 
 Cruising 
 
 
 - 
 
 ,{4 
 
 fSf 
 
 
 
 
 
 
 
 H.P. astern 
 
 no 
 
 "T/i 
 
 <sT 
 
 /' a. 3. <+ 
 
 (o 
 
 i 
 
 <k 
 
 (, 
 
 
 
 I. .P. astern 
 
 2$. 
 
 y& 
 
 
 VC.U6. ■¥$;&) 
 
 i. 
 
 &. 
 
 -6. 
 
 6>, 
 
 
 
 Diameter of shafting : — 
 
 Bearings of turbine shaft 
 
 . Bearings of propeller shaft oi/f /*$ V 
 
 (Vfr? air- jl /fh t 
 ins - \Hrft CU&F* /?i' 
 
APPENDIX. 
 
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 H « H W 
 
 o 
 fi | 
 
 fa ce 
 
 HOIH 
 
 , S ,5 
 
 O 3 
 
 a. £ o. S 
 o o o o 
 H fa H fa 
 
 E 
 
 1 1 
 
 3j 00 
 
 '3XVK.I 
 
 -awaaxNi 
 
 i 2 i a 
 
 o o 
 
 a S a, 3 
 
 o o o o 
 
 E-i fa H fa 
 
 E 
 o 
 
 5 3 
 
 fa oo 
 
 , 2 .2 
 o o 
 
 a. 3 a. 3 
 o o o o 
 
 H « E- fa 
 
 1 . 
 
 S 
 
 „ 3 * 
 fa V. 
 
 'AV0I 
 HHXdV 
 
 
 
 
 
 ■A\O r I 
 
 aavMHOJ 
 
 ° »H 
 
 a 
 2 
 
 P a 
 
 K 3 
 
150 APPENDIX. 
 
 Type of main condensers 
 
 
 CONDENSERS. 
 
 Type of auxiliary condensers - 4SCs%i/ 
 Number of main condensers - -i- 
 
 Number of auxiliary condensers - '■ 
 
 Tubes of condensers : 
 
 No. in each 
 
 Main. Auxiliary. 
 
 External diameter, ins. 
 
 ft" 
 
 Thickness, W.DiGk INSr   - - - * &U-% ' &q~t ' 
 
 Length ...... . j Q ft.. Q ins. 5 ft. O r*° 
 
 Is circulating water passed around or through the tubes r\fA 
 of the main condensers ? - - - - - a?fyYi}t£. 
 
 Is circulating water passed around or through the tubes jh 
 
 of the auxiliary condensers ? - - - - «£trYTOtL0fo 
 
 Weight of circulating water in each main condenser, _ _ .. 
 
 tons- - ft 4.<Mt oet^s, lUU 
 
 Weight of circulating water in each auxiliary condenser, 2T IQauH! b I (S>rr « ^U/%^ 
 tons ........ 
 
 Method of fitting protective slabs in the main condenser, fax* tit CKt. i-toMA Cu i 
 with number and description of same - -   Cfu+vyr\t-l&i/ PrM/tcfl? ' £v%ctl li€iul ii '< 
 
 cu/i ami /& 
 
 Method of fitting protective slabs in the auxiliary 
 condenser, with number and description of same -' - 7 "*<*£«* JtiCIti 
 
 12, U* eU 
 
APPENDIX. 
 
 151 
 
 MAIN AIR PUMPS. 
 
 Number of air pumps 
 Length of stroke of pump 
 Diameter of barrel of pump 
 Diameter of steam cylinder 
 Clearances at ends — Top 
 „ ,, Bottom 
 
 Dry. 
 
 Wet. 
 
 4-. 
 
 4j 
 
 Pad ins- 
 
 eiiU ins. 
 
 3 5> ins. 
 
 S r ins 
 
 /f ins. 
 
 Ovu-iyL & 
 
 ins. 
 
 ins 
 
 ins. 
 
 ins 
 
 VALVES OF MAIN AIR PUMPS. 
 
 Valves. 
 
 No. 
 
 Description. 
 
 1 
 
 Sizes. Lift. 
 
 Total Area through 
 Openings. 
 
 Dry:— 
 
 
 
 
 
 
 Foot .... 
 
 7 
 
 
 si" 
 
 
 
 Head .... 
 
 y 
 
 Jiuifhvrtyv 
 
 yji" 
 
 
 
 Plunger .... 
 
 7 
 
 
 yv 
 
 
 
 Wet :— 
 
 
 
 
 
 
 Foot .... 
 
 7 
 
 
 
 
 
 Head .... 
 
 i 
 
 aU 
 
 <&> 
 
 
 
 Plunger - 
 
 1 
 
 
 
 
 
 THRUST BLOCKS. 
 Type .•Solid., iou.AaJv't, of f.3. iMtlfc /%-korr\t a^uduAjgr-ttupt 
 
 Number of thrust collars on each shaft - /W" - 
 
 Diameter of thrust shaft in block, ins. • /© /fy> 
 
 Outside diameter of collars, ins. - - ec-sw . 
 
 Area of thrust surface on each collar, sq. ins. - Aif/'/y 
 
 Total thrust surface on each shaft, sq. ins. >CL**/*/-7 m %5(*S 
 
 • Tee V»7Utn. 
 / /Y7V £R 
 
 /9. 
 ///• If. 
 
 33/A £ 
 
 0U7B.K 
 
 K J9a7f6fn 
 
152 APPENDIX. 
 
 STARTING ENGINE. 
 
 Type - - - ... 
 
 Description of reversing valve - 
 
 Number of pistons and description of packing ring 
 
 Diameter of cylinders, ins. 
 
 Length of stroke, ins. - 
 
 Type of gear - - - - 
 
 TURNING ENGINE. 
 Type 
 
 Number of pistons and description of packing ring 
 Diameter of cylinders, ins. .... 
 
 Length, of stroke, ins. ..... 
 
 Method of disconnecting the engine 
 
 Time to turn main engines one revolution at revs, per min 
 
 If Motor Driven. 
 
 Number and type of motor - - - . *r\ S £ ~f I C $, 
 
 Description and dimensions of brushes - - - ,' Sri. / *,*'/« *■■/% 
 
 Method of disconnecting the motor - - - - ll I i-~   
 
 If enclosed in a watertight casinp - - - - . - . T £ S ' 
 
Ai'VENDIX. 
 
 153 
 
 Type 
 
 BOILERS. 
 
 v£->-YV. 
 
 Maker's name - Fh 1- K F t £ I E> S 
 
 When new 
 
 Number of boilers 
 
 /4ii 
 
 . 3J. . 
 
 Dimensions of boiler (over all) - J*" K.I. 9 V S 
 
 Casings of 
 Lagging of 
 
 .STeel'Plwe.. i3Ls<3, Ejtr.eK/vn viAjzi Turn. Imci 
 
 Type of furnace 
 
 Number of furnaces in each boiler 
 
 Total number of furnaces 
 
 OUll. 
 
 *J. 
 
 Dimensions of furnaces 
 
 kl'iul'ii" 
 
 Grate surface per 
 
 furnace, sq. ft. / - 
 
 /3'?it'W///d'/fr£//' 
 
 fi-'Td t 
 
 ?$'*?. 
 
 — T~ 
 
 7Z-&& 
 
 —To 
 
 7a — ; 
 
 90 -yy 
 
 Total grate surface in ship, sq. ft. - ■. /.'l .^4 
 
 Number of combustion chambers in each boiler 
 
 VaiumeA 
 
 &7UU 
 
 combustion chambers « '"" ^"'-^ , , 
 
 ). 1 - ^y 
 
 2-^36. 
 
 > lo - 3.q& 
 
 &• hs+o ) 
 
 10 - /+/>/. 
 
 3U: 
 
154 
 
 APPENDIX. 
 
 Boilers — continued. 
 
 ^ Kyr ys 
 
 Weight of water in each boiler at working height, tons 1 %/ S&ttlJU, "/ 7t L&a+ If. 7 .- <o Ouril 
 
 Weight of water in each boiler when full, tons - - J /-V &A §~ ~ ' /. £ ~ I £ 
 
 Weight of water in one boiler to alter water level six inches at 
 working height, tons ...... 
 
 TUBES OF BOILERS.* 
 
 Description 
 Material - 
 Number in each boiler 
 Total number in all boilers 
 Length, extreme 
 Diameter, external 
 Thickness W.D.G. 
 
 *;^ 
 y'-/o" 
 
 3 '6-" 
 i 76 
 
 Of 
 
 
 
 . t   kv-( % -'<>s% 
 
 2 $6 
 
 y-/o' 
 l ■%> 
 
 qa £ 
 
 JcyfaJ. 
 
 l^%?.C,o °^ 
 
 ZINC SLABS. 
 
 Sizes - 
 
 Number in each boiler 
 
 Total number in all boilers 
 
 /2*i*& 
 
 
 f 
 
 
 
 IX 
 
 3y2 
 
 
 
 
 
 * If of the small tube type a diagram similar to the sketch plate in use at the Dockyards should be 
 drawn on one of the blank pages of this Appendix. 
 
APPENDIX. 
 
 Boilers — contintted. 
 
 155 
 
 - 
 
 Material. 
 
 Thickness. 
 
 Plates of Boilers. 
 
 When new. ^^ 
 
 Shell plates 
 
 Combustion chamber tube plate 
 Combustion chamber other plates - 
 
 
 - 
 
 
 If of the Water-tube Type. 
 
 Material. 
 
 Dimensions. 
 
 Thickness. 
 
 When new. 
 
 Steam chest 
 
 Tube plates (upper) - 
 Tube plates (lower) - 
 
 Downtakes 
 Return tubes 
 Headers, back . 
 „ front • 
 
 SttUticMZ 
 
 
 
 y-4/fc*vV 
 
 u h 
 
 &it%%S$ * 
 
 
 M.*^^ 
 
 i. " 
 
 t * 
 
 2/ 
 
 tqz n 
 
 ex- 
 
 a • 
 
 Last 
 Drill Test. 
 
 Number of water pockets in each boiler i — 
 
 Any alterations due to wear, &c, to be inserted in red ink. 
 
156 
 
 APPENDIX. 
 
 OIL FUEL FITTINGS. 
 Sprayers and Air Cones. 
 
 ; 
 
 Water-tube Boilers. 
 
 J 
 
 — 
 
 Group. 
 
 Cylindrical 
 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 Boilers. 
 
 Number of sprayers and air cones to each 
 
 
 1 
 
 3 
 
 i 
 
 £ 
 
 = ?a 
 
 Diameter of sprayer exits 
 
 ♦67$- 
 
 'DJS- 
 
 •ays' 
 
 ■oys- 
 
 Ay? 
 
 
 Outputs of sprayers opeu 1J turns with 
 Texas oil at 200° F. at 150 lbs. pressure 
 
 ido 
 
 $60 
 
 Z&o 
 
 100 
 
 iop 
 
 6tn 
 
 Do. do. at 25 lbs. 
 
 Jlo 
 
 lib 
 
 /& 
 
 /a© 
 
 /&o 
 
 cLo , 
 
 •» * 
 
 
 nl 
 
 - // 
 
 
 
 
 luiuiudi uia/iueutu ui ja.11- v^uuc ait large cuu , - / f- >f- - 
 
 Type of sprayer fitted. - - -" t&KcXJ-Cf- ^TtJ^U- 
 
 Oil Fuel Heaters. 
 
 Size. 
 
 II. 
 
 III. 
 
 IV. 
 
 Total number 
 
 Length of tubes 
 
 External diameter of tubes 
 
 Thickness and material of tubes 
 
 Number of tubes per Heater 
 
 By what pumps can the oil left below the 
 suctions of the oil fuel pumps be removed 
 from the oil fuel tanks ? 
 
 <7 
 
 
 2 
 
 IS 
 
 
 Y« 
 
 
 */6 
 
 1*, 
 
 C(W 
 
 CUU( f*«tovv 
 
 yt/- 
 
APPENDIX. 
 
 157 
 
 Number 
 
 Diameter 
 
 Height of top above grate surface 
 
 FUNNELS. 
 
 
 ft. 
 
 , % S~ ft. Q ins. 
 
 VALVES OF BOILERS. 
 
 Type of main stop-valves - - t * >J2 ^Z^* r>l *rf. 
 
 Diameter of main stop-valves, ins. - Q ~ & /*4 - • <*-& - *-t Jl 
 
 <\/ $A,A — 
 
 The positions from which these valves can be worked "73X6* y < 
 
 Aft/ 
 
 Type of auxiliary stop-valves - - . - ' — * ^ • - 
 
 Diameter of auxiliary stop-valves, ins. .... 
 
 The positions from which these valves can be worked 
 
 lr$£' 
 
 J2i-H 
 
 Type of safety-valve 
 
 Diameter of safety-valves, ins. 
 
 Number of safety-valves on each boiler «i " oIYo/. JU ' ^l/a/v£4' i 
 
 Original load on safety-valves, lbs. per sq. in. - >& * i-J~ 
 
 Present ditto (date I0~ *4 ~l 4 ), lbs. per sq. in - «") . 
 
 Positions from which the safety-valves capo, be worked \j4fCyi\A^UK^f* 
 
 Compression of safety-vaive springs which the hand gear can 
 produce - - -.-.-.- - r » 
 
158 
 
 APPENDIX. 
 
 Valves of Boilers— continued. 
 
 Diameter of main feed-valves, ins. 
 
 Diameter of auxiliary f^ed-valves, ins. 
 
 Type of blow-down cocks or valves 
 
 Diameter of ditto, ins. 
 
 Type of automatic feed regulating gear 
 
 For details of feed pumps, see page /w *. 
 
 Description and number 
 
 Number of blades 
 
 Diameter 
 
 Pitch 
 
 Range of pitch 
 
 PROPELLERS. 
 
 ' £kti<7 ' 
 
 to * /0 
 
 /0 tt. <£ ins. 
 
 // ft. 2* ins. 
 
 ft. ins. to ft. ins. 
 
 J* if* <5~ /n-ru>r. 
 
 Total blade area in each propeller, sq. f t. ' u, <£ • Q (yttct/f. 
 
 Immersion of upper blade when drawing 
 
 ft. ins. aft. 
 
APPENDIX. 
 
 159 
 
 3-ae 
 
 £2 
 
 *, 
 
 S3 
 
 .s »-s 
 
 rtO 
 
 2 
 
 p 
 
 
 .5 S3 
 bo.S 
 
 3-SS 
 
 = J3 2 
 g.73 S 
 
 S <*•£ 
 
 2 5 
 *1 
 
 ^ 
 
 6C £ 
 
 (2 
 
 Va 
 
 
 i 
 
160; 
 
 APPENDIX. 
 
 AUXILIARY MACHINERY. 
 
 AUXILIARY AIR PUMPS. 
 
 Number and type of auxiliary air pumps - lA/£IY* ^ffO/ht&i 
 
 2% V /? " 
 
 Diameter of barrel of pump and stroke, ins. — »*= - 
 
 Diar. of steam cylinder, and description of piston packing rings - ft/- 
 
 VALVES OF AUXILIARY AIR PUMPS. 
 
 Valves. 
 
 No. 
 
 Description. 
 
 Sizes. 
 
 Lift. 
 
 Total area 
 through 
 openings. 
 
 Foot 
 
 Head .... 
 Plunger - 
 
 
 
 
 
 » 
 
 »' 
 
 WORKSHOP ENGINE. 
 
 ci>Ji^Cul 
 
 Type of engine 
 
 Number of pistons and description of packing rings 
 
 Diameter of cylinders and stroke, ins. 
 
 Minimum steam pressure required 
 
APPENDIX. lfiJ 
 
 STEERING ENGINES. 
 
 Number and type of engines - >~^1/ dMoYZ, . &U/tfi**.. *>• 
 
 Number of pistons to each engine and description of packing rings *■* , 
 
 /0 " i i " 
 
 Diameter of cylinders and stroke, ins. - - - /or- f*r 
 
 Description of automatic gear - ." ^ffny^/^Uur,Jr2Py^/^^ 
 
 Maximum angles of rudder hard over to port -S e) io starboard $ £ • 
 Minimum pressure at which engine could be worked 
 
 CAPSTAN ENGINES (FORWARD!. 
 
 Number of engines • Ci/^CCC-. .... 
 
 Type of engine - - *&*f4   .C^Q^M} 
 
 Number of pistons and description of packing rings '*■'- 
 
 Diameter of cylinders and stroke, ins. - ' - ■» 
 
 " &UJL QUfJZJL ~CULL , & oLvtoVL ^V <Uvcl ivS 
 Type of capstan - _ C/7C* _- -*-£«*** «-**£*,,«. 
 
 Can the engines be readily disconnected to allow the capstau to be (cf&z, Sm tjti/ &< I 
 worked by hand, and how ? » • - I / 
 
 Maximum steam pressure allowed for heaving in - - - /^J&^L-C'^ 
 
 Maximum revs, per min. allowed with slack cable, and speed of cable 
 x 1578 
 
162 APPENDIX. 
 
 CAPSTAN ENGINES (AFT). 
 
 i 
 
 Number and type of engines ------ -fc^Ct^i/ViA 
 
 Number of pistons and description of packing rings 
 
 Diameter of cylinders and stroke, ins. - 
 
 Type of capstan ....... 
 
 Can the engines be readily disconnected to allow the capstan to be 
 worked by hand, and how p ..... « 
 
 ELECTRIC LIGHT MACHINERY AND DYNAMOS. 
 
 Number and type of engines - ^ M*U*ti4A. . (htftouU <*<* 
 
 Number of pistons to each engine and description of packing rings eO 
 
 Diameters of cylinders and stroke, ins. - ^T. /-VA. A/ / £* X /O 
 
 Revolutions of engines per minute rf~uO .minimum steam pressure required 
 
 Number and type of dynamos • ^ ^CC^l CK » . 
 
 Power of dynamos, W0~O amperes at <>C#A volts . 
 
APPENDIX 163 
 
 DISTILLING APPARATUS. 
 4 . , *? 
 
 Maker of evaporator and number fitted "fL&WtC ^<n &t/.*&f . M 
 
 Capacity of each evaporator per day (i.e., gained fresh water), tons (a) % Q - Total W «i^tons («•). 
 (a) When clean. (6) When cleaning is necessary, tons (6) - - „ „ (6). 
 
 Method of fitting protective slabs, with number and description « - ir *L ' n »/" / 
 
 Maker of distilling condenser and number fitted t'jGLSWU i~7bG££f7l6/' - & 
 
 Capacity of each distilling condenser per day, tons - - - ' CO-6 Total SgLO 
 
 tons. 
 
 — ¥ 
 
 Method of fitting protective slabs, with number and description of same - • / Jf /T'// 
 
 Number and type of pumping engines fitted for distiller circulating water 
 
 and fresh water ........ ** 
 
 Diameter of steam cylinders and stroke, ius. - y 2j. )/i S& 
 
 Diameter of fresh-water pump, ins. O and of circulating pump, ins. A3 7f 
 
 Number and type of pumping engine fitted for evaporator feed water and *?, 
 brine -----.-•.. 
 
 Diameter of steam cylinders and stroke, ins. - - . . 
 
 Diameter of feed pump, ins. T&l /ftfr* &A&AL ftAtntjfal brine pump, ins. O Jf 
 
164 • APPENDIX. 
 
 FORCED DRAUGHT ENGINES. 
 
 Number and type of engines ..... &Q . ^rUtM/ $ f2)7 1 
 
 Description of slide-valve ..... 
 
 Diameter of cylinders and stroke, ins., and description of piston &tL r^j 
 rings ........ 
 
 Diameter of fan - - - - - - • V ft. <D ins. 
 
 Position of each such engine in the ship c±jk*J- fiDL*.'*/ fr{/XJ^ Ct*\&L 
 Revolutions at authorised full power O't' using /V ins. of air pressure 
 
 * 
 
 If Motor Driven. 
 Number and type of motor - - - - 
 
 Description and dimensions of brushes .... 
 
 Diameter of fan --'-...- ft. ins. 
 
 Position of each motor in the ship .... 
 
 If enclosed in a watertight casing .... 
 
 Number and type of engines 
 
 BLOWING ENGINES. 
 
 . 6" '/w^XWasfr i 
 
 4t 
 
 Number and diameter of steam pistons and cylinders, ins., and / Q )(£ £csr 
 description of packing rings ..... 
 
 Number and diameter of pump barrels to eacl engine and / V / « 
 length of stroke, ins. --....' 
 
APPENDIX. 165 
 
 VENTILATING ENGINES. 
 
 Number and type of engines - 
 
 Description of slide-valve - - 
 
 Diameter of cylinders and stroke, ins., and description of piston 
 packing ....... 
 
 Diameter of fan, and whether exhaust or supply 
 
 Position of each such engine in the ship - 
 
 Maximum revs, per minute, and minimum steam pressure 
 required ....... 
 
 If Motor Driven. 
 Number and type of motors - - - - / » . 
 
 Description and dimensions of brushes - 
 Diameter of fan, and whether exhavist or supply 
 Position of each such motor in the ship .U*A* ij/urCT fU. 
 If enclosed in a watertight casing - - *r"GA. 
 
 ASH-HOIST ENGINES 
 
 Number and type of engines .... 
 
 No. and diameter of cylinders to each engine, and stroke in ins 
 
 Description of piston packing rings 
 
 2+~ 2.€* H- •** 
 
 ^syd 
 
 ASH-K«eS«B8. 
 
 Number and type of ejectors - - - • • 
 
 Capacity of each ejector ----•• 
 
 Number and type of ejector pumps - - ... 
 
 Number and diameter of steam cylinders to each engine,' and / — C3 y ^" &4sy 
 description of piston rings ..... 
 
 Number and diameter of pump cylinders and stroke, ins. • f ~ * V , 
 
 Description of ejector cock • • -   • * 
 
 Description of valve in ship's «d» ^aWdUA* ' • *&&& £&• 
 
 L a 
 
166 
 
 APrE^DIX. 
 
 AIR-COMPRESSING, MACHINERY. 
 
 Number and type of machine - .3. iJ&UMaI £Uj0U4J T^^Ut/f && , 
 
 Number and diameter of steam cylinders in each and descrip- /^.\J* f 
 
 tion of piston rings fitted - - - - / "" / 
 
 Number and diameter of barrels of air-compressor J //6,. o2 * , fy //C 
 
 Number of compressions and length of stroke, ins. M ».""" & 
 
 Capacity of each machine - - 3A?m6/{ &fr. SSfoWi U* k&PlU» 
 
 Capacity of each set of air reservoir tubes, and working /A-ZtytAdlt 
 pressure ---.-.. / CTu>CcA^~r'. 
 
 Number of tulles in each set and number of sets - - (9 " £/ S&/& 
 
 Number and positions of submerged torpedo tubes - - ^- Ct/t, <34007>^4tJ&ts 
 
 COAL-HOIST ENGINES. 
 
 Number and type of engines - 
 
 Number and diameter of cylinders to each. Length of stroke, v_y/Zc 
 and description of packing rings - 
 
 BOAT-HOIST ENGINES. 
 
 Number and type of hoists ..... CflCJL&/yt& 
 
 Number and diameter of cylinders to each hoist and stroke in ins. 
 
 Diameter of winch barrel, ins. ; number of turns of wire and total length barrel 
 will take without overriding, feet - - ... 
 
 If Hydraulic . — 
 
 Type of purchase engine ..... 
 
 Type of topping engine - - - - 
 
 Diameter of rams, main, ins. ....... 
 
 „ auxiliary, ins. ...... 
 
 Diameter of winch cylinders, ins. ...... 
 
APPENDIX. 
 
 167 
 
 REFRIGERATING MACHINERY. 
 
 
 Number and type of machine 
 Capacity of each machine 
 Length of stroke, ins. - 
 
 iff Revolutions per minute / *CAs . 
 
 ICE-MAKING MACHINES. 
 
 Type of machine 
 
 Capacity of each machine 
 
 Length of stroke, ins. - 
 
 Weight in lbs. of one charge 
 
 .JtU. 
 
 Revolutions per minute 
 
 Number of charges carried 
 
 ^UNJl! UUU.Lili\HJ MALittllNJiiKI. 
 
 v .J^^W^^. Gov C&^> 
 
 MAGAZINE COOLING MACHINERY 
 
 Number and type of machine 
 
 / " 
 
 >0 Revolutions per minute 
 
 /*/*» %l\u*' / 
 
 of "C U - oCtJ J Number of charges carried 0> 
 
 Compression. 
 
 Capacity of each machine 
 Length of stroke, ins. 
 Weight, lbs., of one charge 
 
 }&y.w 
 
 Mfc 
 
 \iA2R 
 
 Expansion, 
 
 ii. r 
 
 L.P. 
 
 I liaiiieter of cylinders : — 
 Refrigerating machinery 
 
 lea-making machines - 
 
 Magazine Cooling machinery 
 
 
 L 4 
 
1(18 
 
 APPENDIX. 
 
 HYDRAULIC MACHINERY. 
 
 Pumping Engines : 
 
 Number' and type of hydraulic pumping engines .... /(j 
 Number of pump barrels to each pumping engine - - - - Xj 
 
 Diameter of cylinders, ins., and description of packing rings ffjf /// *k <v if #*& 
 Diam. of pumps, ins. -3 % A Stroke in ins. - 9/0 Hyde, working pressure lOi'Jxhs. per sq. in. 
 Number of engines in the ship worked by water-power 
 
 FORCED LUBRICATION AND OIL FUEL PUMPS. 
 
 Forced Lubrication 
 Pomp. 
 
 Maker of pumps and number fitted 
 
 
 iuter of steam cylinders, ins., and description 
 of pis f on packing rings - - 
 
 -^"-^ 5"'' 
 
 Number and diameter of pump barrels and length Ci-f- Oj~ — * O 
 of stroke of each pump - - - - - < . tj 
 
 Revolutions or double strokes at full speed - 
 
 Capacity in jjauam per hour 
 
 Oil Fuel Pump. 
 
 t\ : %t'tf 
 
 Diameter and number of cylinders 
 Length of stroke, ins. 
 Maximum explosive pressure 
 
 OIL ENGINES. 
 
 Revolutions per minute 
 
 Load 
 
 Full 
 
 i 
 
 i i 
 
 
 
 Air injection pressure, lbs. per sq. in. - 
 
 — 
 
 _ 
 
 
 
 Air pressure for starting engine .... 
 Size of smallest hatchway through which largest part will pass 
 
op 
 s 
 
 >* 
 
 D 
 
 en; 
 
 
 W 
 
 fu 
 
 g 
 
 
 £ 
 
 H 
 
 u 
 
 H 
 
 <; 
 
 a 
 
 3 
 
 
 H 
 
 5 
 
 P3 
 
 03 
 
 <d 
 
 5 
 
 »— i 
 
 
 >-i 
 
 fc. 
 
 
 O 
 
 X 
 
 03 
 
 
 3 
 
 3 
 
 
 w 
 
 Q 
 
 A 
 
 
 
 St 
 
 a 
 
 
 
 o 
 
 5 
 
 
 S5 
 
 5 S3 -4 
 
 1 £ 8 
 
 w; en 
 
 II 
 
 £ 
 
 rr 
 - 
 
 I 
 
 3 
 
 A) 
 
 *Q 
 
 v 
 
 ^ 
 
 I 
 
 3 
 
 I 
 
 
 3 
 
 APPENDIX. 
 
 169 
 
 X, 
 
 X 
 
 3 
 
 
 vf 
 
 S, 
 
 
 >9 
 
 * 
 
 e 
 
 <*b 
 
 to 
 
 B 
 
 J3 
 
 is 
 
 5 
 03 
 
 fc*> &S> 
 
 \> 
 
 H 
 
 60 
 
 ■g 
 
 I 
 
 1 
 
 - 
 
 s 
 
 
 
 ■a 
 
 4> 
 
 
 
 
 
 
 
 ra 
 
 K 
 
 iM 
 
 
 « 
 
 >»> 
 
 9 
 
 
 N 
 
 | 
 
 H 
 
 
 a 
 "3 
 
 3 
 
 
 1 
 
 * 
 
 o 
 
 3 
 
 < 
 
 « 
 
 M 
 
170 
 
 Al'PENDIX. 
 
 to 
 
 &H 
 
 O 
 
 en; 
 
 H 
 
 w 
 
 55 
 
 •5 
 
 g 
 
 § 
 
 s 
 
 
 o 
 
 o 
 
 <1 
 
 
 S 
 
 E-l 
 
 55 
 
 
 W 
 
 >-< 
 
 a 
 
 03 
 
 Ed 
 
 Capacity. 
 
 
 1 
 
 — 
 
 i 
 1 
 
 O 
 E 
 
 V 
 
 e 
 
 & 
 
 jjj 
 
 1 
 
 5 
 
 
 § 
 
 -3 
 o 
 
 3 
 QQ 
 
 
 Length of 
 
 Stroke. 
 
 
 a 
 
 .2 '' 
 
 % 
 
 -> 
 
 3 t 
 
 
 -<! 
 Si 
 
 B 
 
 ■< 
 
 b< 
 O 
 
 to 
 
 J 
 H 
 
 w 
 ft 
 
 a 
 
 
 § 
 
 3 
 
 Ph 
 
 E 
 
 •A 
 
APPENDIX. 
 
 171 
 
 FLOODING ARRANGEMENTS. 
 
 State briefly the methods of flooding each of the following spaces : — 
 
 Magazines : 
 
 jf. /a " 
 
 cU 
 
 060 
 
 g6a 
 
 
 ah* 
 
 - eta 
 
 ShBI.I,- ROOMS : 
 
 X /Sj" 
 
 eta fta 
 
 eLo do 
 
 
172 
 
 APPENDIX. 
 
 Flooding Arrangements — continued. 
 
 Toepedo Pistol Tanks : 
 
 7&11T>t/ £.3 .X Olf r Vtf 
 
 Spirit Rooms : 
 
 ?&€^ r. -q;Y ^y^-^ &l*^>xlk 
 
 Double Bottoms 
 
 and 
 Wing Compartments 
 
 Ul, 
 
 
 
APPENDIX, 173 
 
 Flooding Arrangements — continued. 
 
 Double Bottoms and Wings : 
 
 
 *4Sfaet 9.01 - 2Z/S 
 
 /Ou —%ffJ $}**' 4*&« **/£*" *4d*juui r&&> 
 
 &rfi Ccyrv&s oajuLcu /&.£% -~&a**»**6 £u//w€U*C 
 C Otoy,£<*»UA- SLtoitLujL ^A^tt>i^ v^e&ecuuj f^i. 
 
174 
 
 APPENDIX. 
 
 
 w 
 
 
 8 4 
 
 
 
 
 O M 
 
 
 
 
 Whet 
 open 
 
 t5 
 
 o 
 
 CO 
 
 a 
 o 
 
 - 
 
 "3 o 
 
 
 3 § 
 
 a « 
 
 o 
 
 O- 
 
 6' 
 
 Cs. 
 
 
 3 
 
 ^ 
 
 <* 
 
 ««fc 
 
 <? 
 
 V 
 
 *o 
 
 t 
 
>fPENDIX. 
 
 175 
 
 8 
 
 ^ 
 
 J 
 
 
 
 
 - 4> 
 
 
 3 c 
 
 i 
 
 |g 
 
 ** 
 
 ■- . 
 
 \ 
 
 — fe 
 
 
 ►J 
 
 i 
 
 ^ 
 
 **» 
 
 O 
 
 PQ 
 
 Eh 
 
 S3 
 - _--. 
 
 a - 
 - 
 
 
 *a 
 
 <*J : 
 
 . '4 ** . f 
 
176 
 
 Al'I'ENDlX. 
 
 OQ 
 
 H 
 < 
 O 
 PQ 
 
 a 
 
 o 
 
 Eh 
 
 o 
 
 
 
 , 
 
 
 (_ 
 
 
 
 |«3 
 
 
 
 C5 O - 
 
 
 
 a 5 
 
 
 
 ■* TS "2 £>- 
 
 ° 3 5 S S 
 
   
 
 
 15 ^ • = '^ 
 
 
 
 ;5 3 5 § s 
 Wo g§« 
 
 • 
 
 
 
 
 
 
 
 
 
 5 a -^   . 
 
 
 
 JL 2 <3 S " - 
 
 80 s W S 5 3 
 
 — — — - — — — 
 
 hi- 8 *** 
 
 
 
 ill Ja5 
 
 
 
 a ^ °-3 
 
 
 
 
 
 
 i 
 
 
 cc x 
 
 
 
 3 't, 
 
 .2 O O . 
 
 
 
 
 
 to 
 
 3 a; ^ ^ C- 
 4) « « 
 
 
 
 - e 
 
 
 e 
 
 
 
 M 
 
 *y 
 
 • 
 
 w 
 
 o 
 
 
 
 ■3 J 
 
 • 
 
 
 M £ 
 
 
 
 o 5 
 
 
 
 S -Jx 
 
 
 
 M 
 
 
 ** wi 
 
 
 
 V - 
 
 
 
 +-> QJ 
 
 
 
 OJ T"! 
 
 a o 3 
 
 
 
 « S 
 
 
 
 a; (-. 
 
 
 
 h 2 
 
 
 
 JLI 
 
 
 
 So 3 
 
 
 
 3 a 
 
 
 
 S3 •*> 
 
 • 
 
 
 cj 
 
 
 
 o. 
 
 
 
 S 
 
 
 
 H 
 
 
 
 ft 
 
 
 
 s g 
 
 
 
 M £ 
 
 
 
 M _ 
 
 
 
 a 3 
 
 
 
 
 
 
 B s 
 
 
 
 S-l 
 
   
 
 
 d 
 
 
 
 K 
 
 
 
 -o *£ 
 
 
 
 3 rt 
 
 
 
 s - 
 
 
 
 O o 
 
 
 
 i« 
 
 
 
 •c "g 
 
 
 
 B 
 
 
 
 4> 
 
 
 
 (5 
 
 
APPENDIX. 1 77 
 
 PUMPING ARRANGEMENTS. 
 
 Describe briefly the system of pumping out and draining each of the following spaces, stating 
 the pump (by its number) to be used : — 
 
 Double Bottoms:. dl^azJ^l' L^CKiX luvut f&f rt.^f O.^- £ T ~~ 
 ( endr ~£u c*s ML/w^cdc Ac. , vr e ot&AA*0>»- ft <*****■ 
 
 lo - J~% \ n „ „ „. U 
 
 tttt>-(&i <? " " * * 
 
 V 
 
 Wing Compartments 
 
 UweUl ftUoUJiff>*> oU^K w/l?. %U 
 lib- /til ^)^clLul^C /th^-Ut+rvJ cU&L^S 
 
 I T*Z - Jftj. "} -<*f oJ.-l£* JLU£f -rW>rv XmAo*. Lo^y^ftf 
 
 &ti - %/f x5, % iuUZZaeJ A****/* •■ 
 
 z 1579 
 
 M 
 
178 
 
 APPENDIX. 
 
 Pumping Arrangements — continued. 
 
 Spirit-Booms : ^Sl LC 
 
 Ucrr/aAA 
 
 JtUAyyy^/j 
 
 TOBPEDO RoOMy: 
 
 
 
 eJi^UAJUC OiA GL&t 
 
 Toepedo Pistol Takks: cU,6LcAJUC OUQ—&-& &1h£-\ 
 
APPENDIX. 179 
 
 Pumping Arrangements — continued. 
 
 Magazines : 
 
 
 
 Shbll-Roomb 
 
 SyiccotAJLaC h^&iscucjL ^cUl/wr' 
 
 m a 
 
180 
 
 APPENDIX. 
 
 2 
 
 -Eh 
 
 o 
 
 H 
 
 03 
 O 
 Oh 
 W 
 05 
 
 o 
 
 05 
 
 En 
 
 O 
 
 •*! 
 03 
 
 I 
 ■3 
 
 
 I 
 
 ! 
 i 
 
APPENDIX. 
 
 DRAWINGS, TRACINGS, &c. 
 
 181 
 
 Admiralty No. 
 of Drawing. 
 
 Ships No. 
 of Drawing. 
 
 Subject. 
 
 M 3 
 
182 
 
 APPENDIX. 
 
 DRAWINGS, TRACINGS, &c. 
 
 Admiralty No. 
 of Drawing. 
 
 ship's No, 
 uf Drawing. 
 
 Subject. 
 
APPENDIX. 
 
 183 
 
 DRAWINGS, TRACINGS, &c. 
 
 Admiralty No. 
 of Drawing. 
 
 Ship's Xo. 
 of Drawing. 
 
 Subject. 
 
 M 4 
 
184 
 
 APPENDIX. 
 
 DRAWINGS, TRACINGS, &c. 
 
 Admiralty No. 
 of Drawing. 
 
 Ship's No. 
 
 <>f Drawing. 
 
 Subject. 
 
3 
 
 APPENDIX. 
 
 185 
 
 ■iiumiof) snoiAO.uI 
 in paorj o% Stqpnodtej 
 
 iiamtoq 
 BaofAaid o'li jo aoissditl 
 
 C<1<3 
 
 
 
 
 H%\* 'uoissaaUuioo l«?ox NT^* ~TrOmfr>,i t 
 
 
 ^< N> 
 
 *«*? 
 
 '-^ 
 
 "^ 
 
 .iJ&JM 
 
 «o^) ro 
 
 - 
 
 
 co 
 
 > 
 
 
 H 
 
 o 
 
 GO 
 
 H 
 CO 
 W 
 H 
 
 Q 
 
 <J 
 
 «j 
 
 H 
 W 
 Q 
 
 •uranioo 
 snouojd tij noppjjd 
 -woo d\\i 04 Suipuodso.1 
 -joo '"nj "bs aod bjwbojj 
 
 •(Pioo) v- 
 -:iJ}os ,f[iun^ou uoissojduio^ 
 
 ■aanssoij sin ,»"+■• ^c * 
 
 -Vo.w 04 «uipaods*uoo ^r"\i?^C ... 
 
 A^ 
 
 4=2 .- 
 
 iU 
 
 i aranfM jod ,i«^ - 
 
 1^ 
 
 tq| in amSKU^ Sapi-i..^ ^^ 
 
 «■ - * ^ 
 
 3uiiijoa\. »m oonpoad O o^- 
 o? paiidde phot; VKoq ^t c» 
 
 
 •?wj 3aBub= m "o'd jo wjy i 
 
 «* 
 
 o» 
 
 3 
 
 ?■ 3 $-3 * .? 
 
 o» 2? 
 
 £r 
 
 | gTE g jRFj 
 
 l -sin ojBiibs aj 'A'S jo ""V 'V «C : s - ; " " ""* 
 
 ^ fr £- ^ & 
 
 ^2 
 
 i Oo 
 
 
 '* X »5-2- = ■=■=• 
 
 ft 
 
 •(possojdraoouu) *^5^° - - 
 3uij(ts jo uiSu^x 1^X9 * 
 
 r~x 
 
 
 •s[ioo;oawimnx ot 1 
 
 ^. 
 
 ■|"J >«•> 
 w jo iD%auxv\a Bptsvj « "^   
 
 1 5 -C^ 
 
 s> 
 
 ,■» j =-*; *4**i*»?7 
 
 MTM jo uopoes ^^: - = - * ; <W* S^" ' ' *" * 
 
 1= ^ 
 
 •jiw3patHiinj!i ^«-. 
 
 •?J!1 
 
 ^ - 5 * "f • ia >» 
 
 fS>.* ** - ^ 
 
 > -i 5 » * * 
 
 » » » « » » 
 
 •a^oiauia 
 
 •.)AIHA ^13J«fe' 
 
 JO 'OM StiU(S!n^ui;s[([ 
 
 
 
 - - * ■* 
 
 :~>-Ctroi^- ^>^^^-»*<^>« v ^^ 
 
 •aaiiog I ■> 
 jo 'u^ atnqyiuSuiisifi 
 
 f^^^'^'^'^^-^c^roVsNjfrj^.^o^P^, Y 
 
 Lj-JL1^. ; .. ^ g ^ ■■$ 
 
 
 

 
APPENDIX. 
 
 187 
 
 j-^^ 
 
 03 ^^ 
 
 
 ^i" 1 
 
 
 a- c e-i 
 W " d 
 
 - - ~ 
 W " « 
 
 33^?fc? 
 
 cr &* 
 
 **>. * 
 
 
 
 
 
 C*r*C* 
 
 H 
 
 ^ » 
 
 S§ 
 3<-> 
   
 
 /a 
 
 a 
 
 33 
 
 > 
 
188 
 
 APPENDIX. 
 
 BOILERS. 
 
 Plan, with numbers, or main toilers. 
 
 The forward boilers are to be shown at the top, and the port boilers on the left. 
 
 
 /■'■'' 
 
 2 
 
 
 3 
 
 V 
 
 S 
 
 3 
 
 2 . 
 
 / 
 
 ^ 
 
 $ 
 
 6 
 
 H 
 
 3 
 
 3.' 
 
 ( 
 
 * 
 
 3 
 
 S 
 
 / 
 
 f 
 
 6 
 
 7 
 
 & 
 
 v 
 
 d 
 
 2 
 
 / 
 
 s 
 
 6 
 
 7. 
 
 8 
 
 *. 
 
 " D" 
 
 e 
 
 'X- 
 
 r 
 
 j> 
 
 Numbers appropriated to boilers of steam boats, with the number and description of boat. 
 
 ^r-*s 
 
 
 '&* 
 
 2<sy 
 
APPENDIX. 
 
 189 
 
 DOUBLE BOTTOMS. 
 
 Plan, with capacities of each. 
 
 Double bottoms fitted as reserve feed tanks to be marked R.F.T. and those appropriated for 
 oil fuel to be marked O.F.T. ^ K~Ct 
 
 ' \ &!* 
 
 0& *.¥, &r7r 
 
 f spy is'-r 
 
 d-% 
 
 d~r%. 
 
 <-/ t. 
 
 S~6 
 
 #221. 
 
 oya/ 
 
 fig. 
 
 
 
 
 /e> 
 
 #¥. 
 
 <fc+-2 S^ -2 
 
 £n%. ■&&. 
 
 
 
 
 
 
 l€ 
 
 {1* 
 
 CO. \ 
 
 \<?7 
 
 Arn. 
 
 Jot> 
 
 
 \//i 
 
 
 */zy. 
 
 ^i> 
 
 /*-~j. 
 
 sz 
 
 _» /L£> 
 
 tWaz. 
 
 &?-&/. 
 
 til 
 
 <9$ 
 
 3*9. 
 
 &f, 
 
190 
 
 APPENDIX. 
 
 Plan, with capacities for each. 
 
 COAL BUNKERS. 
 
 i & . 
 
 
 \IIZ\ 
 
 %$ 
 
 mq\ 
 
 7r 
 
 ui 
 
 f°1i 
 
 Lit. 
 
 ixz 
 
 3S2. 
 ¥• 
 
 3?2 
 3/9* 
 
 Z2 7. 
 
 I Z% 
 
 SH, 
 
 If 
 
 16b 
 
 ni. 
 
 U+$ 
 
 Jdi. 
 
 Q^J^r: 
 
 
 $n.it?i. &i uz. 
 
191 
 
 To be inserted on the following pages, information as to any important 
 alterations in engines, boilers, &c. Important break downs, any special notations 
 considered necessary, or if any peculiarities in the working of the engines, &c, &c. 
 Pages to be numbered in manuscript as necessary. 
 
 Page. 
 
 Subject. 
 
 Page. Subject. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 • 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 
 
 
 
 
 
 
 • 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 » 
 
 
 
 
 
 
 • 
 
 
 
 
 ' 
 
 
 
192 
 
193 
 
 List of Articles referring to Notation in E.R. Register. 
 
 Section. 
 
 Article. 
 
 Subject. 
 
 Machinery of ships in 
 commission. 
 
 Engines 
 
 51 Engineer Officer on appointment, report of state of machinery, 
 
 Form S. 354. 
 
 55 1. Machinery, orders tending to injure. 2. Engineer Officer, repre- 
 
 sentations of. 
 
 56 Air-pressure gauge. 
 
 64 Quarterly return of work. 
 
 67 Nature of repairs and defects. 
 
 69 Examination of under-water fittings. 
 
 78 Stokers, employment of, outside engine-room department. 
 
 7!) 1. Spare gear, examination of. 2. Spare gear, articles removed from 
 
 ship. 
 85 i Bilge, water in (rough register). 
 83, 86 | Engineer Officers of the watch, duties and signatures of. 
 
 92 Expansion, rate of. 
 
 93 Indicator diagrams, different speeds. 
 106 Olive oil, use of, below |ths power. 
 
 110 Engines to be turned daily. 
 
 111 Chocks and ties, examination of. 
 
 113 Machinery, examination of. 
 
 114 I. It. valves, examination of. 
 
 115 Tanks, feed-water, and zinc slabs, examination, Jcc., of. 
 117 Protectors of condensers, examination of. 
 
 120 Indicator diagrams, omission to take. 
 
 121 Closed exhaust system. 
 
 122 Auxiliary machinery, examination of. 
 
 123 Telegraphs, examination of. 
 
 124 Steering engine, telegraphs, &c, examination of. 
 126 Air-compressing machinery, test of. 
 
 129 Refrigerating machinery, tests of circuits. 
 
 139 Air reservoirs, motor boats, and oil engines, test of. 
 
 Boilers 
 
 131 Durability, estimating period of. 
 
 1 5."> Safety-valves, reduction of load. 
 
 160 i Boilers, cleaning of, delayed. 
 
 162 i Boilers, daily treatment, record of. 
 
 164 : Zinc slabs, condition of. 
 
 173 Density and alkalinity, tests for. 
 
 174 Density, rise of. 
 
 175 Boilers tank, soda used. 
 
 176 Water-tube boilers, lime used. 
 
 177 ! Water in boilers, emptying or partially emptying. 
 
 179 Boilers, pumping up or emptying, time between, after fires are out. 
 
 181 Fresh water received, amount of. 
 
 188 Main and reserve feed tanks, water in. 
 
 187 Safety-valves, lifting of. 
 
 199 Funnel guys, examination of. 
 
 Examination of boilers 
 
 Water pressure test of 
 boilers. 
 
 211 I I'uilris. examlnati 
 
 1.-' Durability, estimated loss than thine years. 2. Water pressu; 
 test, report of. 
 
 x 1579 
 
194 
 
 Notations in E.R. Register — continued. 
 
 Section. 
 
 Article. 
 
 Subject. 
 
 Drill tests for wear and 
 waste of boilers. 
 
 234 
 
 Examination by Engineer Officer. 
 
 
 Screw propellers 
 
 242, 243 
 246 
 
 Zinc protectors, examination of. 
 Screw, weight to turn. 
 
 
 Steam boats - 
 
 316, 327 
 
 Steam or motor boat, number of hours in use. 
 
 
 Trials at sea at reduced 
 powers. 
 
 425 
 
 427 
 430 
 
 Curves of speed, H.P., and consumption. 
 Auxiliary machinery, coal expenditure for. 
 Report of trial. Form S. 346. 
 
 
 Passage and full power 
 trials at sea. 
 
 449 
 
 Report of trial, Form S. 346. 
 
 
 Ships paying off - - 
 
 462 
 
 Boilers, treatment of, Form S. 356A. 
 
 
 Miscellaneous - 
 
 482 
 487 
 
 Flooding valves, working of. 
 
 Bilge suction valves, examination of. 
 
 
 Coal and coal bunkers, 
 kc. 
 
 506 
 509 
 510 
 515 
 518 
 
 Fuel economising appliances, reasons for not using. 
 Ccal received, description of. 
 Coal received, quality of. 
 Bunker lids, time lifted. 
 Temperatures, coal bunkers. 
 
 
 Clerical duties 
 
 562 
 563 
 
 1. Quarterly report, state of machinery. 2. Machinery, 
 
 and defects. 
 Registers, fair, rough, and duplicate. 
 
 examination 
 
195 
 
 Reference Table for Corresponding Articles in Steam Manual 1906 
 
 and Steam Manual 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1 
 
 1 
 
 39 
 
 89 
 
 81 
 
 69 
 
 120 
 
 121 
 
 169 
 
 164 
 
 201 
 
 197 
 
 2 
 
 3 
 
 40 . 
 
 40 
 
 82 
 
 68 
 
 121 
 
 122 
 
 170 
 
 166 
 
 202 
 
 198 
 
 3 
 
 3 
 
 45 
 
 45 
 
 83 
 
 56-58 
 
 122 
 
 123 
 
 171 
 
 167 
 
 203 
 
 199 
 
 4 
 
 4 
 
 51 
 
 51 
 
 84 
 
 79 
 
 123 
 
 124 
 
 172 
 
 168 
 
 204 
 
 200 
 
 5 
 
 4 
 
 52 
 
 52 
 
 91 
 
 91 
 
 124 
 
 125 
 
 173 
 
 165 
 
 205 
 
 201 
 
 6 
 
 2 
 
 53 
 
 53 
 
 92 
 
 92 
 
 125 
 
 Omitted. 
 
 174 
 
 169 
 
 211 
 
 211 
 
 7 
 
 5 
 
 54 
 
 54 
 
 93 
 
 93 
 
 126 
 
 128 
 
 175 
 
 Omitted. 
 
 212 
 
 213 
 
 9 
 
 9 
 
 55 
 
 55 
 
 94 
 
 93 
 
 127 
 
 129 
 
 176 
 
 171 
 
 213 
 
 214 
 
 10 
 
 10 
 
 56 
 
 82 
 
 95 
 
 92 
 
 128 
 
 130 
 
 177 
 
 172 
 
 214 
 
 215 
 
 11 
 
 11 
 
 57 
 
 87 
 
 96 
 
 Omitted. 
 
 129 
 
 131 
 
 178 
 
 174 
 
 217 
 
 217 
 
 12 
 
 12 
 
 58 
 
 78 
 
 97 
 
 94 
 
 130 
 
 132 
 
 179 
 
 173 
 
 218 
 
 218 
 
 15 
 
 15 
 
 59 
 
 83 
 
 98 
 
 94 
 
 131 
 
 133 
 
 180 
 
 175 
 
 219 
 
 219 
 
 18 
 
 18 
 
 60 
 
 84 
 
 99 
 
 95 
 
 132 
 
 134 
 
 181 
 
 176 
 
 220 
 
 220 
 
 19 
 
 19 
 
 CI 
 
 85 
 
 100 
 
 96 
 
 133 
 
 107 
 
 182 
 
 177 
 
 221 
 
 221 
 
 20 
 
 20 
 
 62 
 
 86 
 
 101 
 
 97 
 
 134 
 
 135-140 
 
 183 
 
 178 
 
 222 
 
 222 
 
 21 
 
 21 
 
 G3 
 
 88 
 
 102 
 
 103 
 
 151 
 
 151 
 
 184 
 
 179 
 
 226 
 
 226 
 
 22 
 
 22 
 
 64 
 
 60 
 
 103 
 
 93 
 
 152 
 
 152 
 
 185 
 
 180 
 
 227 
 
 227 
 
 23 
 
 23 
 
 65 
 
 71 
 
 104 
 
 104 
 
 153 
 
 153 
 
 186 
 
 181 
 
 228 
 
 228 
 
 24 
 
 24 
 
 66 
 
 72 
 
 105 
 
 105 
 
 154 
 
 154 
 
 187 
 
 182 
 
 229 
 
 229 
 
 25 
 
 25 
 
 67 
 
 74 
 
 106 
 
 108 
 
 155 
 
 155 
 
 188 
 
 183 
 
 230 
 
 230 
 
 20 
 
 26 
 
 68 
 
 75 
 
 107 
 
 Omitted. 
 
 156 
 
 156 
 
 189 
 
 184 
 
 231 
 
 231 
 
 27 
 
 27 
 
 69 
 
 76 
 
 108 
 
 109 
 
 157 
 
 157 
 
 190 
 
 185 
 
 232 
 
 232 
 
 28 
 
 28 
 
 70 
 
 77 
 
 109 
 
 110 
 
 158 
 
 158 
 
 191 
 
 186 
 
 233 
 
 233 
 
 29 
 
 29 
 
 71 
 
 61 
 
 110 
 
 111 
 
 159 
 
 159 
 
 192 
 
 187 
 
 234 
 
 234 
 
 30 
 
 30 
 
 72 
 
 80 
 
 111 
 
 113 
 
 160 
 
 Omitted. 
 
 193 
 
 188 
 
 241 
 
 241 
 
 31 
 
 31 
 
 73 
 
 73 
 
 112 
 
 114 
 
 161 
 
 160 
 
 194 
 
 189 
 
 242 
 
 242 
 
 32 
 
 32 
 
 74 
 
 81 
 
 113 
 
 115 
 
 162 
 
 161 
 
 195 
 
 190 
 
 243 
 
 243 
 
 33 
 
 33 
 
 75 
 
 72 
 
 114 
 
 116 
 
 163 
 
 162 
 
 196 
 
 191 
 
 244 
 
 215 
 
 34 
 35 
 
 34 
 35 
 
 76 
 
 77 
 
 62 
 63 
 
 115 
 116 
 
 117 
 118 
 
 164 
 165 
 
 163 
 
 157 
 
 197 
 
 1 192 
 1 193 
 
 245 
 2511 
 
 246 
 
 36 
 37 
 
 36 
 
 37 
 
 78 
 79 
 
 65 
 
 66 
 
 117 
 
 118 
 
 119 
 Omitted. 
 
 166 
 
 167 
 
 166 
 166 
 
 198 
 199 
 
 194 
 195 
 
 252 
 253 
 
 Omitted. 
 
 38 
 
 38 
 
 80 
 
 G7 
 
 119 
 
 120 
 
 168 
 
 170 
 
 200 
 
 196 
 
 254 J 
 
 
 X 1579 
 
196 
 
 Reference Table — continued. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 255" 
 
 
 299 
 
 287 
 
 340 
 
 341 
 
 387 
 
 387 
 
 428 
 
 428 
 
 475 
 
 471 
 
 256 
 
 • 
 257 
 
 Omitted. 
 
 300 
 301 
 
 288 
 301 
 
 341 
 342 
 
 342 
 343 
 
 388 
 389 
 
 388 
 
 Omitted. 
 
 429 
 430 
 
 429 
 430 
 
 476 
 477 
 
 472 
 473 
 
 258. 
 259 
 
 126 
 
 302 1 
 
 303 ( 
 
 Omitted. 
 
 343 
 344 
 
 344 
 345 
 
 390 
 391 
 
 389 
 391 
 
 431 
 432 
 
 431 
 432 
 
 481 
 482 
 
 481 
 
 4K2 
 
 260 j 
 
 261 ) 
 
 Omitted. 
 
 304 
 305 
 
 303 
 
 304 
 
 345 
 346 
 
 346 
 347 
 
 392 
 393 
 
 Omitted. 
 392 
 
 433 
 434 
 
 59 
 60 
 
 483 
 484 
 
 483 
 484 
 
 271 
 
 261 
 
 306 
 
 305 
 
 351 
 
 351 
 
 394 
 
 393 
 
 435 
 
 57 
 
 485 
 
 485 
 
 272 
 
 262 
 
 309 
 
 309 
 
 352 
 
 352 
 
 395 
 
 394 
 
 436 
 
 433 
 
 486 
 
 486 
 
 273 
 
 274 
 
 263 
 
 264 
 
 311 
 312 
 
 311 
 312 
 
 353 
 
 357 
 
 353 
 
 357 
 
 396 
 397 
 
 395 
 396 
 
 441 | 
 
 442 1 
 
 441-443 
 
 487 
 488 
 
 487 
 488 
 
 275 
 
 265 
 
 313 
 
 313 
 
 358 
 
 358 
 
 400 
 
 400 
 
 443 
 
 448-449 
 
 489 
 
 489 
 
 276 
 
 266 
 
 314 
 
 314 
 
 361 
 
 361 
 
 401 
 
 401 
 
 444 
 
 446 
 
 490 
 
 490 
 
 277 
 
 267 
 
 315 
 
 315 
 
 362 
 
 362 
 
 402 
 
 402 
 
 445 
 
 450 
 
 491 
 
 491 
 
 278 
 279 
 
 268 
 269 
 
 316 
 317 
 
 Omitted. 
 316 
 
 363 
 
 364 
 
 363 
 364 
 
 403 
 404 
 
 403 
 
 404 
 
 446 1 
 
 447 j 
 
 447 
 
 492 
 493 
 
 Omitted 
 492 
 
 280 
 
 270 
 
 318 
 
 317 
 
 365 
 
 365 
 
 405 
 
 405 
 
 448 
 
 451 
 
 494 
 
 494 
 
 281 
 
 282 
 
 271 
 272 
 
 319 
 320 
 
 Omitted. 
 318 
 
 366 
 
 367 
 
 366 
 
 367 
 
 406 
 
 407 
 
 406 
 373 
 
 449 | 
 450) 
 
 444 
 
 506 
 507 
 
 506 
 
 507 
 
 283 
 
 273 
 
 321 
 
 319 
 
 368 
 
 368 
 
 408 
 
 407 
 
 451 
 
 445 
 
 508 
 
 508 
 
 281 
 
 274 
 
 322 
 
 320 
 
 369 
 
 369 
 
 411 
 
 411 
 
 456 
 
 456 
 
 509 
 
 509 
 
 285 
 286 
 
 275 
 276 
 
 323 j 
 
 324 ) 
 
 Omitted. 
 
 370 
 371 
 
 370 
 371 
 
 412 
 
 ( 411 
 1 412 
 
 461 
 462 
 
 461 
 462 
 
 510 
 
 511 
 
 510 
 511 
 
 287 
 
 277 
 
 327 
 
 327 
 
 372 
 
 372 
 
 413 
 
 413 
 
 463 
 
 463 
 
 512 
 
 512 
 
 288 
 289 
 
 278 
 279 
 
 328 
 329 
 
 328 
 329 
 
 373 
 
 375 
 
 373 
 375 
 
 415 
 416 
 
 415 
 
 416 
 
 464 j 
 465) 
 
 Omitted. 
 
 513 
 514 
 
 513 
 514 
 
 290 
 
 280 
 
 331 
 
 331 
 
 376 
 
 376 
 
 417 
 
 217 
 
 466 
 
 464 
 
 515 
 
 515 
 
 291 
 
 281 
 
 332 
 
 332 
 
 377 
 
 377 
 
 418 
 
 418 
 
 467 
 
 465 
 
 516 
 
 516 
 
 292 
 
 112 
 
 333 
 
 334 
 
 378 
 
 378 
 
 419 
 
 419 
 
 468 
 
 466 
 
 517 
 
 518 
 
 293 
 
 Omitted. 
 
 334 
 
 335 
 
 379 
 
 379 
 
 420 
 
 420 
 
 469 
 
 467 
 
 518 
 
 519 
 
 294 
 
 282 
 
 335 
 
 336 
 
 381 
 
 331 
 
 421 
 
 421 
 
 470 j 
 
 468 
 
 519 
 
 520 
 
 295 
 296 
 
 283 
 284 
 
 336 
 337 
 
 337 
 338 
 
 383 
 384 
 
 383 
 384 
 
 425 
 
 425 
 
 471 J 
 472 
 
 469 
 
 520 
 
 521 
 
 297 
 298 
 
 285 
 286 
 
 338 
 33fl 
 
 339 
 
 340 
 
 386 | 
 386) 
 
 385 
 
 426 
 427 
 
 426 
 
 427 
 
 473 
 474 
 
 470 
 Omitted. 
 
 521 
 522 
 
 522 
 523 
 
197 
 
 Reference Table — continued. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 1906. 
 
 1910. 
 
 523 
 
 524 
 
 530 
 
 Omitted. 
 
 540 
 
 540 
 
 547 
 
 547 
 
 554 
 
 554 
 
 569 
 
 569 
 
 524 
 
 526 
 
 531 
 
 532 
 
 541 
 
 541 
 
 548 
 
 548 
 
 561 
 
 561 
 
 575" 
 
 
 525 
 
 527 
 
 532 
 
 533 
 
 542 
 
 512 
 
 549 
 
 549 
 
 562 
 
 562 
 
 576 
 
 
 r,26 
 
 528 
 
 536 
 
 536 
 
 543 
 
 543 
 
 550 
 
 550 
 
 563 
 
 563 
 
 577 
 
 • 
 578 
 
 575 
 
 527 
 
 539 
 
 537 
 
 537 
 
 544 
 
 544 
 
 551 
 
 561 
 
 566 
 
 566 
 
 52 8 
 
 530 
 
 538 
 
 538 
 
 545 
 
 545 
 
 552 
 
 552 
 
 567 
 
 567 
 
 579 
 
 
 529 
 
 531 
 
 539 
 
 539 
 
 546 
 
 516 
 
 553 
 
 553 
 
 568 
 
 568 
 
 580. 
 
 
 s 
 
 N** 2 
 
198 
 
 INDEX. 
 
 A. 
 
 Article. 
 
 Absence of Engineer Officer from ship 81 
 
 Accidents, to avoid 84,190 
 
 Accounts, Store. (See Stores.) 566 et seq. 
 
 Acids 552 
 
 Action : — 
 
 Station bill for 71 
 
 Bunkers in ... ... ... ... ... ... ... ... ... 517,519 
 
 Precautions on going into ... ... ... ... ... ... 71,89,134,519 
 
 Exercises preparatory .. . ... ... ... ... ... ... 71,88,89,484 
 
 Additions 22,68 
 
 Air compressors 126,127 
 
 Aiy pumps ... ... ... ... ... ... ... ... ... 99,113 
 
 Airing stoves 26,162,163,180,320 
 
 Air pressure 56,57,269,447 
 
 Alkalinity of water in boilers 26,173,175,176,177 
 
 Alterations 22,68 
 
 Ammonia ice-making machines 129 et seq. 
 
 flasks for 132,133 
 
 „ on going into action ... 134 
 
 Appendix Pages 147-190 
 
 Appliances for economising fuel ... ... ... ... ... ... 506 
 
 Articles left on board on paying off ... ... ... ... ... ... 472 
 
 Artificers, &c, control of, instructions of ... 63,75,82 
 
 Artificers, No. of working hours 63,64 
 
 Ash pans 270,328 
 
 Ash pit doors :— 270 
 
 automatic 56, 196, 270 
 
 fenders to ... ... ... ... ... ... ... ... ... 507 
 
 Assistance : — 
 
 from deck ... ... ... ... ... ... ... ... ... 60 
 
 to be rendered by Engineer Officer ... ... ... ... ... ... 228 
 
 Automatic ash pit doors 196,270 
 
 Automatic valves 203,485 
 
 Auxiliary feed pumps 387 
 
 Auxiliary machinery 70, 72, 122 et seq., 261, 371, 381, 541 et seq. 
 
 Auxiliary machinery, lubrication of . . . ... 1 06 
 
 Auxiliary purposes, coal for 61 
 
 B. 
 
 Bag lockers, stowage of 551 
 
 Ballast, water 489 
 
 Bearings : — 
 
 to be watched at full power 447 
 
 wateron 96,97,369 
 
 Bilges : — 
 
 pumps ... ... ... ... ... ... ... ... ... ••• 85 
 
 pipes in ... ... ... ... ... ... ... ... ••• 32, 328, 332, 357 
 
 Blown-down valve 188 
 
 Blow-off, silent 108,194,328 
 
 Boats : — 
 
 steam and torpedo 311 et seq. 
 
 boilers to be tested ... ... ... ... ... ... ... ••• 218 
 
 defects ... ... ... ... ... ... ... ... ••• ••• 317 
 
 drill test of boilers 227 
 
 fire bars 328 
 
 in reserve 301 et seq. 
 
INDEX. 
 
 199 
 
 Boats — continued. 
 
 
 
 Article. 
 
 on detached service 
 
 
 ... 
 
 ... 327 
 
 on paying off 
 
 
 
 ... 465 
 
 safety valves to be examined . . . 
 
 
 ... 
 
 ,.. 315 
 
 hours in use 
 
 
 
 ... 316 
 
 with stokeholds under pressure 
 
 ... ... ... 
 
 
 ... 328 
 
 Boiler : — 
 
 
 
 
 mountings 
 
 171, 
 
 186, 
 
 187, 188, 189, 264 
 
 stop valves 
 
 .. ... ... *.. 
 
 
 ... 95, 197 
 
 Boilers : — 
 
 
 
 
 accidents to men working in . . . 
 
 .. ... ... ... 
 
 
 ... 190,379 
 
 airing stoves 
 
 
 
 ... 180 
 
 arrest of decay ... 
 
 .. ... ... ... 
 
 
 ... 163, 166 
 
 ash-pit doors, automatic 
 
 
 
 ... 196 
 
 Belleville 
 
 . . ... ... ... 
 
 
 ... 159,194 
 
 blow- down cocks 
 
 
 
 
 ... 188 
 
 bulging ... 
 
 
 
 ... 158 
 
 change of water in 
 
 
 
 ... 177,277 
 
 cleaning of 
 
 ... • • • ... 
 
 
 160, 177, 183 
 
 „ tubes ... 
 
 
 
 ... 183 
 
 condition of ... 
 
 '.'.'. ... ... 152, 154 
 
 „ „ water in ... 
 
 26, 162, 172 et 
 
 seq., 265, 268, 275 
 
 corrosion in 
 
 
 
 161, 166, 170 
 
 cylindrical soda in 
 
 
 
 ... 175 
 
 density in 
 
 
 
 172, 173, 174, 275 
 
 deposits in 
 
 * • ... ... ... 
 
 
 156, 159, 160 
 
 durability of 
 
 
 
 154, 222, 232 
 
 examination of . . . 
 
 24, 152," 211 et'seq., 226 
 
 264 
 
 313, 320, 375, 465 
 
 explosive mixture in ... 
 
 . • . • . ... ... 
 
 
 ... 189 
 
 external parts 
 
 
 
 ... 185,191 
 
 fastenings of mounting 
 
 
 ., 
 
 ... 171 
 
 foul air in 
 
 
 
 ... 189 
 
 fresh water for ... 
 
 '.'. ... ... 26,162 
 
 172 
 
 181, 182, 265, 275 
 
 fusible plugs 
 
 
 
 ... 159 
 
 history sheets ... 
 
 
 .. 
 
 ... 153 
 
 internal preservation of 
 
 
 
 . . . 161 et seq. 
 
 lagging 
 
 
 
 ... 26, 185 
 
 leakage in 
 
 
 
 158, 272, 273 
 
 lime in . . . 
 
 
 
 ... 176 
 
 no oil or tallow to be placed in 
 
 
 
 ... 157,277 
 
 not to be blown out 
 
 
 
 ... 179 
 
 of tugs and yard craft 
 
 
 
 ... 212 
 
 of torpedo boats and destroyers 
 
 '.! 264,265, 268, 2,69 et seq. 
 
 overheating of tubes ... 
 
 . . ... ... ... 
 
 
 ... 159 
 
 Portland cement 
 
 
 
 ... 166 
 
 precautions against fire 
 
 
 
 72, 107, 135,200 
 
 „ before entering ... 
 
 
 
 189, 190, 351, 379 
 
 „ „ opening ... 
 
 
 
 ... 189 
 
 pressure in 
 
 ... ... ... 
 
 
 ... 193,194 
 
 „ to be reduced 
 
 
 
 ... 93, 155 
 
 preservation, internally 
 
 
 
 162, 163-169 
 
 protection, methods of 
 
 
 
 ... 161 et seq. 
 
 „ from frost 
 
 
 
 
 ... 26,162 
 
 regulating water test pressure 
 
 
 
 ... 220 
 
 report on 
 
 .'!.' .*.! 155, 
 
 170, 
 
 222, 227, 232, 234 
 
 responsibility 
 
 
 
 ... 154, 202 
 
 safety of, on trials 
 
 . . ... ... • . . 
 
 
 ... 364 
 
 „ valves ... 
 
 
 
 155, 315, 376, 378 
 
 shore water 
 
 
 
 ... 172 
 
 shortness of water 
 
 
 
 ... 202 
 
 steam to be raised slowly 
 
 
 
 
 ... 58, 192 
 
 stop valves 
 
 
 
 95, 197, 378, 540 
 
 sudden change of temperature to be 
 
 avoided 
 
 
 ... 192 
 
 test by drilling, &c. 
 
 
 
 ... 226 et seq. 
 
 „ water pressure 
 
 
 
 217 et seq., 375 
 
 to be kept free from soot 
 
 
 
 ... 183 
 
 to be kept full 
 
 
 
 ... 26, 162 
 
 to be worked at full power 
 
 
 
 ... 5«, 57, 77 
 
 treatment of ... 
 
 
 ... 
 
 ... 232 
 
 tube cleaning, apparatus for . . . 
 
 
 ... 
 
 ... 184 
 
200 
 
 INDEX. 
 
 Boilers — continued. 
 
 Article. 
 
 vessels, special service 
 
 70,211,218 
 
 water for 
 
 181 
 
 water gauge fittings ... 
 
 201 
 
 water in . . . 
 
 268,277 
 
 water pressure test, report of . . . 
 
 222 
 
 water tube, fire extinguishers 
 
 ... 194,195,272,328,320 
 
 „ instructions for working... 
 
 192,201,202 
 
 „ searching of tubes 
 
 159 
 
 „ steam may be raised rapidly 
 
 192 
 
 „ tube history sheet 
 
 20,153 
 
 weakness in 
 
 154,155,220 
 
 wear to be equal ... ... ... * . . . 
 
 178 
 
 when empty 
 
 180 
 
 when injured ... 
 
 195,272 
 
 when stopping engines 
 
 194 
 
 withdrawing of tubes ... 
 
 158 
 
 wood to be cleared from 
 
 377 
 
 small tube and Yarrow large type ... 
 
 230 
 
 other large types ... ... ... 
 
 231 
 
 zinc angle bars ... 
 
 164 
 
 zinc slabs 
 
 ... 163 et seq. 
 
 Bolts of main bearings, &c 
 
 97 
 
 Book of questions 
 
 39 
 
 Book of weights 
 
 19 
 
 Books, sketch and measurement ... 
 
 20,22, 68 
 
 Bottoms of ships, holes in 
 
 29 
 
 Bulkheads : — 
 
 
 distinguishing of 
 
 341 
 
 not to be cut 
 
 490 
 
 valves in... 
 
 490 
 
 Bunkers. (See Coal.) 
 
 508, 512 et seq. 
 
 c. 
 
 
 Carbonic anhydride machines : —   
 
 129,131 
 
 flasks for 
 
 132,133,134 
 
 Cement 
 
 166,331,332,334 
 
 Certificates : — 
 
 
 of acquaintance 
 
 45 
 
 of readiness for trial ... 
 
 378 
 
 not to be given to contractors 
 
 494 
 
 Change of water in boilers 
 
 177,277 
 
 Charge of machinery during trials 
 
 ... 363,384,403,412,415 
 
 Chief Stokers 
 
 351 
 
 Chocks to be examined 
 
 Ill 
 
 Circuits, &c. : — 
 
 
 to be distinguished by colour 
 
 31 
 
 Circulars : — ... 
 
 9-12 
 
 list of 
 
 Pages 131, 132 
 
 notation of 
 
 9, 11 
 
 to be supplied ... 
 
 10 
 
 Circulating pumps 
 
 388 
 
 Classes of steam trials 
 
 361 
 
 Cleaning : — 
 
 
 boilers ... 
 
 160,177 
 
 Clearances and leads 
 
 100,112 
 
 Clerical duties < 
 
 ... 561 et seq. 
 
 Closed auxiliary exhaust .' 
 
 121 
 
 Closing up machinery precautions 
 
 113 
 
 Coal:— 
 
 
 bags ... ... ..'. 
 
 551 
 
 bunkers... 
 
 508, 512 et seq. 
 
 ,, in action 
 
 517,519 
 
 „ gas in ... 
 
 ... 512 et seq. 
 
 „ precautions against explosion 
 
 ... 351,514,515,516,518 
 
 „ ■> „ ,1 when coaling 
 
 512,513,523 
 
 „ safety lamps 
 
 514, 526 
 
 „ stowage in ... ... ... 
 
 513 
 
INDEX. 
 
 201 
 
 Coal — continued. 
 
 bunkers' temperature to be noted 
 „ ventilation of 
 
 description 
 
 economical consumption 
 
 for auxiliary machinery 
 
 for culinary purposes . . . 
 
 coal in action ... 
 
 measurement of, on trials 
 
 quality of 
 
 quantity received on board 
 
 scale of measurement . . . 
 
 shoots 
 
 small to be reburnt 
 
 stowage of 
 
 survey on 
 
 to be used on trials 
 
 trimming of 
 
 „ before coaling 
 
 use on colonial service 
 
 Welsh for T.B. and T.B.D. 
 
 Coaling ships 
 
 Coaling gear, to be checked 
 Coast-guard ships, trials of 
 Cocks, Sec. : — 
 
 to be worked 
 
 sea and flooding 
 Collision, precautions after 
 Combustible matter, placing of 
 Communication with deck 
 
 Completion trial 
 
 Condensers 
 
 Condenser tubes 
 
 Confined spaces : — 
 
 men employed in 
 
 red lead not to be used 
 Consumption and speed curves 
 Contractors : — 
 
 new machinery ... 
 
 trials 
 
 testimonials forbidden 
 Control of artificers and stokers. . . 
 Corrosion : — 
 
 in boilers 
 
 condensers 
 
 feed tanks 
 Cotton waste 
 Coupling belts 
 Cylinders : — 
 
 jackets, draining of 
 
 to prevent water passing into 
 
 warming of 
 
 Dampers, uptake 
 
 Defects: — 
 
 materials for 
 Density : — 
 
 of feed water ... 
 
 in boilers 
 
 Discharge plugs 
 
 Distilling apparatus 
 Distinguishing of bulkheads 
 Docking : — 
 
 of ships 
 
 to report 
 Dockyard hands: — 
 
 paying off into 
 
 D. 
 
 Article. 
 
 518 
 
 ... 276,512,513,515.516 
 
 509 
 
 61, 91 etseq., 506 
 
 427 
 
 520 
 
 517,519 
 
 428 
 
 510 
 
 508 
 
 521 
 
 512 
 
 507 
 
 513,519 
 
 521 
 '.'.'. 385,' 406,'413, 417, 428 
 
 512,519 
 
 512 
 
 522 
 
 ... 511 
 
 508,523 
 
 508 
 
 445 
 
 481,482,542 
 
 25, 33, 34, 35, 69, 481, 482 
 539 
 .'.'.' 543,547, 548, 549 
 
 84 
 
 37 
 
 116 et seq., 279, 280 
 116,118,119,280 
 
 ... 351 et seq. 
 
 352,353 
 
 425,446 
 
 ... 18 et seq. 
 361 et seq., 375 et seq., 381, 383 et seq. 
 
 494 
 
 78,82 
 
 ... 161 et seq. 
 
 117,118,119 
 
 115,347 
 
 547,548 
 
 97 
 
 92,94,266 
 
 537 
 
 94,266 
 
 ... 192 
 
 62, 65-69. 317, 337, 461, 481 
 66 
 
 173 
 
 172-174,275 
 
 27,488 
 
 125,189 
 
 341 
 
 33,34,35,69,488 
 
 35 
 
 461-463, 467, 468, 470-473 
 
202 INDEX. 
 
 Article. 
 
 Double bottoms, precautions when cleaning 351 et seq. 
 
 Downtou pumps 358, 481, 542 
 
 Drainage of pipes, &c 94,102,105,107 
 
 Draining engines 94,102,266 
 
 Draught, natural and forced ... ... ... ... ... ... ... 56,58 
 
 Drawings : — 
 
 thickness of plating to be noted ... ... ... ... ... ... 343 
 
 to be accessible to Engineer Officers ... ... ... ... ... 21,52 
 
 to be retained ... ... ... ... ... ... ... ... ... 472 
 
 Drawing : — 
 
 to be returned 342,472 
 
 to be supplied 20,21,68,152,342 
 
 Drill test: — 
 
 omission of ... ... ... ... ... ... ... ... ... 234 
 
 of boilers 152, 221, 226 et seq. 
 
 Drums, oil, &c 106,549,550 
 
 Duration of trials 392, 404, 411, 442, 443, 444, 445, 456 
 
 Duties of Engineer Officers 15, 74, 75, 79, 80, 82, 83, 84, 86, 87, 88, 154 
 
 E. 
 
 Economical : — 
 
 rate of speed 59,91 
 
 working of engines ... ... ... ... ... ... ... 61, 91 et seq. 
 
 Ejectors 271 
 
 Electrical, circuits, &o 31,553 
 
 Electric light apparatus ... ... ... ... ... ... ... ... 553 
 
 Emergency valves 266,364,371,387,537 
 
 Emptying boilers 179 
 
 Engineer Captain : — 12,51,53 
 
 to attend trials 373,394,412 
 
 to examine machinery... ... ... ... ... ... ... 51,54,226,465 
 
 to examine officers ... ... ... ... ... ... ... ... 45 
 
 to examine steam manuals ... ... ... ... ... ... ... 12 
 
 Engineer Officer : — 
 
 absence of, from ship ... ... ... ... ... ... ... ... 81 
 
 care of boilers ... ... ... ... ... ... ... ... 4, 154 et seq. 
 
 definition of term ... ... ... ... ... ... ... ... 5 
 
 duties and responsibilities. (See also Duties.) ... ... ... 3,15,23,24,154 
 
 instruction of midshipmen ... ... ... ... ... ... ... 73 
 
 of the watch 78, 82 et seq. 
 
 raising steam ... ... ... ... ... ... ... ... ... 23 
 
 responsible for stores ... ... ... ... ... ... ... ... 23,566 
 
 to assist in survey when paying off ... ... ... ... ... ... 472 
 
 to attend trials ... ... ... ... ... ... ... ... 363 
 
 to be supplied with specification ... ... ... ... ... ... 18 
 
 to examine boilers 23,211,226,234 
 
 to examine machinery .. . ... ... ... ... ... 23,24,36,51,113,264 
 
 to furnish estimate of stores ... ... ... ... ... ... ... 569 
 
 to have charge of stores and fixtures ... ... ... ... ... 15,23,566 
 
 to have charge of safety lamps ... ... ... ... ... ... 514 
 
 to keep watch ... ... ... ... ... ... ... ... ... 71 
 
 to make himself acquainted with machinery, &c. ... ... ... ... 52,151 
 
 to make himself acquainted with ship and fittings .... 21,45, 52 
 
 to make representation ... ... ... ... ... ... ... 22,55 
 
 to make sketches 20,22 
 
 to obtain certificates ... ... ... ... ... ... ... ... 45 
 
 to point out alterations desirable ... ... ... ... ... ... 22 
 
 to prepare book of weights ... ... ... ... ... ... ... 19 
 
 to prepare list of defects ... ... ... ... ... ... ... 65,66,461 
 
 to prepare watch and station bill ... ... 39, 71 
 
 to render assistance in drill test 228 , 
 
 to report case of fire ... ... ... ... ... ... ... ... 23 
 
 to report docking ... ... ... ... .. ... ... ... 35 
 
 to report on work in hand ... ... ... ... ... ... ••• 67 
 
 to report state of machinery, &c ... 53 
 
 to report when necessary to put into port ... ... ... ... ... 65 
 
 to see that staff are conversant with their duties ... ... ... ... 74 
 
 to visit E.R. department frequently ... 72 
 
INDEX. 203 
 
 Engineer Officer — continued. Article, 
 
 to watch construction ... ... ... ... ... ... ... ... 18, 24 
 
 when in charge of more than one ship ... ... ... ... ... 40 
 
 when men are working in boilers ... ... ... ... ... ... 190,379 
 
 „ • „ »j • , r 12, 18, 19, 32, 53, 226, 377, 378 
 
 Engineer Bear- Admiral:- { 385,394,403,412 
 
 to approve watch bills... ... ... ... ... ... ... ... 39 
 
 to attend trials 372,373,385,394,403,412 
 
 to be supplied with specification ... ... ... ... ... ... 18 
 
 to examine machinery ... ... ... ... ... ... ... 36 
 
 to examine officers ... ... ... ... ... ... ... ... 45 
 
 to examine steam manuals ... ... ... ... ... ... ... 12 
 
 to inspect machinery ... ... ... ... ... ... ... ... 54 
 
 Engine-room Artificers : — 
 
 control of • 82 
 
 instruction of . . . ... ... ... ... ... ... ... ... 75 
 
 to act on emergency ... ... ... ... ... ... ... ... 364 
 
 working hours ... ... ... ... ... ... ... ... ... 64 
 
 Engine-room Department, inspection of 72 
 
 Engine-room Staff: — 541 
 
 instruction and training ... ... ... ... ... 74,76,151,492,541 
 
 Engines : — 
 
 economical working of ... ... ... ... ... ... 61, 91 et seq. 
 
 examination of 23,24,36,51,113,264 
 
 internal parts 104,281 
 
 to be drained 94,102,266 
 
 to be gradually worked up at full power ... ... ... ... ... 447 
 
 to be moved 110,122 
 
 when done with 109,278 
 
 to be stopped ... ... ... ... ... ... ... ... ... 538 
 
 Evaporators 125, 189 
 
 Examinations of: — - 
 
 boilers 23, 211 et seq., 219, 226 ct seq., 264, 313, 375, 465 
 
 hull 331 et seq. 
 
 machinery after trials... ... ... ... ... ... ... ... 36,38 
 
 machinery in commission ... ... ... ... ... ... ... 113 
 
 machinery, new ... ... ... ... ... ... ... ... 36 
 
 machinery previous to trials ... ... ... ... ... ... ... 375 ct seq. 
 
 machinery, under water fittings ... ... ... ... ... ... 33,69 
 
 Excessive rise in density 174 
 
 Expansion couplings 101 
 
 Expansive working of steam 91 ct seq. 
 
 Explosive mixture in boilers and evaporn tors 189 
 
 F. 
 
 Feed arrangements 201,202,268 
 
 Teed water : — 
 
 density of ... ... ... ... ... ... ... ... ... 173 
 
 tanks 105,115,275,347 
 
 temperature of . . . ... ... ... ... ... ... ... ... 172 
 
 Filters, grease 105 
 
 Fire : — 
 
 extinguishers ... ... ... ... ... ... ... ... ... 194 
 
 precaution against 23, 72, 135, 200, 526, 541 et seq., 553, 554 
 
 report on ... ... ... ... ... ... ... ... ... 23 
 
 wood 520 
 
 Fixtures 23 
 
 Flasks, ammonia and carbonide-anhydride machines .. . 132-134 
 
 Forced draught 56, 58 
 
 Forced lubrication 98,99,105,106,107 
 
 Foul air in boilers 189 
 
 Fresh water: — 
 
 for boilers 172,181,182,265,271 
 
 not to be wasted ... ... ... ... ... ... ... ... 271 
 
 Friction tests 245,246 
 
 Fuel:— 
 
 left on board after contractors' trials 386 
 
 oil, flash point 525 
 
 patent 521,527 
 
204 
 
 INDEX. 
 
 Full Power Trials, at sea 
 
 Funnel Guys 
 
 Funnels : — 
 
 examination of... 
 painting of 
 
 Article. 
 441 et seq. 
 199 
 
 229 
 198, 199 
 
 G. 
 
 Galvanic action, precautions 
 Gauges to be tested 
 Gear insecure to be made fast 
 Grease Filters 
 
 32, 357, 358 
 .. 264,376 
 .. 103,536 
 .. 105 
 
 H. 
 
 Helm, not hard over on trials 
 Holes not to be cut in the bulkheads 
 
 through ship's bottom ... 
 Hulls :— 
 
 of ships ... 
 
 of torpedo boats and destroyers 
 
 surveys on 
 Hydraulic : — 
 
 jacks 
 Hydrometer ... 
 
 ... 368,418 
 ... 490 
 
 ... 29,342 
 
 . . . 331 et seq. 
 
 ... 304,305 
 262, 263, 305 
 
 ... 491 
 ... 173 
 
 I. 
 
 Ice-making machines 
 
 India-rubber : — 
 
 valves, preservation of 
 
 Indicator diagrams 
 
 Indicators ... 
 
 Inflammable Stores 
 
 Injury to boilers 
 
 Inner-bottom plating \ 
 
 Inspection : — 
 
 of engine-room department . . . 
 
 before paying off 
 Instruction of officers in steam . . . 
 Instructions : — 
 
 in use of water- tube boilers . . . 
 
 respecting torpedo boats abroad 
 „ use of red lead 
 
 stores and store accounts 
 Internal : 
 
 feed pipes 
 
 lubricant 
 
 parts of engines 
 Internal combustion engines : — 
 
 air reservoirs 
 
 clutch 
 
 crank chambers 
 
 cylinder covers, &c. 
 
 diagrams 
 
 Diesel . . . 
 
 firing 
 
 lubrication 
 
 naked lights 
 
 pistons, &c. 
 
 starting arrangements 
 
 temperature, lubricating oil, &c. 
 
 vaporisers 
 
 93 
 
 104 
 
 120, 366, 372 
 
 105, 106, 137 
 
 ... V1H et seq. 
 
 ... 114 
 373, 393, 431, 446 
 
 ... 120,393 
 
 ... 549,550 
 
 ... 195 
 332, 334, 336, 339 
 
 54, 72 
 
 464, 467 
 
 73 
 
 192, 202 
 
 309 
 352, 353 
 566 et seq. 
 
 157. 
 
 26 
 
 274, 281, 528 
 104, 281 
 
 139 
 139 
 136 
 138 
 140 
 140 
 140 
 137 
 135 
 140 
 139 
 138 
 136 
 
 Jackets, cylinder 
 
 66, 92,94, 113 
 
INDEX 
 
 205 
 
 L. 
 
 Lagging on boilers 
 
 Lamps, extinguishing of ... 
 
 Leads of slides 
 
 Lights, extinguishing of . . . 
 
 Lime, use of 
 
 Linking up of Engines 
 
 List of defects 
 
 Load water line to be marked 
 
 Loss of fresh water to be guarded against 
 
 Lubricant, internal, to be reduced 
 
 Lubricating oils, instructions for use of, at various powers, &c. 
 
 Lubrication, forced 
 
 Article. 
 
 26,185 
 
 544 
 
 112 
 
 546 
 
 176,338 
 
 92 etscq. 
 
 06 
 
 30 
 
 172 
 
 ...101, 105, 137,274 
 
 106,528 
 
 98, 99, 105, 106, 107 
 
 Machinery : — 
 
 auxiliary 
 
 changes to be noted ... 
 
 completion of ... 
 
 closing up 
 
 defects ... 
 
 examination of... 
 
 „ „ on paying off 
 
 new 
 
 not to be strained 
 
 of ships in Commission 
 
 of torpedo boats and destroyers 
 
 orders tending to injure 
 
 precautions to prevent injury 
 
 preservation of . . . 
 
 to be kept in good condition 
 
 trials, responsibility for 
 
 Machines, tools, &c 
 
 Main drain 
 
 Magazine cooling machinery 
 
 Magazines, flooding of 
 
 Manual, steam : — 
 
 notation of circulars ... 
 
 particulars to be inserted 
 
 ships 
 
 ships, to be accessible 
 
 to be examined 
 
 to whom to be supplied 
 
 Materials for defects ... 
 
 Measured Mile trials 
 
 Mechanicians, number of working hours 
 Mineral oil: — 
 
 for internal parts 
 
 not to be used for lights 
 
 Motors 
 
 Motor boats 
 
 Mountings on boilers 
 
 M. 
 
 70, 122 et seq., 266, 371, 381 
 
 22 
 
 37 
 
 113 
 
 62,63,65,66 
 
 23, 24, 36, 51, 113, 264, 375 et seq. 
 465,468,470,471,473 
 
 ... 18 et seq 
 269 
 
 ... 51 et seq. 
 
 ... 261 et seq. 
 
 55 
 
 103,113 
 
 : 92 
 
 23 
 
 363 
 
 80 
 
 487 
 
 129-131 
 
 482 
 
 1-5,472 
 
 9-12 
 ... ... ... 3,4,22, 68f575 
 
 4,22,68,472 
 
 4 
 
 12,54 
 
 3 
 
 66 
 
 370, 415 et seq. 
 
 64 
 
 104,105,157,274,281,528 
 
 ' ... 545 
 
 15,575 
 
 135-140 
 
 171,186-188,197,264 
 
 N. 
 
 Naked lights 
 
 Natural draught 
 
 New Machinery ... 
 
 Notice of steam trials, to Admiralty 
 
 107,135,351,514,526,549 
 56, 59, 60, 404, 426, 442,443, 446, 447 
 ... 18 et seq. 
 362 
 
 0. 
 
 Objects of steam trials 
 Observations during trials 
 
 391, 402, 405 
 ... 366-368 
 
206 INDEX. 
 
 Officers : — Article, 
 
 instruction in steam ... ... ... ... ... ... ... ... 73 
 
 to act on emergency ... ... ... ... ... ... ... ... 364 
 
 to attend trials 363, 365, 372, 373, 385, 394, 403, 407, 412 
 
 to exercise vigilance ... ... ... ... ... ... ... ... 363,385 
 
 Oil:— 528 et seq. 
 
 for lighting purposes ... 529-531,545 
 
 for navigating purposes ... ... ... ... ... ... ... 386 
 
 for other departments ... ... ... ... ... ... ... 533 
 
 in boilers 105,157 
 
 storage of 106,530,531,548,549 
 
 temperature of ... ... 107,138 
 
 Oil engines ... ... ... 135 et seq. 
 
 Oil fuel 192,442,443,524,525,526 
 
 Oil fuel sprayers 524 
 
 Orders tending to injure machinery ... ... ... ... ... ... 55 
 
 P. 
 
 Partial Repair Trials 411-413,414 
 
 Particulars of Machinery 3,4,575 
 
 Passage and Full Power Trials ... 441 et seq. 
 
 Patent Puel 521,527 
 
 Faying off... ... ... ... ... ... ... ... ... 414, 461 et seq. 
 
 trial ... ... 456 
 
 Pipes, &c. : — 
 
 drainage of 94,102,105,197 
 
 in bilges 32,328,332,357 
 
 steam 70,282 
 
 to be distinguished by colours ... ... ... ... 31 
 
 underwater ... ... ... ... ... ... ... ... ... 33,69 
 
 Pistons, wear of 113 
 
 Position of holes through bottom 29,342 
 
 Powers at which sea trials should be made ... 59, 426 
 
 Precautions : — 
 
 after collision ... ... ... ... ... ... ... ... ... 539 
 
 after steaming ... ... ... ... ... ... ... ... ... 109, 278 
 
 against accidents to men in boilers ... ... ... ... ... ... 190,379 
 
 „ fires, &c 23, 72, 200, 541 ei se<z., 553, 554 
 
 ,, galvanic action ... ... ... ... ... ... 32,357,358 
 
 before entering boilers 189,190,351,379 
 
 before entering coal bunkers ... ... ... ... ... ... ... 351 
 
 in case of danger ... ....... ... ... ... ... ... 364 
 
 in case of ramming ... Ill, 536 et seq. 
 
 in cold weather ... ... ... ... ... ... ... ... 162,283 
 
 on opening and closing machinery ... ... ... ... ... ... 113 
 
 on opening boilers ... ... ... ... ... ... ... ... 189 
 
 on opening crank chambers, &c. ... ... ... ... ... ... 107,135 
 
 on removing turbine propellers ... ... ... ... ... ... 244 
 
 when boiler is injured .. . ... ... ... ... ... ... ... 195 
 
 when cleaning double bottoms ... ... ... ... ... ... 351-353 
 
 when levelling air system ... ... ... ... ... ... ... 127 
 
 when refitting ammonia flasks ... ... ... ... ... ••• 133 
 
 with refrigerating machinery ... ... ... ... ... ••• 130,131 
 
 Preliminary Trials 371,375,381 
 
 Presence of Officers on trials 363, 365, 372, 373, 385, 394, 403, 407, 412 
 
 Preservation of boilers, internally 162,163-169 
 
 Pressure Gauges to be tested 264,376 
 
 Pressure to be reduced at easy speed 93 
 
 Priming in boilers... ... ... ... ... ... ... ... •■• 275 
 
 Printed Notice, fire precautions and use of safety lamps 351,554 
 
 Propeller, Screw 241 et seq., 286 
 
 coating of ... ... ... ... ... ... ... ... .   • 285 
 
 shafting 99,243,244.245.246.285 
 
 friction tests 245.246 
 
 zinc protectors' .. . ... ... ... .. .. ... ... .•• 242,286 
 
 Pumps : — 
 
 and gearing ... ... ... ... ... ... ... ... 481,541,542 
 
 bilge 85 
 
INDEX. 
 
 207 
 
 % 
 
 Pumps — continued. 
 circulating 
 Downton 
 electric bilge . . 
 
 Q. 
 
 Quarterly examination and reports: — 
 
 of boilers 
 
 of hulls ... 
 
 Quarterly passage trials , 
 
 Quarterly raising steam special service vessels 
 Questions, book ^of 
 
 Article. 
 388 
 '.'.'. 358, 481, 542,575 
 481, 542, 575 
 
 211 et seq. 
 331, 336 
 
 441 et seq. 
 70 
 39 
 
 B. 
 
 Raising steam 
 
 Ramming, precautions in case of 
 Records and returns ... 19, 51, 
 
 152, 
 
 Red lead : — 
 
 instructions as to use of 
 
 not to be used in confined spaces 
 
 when used 
 
 Reducing valves 
 
 Reduction of pressure at easy speeds . 
 Refrigerating Machines 
 Register, Engine-room 
 Register, Engine-room, notations in : 
 air compressors, test of 
 air pressures 
 auxiliary machinery ... 
 bilges 
 boilers, change of water 
 
 „ cleaning 
 
 „ condition of ... 
 
 „ condition of water in... 
 
 „ density in 
 
 „ drill test 
 
 „ durability 
 
 „ emptying of ... 
 
 „ examination ... 
 
 „ not in use 
 
 ,, reduction of pressure 
 
 „ treatment of ... 
 
 „ water pressure tests ... 
 bunker lids, when off ... 
 bunkers, temperature in 
 chocks and ties 
 closed exhaust ... 
 coal for auxiliary machinery ... 
 ,, quality of ... 
 „ received on board 
 condition of zinc protectors ... 
 
 „ of zinc slabs 
 defects ... 
 economising fuel 
 employment of stokers outside E.R. 
 examinations . . . 
 feed water tanks 
 fresh water received 
 friction tests . . . 
 funnel guys 
 general information 
 ice-making machines 
 india-rubber valves 
 indicator diagrams 
 lime, use of 
 
 23,70,105 
 
 192, 197, 265, 315 
 
 
 111, 536 et seq. 
 
 153, 211, 222, 229, 232. 233, 
 
 234,301,331-333, 
 
 336, 344, 376, 461, !4 et seq., 562 
 
 
 ... 353 
 
 
 ... 352 
 
 
 ... 352 
 
 
 ... 352 
 
 
 ... 193 
 
 
 93 
 
 
 ... 128-131 
 
 
 ... 562,563 
 
 
 ... 126, 139 
 
 
 56 
 
 
 ... 122, 124 
 
 
 85 
 
 
 ... 177 
 
 
 ... 160 
 
 
 ... 154 
 
 
 ... 173-176 
 
 
 ... 173,174 
 
 
 ... 226,234 
 
 
 ... 154,222 
 
 
 ... 177,179 
 
 
 211 et seq., 234 
 
 
 ... 162 
 
 
 ... 155 
 
 
 ... 462 
 
 
 ... 217 et seq. 
 
 
 ... 515 
 
 
 ... 518 
 
 
 ... Ill 
 
 
 ... 121 
 
 
 ... 61,427 
 
 
 ... 510 
 
 . ... ... ... 
 
 ... 509 
 
 
 ... 242 
 
 
 ... 164 
 
 
 ... 67,69,562 
 
 
 ... 92,506 
 
 department ... 
 
 78 
 
 ... 69,111,113,114 
 
 115, 122, 123, 562 
 
 
 ... 115 
 
 
 ... 181 
 
 
 ... 246 
 
 
 ... 199 
 
 
 
 ... 83,86 
 
 
 . . . 129 et seq. 
 
 
 ... 114 
 
 . ... ... ... 
 
 ... 93, 120 
 
 . 
 
 ... 176 
 
208 
 
 INDEX. 
 
 Register, Engine-room, notations in — continued. 
 
 orders received, injurious 
 
 propeller shafting 
 
 quarterly reports 
 
 refrigerating machines 
 
 repairs ... 
 
 representations 
 
 safety valves, lifting of 
 
 signatures of officers ... 
 
 soda, use of 
 
 spare gear 
 
 steam boats, use of 
 
 steering engine 
 
 suggestions 
 
 survey on machinery ... 
 
 telegraphs 
 
 trials, reports ... 
 
 turning engines 
 
 under- water fittings ... 
 
 using steam expansively 
 
 valves, I.R. 
 
 water for boilers 
 
 water in bilge ... 
 
 water in M.F. and R.F. tanks 
 
 zinc protectors 
 
 Register, Engine-room :— 
 
 duplicate of 
 
 rough ... 
 
 transmission of 
 Repair : — 
 
 partial, trials ... 
 
 thorough, trials 
 Reports : — 
 
 of alterations proposed 
 
 of condition of machinery 
 
 of docking 
 
 of examination .. . ... ... ... ... 23,36, 
 
 of inspection, paying off 
 
 of trials 318, 367, 372, 373, 389, 393, 394, 400, 
 
 omission of trials 
 
 on corrosion in boilers 
 
 on Engineer Officer ... 
 
 on reduction of pressure 
 
 telegraphic 
 
 water pressure test 
 
 Reserve feed tanks 
 
 Reservoirs, air 
 
 Responsibilities of Engineer Officer 
 
 Responsibility on trials .. , > 
 
 Reversing gear, trial of 
 
 Rough Engine-room Register 
 
 Rubbish to be removed 
 
 Rust to be removed <rom hull 
 
 s. 
 
 Safety lamps 
 Safety valves :— 
 
 to be examined 
 
 to be lifted 
 
 Scouts, trials of 
 
 Sea inlets, to be kept clear 
 
 Searching of tubes, W. T. boilers 
 
 Sea trials, at reduced powers 
 
 Sea water not to be used in boilers 
 
 Sensitive Hydrometer 
 
 Shafting, in Torpedo Boats and Destroyers 
 
 Ships : — 
 
 coast guard, trials of ... 
 
 in commission ... .,, ... ,,. .,. ... 
 
 Article. 
 55 
 
 '... 242,243 
 
 562 
 
 129 
 
 67,122 
 
 55 
 
 187 
 
 86 
 
 175 
 
 79 
 
 316 
 
 124 
 
 55 
 
 51 
 
 123.124 
 
 430,449 
 
 110 
 
 69 
 
 92 
 
 114 
 
 181 
 
 85 
 
 182 
 
 242 
 
 563 
 
 563 
 
 563 
 
 ... 411 et seq. 
 401-407 
 
 68,461 
 
 65 
 
 35 
 
 211, 222, 232, 233, 234, 331 
 
 464-467 
 
 407, 412, 430, 446, 449, 456 
 
 451 
 
 170 
 
 473 
 
 155 
 
 389 
 
 222 
 
 182,275,347 
 
 126, 139 
 
 15,154,202 
 
 ... 363,365,403,407,412 
 
 371, 387, 392, 405 
 
 563 
 
 487 
 
 337,339 
 
 .. 351,514 
 
 .. 315,376 
 .. 187,378 
 
 444 
 .. 279 
 .. 159 
 . . 425 et «eq. 
 .. 172,275 
 .. 173 
 .. 285 
 
 .. 445 
 .. 51 el itq, 
 
INDEX. 209 
 
 Ships — continued. Article. 
 
 paying off 461 et seq. 
 
 to be completed with stores ... ... ... ... ... ... ... 466 
 
 to be ready for re-commission ... ... ... ... ... ... 466 
 
 Shore Water for boilers 172 
 
 Silent blow-oft 7 Valves 108,194,278 
 
 Silver Nitrate 173 
 
 Sketch Books 20,22,52,68 
 
 Sketches to be prepared 66 
 
 Slide Valves : — 
 
 off their faces ... ... ... ... ... ... ... ... ... 95 
 
 setting of 112,113 
 
 Soda: — 
 
 use of 159,166,175 
 
 in cylindrical boilers ... ... ... ... ... ... ... ... 175 
 
 Soot to be removed 183 
 
 Spare gear 19,28,79,287,566 
 
 Special service vessels : — 
 
 raising steam ... ... ... ... ... ... ... ... ... 70 
 
 boilers 211,218 
 
 trials 70,443 
 
 Special stores 568,569 
 
 Specification : — • 
 
 to be read over ... ... ... ... ... ... ... ... 36 
 
 to be supplied ... ... ... ... ... ... ... ... ... 18 
 
 Speed : — 
 
 curves of 425,446 
 
 measurement of ... ... ... ... ... ... ... ... 432 
 
 on general service ... ... ... ... ... ... ... ... 59 
 
 Standard templates, modification to 568 
 
 Starting valves 95 
 
 Station bill to be prepared 39, 71 
 
 Stationery supplied 19 
 
 Steamboats 311 et seq. 
 
 Steam manual 1-5,472 
 
 Steam : — 
 
 pipes, testing of ... ... ... ... ... ... ... ... 282 
 
 trials of ships 361 et seq. 
 
 tube clearing apparatus ... ... ... ... ... ... ... 184 
 
 Steering gear 124,267 
 
 Stern shafting 285 
 
 Stokers : — 
 
 control of 82 
 
 dress 88 
 
 employment outside E.R. Department 78 
 
 for trials ... ... ... ... ... ... ... ... ... 364 
 
 in three watches ... 60, 448 
 
 not to be withdrawn from E.R 78,463 
 
 to be mustered at end of watch ... ... ... ... ... ... 88 
 
 training of ... ... ... ... ... ... ... ... ... 76.77 
 
 Stoking 270 
 
 Stop valves :— 
 
 on boilers 95,197,203,378 
 
 to be opened gradually 193 
 
 ,, partially opened 95,540 
 
 Stores:— ... ' 23, 80, 83, 305, 566 et seq. 
 
 and store accounts 566 et seq. 
 
 charge of 23,80,566 
 
 expenditure of . . . ... ... ... ... ... ... ... ... 83 
 
 for making good defects ... ... ... ... ... ... ... 66 
 
 modification to, report ... ... ... ... ... ... ... 568 
 
 to be completed ... ... ... ... ... ... ... ... 466 
 
 to be kept on board ... ... ... ... ... ... ... ... 466,468 
 
 special, requirements of 568, 569 
 
 special, standard templates for 568 
 
 yeoman of ... ... ... ... ... ... ... ... ... SO 
 
 Submarine Depot Ships' trials 445 
 
 Surface blow-off 157 
 
 Survey, on hulls 331 et teq. 
 
 Surveying vessels, trials of ... 445 
 
210 INDEX. 
 
 T. 
 
 Article. 
 
 Tallow:— 528 
 
 storage of 548 
 
 Tanks:— 550 
 
 feed 105,115,275 
 
 reserve feed 182,347 
 
 settling 107 
 
 Telegraphs, engine-room 123, 124 
 
 Templates, for special stoi-es 568 
 
 Test for wear and waste ... ... ... ... ... ... ... ... 226 et seq. 
 
 Test pressures 220 
 
 Tests :— 
 
 for density 173 
 
 of air compressors ... 126,139 
 
 of ice-making and refrigerating machines ... ... ... ... ... 128,129 
 
 of water in boilers ... ... ... ... ... ... ... ... 173 
 
 of water-tight compartments ... ... ... ... ... ... 486 
 
 of wire rope ... ... ... ... ... ... ... ... ... 15,493 
 
 Thickness of plating to be noted on dra wing 343 
 
 Thrust blocks 98 
 
 Ties to be examined ... Ill 
 
 Torpedo-boat destroyers :— 261 et seq., 444 
 
 boilers 213,215,218,265,273,275,277,278,283,301 
 
 care and management of machinery .. . ... ... ... ... 261 et seq., 414 
 
 condensers 271, 280 
 
 cylinder covers ... ... ... ... .... ... ... ... 284 
 
 examinations 263, 264, 301 et seq. 
 
 fresh water for boilers... ... ... ... ... ... ... ... 265 
 
 hulls 262,263,304,305 
 
 in Reserve ... ... 301 
 
 instructions for guidance ... ... ... ... ... ... ... 261 et seq. 
 
 machinery not to be strained... ... ... ... ... ... ... 269 
 
 precautions in cold weather ... ... ... ... ... ... ... 283 
 
 propellers and shafts 285,286 
 
 raising steam ... ... ... ... ... ... ... ... ... 265, 266 
 
 safety valves ... ... ... ... ... ... ... ... ... 265 
 
 sea inlets ... ... ... ... ... ... ... ... ... 279 
 
 spare gear 287 
 
 steering gear 267 
 
 stokehold staff ... ... ... ... ... ... ... ... ... 60 
 
 transfer of vessel 79 
 
 trials 391,414,444 
 
 tube leak drill 273,329 
 
 Welsh coal only to be used ... ... ... ... ... ... ... 511 
 
 Torpedo boats:— 261 et seq., 328 
 
 at foreign depots 309 et seq. 
 
 boilers, how to be treated 268-272,275,277,278,320,329 
 
 care and management of machinery ... ... ... ... 261 et seq., 320, 414 
 
 class and number to be given ... ... ... ... ... ... 288 
 
 condensers 271, 280 
 
 fresh water to be used... ... ... ... ... ... ... ... 265 
 
 hulls, care of 262,263 
 
 in reserve ... 3016*862. 
 
 on detached service ... ... ... ... ... ... ... ... 327 
 
 precautions in cold weather ... ... ... ... ... ... ... 283 
 
 propellers and shafts 285,286,320 
 
 raising steam ... ... ... ... ... ... ... ... ... 265,266 
 
 returned from ships 320 
 
 sea inlets 279 
 
 spare gear 287 
 
 steering gear ... 267 
 
 stern shafts 285 
 
 transfer of vessel 79 
 
 trials 318,414 
 
 Welsh coal only to be used 51 1 
 
 with stokeholds under pressure ... ... ... ... .. ... 328 
 
 zinc protectors ... ... ... ... ... ... ... ... ... 286 
 
 Towing , ... 98,99 
 
INDEX. 211 
 
 Article. 
 
 Transfer of torpedo boats and destroyers 79 
 
 Trials : — 
 
 at foreign yards ... ... ... ... ... ... ... ... 407 
 
 at sea at reduced powers ... ... ... ... ... ... ... 425 et seq. 
 
 boilers, safety of ... ... ... ... ... ... ... ... 364 
 
 classes of ... ... ... ... ... ... ... ... ... 361 
 
 coast guard and port guard ships ... ... ... ... ... ... 445 
 
 commissioning... ... ... ... ... ... ... ... ...391 et seq. 
 
 completion ... ... ... ... ... ... ... ... ... 37 
 
 contractors' ... ... ... ... ... ... ... ... ... 383 et seq. 
 
 discontinuing of ... ... ... ... ... ... ... ... 451 
 
 duration of 392,404,411,442,443,444.456 
 
 economy of fuel at sea ... ... ... ... ... ... ... 429 
 
 examinations previous to ... ... ... ... ... ... ...37 Set seq. 
 
 with, full complement .. . ... ... ... ... ... ... ... 442,444 
 
 full power 441-444,450,451 
 
 helm not hard over ... ... 368,418 
 
 indicator diagrams 366,431,446 
 
 measured mile. . . ... 370, 415 et seq. 
 
 notice of ... ... ... ... ... ... ... ... ... 362 
 
 object of 391,402,425 
 
 observations 366-368 
 
 of auxiliary machinery ... ... ... ... ... ... 266,371,381 
 
 of submarine depot ships ... ... ... ... ... ... ... 445 
 
 of torpedo boats and destroyers ... ... ... ... ... 318,414,444 
 
 Officers, &c, to act on emergency ... ... ... ... ... ... 364 
 
 „ presence of ... ... ... ... ... ... ... ... 365 
 
 to attend 363,365,372,373,385,394,403.407,412 
 
 „ to exercise vigilance ... ... ... ... ... ... 363,385 
 
 omission of ... ... ... ... ... ... ... ... ... 451 
 
 partial repair 411 et seq. 
 
 passage and full power ... ... ... ... ... ... ...4Aletseq. 
 
 paying off 456 
 
 power at which to be made ... ... ... ... ... ... 404,411,426 
 
 precautions in case of danger ... ... ... ... ... ... 364 
 
 preliminary ... ... ... ... ... ... ... ... ... 381 
 
 quarterly passage 441 et seq. 
 
 reduced complement ... ... ... ... ... ... ... ... 443, 444 
 
 report of 318, 367, 372, 373, 393, 394, 400, 412, 430, 446, 449, 456 
 
 responsibility 363,365,373,403,407,411,412 
 
 reversing gear 371,387,392,405 
 
 special 387,405 
 
 special service vessels ... ... ... ... ... ... ... 443 
 
 speed to be measured... ... ... ... ... ... ... ... 432 
 
 stokers for ... ... ... ... ... ... ... ... ... 364 
 
 surveying vessels ... ... ... ... ... ... ... ... 445 
 
 thorough repair 401 et seq. 
 
 turning 400 
 
 variations to be noted... 369 
 
 when satisfactory ... ... ... ... ... ... ... ... 369 
 
 when undesirable 451 
 
 Tube leak drill ... 273,329 
 
 Tugs and Yard craft 212 
 
 Turning of Engines 110,122 
 
 Turning trials 400 
 
 Turbines : — 
 
 air pumps ... ... ... ... ... ... ... ... ... 99 
 
 clearances ... ... ... ... ... ... ... ... ... ] 00 
 
 closed exhaust system ... ... ... ... ... ... ... 121 
 
 drainage ... ... ... ... ... ... ... 102 
 
 expansion couplings ... ... ... ... ... ... ... ... 101 
 
 lubricating "... "\ .'.' 98,99,101,106,107 
 
 precautions on removing propellers 244 
 
 propeller shafts ... ... ... ... ... ... 99 
 
 thrust blocks ... ... ... ... ... ... ... ... 98 
 
 towing 98 
 
 turning gear ... ... ... ... ... ... ... ... 99 
 
212 INDEX. 
 
 u. 
 
 Article. 
 Underwater fittings 33, 34, 35, 69-, 358 
 
   v. 
 
 Valve boxes to be drained   .■;. 197 
 
 Valves : — 
 
 and gearing ... ... ... ... ... ... ... ... ... 481,482 
 
 boiler, stop 95,197,378 
 
 bulkhead 490 
 
 india-rubber ... ... ... ... ... ... ... ... ... 114 
 
 sea ... ... ... ... ... ... ... ... ... ... 25 
 
 silent blow off 108 
 
 starting... ... ... ... ... ... ... ... ... 95 
 
 to be worked 482,542 
 
 underwater ••• 33,34,69 
 
 Variations in power to be noted 369 
 
 Vessels, surveying 445 
 
 Vessels, special service 70,211,218,443 
 
 Ventilation pipes of bunkers ... ... ... ... ... 512 
 
 w. 
 
 Warming engines ... ... ... -94 
 
 "Watch bill to be prepared 39,71 
 
 Water : — 
 
 ballast 489 
 
 for boilers 162,172,181 
 
 fresh, not to be wasted ... ... ... ... ... ... ... 271 
 
 hammering ... ... ... ... ... ... ... ... ... 197 
 
 in boilers, condition of ... ... ... ... ... ... ...172etseq. 
 
 on bearings, &c. ... ... ... ... ... ... ... ... 96,97 
 
 pressure tests ... ... ... ... ... ... ... 217 et seq., 282, 471 
 
 regulating test pressure ... ... ... ... ... ... ... 220 
 
 shortness of ... ... ... ... ... ... ... ... ... 202 
 
 to be introduced into H.P. slide casing ... ... 105 
 
 Watertight : — 
 
 compartments, responsibility of officer in charge of ... 87 
 
 compartments, test of ... ... ... ... ... ... ... 486 
 
 doore and gearing 369,481,482,484,485 
 
 doors, closing of ... ' 369,484,485,512 
 
 „ &c, to be worked ... ... ... ... ... ... ... 482 
 
 Water-tube boilers. (See Boilers.) 
 
 Weakness in boilers 154,220 
 
 Wear and waste, test for ... ... ... ... ... 226 et seq. 
 
 Weights, book of 19 
 
 Whitewash not to be used ... 198, 340 
 
 Wire Rope, state of 15,493 
 
 Work, to be done by ship's staff ... ... ... ... ... ... 66 
 
 Work, weekly return of . . . ... ... ... ... ... ... ... 63 
 
 Y. 
 
 Yard craft and tugs 212 
 
 Yeoman of stores... ... ... ... ... ... 80 
 
 report as to ability, &c. ... ... ... ... ... ... ... 80 
 
 z. 
 
 Zinc : — 
 
 protectors 242,358 
 
 slab* 115, 166 et seq., 229 
 
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