VM
74-\
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UC-NRLF
REPORT
OF THE
JR^o*^
"HOHENSTEIN BOILER" AND "LIQUID FUEL" BOARDS,
.tJ'WJl'-
SHOWING
RELATIVE EVAPORATIVE EFFICIENCIES OF COAL
AND LIQUID FUEL UNDER FORCED AND
NATURAL DRAFT CONDITIONS
AS DETERMINED BY
AN EXTENDED SERIES OF TESTS
MADE BY DIRECTION OF
EEAE-ADMIEAL GEORGE W, MELVILLE,
Engineer in Chief, U. S. Navy.
WASHINGTON:
GOVERNMENT PRINTING OFFICE.
1902.
JOH|M S. PRELL
Civil <Sr Mechanical Engineer.
EXTRACT FROM REPORT OF THE CHIEF OF BUREAU OF STEAM
ENGINEERING, RELATING TO COMPARATIVE TESTS OF COAL
AND OIL MADE UNDER A WATER-TUBE BOILER OF THE
HOHENSTEIN DESIGN, ALSO OFFICIAL REPORT OF THE STEAM-
SHIP "MARIPOSA" BURNING LIQUID FUEL.
THE PROBLEM OF THE WATER-TUBE BOILER THE HOHENSTEIN BOILER
TRIALS.
The present problem of the modern battle ship is not that of the
gun and its mount, but the boiler and its installation. The gun is
mounted in the most favorable position for care, operation, and inspec-
tion, and practically everything on board ship is subordinated to its
efficient working. Since a large factor of safety is given to every part
of the weapon that is subjected to shock, the gun can only be impaired
by incompetence, neglect, or by chemical action of the explosive.
Before it is placed in a turret or redoubt it is fully tested, but it is
never put on board ship if there is a suspicion that it has been subject
to undue strain.
The boiler, on the other hand, is placed beneath the protective deck
just above the bilges and near the bunkers. It is installed in compart-
ments that are avoided rather than sought by other than engineer offi-
cers While a careful test is made of the structure before being placed
in the vessel, it must necessarily be subjected, even before installation,
to conditions that often impair its strength. In its construction many
of the plates are subjected to the severest kind of flanging, and its effi-
cient inspection is much more difficult than that of the gun. As there
has been a progressive demand for increased steam pressures, the fac-
tors of safety used in designing a marine boiler are progressively
becoming smaller. The conditions under which the boiler is operated
necessarily cause some of the parts to be subjected to rapid corrosion,
and only incessant care and attention can prevent the disablement or
rupture of the structure.
The experience of the United States Navy with the boilers of the
torpedo boats and torpedo-boat destroyers ought to afford some star-
tling evidence as to the manner in which incompetent or untrained men
can impair or destroy the efficiency of these steam generators. The
agitation in Great Britain over the navy-boiler question ought also to
convince naval administrators that the boiler problem is the naval
problem of the hour.
In view of the British experience with the Belleville boiler, it is not
surprising that the general public of that Empire regard the boiler
commission, now in session, as the most important board appointed
by the Admiralty during the past ten years. The membership of this
board comprises distinguished experts within and without the naval
service. This board has been in session nearly two years investigating
798 3
4 BUREAU OF STEAM ENGINEERING.
the question as to which type of marine boiler is most suitable for use
in the navy as the one of approved design. The Admiralty regard the
solution of this problem as of vital importance to the efficiency of
the British fleet, for it has been discovered, after installing over a mil-
lion and a quarter of horsepower of boilers of particular design, that
a doubt has arisen as to whether or not this particular form of boiler
should have been settled upon as the approved type for the naval
service. A series of evaporative and endurance tests have been made,
and the more carefully the question is investigated the more important
does it appear in relation to the operation of a modern navy.
The work of the British boiler commission will have a very important
influence upon naval construction, since it will cause thoughtful experts
to give more attention to the design, construction, installation, and
operation of the boiler. One must have experience in the operation
of a modern marine boiler to appreciate the intelligence, skill, and care
that must be devoted in keeping it in a state of efficiency. The boilers
are the lungs of a vessel, although this fact is not generalh T understood.
It was not man}^ years ago when a naval officer of high rank spoke of
the boilers as "the steam tanks in the bottom of the ship," it being
probably his impression that these tanks could be tapped like a gas-
ometer, and it was the fault of the fireman if the boiler output w r as not
sufficient at all times.
While the war ship may be nothing more than a gun platform, it
requires considerable power to move a platform of 11,500 tons at a
high speed in a heavy sea. This platform is not only expected to be
maneuvered rapidly, but to steam uninterruptedly for a distance of one-
fourth the way around the world. The battle ship that can not make
the enemy's coast the first line of defense is limited in the field of its
usefulness, and when operating at such distance the value of the boiler
factor comes only second to the value of the factor of the gun.
The efficiency of the war ship of the several naval powers is simply
proportionate to the efficiency of their boilers and the character of
their personnel. Neither in armor, armament, or machinery is there
any vital difference between the battle ship of the several nations. In
these respects, the last ship, wherever designed, is the best, for as
regards draft, tonnage, thickness and extent of armor, character and
distribution of guns, and design of machinery, every nation has settled
upon a type of vessel that meets its particular requirements, and each
navy has therefore secured the best for its particular purpose.
The boiler problem, however, has been unsolved. Without taking
into consideration the question of personnel, the value of the war ships
of the different naval powers can be measured by the efficiency and
endurance of the steam generator installed in the vessel. This fact
may not be appreciated in its fullness at the present time, but the
experience of the coming five years with the ships nearing completion
will conclusively show that in coming naval conflicts the question of
victory may be quite as much dependent upon the battle of the boilers
as the contest between the guns.
With a deep appreciation of the necessity of soon settling upon an
approved type of marine boiler for the battle ships and armored cruis-
ers of the United States Navy, the Bureau has invited competition
among designers. It believes, however, that, if possible, a boiler of
American design should be adopted, and that this marine boiler should
be a development of one in general use on shore. By seeking a design
that is familiar to thousands of firemen on shore, an important mili-
BUREAU OF STEAM ENGINEERING. 5
tary advantage would be secured, since in time of emergency there
could thus be recruited for the naval service water tenders and tire-
men who had operated almost similar steam generators, and who would
therefore require but little training to familiarize themselves with the
duty on board ship. While the Navy can and ought to do some effi-
cient work in training firemen, it would be very advantageous to the
service if the enlisted force in the stokeholes could have considerable
preliminary training with boilers of nearly like design to the one in
most extensive use as the approved type for the Navy.
There is now being built, for the battle ships in course of construc-
tion, water-tube boilers of three distinct types. Practically four-
sevenths of this boiler power will be of the Babcock & Wilcox design,
two-sevenths of the Niclausse, and one-seventh of the Thornycroft.
These types include the best of representative groups of water-tube
boilers, and a sufficient installation of each kind will be secured to test
the efficiency and endurance of the several designs.
About two years ago the Bureau was informed that another Ameri-
can boiler firm, with considerable financial backing, desired to enter
the field of marine-boiler construction. In keeping with the Bureau's
policy of inviting competition, encouragement was therefore given the
Oil City Boiler Works to design and build a marine boiler and turn
it over to the Bureau for test as to its evaporative efficienc}^ and
endurance.
The question of entering upon the field of marine-boiler construc-
tion had been carefully considered by the Oil City Boiler Works. As
the officials of that establishment believed that the time was not far
distant when there would be a large demand for marine water-tube
boilers, they volunteered to equip an experimental plant at the com-
pany's expense. The boiler was of sufficient size to thoroughly test
its adaptability for naval purposes. There was therefore constructed
a steam generator whose limitations as to weight, height, and floor
space were similar to the conditions prescribed for the cruiser Denver,
and these conditions are in many respects the most severe that have
been exacted by the Department. Eighteen months ago the experi-
mental plant was completed, and there was placed at the disposal of
the Bureau a boiler of the Hohenstein design.
The boiler was installed in an air-tight steel house, this structure
likewise approximating to one of the fire rooms of the cruiser Denver.
All the limitations and difficulties that were met with in the installa-
tion of the boilers of the cruiser Denver were therefore designedly
encountered in the installation of the experimental plant.
It was well understood before the Bureau undertook to experiment
with this boiler that the character and extent of the data to be collected
were to be entirely determined by officials of the Government. In jus-
- tice to the Oil City Boiler Works it should be stated that every sug-
gestion of the Department was carried out, and that it was the evident
purpose of the company to accurately ascertain the requirements of
the Bureau, and to discover the greatest difficulties that were likely
to be experienced in meeting naval demands. Stated in a business
way, the company was willing to expend from fifty to one hundred
thousand dollars to ascertain whether or hot it would be advisable to
extend their plant to enter the field of marine-boiler construction.
In m&ny respects the experimental plant was one of the most com-
plete that have ever been established. The series of tests conducted
will command attention in the engineering world, for absolute infor-
6 BUREAU OF STEAM ENGINEERING.
mation has been obtained as to the evaporative efficiency and endur-
ance of the boiler. Information has also been secured in regard to
the best means of baffling the gases, thus increasing the evaporative
efficiency as well as permitting the boiler to be forced for emergency
purposes. Particular care has also been given by the Board to the
investigation of the circulation of the water, for probably the key to
the boiler problem is the question of circulation.
While only seventeen official tests were made with coal as fuel,
there were a great many unofficial experiments. Between the several
official tests the experts of the Oil City Boiler Works conferred with
the Bureau, and therefore each test represents the result of study
and experiment. An examination of the data will conclusively show
that in many respects the completeness and character of the tests have
never been surpassed.
The first six tests were run by a picked crew of firemen who had
experience in torpedo-boat work. It was believed that these men by
training and experience were particularly well fitted to operate the
boiler when under severe forced-draft conditions. An experience of
a few weeks with this force showed that new methods in firing had to
be employed in efficiently operating water-tube boilers, and that the
best means of securing efficient work was to have skill and intelligence
from those in charge of the fire room and implicit obedience upon the
part of the subordinates. The remaining eleven tests were thus made
by firemen living in the city, not one of whom had ever before worked
a boiler under forced-draft conditions. The second set of firemen
implicitly obeyed orders, and it was therefore possible for the board
to have its instructions carried out. A uniform pressure of steam
was maintained, as well as a regularity in firing that was productive of
good results.
The data secured can be regarded as reliable, for checks and counter-
checks were used so that the Bureau could be placed in possession of
information that could be relied upon as to completeness and accu-
racy. As this same boiler is being used to carry on the extended
series of tests to determine the value of liquid fuel for naval purposes,
it is proposed to duplicate every one of the coal tests with oil as a com-
bustible. The comparative information thus obtained ought to afford
valuable data as to the relative value of the two combustibles.
In view of the present condition of this experimental boiler after
eighteen months of use with both coal and oil as a combustible, con-
sidering the results secured, and by reason of the following report sub-
mitted by the board which conducted the series of tests, the Bureau
has no hesitation in regarding the boiler as the equal in efficiency and
endurance of any used in a foreign battle ship.
REPORT OF BOARD ON HOHENSTEIN BOILER TRIALS.
NAVY DEPARTMENT.
BUREAU OF STEAM ENGINEERING.
July 1, 1902.
SIR: The board appointed to conduct an extended series of tests to
determine the efficiency and adaptability of the Hohenstein marine
boiler for naval purposes submits the following report:
The boiler was built by the Oil City Boiler W r orks, of Oil City, Pa.,
in conformity with the Bureau specifications for the cruiser Denver
and class, the limitations as to weight, height, and floor space in
FIG. 1. THE HOHENSTEIN EXPERIMENTAL BOILER.
BUREAU OF STEAM ENGINEERING. 7
regard to the Denver's steam generators were therefore taken into
account in the construction of this boiler. The installation was effected
in an air-tight steel house, the dimensions of this
to one of the tire rooms of the Denver. It may be incidentally stated
that the specifications for the boilers of the Denver are probably as
severe as those for any American war ship. The headers of the boiler
are made of wrought steel, a special requirement of the Bureau.
While only seventeen official tests were made with coal as fuel, there
was considerable experimentation between these tests, so that the series
of*tests represent much more observation and experimentation than is
apparent. A most noteworthy feature of the boiler is the arrangement
of the tubes in pairs in such a way that each tube is free to expand
independently or other tubes, thus effectually preventing longitudinal
stresses in them. Figure 1 shows a longitudinal section of the boiler.
Attention is called to the fact that the entire down flow takes place
within tubes which are located in a comparatively cool place, while, on
the other hand, there is invariably an upward trend to the current in all
tubes and headers exposed to the hot gases. It is therefore highly
probable that there are no reverse currents at any part of the water
circuit, and the cross-section areas of tubes and headers are equitably
apportioned with a corresponding degree of certaint} 7 . The feed water
is introduced at the top of the down-take tubes, which is obviously the
best possible place as regards influence on the circulation; at the same
time the head due the velocity of the feed water is conserved by means
of injector nozzles pointing in the direction of flow.
The following are the more important dimensions:
BOILER DATA.
Drums at water-surface level: One front drum, 24 inches diameter (inside); one
rear drum, 24 inches diameter; four connecting drums, 16 inches diameter.
One lower rear mud drum, 24 inches diameter.
Tube-heating surface: Three hundred and eighty-four 2-inch tubes 9 feet long; six-
teen 4-inch tubes 7 feet long.
Fifteen down-take tubes 5 inches diameter.
Floor space occupied, 9 feet wide, 10 feet 11 inches deep.
Height above floor line, 12 feet f inch.
Height over all, 12 feet 6| inches.
Heating surface: 2,174 square feet for tests No. 1 to No. 6, inclusive; 2,130 square
feet for tests No. 7 to No. 17, inclusive. Per cent water-heating surface, 100.
Grate surface: 50.14 square feet, 6 feet 4 inches long, 7 feet 11 inches wide.
Eatio of heating surface to grate surface: 43.4 to 1 for tests No. 1 to No. 6, inclusive;
42.5 to 1 for tests No. 7 to No. 17, inclusive.
Volume of water at steaming level, 142 cubic feet.
Volume of steam space, 50 cubic feet.
Area of steam liberating surface, 75 square feet.
Weight of water at steaming level and 275 pounds pressure, 7,559 pounds.
Weight of boiler and fittings, excluding uptake and smoke pipe: Without water
46,568 pounds; with w r ater, 54,127 pounds. Without water per square foot of heat-
ing surface, 21.4 pounds for tests No. 1 to No. 6, inclusive; 21.8 pounds for tests No.
7 to No. 17, inclusive. With water per square foot of heating surface, 24.9 pounds
for tests No. 1 to No. 6, inclusive; 25.4 pounds for tests No. 7 to No. 17, inclusive.
With water per square foot of grate surface, 1,080 pounds.
Height of furnace, 2 feet 5 inches.
Volume of furnace above bars, 121.14 cubic feet.
Width of air spaces between grate bars: Five-eighths inch for tests No. 1 to No. 11,
inclusive; three-fourths inch for tests No. 12 to No. 17, inclusive.
Katio of grate area to area of air space: 1|: |=1:0.555 for tests No. 1 to No. 11,
inclusive; H:f=l:0.60 for tests No. 12 to No. 17, inclusive.
Height of smoke pipe above grate, 70 feet.
Area of smoke pipe, 8.73 square feet.
Ratio of smoke-pipe area to grate area, 1:5.75.
Number of fire doors, 3.
8 BUREAU OF STEAM ENGINEERING.
The boiler was erected in a steel structure built especially for these
tests and having the following dimensions: Floor space, 16 feet by 24
feet; height, 14 feet. The structure was air-tight, had an air lock for
entrance and exit during forced-draft trials, and seven windows that
could be opened during natural-draft trials. Fig. 2 is a halftone view
of the plant and fig. 3 shows the ground plan. The auxiliary
machineiy, together with facilities for making observations, were, so
far as possible, placed in an adjoining lean-to wooden structure. The
auxiliaries consisted of a Davidson suction pump, two weighing tanks,
one feed tank, a Snow high-pressure feed pump, a small upright boiler
with independent feed pump, and a direct-connected blowing engine
and fan. The fan had an impeller 72 inches in diameter and a discharge
duct 20 inches by 42 inches, which led to the fire room and terminated
in a box placed so as to direct the air current toward the ceiling. The
pipe connections were such that steam for the auxiliaries could be
taken either from the small upright boiler or from the main boiler.
The bottom blow valve was blanked, but in plain sight, so that leakage
from that source would be particularly observed.
The feed water was weighed in two tanks, each of 1,000 pounds
capacity, and resting on 1,500 pound Howe scales. These scales had
been tested by the city's sealer of weights and measures. The scales
and weighing tanks were on a platform above the feed tank. The
weight of each tank was taken when tilled, and the water was then
allowed to flow into the feed tank as needed. As soon as the weighing
tank was emptied the weight was again taken and the time noted.
The feed tank was provided with a graduated water-level gauge. The
height of water by this gauge was noted at the moment of beginning
the test, and at the end of each hour it was again brought to the same
level. The feed tank had a steam coil for heating the water, wide
variations in the temperature of which were easily avoided by keeping
the water level fairly constant. In most of the forced-draft trials the
weighing tanks had to be filled, weighed, and emptied with such
rapidit3 T , owing to their insufficient size, that the above method of
catching the weight at the end of each hour could not be used. The
weighing tanks were accordingly each fitted with a water-level gauge
graduated to 5 pounds, by the aid of which the weight within 5 pounds
could be caught at any moment without interfering with the rapid
manipulation of the tanks. The temperature of the feed water was
taken at an elbow of the feed pipe between the pump and the boiler.
The several air-pressure gauges and two steam gauges were placed
near each other on the wall of the steel structure, on the opposite or
fire-room side of which the necessary pipe connections were made.
The steam gauges were 3 feet lower than the water level in the
boiler. A deduction of 1^ pounds from the observed steam pressures
was therefore made in working up the results. The steam was blown
off into the atmosphere, the pressure being controlled by a hand-
operated stop valve.
The coal was weighed in sheet-metal cans or bags, the method being
to adjust each can or bag to a uniform weight of 220 pounds, or 130
pounds while on the scales, and then keep tally of the number passed
into the fire room. Beginning with the seventh test, the coal account
was balanced at the end of each hour by estimating and deducting the
weight of coal lying at the moment on the fire- room floor.
BUREAU OF STEAM KN<!I N KKKI N(J.
The ashes and refuse were weighed in sheet-metal cans as they accu-
mulated, and the weight of sweepings from tubes and baffles was
ascertained for each test on the day following the test.
A sample of coal for analysis and for the determination of moisture
by weighing and drying was taken from a box which had been grad-
ually filled during the test by specimens taken from each can or bag as
weighed.
The following table gives the results of analyses of samples of each
lot of coal. The analyses were made by the chemist at the New York
Navy -Yard.
Analyses of fuel.
Pocahontas coal,
run of mine.
New
River
coal, run
of mine.
Pocahon-
tas coal,
hand
picked
and
screened.
Fuel burned in boiler test No.
1, 2, 3.
4, 5, 6.
7, 8, 9.
10 to 17.
PROXIMATE ANALYSIS.
Fixed carbon .
Per cent.
73.30
17.61
.49
8.60
Per cent.
75. 78
19. 53
.79
3.90
Per cent.
72.99
21.79
.49
4.73
Per cent.
76.81
19. 62
.73
2.84
Volatile matter
Moisture . . ..
Ash
Sulphur separately determined
100
.48
100
.71
100
.46
100
.82
ULTIMATE ANALYSIS.
Carbon
82.26
3.8y
4.12
.64
.49
8.60
84.96
4.07
5.46
.90
.71
3.90
83.60
4.85
4.87
1.41
.46
4.81
85.94
4.45
4.50
1.14
.82
3.15
Hydrogen
Oxygen
Nitrogen
Sulphur
Ash
CALORIFIC VALUE (B. T. U.'S PER POUND).
Coal
100
100
14, 534
15, 124
100
100
14, 067
15,391
14,841
15, 684
14,992
15, 475
Combustible
The quality of the steam was determined by means of a Barrus
throttling calorimeter, which drew steam from the main steam pipe
at a point 8 inches from the boiler. The sampling nozzle consisted
of a half -inch pipe reaching nearly across the steam pipe on a hori-
zontal diameter and having four rows of perforations (top, bottom, and
sides) extending the length of the diameter of the inside of the steam
pipe, save for one-half inch at each end. An extra calorimeter was
fitted and readings were taken from both calorimeters throughout the
series of trials, except when, as once occurred, the extra calorimeter
got out of order by the lodgment of black scale in its throttling orifice.
The temperatures at the base of the stack and the samples of flue
gas were taken above the roof at a point about 5 feet from the nearest
heating surface of the boiler, measured along the path of flow of the
gases. In the natural draft trials the temperatures were taken with a
mercury-nitrogen pj^rometer, and attempts were made to do the same
in the forced-draft trials. Momentary flaming in the stack, however,
caused so many breakages of glass bulbs that reliance had finally to
10 BUREAU OF STEAM ENGINEERING.
be placed on a Brown quick-reading pyrometer, the readings of which
were, however, checked as well as could be by the melting points of
zinc, aluminum, and copper.
The samples of flue gas were drawn by means of an aspirator impro-
vised from two half -gallon bottles. The sampling tube was one-half
inch diameter and extended to the center of the stack, the inner end
being nearly closed and the sides being perforated with one-eighth-inch
holes spaced 4 inches apart.
The aspirator, charged with gas, was carried to a neighboring build-
ing, where the sample was analyzed by the aid of an Orsat apparatus.
The following determination was made of the actual weight of water
contained in the boiler at a temperature of 56 F. and at different gauge-
glass readings, the correct steaming level being at 1 inch.
Height of water in gauge.
Total
weight of
water.
Differ-
ence.
Area of
water
level.
Pounds.
8 588
Pounds.
Sq.ft.
1 inch
8 869
281
52.2
2 inches
9 235
366
70.5
3 inches
9,648
413
79.6
4 inches
10 033
385
74.2
5 inches
10 405
372
71.7
The feed water was always muddy and especially so for the four-
teenth and subsequent tests. The water was drawn from the Potomac
River through a suction pipe that ran out to the end of a dock. When
about to start the fourteenth test a long reach of the suction pipe was
found frozen solid. To avoid postponing the test the pipe was quickly
rearranged so as to draw from a point farther in, where the water was
only 3 or 4 feet deep and very muddy.
The last test was to have been of three and one-half hours duration,
but it was brought to a sudden close at 1.02 p. m. by the failure of
the feed water. The outflowing tide had exposed the end of the suc-
tion pipe, but before this became known the furnace doors were
thrown open arid the fires hauled. It was several minutes before the
blowing engine was stopped, so that, in the meantime, the tubes were
exposed to the blast of cold air from the 4 inches of air pressure.
There was no appearance of leakage at this or at any other time dur-
ing the seventeen trials. In this connection the construction of the
plugs in the headers opposite the tube ends is worthy of special
remark. These plugs are of composition. There are two sizes, 2f
inches and 4 inches in diameter with, respectively, 11^ threads and 8
threads per inch. The material of the plugs, together with the use of
a graphite lubricant on the threads, makes it possible to remove and
replace them without difficulty after any length of service. Also, by
virtue of the greater expansion coefficient of composition as compared
with steel, the plugs are tighter at steaming pressure than at ordinary
temperature (70 F.) by 0.0026 inch and 0.0049 inch, respectively, for
the 21-inch and 4i inch sizes.
Part of these plugs were made with tapering threads such as are
inserted in the ordinary screwed pipe joints and depend for tightness
on the threads alone. The joints thus formed were tight, but the plugs
could be removed only with great difficulty. The others had parallel
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BUREAU OF STEAM ENGINEERING. 11
threads and a narrow flange at the end. A " McKim " gasket, con>i -i
ing of a copper ring fitted with suitable packing material, was used
under the flange to make a tight joint. The plugs thus fitted were
tight and could be easily removed or replaced when desired. The same
gasket could be used for an indefinite time. A good graphite lubricant
was used on all the threads of all the plugs.
By varying the connections of the draft gauges during the early
trials it was found that the draft was seriously interfered with by the
resistance of the uptake.
The uptake was accordingly increased in size for the later trials,
with the result that the boiler showed a greater capacity, the fireroom
temperature was much lower, and there was no further trouble, as
there had been previously, with the burning of grate bars. The varia-
tion of draft pressure within the boiler, together with the improve-
ment that resulted from the change just alluded to, is shown diagram -
matically in fig. 4.
In the accompanying tables of the individual trials the " pounds of
air per pound of carbon" is calculated by the approximate formula:
11.55 (CO 2 +0+i CO)
CO 2 +CO
which takes no account of the air consumed in burning hydrogen. In
the table of summaries the weight of dry gas per pound of carbon is
calculated by the accurate formula as there given.
The amount of smoke is designated in a rather crude manner by a
scale in which stands for no smoke and 5 stands for veiy thick
smoke.
The first 6 tests were run by a crew of firemen experienced in tor-
pedo-boat work, but the remaining 11 tests were made by firemen
picked up around the wharves, not one of whom had ever before fired
a boiler under forced draft conditions.
Careful examination of the boiler after each of the tests showed no
distortion of the tubes, nor any damage to the boiler.
The notes that are recorded in connection with the several tests will
show the severe work to which the boiler has been exposed. Under
these several trials the boiler shows no indication of injury whatever.
Not a leak has developed and not a tube has been bent. The tubes
have frequently been examined, and they are clear of mud, showing that
a good circulation has been maintained.
The casing of the boiler has not proved satisfactory, the lining riot
being able to stand the effect of strong forced draft. This has been
probably due to the use of improper nonconducting material. This
defect is one which can be easily remedied by a more liberal use of fire
.tile or fire brick.
The front drum is only 24 inches in diameter. Although this boiler
is so baffled that it has given reasonably dry steam, and the design of
the boiler is such that there is a much greater water surface in the
drums, and at least an equal weight of water to that used in other
water-tube boilers, }^et the board considers that for marine work, where
the ship will roll and pitch, and thus cause the water level to vary, the
front drum should be increased to about 42 inches in diameter.
12 BUEEAU OF STEAM ENGINEERING.
With an improved casing and a larger front drum for the boiler, the
series of experiments conducted indicate that this boiler is a satisfac-
tory steam generator for the naval service. The board therefore
recommends that the Hohenstein boiler be given a place on the very
limited list of straight-tube water-tube boilers of American design that
have been found suitable for naval purposes.
The board believes that the important question of selecting an ap-
proved water-tube boiler for naval purposes will be finally settled by
a process of selection from t} r pes installed on board ship, and subjected
for several years to the stress of service conditions. In order, there-
fore, to assist in discovering an approved type that will meet the require-
ments of the Navy, the board recommends the use of the Hohenstein
boiler on an American war ship, preferably one requiring a large
installation.
Very respectfully,
JOHN R. EDWARDS,
Lieutenant- Commander, U. 8. Navy.
WYTHE M* PARKS,
Lieutenant- Commander, U. S. Navy.
FRANK H. BAILEY,
Lieutenant- Commander*, U. S. Navy.
Rear- Admiral GEORGE W. MELVILLE, U. S. Navy,
Chief of B^l J reau of Steam Engineering.
14
BUREAU OF STEAM ENGINEERING.
No. 1. Test of Hohenstein water-
[Eight hours' duration
Time.
Steam pres-
sure by
gauge.
Tempera-
ture of
feed water.
Calorimeter.
Height of
water in
gauge
glass.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality of
steam.
9 30 a m
Lb*.
245
270
270
270
270
270
270
272
270
270
270
270
270
268
268
265
265
265
265
260
260
260
260
265
265
260
265
260
265
265
260
265
265
Deg. F.
130
180
170
170
155
170
160
150
170
150
150
130
140
120
130
160
160
150
125
120
135
125
150
150
110
130
140
130
135
130
135
140
160
Deg. F.
Deg. F.
Ins.
9 45 a m
4io
408
406
406
406
406
404
404
404
404
404
406
404
406
409
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
330
320
310
310
314
316
308
310
262
310
309
308
309
309
310
300
308
316
310
310
318
310
310
302
268
224
310
264
252
309
308
304
0.996
991
985
985
988
989
984
986
957
986
986
986
986
986
984
980
986
984
986
986
986
986
986
981
961
936
986
959
952
986
986
984
10 a. m
4
4
4
?
3
4
4
4
3
4
4
3
4
1
4
3i
1
5
5
?
5
4
4
4
4
10 15 a m
10 30 a m
10. 45 a. m
11 a in
11 15 a m
11 30 a m
11.45 a. m
12 m
12 15 p m
12 30 p m
12 45 p. m
1pm
1 15 p m
1. 30 p. m
1 45 p m
2 p in
2. 15 p. m
2.30 p. m
2 45 p m
3. 00 p. m
3. 15 p. m
3 30 p m
3 45 p m
4. 00 p. m
4. 15 p m . .
4 30 p m
4. 45 p. m
5. 00 p. m ...
5 15 p in
5. 30 p. m
265.4
144
980
State of weather, clear.
Barometer at noon, 30.02 inches.
Kind of fuel, Pocahontas coal, run of mine.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 2,400 pounds.
Coal burned during test, 9,720 pounds.
Ashes before beginning test, 260 pounds.
Ashes during test, 377 pounds.
BUREAU OF STEAM ENGINEERING.
15
tube marine boiler, April 23, 1901.
with natural draft.]
Temperature.
Air pressures in
inches of water.
Flue gases.
Water.
Outside
air.
Air in
lire
room.
Gases
at base
of
stack.
Ash pit.
Base
of
stack.
CO 2 .
0.
CO.
Dry air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
Deg. F.
52
Deg. F.
D9 4
5
6
7
$"
(
(a
( a
(
^
(
(
(
a
01
(
(a
(a
(a
( a
<
( a
(a
(a
(
(
(
(a
(a
(a
(a
(a
F.
s.-i
70
02
20
1
1
1
)
)
)
1
i
)
-0.30
i
Jf
X
Lbs.
Lbs.
Lb8.
87
87
87
89
93
93
91
89
90
88
88
89
94
94
94
94
97
97
%
%
97
100
101
101
101
102
101
100
86
87
92
100
-0.05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
05
- .30
- .40
.40
50
55
- .40
- .50
- .55
- .60
- .55
- .50
- .50
-r .55
- .55
- .50
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .50
- .55
- .55
55
10.4
6.1
2.3
16.1
9,511
9,511
53
54
9.4
7.1
2.2
17.5
9,218
18, 729
55
.
55
10.3
7.2
.8
18.6
9,867
28,596
56
62
9
8.4
1
20.6
9,100
37,696
61
59
9.6
5.8
1.6
16.9
9,671
47, 367
62
61
11
5.5
2.1
15.5
9,832
57, 199
61
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .55
- .55
- .55
- .55
- .55
- .55
- .55
60
9.3
7.9
1.7
18.9
9,501
66,700
59
59
9,279
75,979
i
57.3
93.8
594
- .05
- .515
9.85
6.85
1.67
17.7
9,497
a Pyrometer out of order.
Refuse, including sweepings from tubes and baffles, 640 pounds.
Per cent of moisture in coal by weighing and drying sample, 0.5.
Firing very poor and irregular. Average interval between firings, 13 minutes. Average interval
between rakings, 12 minutes. Average thickness of fire, 12 inches. At 2.30 p. m. only about two-
thirds of the grate was in actual use on account of irregular thickness of fire. Average smoke by
Ringelmann charts, 2}. Water drawn from mud drum on following day, when allowed to settle in
a bottle, left five-eighths inch of sediment in 8 inches depth of water.
16
BUEEAU OF STEAM ENGINEERING.
No. 2. Test of Hohenstein water-
[Six hours' duration
Calorimeter
Height of
Time.
sure by
gauge.
ture of
feed water.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality of
steam.
water in
gauge
glass.
10. 35 a. m
Lbs.
lib
Deg. F.
120
Deg. F.
407
Deg. F.
260
0.956
Ins.
2i
10 45 a m
260
140
396
290
978
2
11 a m ...
275
138
393
300
985
2 1
11 15 a m
275
138
398
299
977
2 i
11. 30 a. m
275
140
398
278
.970
la
11 45 a m
275
160
398
272
967
2
12 m
275
120
399
288
976
2i
12 15 p m
275
140
398
303
984
3
12 30 p m
275
150
399
212
930
3
12 45 p m
275
160
399
304
983
3i
275
130
399
292
977
2i
1. 15 p. m
275
130
399
270
965
2i
1 30 p m .
275
130
398
280
971
2a
1 45 p m
275
130
399
270
965
2i
9 p tn
275
138
398
216
934
2*
215pm.
275
170
400
270
965
24
2 30 p m
275
145
400
264
961
3 1
2 45 p m
275
165
400
250
953
31
3 p.m.
275
145
400
307
986
2
3 15 p m
275
140
400
305
985
8
3 30 p m
275
160
400
290
976
3
3. 45 p. m
275
150
400
284
.973
2i
4pm
275
160
399
276
968
3f
4 15 p m
275
165
400
290
976
2J
4 35 p m
275
170
401
218
934
3
Average
274 4
145 36
968
State of weather, dull and overcast.
Barometer at noon, 30.12 inches.
Revolutions of blower, 250 per minute.
Kind of fuel, Pocahontas coal, run of mine.
Wood burned in starting fires, 300 pounds.
Coal burned in starting fires, 2,000 pounds.
Coal burned during test, 10,445 pounds. -
No. 3. Test of Holieiistein water-
[Four hours' duration
Tempera-
Calorimeter
Height of
Time.
sure by
gauge.
ture of
feed
water.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality of
steam.
water in
gauge
glass.
12 m
Lbs.
275
Deg. F.
Deg. F.
398
Deg. F.
300
0.982
Ins.
12 15 p m
275
155
396
309
.988
+ s
12.30 p. m
275
150
398
324
.996
+ I
12.45 p. m
275
140
400
324
.996
A
1pm
275
142
398
322
.995
1.15 p. m
275
150
397
314
.991
1.30 p. m
275
138
399
314
.991
+ i
1 45 p m
275
130
399
314
.991
+ I
2 p. m
275
142
399
314
.991
i
2.15 p. m
275
150
399
312
.989
+ 1
2.30 p. m
275
150
400
312
.989
+U
2 45 p m
275
152
398
305
.985
+ 5
3 p. m
275
144
299
314
.991
3.15 p. m
278
152
400
312
.989
3.30 p. m
276
150
401
310
.988
3 45 p m
285
. 140
" 400
309
.987
+2
4 p. in
280
148
400
310
.988
276 1
145 8
989
State of weather, dull and overcast.
Barometer at noon, 29.86 inches.
Revolutions of blower, 335 per minute.
Kind of fuel, Pocahontas coal, run of mine.
Wood burned in starting fires, 390 pounds.
Coal burned in starting fires, 2,500 pounds.
Coal burned during test, 10,569 pounds.
BUREAU OF STEAM ENGINEERING.
17
tube marine boiler, April 26, 1901.
with forced draft.]
Temperature.
Air pressures in
indu's t>t" water.
Flue gases.
Water.
Outside
air.
Air in
fire
room.
Gases at
l.nse
Of
stack.
Fire
room.
Ash
pit.
Base
of
stack.
COo.
O.
CO.
Dry air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
V
Deg. F.
102
^6*
1.7
l i
-0.80
60
*.
*6.4
L
6s.
17.6
Lbs.
Lbs.
98
605
1
1
1.1
1
1.1
1.1
1.1
.9
.95
.95
1
.95
.85
- .60
- .60
- .70
- .65
- .65
- .65
- .65
.60
8
5.8
2.2
16.8
68
113
690
11.2
5.2
1.5
15.6
14,038
14, 038
116
710
8.7
5.3
3.6
14.8
70
119
750
8.8
6
2.4
16.5
15,572
29,610
120
700
1.1
1.2
1.1
1.1
1.1
1.1
1.1
1 i
.95
.1
- .65
.70
- .70
- .70
- .65
- .60
- .65
65
10.5
. 5.8
1.7
16.2
70
120
980
10.3
6.9
1.6
17.5
15,540
45,150
120
725
7.6
7.9
2.4
19.2
70
122
1025
11.4
6
1
16.6
13, 328
58,478
126
805
1.1
1.1
1.1
1.1
1.1
1.1
1.1
- .65
- .65
- .65
- .65
65
10.4
7.5
1.6
18
72
127
720
9.8
6.8
2.2
17
14, 278
72,756
126
805
9.2
7.4
1.2
19.1
- .65
65
123
575
9.5
7.5
1.8
18.3
14,074
86,830
70.3
117.8
748.4
1.08
1.02
654
9.46
6.5
1.96
17.2
14,471
Ashes before beginning test, 160 pounds.
Ashes during test, 575 pounds.
Refuse, including sweepings from tubes and baffles, 550 pounds.
Per cent of moisture in coal by weighing and drying sample, 0.5.
Firing very irregular, with average interval of 11 minutes. Average interval between rakings, 9
miniates, varying from 4 minutes to 13 minutes. Average thickness of fire, 12 inches. Average smoke
by Ringelmann charts, 2$. Slicing doors kept closed after 11 o'clock.
tube marine boiler, May, 8 1901.
with forced draft.]
Temperature.
Air pressures i n
inches of water.
Flue gases.
Water.
Outside 1 A fi r r > n
air - |room.
Gases
at base
of
stack.
Fire
room.
Ash
pit.
Base
of
stack.
CO 2 .
0.
CO.
Dry air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
Deg. F. Deg. F.
1 108
Deg. F.
730
&
1.7
*,.8
Lbs.
16.2
Lbs.
Lbs.
74 ! 112
! 119
2.05
2.05
2.20
2.05
2.05
2.05
2.05
2.05
2.05
2.10
2.05
2
2.05
2.10
2
2.05
2
2
2.10
2
2
2
2
2
2
2.05
2
1.95
2
2
1.95
o
-6.75
- .85
90
1340
16
2.1
.0
13.1
' 124
76 j 127
i 126
1240
- .85
- .85
8.S
15.2
3
.0
13.8
19,108
19,108
1 127
1175
10
6.4
1.6
17.1
I 128
1 1 1 1 1 i 1 1 ! 1
72 129
! 127
955
13.3
5.2
.7
15.5
19, 916
39,024
' 125
; 115
920
12.5
5
.9
15.5
72 121
123
825
12.6
5
1.1
15.3
20,286
59,310
, 120
875
10
6.9
1.6
17.6
i 119
70 ( 120
955
12.1
4.4
1.3
14.8
20,483
79,794
72.8 j 121.7
1001.6
2.059
2
- .838
12.42
4.85
1
15.4
19,948
Ashes before beginning of test, 195 pounds.
Ashes during test, 459 pounds.
Refuse, including sweepings from tubes and baffles, 815 pounds.
Per cent of moisture in coal by weighing and drying sample, 0.5.
Fired and raked alternately at intervals averaging 9 minutes for each. Average interval between
slicings, 14 minutes, varying from 3 minutes to 31 minutes. Frequent flames in stack, especially
during first two hours. Average smoke by Ringelmann charts, 2|.
693902 2
18
BUREAU OF STEAM ENGINEERING.
No. 4. Test of Hohenstein water-
[Eight hours' duration
Time.
Steam
pres-
sure
by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature,
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
9am
Lbt.
272
272
275
275
275
275
275
275
272
275
273
275
270
272
272
272
272
272
272
274
270
270
270
272
272
275
273
272
274
272
272
274
274
Deg.F.
140
135
145
135
135
140
130
135
130
135
135
130
135
135
138
135
140
135
135
135
135
140
145
142
140
140
150
150
130
135
135
135
130
Deg. F.
399
402
404
402
403
404
406
406
403
404
402
403
403
404
403
404
404
404
403
403
402
403
404
404
404
406
404
404
404
403
403
404
403
Deg. F.
300
310
313
315
316
316
316
316
316
316
316
316
317
318
317
317
317
317
317
317
317
317
317
317
316
318
317
321
324
324
326
330
324
0.982
.987
.988
.990
.990
.990
.989
.989
.990
.990
.990
.990
.990
.990
.990
.990
.990
.990
.990
.990
.991
.990
.990
.990
.990
.990
.990
.993
.995
.995
.996
.998
.995
Ins.
+*
a
+*
+i
Deg. F.
60
Deg. F.
93
95
102
104
104
107
108
111
111
109
111
100
114
115
113
112
113
112
112
111
113
117
122
124
125
126
127
129
126
125
124
124
125
Deg. F.
9 15 a m
9.30 a. m
610
""665"
9 45 a m
10 a m.
60
10 15 a m
10.30 a. m
610
10 45 a m ...
11 a m
60
610
11.15 a. m
11 30 a m
660
11 45 a m
12 m
64
660
12.15 p. m
12 30 p m
665
12.45 p. m
1 p. m
66
655
1 15 p. in
1.30 p. m
1.45 p. m
670
2pm
66
735
2 15 p m
2.30 p. m
665
2 45 p. m
3pm
70
650
3 15 p m
3.30 p. m
665
3 45 p. m
4pm
66
845
4.15 p. m
4.30 p. m
850
4 45 p m
5 p. m
68
640
Average
272.8
137
990
64.4
114
675
" ' " "I
State of weather, squally.
Barometer at noon, 29.70 inches.
Kind of fuel, Pocahontas coal, run of mine.
Wood burned in starting fires, 340 pounds.
C6al burned in starting fires, 2,000 pounds.
Coal burned during test, 8,633 pounds.
Ashes before beginning of test, 175 pounds.
Ashes during test, 226 pounds.
BUREAU OF STEAM ENGINEERING.
19
tube marine boiler, May 29, 1901.
with natural draft.]
Air pressures in inches of water.
Flue gases.
Water.
Ash
pit.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Dry air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
0.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
- .05
- .05
- .05
- .06
.0
.0
.0
.0
.0
.0
.0
.0
.0
- .02
- .02
- .02
-0.20
-- .20
18
-0.20
- .20
20
-0.20
- .20
20
-0.20
- .22
22
Jf
*
t
Lbs.
Lbs.
Lbs.
13
4
1.5
14.1
- .16
- .18
- .18
- .16
18
- .20
- .20
20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
20
- .22
- .20
20
11.2
5.1
1.7
15.4
10, 570
10, 570
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .22
- .20
20
- .20
- .20
.20
- .22
- .22
- .22
- .26
- .28
- .28
26
12.3
4.7
1.6
14.8
- .16
- .16
- .16
- .18
- .18
- .16
- .16
- .16
- .16
- .16
- .18
- .18
- .20
- .18
- .18
- .18
- .18
- .16
- .16
- .18
- .18
- .20
20
11.5
6
1.4
16.3
10,252
20,822
11.2
5,1
1.4
15.6
- .20
- .20
- .20
- .20
20
9.5
5.2
2.8
14.9
10,320
31,142
11.4
3.7
2.6
13.5
- .20
- .20
- .20
- .20
- .22
- .20
20
- .26
.26
10.1
7.4
1.2
18.5
9,994
41, 136
- .28
- .28
- .28
- .26
- .28
- .26
- .28
- .26
- .24
- .24
- .26
- .28
- .30
- .30
- .28
10.9
4.5
2.8
14.1
9.4
5.3
2.5
15.5
9,653
50,789
10.4
4
3.1
13.7
- .20
- .20
- .20
- .20
- .20
- .20
- .22
22
- .20
- .20
- .20
- .20
- .20
- .20
- .22
- .22
- .25
- .25
11.6
4.9
2
14.9
9,122
59, 911
10.7
3.7
3.3
13.2
11.4
4.4
2
14.5
8 846
68, 757
11. 7 | 3. 5
3
13.1
- .22
- .20
- .25
- .25
9,192
77,949
- .0008
- .177
- .20
- .20
- .24
11.08
4.75
2.19
14.8
9,744
Refuse, including sweepings from tubes and baffles, 549 pounds.
Per cent of moisture in coal by chemical analysis, 0.79.
Average interval between firings, 6i minutes. Average interval between rakings, eight minutes.
Average thickness of fire, 6 inches. The draft was checked by means of a damper in the smoke pipe,
so as to keep the rate of combustion at about 1,100 pounds of coal per hour. Average smoke by Ring-
elmann charts, 2.2. At 1.40 o'clock two bricks came down from combustion-chamber baffle.
20
BUREAU OF STEAM ENGINEERING.
No. 5. Test of Hohenstein water-
[Six hours' duration
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
9 30 a m .
Lbs.
275
270
275
275
275
275
275
272
273
273
273
275
275
275
275
275
275
275
275
275
273
273
275
272
272
Deg. F.
130
125
125
130
130
136
132
128
130
120
130
130
130
128
130
132
128
134
130
130
132
126
128
126
132
Deg. F.
400
401
402
402
402
402
400
401
402
402
402
402
401
402
401
402
402
402
401
401
401
402
403
404
401
Deg. F.
304
304
307
309
308
309
309
310
310
310
312
311
312
313
314
314
313
316
317
317
311
314
316
317
318
0.984
.984
.985
.987
.986
.987
.986
.987
.988
.988
.989
.988
.988
.989
.990
.990
.989
.981
.992
.992
.987
.990
.990
.990
.992
Ins.
+1
5
+1
+ i
+ i
+ t
+1
+!
+ *
V
Deg. F.
80
Deg. F.
118
125
130
133
135
137
138
139
139
139
143
141
140
142
141
141
143
142
144
147
146
145
146
146
148
Deg. F.
9 45 a m
10 a. m
730
10.15 a. m
10 30 a m
82
660
10 45 a m
11 a. m
690
11.15 a. m . ..
11 30 a m
84
675
11.45 a. m
12 m
675
12 15 p m
12.30 p. m
12.45 p. m
85
740
1pm.
700
1 15 p m
1.30 p. m
86
700
1.45 p. m
2pm
670
2 15 p m
2.30 p. m
86
670
2.45 p m
3pm
745
3.15 p. m
3.30 p. m
86
528
Average ...
274
126.6
988
84.1
139.5
681
State of weather, bright and sunshiny.
Barometer at noon, 30.08 inches.
Revolutions of blower, 243 per minute.
Kind of fuel, Pocahontas coal, run of mine.
Wood burned in starting fires, 360 pounds.
Coal burned in starting fires. 2,200 pounds.
Coal burned during test, 10,695 pounds.
No. 6. Test of Hohenstein water-
[Three and one-half hours'
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
9 30 a m
Lbs.
275
273
270
272
272
270
270
272
270
272
275
273
272
272
Deg. F.
112
118
118
112
110
112
110
108
110
112
120
130
130
130
Deg. F.
398
398
398
399
399
399
399
400
399
400
400
400
400
401
399
Deg. F.
296
310
311
309
310
309
306
306
321
324
319
317
324
329
328
0.980
988
989
988
988
988
985
986
995
996
993
992
996
999
998
Ins.
+ *
Deg. F.
70
Deg.F.
106
116
120
120
124
124
124
128
131
132
133
134
137
140
141
Deg. F.
9 45 a m
10 a m
840
10 15 a m
.......
10.30 a. m
930
10 45 a m
11 a m
800
11 15 a m
11.30 a. m
76
1,450
11 45 a m
12 m
1,240
12 15 p m
12.30 p. m ..
77
1,060
12 45 p m
1pm
1,560
Average ...
272
116.5
990
74.75
127.3 jl.126.7
State of weather, bright and sunshiny.
Barometer at noon, 29.95 inches.
Revolutions of blower, 375 per minute.
Kind of fuel, Pocahontas coal, run of mine.
Coal burned during test, 8,736275=8,461 pounds.
Ashes during test, 591 pounds.
BUREAU OF STEAM ENGINEERING.
21
tube marine boiler, June 5, 1901.
with forced draft.]
Air pressures in inches of water.
Flue gases.
Water.
Fire
room.
Ash pit.
Fur-
nace.
Com-
bustion
cham-
ber.
Base of
stack.
C0 2 .
0.
CO.
Dry air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
1
1
.05
.10
.05
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
0.05
1
1
1.05
1
.95
.95
.95
.95
.95
1.05
1.05
1.05
1.05
1.05
.05
.05
.05
.05
.05
.05
.05
1.05
1.05
.95
0.80
.85
.85
.85
.85
.85
.80
.70
.75
.75
.70
.75
.85
.80
.85
.85
.80
.80
.85
.80
.75
.80
.80
.80
.75
0.60
.60
.60
.60
.60
.60
.60
.55
.60
.60
.60
.60
.65
.65
.65
.65
.65
.65
.70
.65
.65
.65
.65
.65
.60
-0.4
4
- !45
- .45
A
- !4
A
4
- !4
- .4
- .4
- .4
- .4
.4
- .4
.4
A
- !4
i
i
t
Lbs.
Lbs.
Lbs.
12.2
4.4
1.6
14.5
10
5.7
2
16.1
15,200
15,200
11.1
4.3
2.Y
14.4
9.7
5.2
2.3
15.4
15,041
30,241
11
4.3
2
14.5
12.2
4.8
1.4
15
16, 505
46,746
10.7
4.8
2.2
14.9
10
6.6
1.8
17.1
14,914
61,660
9.8
4.9
2.7
14.8
9.4
5.7
2.3
16
15,270
76,930
11.2
4.3
2.1
14.4
6.9
5.4
3.9
15.2
15, 534
92,464
1.064 1.016
.80
.624 - .404
10.35.
5.03
2.2
15.2
15, 411
Ashes before beginning test, 200 pounds.
Ashes during test, 1,038 pounds.
Refuse, including sweepings from tubes and baffles, 539 pounds.
Per cent of moisture in coal, by chemical analysis, 0.79.
Fired and raked alternately at intervals averaging 8 minutes for each. Average smoke by Ringel-
mann charts, 2.2.
tube marine boiler, June 8, 1901.
duration with forced draft.]
Air pressures in inches of water.
Flue gases.
Water.
Fire
room.
Ashpit.
Fur-
nace.
Com-
bustion
cham-
ber.
Base of
stack.
C0 2 .
O.
CO.
Drv air
per
pound
carbon.
Fed per
hour.
Total
weight
fed.
2
2
2
2
2
2
2.1
2.1
2.2
2
1.95
2
2
2
1.95
1.90
1.95
1.90
1.95
1.95
2
2
2.15
2.05
1.90
1.95
1.95
1.95
1.50
1.50
1.55
1.55
1.60
1.60
1.65
1.70
1.70
1.60
1.45
1.50
1.45
1.50
1.35
1.35
1.40
1.40
1.45
1.45
1.45
1.50
1.50
1.40
1.30
1.40
1.40
1.45
-0.30
.30
Jl
t
$
Lbs.
Lbs.
Lbs.
- .30
- .25
- .20
- .20
- .25
- .15
- .10
- .15
- .20
- .30
- .30
- .30
13
2.2
10.5
3.9
1.9
14.3
17,641
17,641
11.8
4.9
1.3
15.3
17.8
.7
.1
12
17, 521
35, 162
16.7
1.7
.2
12.6
16.6
2.4
.1
13.2
16,648
51,810
10
8.8
.7
20.6
8,729
60, 539
2.025
1.968
1.56
1.41
- .235
13.77
3.73
.928
14.66
17,297
Refuse, including sweepings from tubes and baffles, 626 pounds.
Per cent of moisture in coal by chemical analysis, 0.79.
Fired and raked alternately at intervals averaging 6 minutes for each. Average smoke by Ringel-
manii charts, 3.4. Almost continual flaming in stack. Base of stack occasionally red hot. Test
stopped prematurely at 1 o'clock on account of roof taking fire. The fires were about 2 inches thicket
at end of trial than at beginning, corresponding to a difference of about 275 pounds of coal.
22
BUREAU OF STEAM ENGINEERING.
No. 7. Test of Hohenstein water-tube
[Eight hours' duration
Time.
Steam
press-
ure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
8 30 a m
Lbs.
Deg. F.
Deg. F.
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
403
404
404
404
404
404
404
404
402
404
404
404
404
404
404
404
404
404
Deg. F.
306
307
307
309
309
309
309
309
310
310
310
310
310
310
310
310
310
310
312
311
312
311
310
311
311
310
. 310
310
310
311
311
312
312
984
985
985
986
986
986
986
986
986
986
986
986
986
986
986
987
986
986
987
987
987
987
986
988
987
986
986
986
986
987
987
988
.988
Ins.
2i
2*
2i
2
2
2
2
2ft
2
at
2
2
?
2
24
a
2*
2*
2}
2*
2*
2ft
21
2}
2*
2*
24
2*
P
3
Deg. F.
Deg. F.
-110
117
117
121
126
130
137
137
138
140
143
141
144
148
143
148
148
147
144
148
144
150
143
150
158
162
164
160
159
162
160
156
155
Deg. F.
8 45 a m
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
126
124
124
128
124
126
128
130
128
128
126
126
134
134
128
130
130
130
132
134
132
130
134
134
136
138
140
140
140
142
140
142
60
540
9 15 a m
555
9 45 a m
66
535
10 a m
10 15 a m
570
10 30 a m
10 45 a m
68
575
11 15 a m
560
11 30 a m
11.45 a. m
72
581
12 m
12 15 p m .
560
12 30 p m
12.45 p. m
74
584
550
1 30 p m *
145pm
76
560
2 15 p m
560
2 45 p m
76
570
3.15 p. m
565
3.45 p. m
78
570
565
4 30 p m
Average ...
275
131.8
.986
71?
144
562
State of weather, clear.
Barometer at noon. 30.34 inches.
Kind of fuel, New River coal, run of mine.
Wood burned in starting fires, 360 pounds.
Coal burned in starting fires, 2,000 pounds.
Ashes before beginning test, 198 pounds.
Ashes during test, 485 pounds.
OK STKAM KNCMNKKRINd.
23
marine boiler, October 21, 1901.
with natural draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Ashpit.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
C0 2 .
0.
CO.
Dry air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed
per
hour.
Total
weight
fed.
i
t
','
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
-0.05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
-0.10
10
-0.07
06
-0.15
- .20
- .20
- .20
- .20
- .20
- .22
- .22
- .24
- .24
- .24
.22
- .24
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .20
- .20
-0.50
- .50
- .50
- .50
.50
9.7
6.2
i.i
17.5
- .10
- .10
- .10
- .10
- .12
- .14
- .16
- .16
- .16
- .16
- .16
- .18
- .18
- .18
- .18
- .18
- .20
- .20
- .18
- .20
- .18
- .18
- .18
- .16
- .16
- .16
- .16
- .16
- .14
- .14
- .06
- .06
- .06
- .06
- .08
- .08
- .10
- .10
- .10
- .08
- .12
- .12
- .12
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .14
- .14
10
5.8
1.1
17
1,300
1,300
9,534
9,634
10.1
5.6
2
15.9
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .oO
- .50
- .50
- .50
9.5
5.7
2.1
16.2
1,175
2,475
9,554
19,088
10
6.5
1.1
17.7
10
6.7
1.8
16.2
1,125
3,600
9,693
28,781
10.2
6.2
1.6
16.8
9.2
7.4
1.2
19.1
1,100
4,700
9,058
37,839
9.2
6.8
1.7
17.8
9.2
6.8
1.8
17.7
1,100
5,800
8,660
f.
46,499
9.1
7.7
1
19.7
8.7
6.8
2.3
i7.5
i,666
6,800
8,381
54,880
8.5
6.1
1.6
17.6
8
6.4
1.8
18
650
7,450
7,217
62,097
8.8
6.7
1.2
18.5
8
7.3
.9
20.4
605
8,055
6,475
68,572
- .05
- .155
- .116
- .216
- .50
9.26
6.48
1.52
17.7
1,007
8,558
Refuse, including sweepings from tubes and baffles, 561 pounds.
Per cent of moisture in coal by weighing and drying sample, 3.14.
Average interval between firings, 6 minutes. Raked and sliced alternately between firings.
Thickness of fire during first four hours, 6 inches; for next two hours, 9 inches; then allowed to burn
down to original thickness. Average smoke by Ringelmann charts, 2.
BUREAU OF STEAM ENGINEERING.
No. 8. Test of Hohenstein water-tube
[Six hours' duration
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
9am
Lbs.
Deg. F.
Deg. F.
Deg. F.
Ins.
24
2*
24
2|
3
2i
2i
9
2|
2
2J
3
3
3
24
2f
3
A
O
24
24
24
24
Deg. F.
Deg. F.
106
111
114
116
118
118
123
120
123
128
124
124
128
125
127
Deg. F.
9.15 a. m
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
128
130
120
120
118
119
124
120
129
122
126
128
126
122
128
126
124
122
126
132
136
132
130
138
403
402
402
402
402
402
402
402
402
402
402
402
402
402
402
401
402
402
402
402
402
402
402
402
292
292
295
292
292
293
292
293
296
292
290
290
292
292
291
289
290
289
289
291
288
288
288
288
0.976
.977
.979
.977
.977
.977
.977
.977
.979
.977
.976
.976
.977
.977
.976
.976
.976
.975
.975
.976
.975
.975
.975
.975
70
630
1
9 30 a. m
9 45 a m
637 !
10 a. m
10.15 a. m
72
670
10 30 a m
10 45 a m
630 ,
11 a. m
11.15 a. m
76
680
11 30 a m
11.45 a. m
678
12m
"76""
12.15 p. m .
667
12.30 p. m
12.45 p.m
1 p. m . .
128
130
129
128
128
124
127
131
131
126
660
1 15 p m
76
660
1.30 p. m
1.45 p. m . .*.
680
2pm
2 15 p m
76
635
2.30 p. m
2.45 p. m
620
3pm
Average ...
275
126.1
976
74.34
123. 5 654
State of weather, cloudy.
Barometer at noon. 29.95 inches.
Kind of fuel, New River coal, run of mine.
Wood burned in starting fires, 250 pounds.
Coal burned in starting fires, 1,910 pounds.
BUREAU OF STEAM ENGINEERING.
25
marine boiler, October 28, 1901.
with forced draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Fire
room.
Ash
pit.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
o,
CO.
Dry
air
per
pound
car-
bon.
Fired
per
hour.
Total
weight
fired.
Fed
per
hour.
Total
weight
J<
*
t
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
1
1.05
1.05
1.05
1.05
1.05
1.05
1.08
1.08
1.08
1.05
1.08
1.10
1.10
1.10
1.10
1.08
1.08
1.08
1.05
1.08
1.08
1.10
1.10
0.95
.95
1
1
1
1
1
1
1
1
1
1
1.05
1.05
0.80
.78
.70
.75
.75
.75
.80
.75
.80
.80
.80
.82
.85
.85
.85
.85
.85
.85
.85
.85
.85
.85
.85
.85
0.70
.70
.65
.70
.70
.68
.70
.70
.70
.70
.70
.75
.72
.72
.76
.75
.75
.75
.75
.75
.75
.75
.75
.75
0.45
.50
.45
.48
.45
.45
.50
.50
.50
.50
.50
.55
.55
.55
.58
.55
.55
.55
.55
.65
.55
.55
.50
.50
-0.50
- .47
- .45
- .42
- .45
- .43
- .45
- .45
- .43
- .45
- .45
- .42
- .45
- .48
- .45
- .50
- .50
- .50
- .48
- .48
- .48
- .48
- .48
- .48
8.6
7.3
1.5
19
8.9
7
2.1
17.8
2,000
2,000
13,996
13,996
9
6.5
1.5
17.8
7.7
7
2.9
17.6
1,800
3, 800 14, 508
28,504
9
6.3
1.9
17.2
8.6
7.2
i.i
19.5
1,800
5,600
14,344
42,848
9.5
6.7
1.6
17.7
9.5
6.6
1.3
17.9
1,600
7,200
14,194
57.042
10
6.6
1.1
17.8
9
7.2
1.6
18.5
1,400
8,600
13, 459
70,501
9.1
8.3
.6
21
7.5
6.6
1.9
18.5
1,098
9,698
10, 246
80, 747
1.07
1
.813
.722
.515
- .464
8.87
6.94
1.59
18.4
1,616
13,458
Ashes before beginning test, 161 pounds.
Ashes during test, 365 pounds.
Refuse, including sweepings from tubes and baffles, 528 pounds.
Per cent of moisture in coal by weighing and drying sample, 3.14.
Average interval between firings, 6 minutes. Raked and sliced alternately between firings. Occa-
sional flames in stack. Average smoke by Ringelmann charts, 2.
26
BUREAU OF STEAM ENGINEERING.
No. 9. Test of Hohenstein water-tube
[Four hours' duration
Time.
Steam
pres-
sure
by
gauge.
Temper-
ature of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
12 45 p m
Lb*.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
Deg. F.
396
397
397
397
397
397
397
397
397
397
397
397
397
397
397
397
397
Deg. F.
290
292
294
292
297
294
296
294
296
293
292
294
293
292
292
291
294
0.978
.979
.980
.979
.982
.980
.981
.980
.981
.979
.979
.980
,979
.979
.978
.978
.980
Ins.
f
2
4
2*
2i
2
2|
3
2*
2J
2J
3*
3?
24
21
Deg. F.
Deg. F.
102
102
102
104
104
105
108
110
108
110
108
109
109
108
108
107
106
Deg. F.
1pm
112
110
110
112
112
116
112
112
112
112
112
110
110
112
112
112
685
1 15 p m
1 30 p m
713
1.45 p. m
68
2 p in
750
2 15 p m
2. 30 p.m.
650
2 45 p m
68
3pm
732
3.15p.m
3 30 p. m
605
3 45 p m
68
4 p. m
725
4.15 p. m
4 30 p m
640
4.45 p.m.
Average
68
275
111. 75
.980
68
106.5
687.5
State of weather, smoky. v
Barometer at noon, 30.25 inches.
Kind of fuel, New River coal run of mine.
Wood burned in starting fires, 361 pounds.
Coal burned in starting fires, 2,200 pounds.
BUREAU OF STEAM ENGINEERING.
27
marine boiler, October 26, 1901.
with forced draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Fire
room.
Ash
pit.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
C0 2 .
O.
CO.
Dry
air
per
pound
car-
bon.
Fired
per
hour.
Total
weight
fired.
Fed
per
hour.
Total
weight
fed.
%
t
*
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2.10
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
1.40
1.45
1.45
1.45
1.45
1.45
1.45
.45
.45
.40
.40
.40.
.40
1.40
1.40
1.40
.25
.25
.25
.30
.30
.30
.25
.25
.25
.20
.20
.20
.22
1.22
1.25
1.25
.05
.05
.10
.15
.15
.10
.10
.10
.10
.05
.05
.05
.05
1.05
1.10
1.10
-0.90
- .95
- .95
-1
- .95
-1
j^
-1
-1
1
7.5
6.3
2.4
17.1
8.3
6.7
1.5
18.1
2,450
2,450
18, 147
18, 147
10
5.9
1.9
16.4
9.6
6.4
1.4
17.5
2,350
4,800
18,662
36,809
9.2
6.5
1.7
17.5
-1
-1
-1
-1
1
-1
9.4
6.3
2
16.9
2,300
7,100
18,1%
55,005
9.8
6.8
1
18.2
10
6
1.4
16.9
1,900
9,000
16, 639
71,644
2.10
2
1.43
1.25
1.08
- .98
9.2
6.4
1.7
17.3
2,250
17, 911
Ashes before beginning test, 152 pounds.
Ashes during test, 391 pounds.
Refuse, including sweepings from tubes and baffles, 732 pounds.
Per cent of moisture in coal by weighing and drying sample, 3.14.
Average interval between firings, 6 minutes. Raked and sliced alternately between firings,
quent fires in stack. Average smoke by Ringelmann charts, i.
Fre-
28
BUKEAU OF STEAM ENGINEERING.
No. 10, Test of Hohenstein water-tube
[Eight hours' duration
Time.
Steam
pres-
sure by
gauge.
Temper-
ature of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
8 45 a m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
.275
275
275
275
275
275
275
275
Deg. F.
120
124
120
126
126
119
127
120
129
119
124
126
124
126
130
126
130
130
124
126
130
126
140
120
130
130
122
134
126
124
125
129
124
Deg. F.
402
402
402
402
402
402
402
404
402
402
402
402
402
402
402
402
403
406
403
402
403
402
402
402
403
402
402
402
402
402
402
402
402
Deg. F.
302
306
314
316
311
326
326
330
313
312
310
312
310
310
308
312
309
311
314
313
310
311
310
309
309
310
310
310
310
311
310
308
310
0.983
.985
.990
.991
.988
.997
.997
.998
.989
.989
.987
.988
.987
.987
.986
.988
.986
.986
.989
.989
.987
.988
.987
.987
.986
.987
.987
.987
.987
.988
.987
.986
.987
7ns.
24
2*
It
2J
3
2ft
2*
2i
2i
2*
2f
2ft
2*
2i
24
g
2J
24
I
2J
2*
2i
2i
3
2i
2*
2*
2i
2|
Deg. F.
62
Deg. F.
Ill
110
118
120
118
120
122
124
Deg. F.
525
9 a. m
9.15 a. m
580
9 30 a m
9 45 a m
66
590
10 a. m
10.15 a. m
"666"'
10 30 a m
10 45 a m
62
128
129
124
125
560
11 a. m
11.15 a. m
540
11 30 a m
11.45 a. m
60
126
124
126
127
124
121
126
124
127
127
129
131
132
126
130
130
130
134
134
132
130
500
"635*"
12m
12 15 p m
12 30 p m
12.45 p. m
1 p. m
63
575
1 15 p m
680
1.30 p. m
1.45 p. m
63
490
2pm
2 15 p m .
495
2.30 p. m
2 45 p m
64
510
3 p. m
3.15 p. m
495
3 30 p m . .
'"63""
3 45 p in
527
4 p. m
4.i5 p. m
500
4 30 p m
4.45 p. m
61
520
Average
275
125. 94
988
62 7
125
548.4
State of weather, clear and humid.
Barometer at noon, 30.20 inches.
Kind of fuel, Pocahontas coal, hand picked and screened.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 2,792 pounds.
Ashes before beginning test, 225 pounds.
BUREAU OF STEAM ENGINEERING.
29
marine boiler, November 6, 190 L
with natural draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Ash
pit.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
C0 2 .
O.
CO.
Dry air
per
pound
carbon .
Fired
per
hour.
Total
weight
flred.
Fed ,
per
hour.
Total
weight
fed.
-0.05
.05
-0.10
- .10
- .10
- .10
- .12
- .14
- .20
- .20
- .17
- .18
- .15
- .20
- .18
- .18
- .15
- .20
- .20
- .20
- .18
- .15
- .15
.14
- .14
- .14
.14
- .15
- .15
- .15
- .15
- .15
- .12
- .12
- .12
-0.10
- .12
- .12
- .12
- .12
- .12
- .14
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .16
- .16
- .15
- .15
.15
-0.10
- .10
- .10
- .15
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
-0.50
- .50
50
11*1
i
4.7
'A
Lbs.
14.7
Lbs,
Lbs.
Lbs.
Lbs.
- .05
- .05
- .05
- .05
.05
9.5
4.5
2.7
14.5
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
.50
9.9
5
2.6
15
1,582
1,582
9,251
9,251
10
5.1
2.2
15.3
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
9.5
4.8
1.7
15.6
988
2,570
9,843
19,094
9.6
5.3
1.7
16.1
8.8
5.5
2
16.3
1,060
3,630
9,518
28,612
9
6.2
2.3
16.7
8.9
5.1
2.7
15.2
1,114
4,744
8,931
37,543
10.2
4.6
1.6
15.2
7.6
5.7
2.5
16.6
888
5,632
8,961
46,504
7.1
6.5
18.5
- .15
- .14
- .14
- .15
- .15
- .15
- .15
- .15
- .12
- .12
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
7.6
5.3
2.6
16.1
890
6,522
7,906
54,410
8.8
5 2.4
15.4
6.3
5.6
2.8
16.8
838
7,360
7,984
62,394
8.8
4.3
1.5
15.5
8.4
4.1
1.3
15.6
939
8,299
7,754
70,148
- .05
.15
- .14
- .19
- .50
8.89
5.14 ! 2.16
i
15.8
1,037
8,769
Ashes during test, 214 pounds.
Refuse, including sweepings from tubes and baffles, 526 pounds.
Per cent of moisture in coal by weighing and drying sample, 2.04.
Fired every 6 minutes. Raked after each second firing. Sliced at intervals of about 20 minutes.
8.45 to 10.45, thick fires and frequent flames in stack. 10.45 to end of test, thin fires and little or no
flaming in stack. One calorimeter out of order. Smoke by Ringelmann charts, 1.
30
BUREAU OF STEAM ENGINEERING.
No. 11. Test of Hohenstein water-tube
[Eight hours' duration
Time.
Steam
pres-
sure by
gauge.
Temper-
ature of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
' Higher
temper-
ature.
Lower
temper-
ature.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
8 45 a m
JJb9.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
122
106
124
120
128
127
124
118
130
123
125
123
125
120
126
112
126
113
124
118
132
120
130
122
128
117
122
122
122
118
123
123
124
Deg. F.
402
403
403
403
403
403
404
403
403
404
404
403
403
403
403
403
402
402
403
403
403
403
404
403
403
403
403
404
404
404
404
403
404
Deg. F.
300
302
304
305
306
307
308
310
311
312
312
312
312
312
312
313
313
314
313
314
314
314
314
314
314
314
314
314
314
314
314
314
316
0.981
.982
.983
.984
.984
.985
.985
.986*
.987
.987i
.987i
.988
.987*
.988
.987i
.988
.989
.989i
.987i
.989
.989
.989
.988i
.989
.989
.989
.989
.988i
!988!
.988*
.989
.990
Ins.
2
2i
2|
2*
2}
2*
2|
2?
2|
2|
24
2i
24
2*
?
?
2i
2*
24
2*
24
2f
2|
24
2$
a
24
2^
24
2
Deg. F.
44
Deg. F.
92
88
88
94
98
107
108
120
120
130
126
122
126
129
128
132
138
136
135
128
142
140
138
136
132
132
138
136
136
139
137
142
144
Deg. F.
9am
512
9 15 a m
9 30 a m
515
9 45 a m
52
10 a. m
10 15 a m
512
10 30 a m
485
10. 45 a. m
52
11 a m ....
505
11 15 a m
11 30 a m
510
11. 45 a. m
55
12m
515
""536"
12. 15 p. m
12 30 p m
12 45 p. m
59
1pm
560
1 15 p m
1.30p.m
530
1 45 p m
57
2pm
520
2 15 p. m
2 30 p m
540
2 45 p m
57
3 p, m
525
3. 15 p m
3 30 p m
525
3 45 p m
60
4pm .
523
4 15 p m
4 30 p m
527
4. 45 p. m
60
Average
275 122. 3
I
987
55.1
125.4
521
State of weather, cloudy, occasional sun.
Barometer at noon, 30.18 inches.
Kind of fuel, Pocahontas coal, hand picked and screened.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 1,435 pounds.
BUREAU OF STEAM ENGINEERING.
31
marine boiler, November 9, 1901.
with natural draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Ash
pit.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
C0 2 .
0.
CO.
Dry air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
weight
-0.05
05
-0.08
.08
-0.08
- .08
- .08
- .08
- .08
- .08
08
-0.10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
10
-0.50
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
56
X
*
t
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
9.4
4.5
2
15.1
- .05
- .05
- .05
- .05
.05
- .08
- .08
- .08
- .08
.08
7.6
4.5
2.1
15.6
938
938
8,455
8,455
5.3
5
2.6
16.9
-.05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
.05
05
- .08
- .08
08
- .08
- .08
08
6.2
4.8
2.4
16.3
937
1,875
7,067
15,522
8.4
4.6
1.7
15.9
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
.10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
.10
- .12
- .12
- .12
- .12
- .12
- .12
12
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55'
- .55
- .55
- .55
- .55
- .55
- .55
6.9
5.3
2.6
16.4
937
2,812
7,673
23, 195
8.8
4.5
2
15.3
8.9
4
1.7
15
1,014
3,826
8,768
31,963
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .05
- .02
- .02
- .02
- .02
- .02
- .12
- .12
- .12
- .12
.12
9.3
4.3
2
14.9
7.4
4.6
3
15
968
4,794
8,772
40, 735
8.6
4.8
1.9
15.8
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .10
- .12
- .12
- .12
- .12
- .12
- .12
- .12
- .12
- .12
- .12
- .12
9.4
4.2
2.5
14.4
940
5,734
8,453
49, 188
8.1
4.5
2.4
15.3
7
4.6
2.3
15.8
888
6,622
8,079
57,267
8
4.6
2.4
15.3
8.6
4.1
1.4
15.5
814
7,436
8,163
65, 430
- .045
- .094
- .094
- .114
- .548
8
4.6
2.2
15.15
930
8,179
Ashes before beginning test, 303 pounds.
Ashes during test, 584 pounds.
Refuse, including sweepings from tubes and baffles, 356 pounds.
Per cent of moisture in coal by weighing and drying sample, 1.15.
Fired every 6 minutes. Raked after each second firing. No slicing until last two hours, then twice
each hour. Fires thin. No flaming in stack. Very little smoke; none except while firing.
32
BUREAU OF STEAM ENGINEERING.
No. 12. Test of Holienstein water-tube
[Six hours' duration
Time.
Steam
pres-
sure
by
gauge.
Temper-
ature of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
9 a. m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
375
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
104
120
118
132
112
131
124
113
126
117
120
117
124
106
124
124
119
112
110
122
113
110
126
135
134
Deg. F.
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
401
402
402
402
402
402
402
402
Deg. F.
303
302
306
301
302
297
304
306
306
306
306
307
307
306
304
302
302
306
306
302
305
305
302
304
303
0.983
.982*
.984*
.981*
.982*
.972i
.983i
.984i
.984
.984^
.984i
.985
.985
.984i
.983i
.982i
.982
.985
.984i
.982i
.984
.984
.982i
.983*
.983
Ins.
2*
2*
2*
2J
3
2*
2*
2l
2*
24
2i
2*
2*
2*
21
2
1*
2J
4*
II
2
2*
Deg. F.
50
Deg. F.
92
92
102
104
100
98
105
107
108
109
109
106
106
109
107
108
110
108
108
107
102
106
106
106
104
Deg. F.
""562"
9 15 a. m
9.30 a. m
9.45 a. m
605
10 a. m
51
10 15 a m
590
10.30 a. m
10.45 a. m
590
11 a. m
52
11 15 a m
590
11.30 a. m
11.45 a. m
590
12m
53
12.15 p. m
12.30 p. m
580
12.45 p. m
570
1 p. m
53
1.15 p. m
590
1.30 p. m ...
1 4ft p TO
565
2 p. m
53
2.15 p. m
600
2.30 p. m
2.45 p. m
575
3 p. m
53
Average ...
275
119.7
983
52
105
580
State of weather, gray and overcast.
Barometer at noon, 30.09 inches.
Kind of fuel, Pocahontas coal, hand picked and screened.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 2,762 pounds.
BUREAU OF STEAM ENGINEERING.
33
marine boiler, November 18, 1901.
\vit1i forced draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Fire
room.
Ash
pit.
Fur-
nace.
Corn-
bus- Tube
lion clmm-
cham- Kr.
ber.
Base
of
stack.
CO 2 .
O.
CO.
Dry air
PIT
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
wgght
1
.4
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0.95
.50
.95
.95
.95
.99
.99
.99
1
.99
0.80
.40
.80
.80
.80
.80
.85
.85
.87
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
.80
0.75
40
.67
.70
.70
.70
.70
.70
.72
.72
.70
.70
.70
.70
.70
.70
.70
.70
.70
.70
.68
.68
.68
.68
.68
0.52
.30
.55
.50
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
.52
-0.55
- .50
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
-- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
qf
*
%
Lbs. i Lbs.
Lbs.
Lbs.
Lbs.
7.4 3.7 1.9
14.9
8 3.7
2.1
14.5
1,232
1,232
11,100
11,100
7.2
3.9
2.4
14.6
6.8
4
2.5
14.9
i,383
2,615 i 10,625
21,725
7.7
3.9
2.6
14.4
8
3.9
1.9
15
1,533
4,148
12,054
33, 779
6.4
3.4
3
13.9
6.1
3.6
3.1
14.1
1,580
5,72S
13, 397
47, 176
8.2
3.7
2.1
14.5
6.1
4.6
2.3
16.3
1,430
7,158
12, 701
59,877
7.4
3.9
2.3
14.8
6.5
3.6
2.7
14.4
1,230
8,388
10,396
70,273
3
.97
.79
.69
.51
- .55
7.15
3.8
2.4
14.7
1,398
11, 712
Ashes before beginning test, 526 pounds.
Ashes during test, 837 pounds.
Refuse, including sweepings from tubes and baffles, 562 pounds.
Per cent of moisture in coal by weighing and drying sample, 1. 59.
Fired every 7 minutes. Raked after each second* firing. No slicing. Very little smoke. No nam-
ing in stack. 9.15 a. m., temporary loss of air pressure due to window blowing out of fireroom.
693902 3
34
BUKEAU OF STEAM ENGINEERING.
No. 13. Test of Hohenstein water-tube
[Four hours' duration
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
1 15 p m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
100
110
96
82
90
88
90
90
88
92
88
90
(\A
88
88 '
90
90
Deg. F.
401
401
401
401
401
401
401
401
402
401
401
401
401
402
402
401
401
Deg. F.
296
2%
295
297
296
296
293
294
294
296
296
296
291
293
291
295
295
0.979
.979
.979
.980
.979
.979
.977
.978
.978
.979
.979
.980
.977
.977
.976
.979
.979
Ins.
2|
9
Deg. F.
40
Deg. F.
80
83
85
86
86
87
87
86
90
88
88
90
88
86
86-
Deg. F.
""760"
1 30 p m
1.45 p.m
2pm . ...
ototototoootototo
705
2 15 p m
41
2. 30 p.m
685
2 45 p. m .....
3pm
680
3 15 p m
40
3.30 p.m
740
""745"
3 45 p m
4pm
4.15 p. m
tO tO CO M tO
40
4 30 p. m
700
4 45 p m
5 p, m
84
84
86
780
5.15p.m
40
Average
275
91.4
979
40.2
717
State of weather, thin clouds.
Barometer at noon, 30.23 inches.
Kind of fuel, Pocahontas coal, hand-picked and screened.
Wood burned in starting fires, 310 pounds.
Coal burned in starting fires, 2,762 pounds.
Ashes before beginning test, 267 pounds.
Hl'KKAl' OK STKAM KN< 1 1 N KKKI N(i.
35
narine boiler, November 27, 1901.
ivith forced draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Fire
room.
Ash
pit.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Dry air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
weight
fed.
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2.1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
.90
.60
.65
.65
.50
.62
.60
.45
.57
.50
.40
.45
.60
.57
.62
.60
.60
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.2
1.1
1.1
1.1
1.2
1.2
1.2
1.2
1.2
0.90
.90
.90
.90
.90
.90
.85
.80
.85
.80
.80
.82
.90
.90
.85
.85
.80
-0.60
- .75
- .75
- .80
- .80
- .75
- .75
- .75
- .80
75
t
t
t
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
9
3.2
2.6
13.5
9
3.5
1.7
14.4
2,663
2,663
21, 133
21,133
7.7
3.5
2.8
13.8
7.4
3.4
2.8
13.8
2,911
5,574
22,436
43, 569
9.4
3.4
2.8
13.4
- .75
80
9.3
3.3
3.8
12.8
- .80
80
2,662
8,236
22,090
65,659
8.1
3
2.9
13.2
- .80
- .80
80
9.2
2.8
2.2
13.3
2,458
10, 694
20,535
86,194
2.1
2
1.58
1.18
.86
- .767
8.64
3.26
2.7
13.5
2,674
21,549
Ashes during test, 460 pounds.
Refuse, including sweeping! "
Per cent of moisture in coal, _, __ ._
Fired every 5 minutes. Raked after each second firing. No fires in stack. Very little smoke.
Average by Ringelmann charts, i. Boiler casing red hot in places opposite the combustion cham-
ber. The uptake is about 50 per cent larger than in all previous tests.
mg test, 4bu pounds.
eluding sweepings from tubes and baffles, 936 pounds.
>f moisture in coal, by weighing and drying sample, 1.
ry 5 minutes. Raked after each second firing. No 1
36
BUREAU OF STEAM ENGINEERING.
No. 14. Test of Hohemttin water-tube
[Six hours' duration
Time.
Steam
pres-
sure by
gauge".
Tempera-
ture of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
10.30 a. m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
B v-
104
104
100
95
100
102
104
110
105
110
112
105
106
102
104
100
102
108
104
102
107
102
107
96
Deg. F.
400
400
400
400
401
401
401
401
402
402
401
401
401
402
402
402
402
402
402
402
402
402
402
402
402
Deg. F.
295
292
290
294
295
293
293
292
299
298
292
300
298
300
304
297
296
295
296
296
295
298
294
294
294
0.979
.977
.976
.979
.979
.978
.978
.977
.981
.980
.977
.982
.981
.981
.984
.980
.979
.979
.979
.979
.979
.980
.978
.978
.978
Ins.
A
3
2*
3
21
2|
21
1
2*
j
il
a
rf
P
24
2
3
2?
4*
V-
Deg. F.
74
70
70
Deg. F.
10.45 a. m
605
11 a. m
11 15 a. m
70
76
76
76
70
76
76
78
725
11.30 a. m
32
11.45 a. m
600
12 m
12 15 p m
695
12.30 p. m
33
12.45 p. m
740
1 p. m
1 15 p m
80
80
79
80
80
80
76
80
80
80
79
80
79
80
910
1.30p.m...
34
975
2p m
2.15 p. m
765
2. 30 p. m
33
2 45 p m
810
3 p.m
3.15 p. m
""33""
785
3.30 p. m
3 45 p m
830
4 p.m
4.15 p.m
""32""
740
4 30 p m
Average ...
275
104.6
980
32.3
77
766
State of weather, smoky, with thin clouds.
Barometer at noon, 30.13 inches.
Revolutions of blower, 243 per minute.
Kind of fuel, Pocahontas coal, hand-picked and screened.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 3,256 pounds.
Ashes before beginning test, 271 pounds.
Ashes during test, 714 pounds.
Refuse, including sweepings from tubes and baffles, 923 pounds.
Per cent of moisture in coal, by chemical analysis, 0.73.
BUREAU OF STEAM ENGINEERING.
37
marine boiler, December 16, 190 L
with forced draft.]
Air pressures in inches of water.
Flue
raws,
CO 2 .
C(.Ml.
Water.
Ashpit.
Fur-
nace.
Combus-
tion
cham-
ber.
Tube
chaui-
ber.
Above
tubes,
below
drums.
Base of
stack.
tt?j '
Fed per
hour.
Total
weight
fed.
1
1
0.70
.60
.55
.70
.70
.60
.35
.50
.40
.65
.55
.50
.55
.55
.55
.55
.65
.55
.55
.55
.55
.60
.60
.55
.60
0.40
.40
.35
..40
.35
.30
.30
.30
.25
.30
.30
.25
.25
.25
.30
.28
.32
.40
.32
.32
.35
.35
.35
.30
.35
0.10
.10
.08
.06
-.10
.08
.02
.03
.03
.06
.06
.05
.03
.08
.08
.05
.08
.08
.05
.05
.05
.05
.05
.03
.06
-0.20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
20
-0.50
- .50
- .55
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
- .60
60
i
Lbs.
Lbs.
Lbs.
Lbs.
7.2
9.4
2,364
2,364
18,756
18,756
6.5
7.3
2,557 | 4,921
17, 721
36,477
8.5
9
""9."2"
2,468
7,389 I 18,055
54,532
1
7.8
2,270
9,659
17, 820
72,352
8.5
8.5
i
2,367
12,026
18,037
90,389
- .20
- .20
- .20
- .20
- .60
- .60
- .60
- .60
7.8
i
7.7
2,003
14,029 ; 18,374
108,763
1
.57
.32
.06
- .20
- .59
8.1
2,338
18, 127
Start delayed by the freezing of the feed pipe. Fired every 5 minutes. Raked after each firing.
Clinker in left furnace at end of second hour. The firing was even and good, except when the fires
were allowed to get too thick. The usual thickness was 8 inches to 10 inches, but at one time 12
inches were carried when flames appeared in the base of the stack. The flames would last but a few
seconds, during which the stack temperature would go up to 1050 F. Average smoke by Ringelmann
charts, 1|. The uptake area is about twice what it was in the first twelve tests.
38
BUREAU OF STEAM ENGINEERING.
No. 15. Test of Hohenstein water tube
[Eight hours' duration,
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height
of water
in gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
8 30 a. m . .
Lbs.
275
275
275
275
375
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
116
126
122
125
119
130
121
123
117
134
128
126
110
130
119
120
140
126
130
122
118
130
122
135
122
122
126
135
126
129
125
133
119
Deg. F.
402
404
404
404
404
403
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
402
404
404
404
404
404
403
404
404
404
Dey. F.
302
304
304
303
305
306
305
306
306
306
307
307
308
306
308
308
308
308
309
309
310
309
309
309
310
306
310
309
309
308
309
306
306
0.983
.983
.983
.982
.983
.984
.983
.984
.984
.984
.985
.985
.985
.984
.985
.985
.986
.985
.986
.986
.987
.986
.986
.986
.987
.984
.986
.986
.986
.985
.986
.984
.984
Ins.
3
2i
2i
2*
3
2$
2*
2J
3
3
2*
2?
3
f
2*
3
2i
3
3
3
2$
2*
3
a
3
3
3
3
3
2*
3
Deg. F.
22
Deg. F.
73
74
67
71
74
77
82
79
81
82
82
83
87
88
92
90
89
86
89
89
90
92
95
99
102
99
96
96
97
92
95
90
92
Deg. F.
8 45 a m
525
9 a. m
9.15 a. m
570
9 30 a m
25
9 45 a m
565
10 a. m
10 15 a m
570
10 30 a m
25
10.45 a. m
555
11 a. m
11 15 a m
555
""555"
11.30 a. m
26
11.45 a. m
12m
12 15 p m
565
12.30p.m
26
12 45 p m.
570
1pm
1.15p.m......
595
1 30 p. m
27
1 45 p m
565
2 p. m
2.15 p m
585
2 30 p m
28
2.45 p. m
580
3 p. m
3 15 p m
585
3.30 p. m
26
3.45 p. m . ..
585
4pm
4.15 p. m
570
4.30p.m.. . .
26
Average ...
275
125
985
26
87
568
State of weather, smoky, with thin clouds.
Barometer at noon, 30.01 inches.
Kind of fuel, Pocahontas coal, hand-picked and screened.
Wood burned in starting fires, 360 pounds.
Coal burned in starting fires, 2,440 pounds.
BUREAU OF STEAM ENGINEERING.
marine boiler, December IS, 1901.
with natural draft.]
Air pressures in inches of water.
Flue gases.
Coal.
Water.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Above
tubes,
below
drums.
Base
of
stack.
CO 2 .
O.
CO.
Dry air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
weight
fed.
-0.20
- .20
- .20
- .20
20
20
-0.25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
25
-0.40
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .37
- .40
- .40
- .40
- .37
- .37
- .37
- .37
- .40
- .37
- .38
- .40
- .37
- -37
- .40
- .40
- .35
- .40
- .40
- .40
- .40
- .40
- .40
- .40
50
t
J<
*
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .50
- .50
- .50
- .50
- .50
- .50
- .50
50
5.8
7.2
1,034
1,034
10,466
10,466
- .20
- .20
- .20
- .20
20
8.2
7.5
1,134
2,168
10, 436
20,902
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .52
- .52
- .50
- .50
- .52
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .50
- .55
- .50
- .55
- .55
- .55
55
7
- .20
- .20
- .20
- .20
20
6.6
1,186
3,354
9,908
30,810
6.8
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
8.5
11.5
27.1
1,183
4,537
10,083
40,893
8.1
10.9
27.1
9.4
10.4
.2
23.9
1,183
5,720
10,525
51, 418
8.2
10.6
.1
26.2
8.4
ii.i
27.3
1,184
6,904
10,150
61,568
8.9
11.1
.2
25.5
7.3
12.9
32
1,183
8,087
9,407
70, 975
8.5
11.2
.2
26.3
.55
- .55
7.2
12.8
.1
31.7
1,194
9,181
10,043
81,018
- .20
- .20
- .25
- .38
- .51
7.9
11.4
.9
27.5
1.148
10, 127
Ashes before beginning test, 235 pounds.
Ashes during test, 702 pounds.
Refuse, including sweepings from tubes and baffles, 576 pounds.
Per cent of moisture in coal, by chemical analysis, 0.73.
Fired every 10 minutes. Raked after each firing. Practically no smoke.
40
BUREAU OF STEAM ENGINEERING.
No. 16. Test of Hohenstein water-tube
[Four hours' duration
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases at
base of
stack.
9.45a. m
Lb.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
375
275
275
Deg. F.
112
111
101
90
91
93
99
96
96
96
100
98
100
96
98
96
99
Deg. F.
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
Deg. F.
286
288
289
291
292
294
294
291
291
292
295
296
294
292
292
294
294
0.973
.975
.975
.976
.977
.978
.978
.976
.976
.977
.978
.979
.978
.977
.977
.978
.978
Ins.
3*
P
3
3
2ft
2
1*
3
2$
2ft
21
5}
2ft
I
Deg.F.
18
Deg. F.
60
60
60
62
62
63
64
65
64
65
68
68
66
68
68
66
67
Deg. F.
10 a* m
680
10 15 a m
10.30 a. m
730
10 45 a m ....
20
11 a m
840
11.15a.m...
11.30 a. m
11 45 a m
785
24
12m
900
12.15 p m ..
12.30 p m
780
12.45 p. m
24
1pm
815
1 15 p m
1 30 p m
880
1.45 p. m
26
Average
275
98.4
978
22 j 64
800
State of weather, smoky, no clouds.
Barometer at noon, 30.28 inches.
Revolutions of blower, 332 per minute.
Kind of fuel, Pocahontas coal, hand picked and screened.
Wood burned in starting fires, 450 pounds.
Coal burned in starting fires, 3,130 pounds.
No. 17. Test of Hohenstein water-tube
[Three hours' duration
Time.
Steam
pres-
sure by
gauge.
Tempera-
ture of
feed
water.
Calorimeter.
Height of
water in
gauge
glass.
Temperature.
Higher
tempera-
ture.
Lower
tempera-
ture.
Quality
of steam.
Outside
air.
Air in
fire
room.
Gases at
base of
stack.
10 a m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
89
90
80
80
94
93
85
90
90
85
84
94
89
Deg. F.
400
400
400
400
402
402
402
401
400
401
402
400
401
Deg. F.
280
283
284
283
284
286
287
288
288
288
292
289
289
0.970
.972
.973
.972
.972
.973
.974
.975
.975
.975
.977
.976
.975
Ins.
21
p
2
3
2
U
2
?
2
I 4
2
Deg. F.
34
Deg.F
75
78
77
79
77
76
76
77
76
76
76
76
76
Deg. F.
10 15 a m
900
10 30 a m
10.45 a m
900
11 a m
37
11 15 a m
910
11.30 a m
11 45 a m
850
12m
36
12 15 p m
1,200
12 30 p m
12 45 p m
900
1pm
34
Average
275
88
.974
35
76.5
943
State of weather, dark, fog, and smoke.
Barometer at noon, 29.58 inches.
Revolutions of blower, 423 per minute.
Kind of fuel, Pocahontas coal, hand picked and screened.
Wood burned in starting fires, 350 pounds.
Coal burned in starting fires, 3,554 pounds.
Ashes before beginning test, 151 pounds.
BUREAU OF STEAM ENGINEERING.
41
marine boiler December 21, 1901.
with forced draft].
Air pressures, in inches of water.
Flue gases.
Coal.
Water.
Ash
pit.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Above
tubes,
below
drums.
Base
of
stack.
C0 2 .
O.
CO.
Dry
air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
weight
fed.
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
.55
.60
.40
.35
.20
.30
.40
.35
.45
.45
.40
.25
.45
35
.40
1.35
1.50
1.1
1
.9
1
.9
.95
.9
.85
.95
.9
.9
.95
.97
.85
.9
.9
.9
0.30
.30
.30
.30
.27
.27
. 25
.25
.23
.20
.20
.19
.19
.19
.20
.20
.20
0.05
.07
.07
.07
.07
.05
.05
.07
.07
.05
.05
- .10
.07
.10
.10
.10
.10
50
Jf
*
Jf
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
.60
.60
.60
.60
.65
.65
.70
.65
.70
.70
.67
.65
.65
.70
.70
.65
7.8
11.2
3.7
20.9
9
10.4
.3
24.2
3,353
3,353
22,145
22,145-
9.1
9.4
1.4
21.1
8
10
1.6
22.6
3,161
6,514
23,401
45,546
8.7
9.2
.5
22.7
9
9.7
.9
22.3
3,157
9,671
23, 157
68,703
9.4
10
.6
22.7
10.3
9.2
.2
21.6
2,941
12, 612
23, 720
92,423
2
1.40
.93 .24
.07
.64
8.9
9.0
1.1
22.3
3,153
23,106
Ashes before beginning test, 105 pounds.
Ashes during test, 646 pounds.
Refuse, including sweepings from tubes and baffles, 895 pounds.
Per cent of moisture in coal by chemical analysis, 0.73.
Fired every 5 minutes. Raked after each firing. Occasional flames in stack. Very little smoke.
Average by Ringelmann charts, 1.
marine boiler, January Jl, 1902.
with forced draft.]
Air pressures, in inches of water.
Flue gases.
Coal.
Water.
Ash
pit.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Above
tubes,
below
drums.
Base
of
stack.
CO.,.
O.
CO.
Dry air
per
pound
carbon.
Fired
per
hour.
Total
weight
fired.
Fed per
hour.
Total
weight
fed.
3
3
3
3
3
3
3
3
3
3
3
3
3
2.20
2.10
2.25
2.20
1.95
2.20
2.10
2.20
2.35
2.20
2
2.20
2.20
.30
.30
.50
.60
.40
.50
.40
.30
.45
1.50
1.50
1.45
1.45
0.75
.72
.80
.80
.80
.85
.85
.80
.85
.82
.85
.90
.90
0.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
.10
-0.55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
- .55
55
*
jf
t
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
9
9.4
1
21.8
9.6
8.8
.6
21.2
3,749
3,749
26,430
26,430
10
9.2
.6
21.2
9.7
9.5
.4
22.2
i
3,552
7,301
26, 037
52, 467
10.4
8.1
.6
19.7
- .55
- .55
- .55
9.8
9.5
.3
22.2
3,561
10,862
77,857
3
2.16
1.44
.82
.10
55
9.7
9.1
.6
21.4
3,621
25,952
Ashes during test, 254 pounds.
Refuse, including sweepings from tubes and baffles, 1,355 pounds.
Per cent of moisture in coal by chemical analysis, 0.73.
Fired every 3 minutes. Raked after each firing. Occasional flames in stack. Practically no smoke.
At 1 p. m. the draft pressure was increased to 4 inches, and the intention was to run at that pressure
until the supply of coal was exhausted, which would have taken about 45 minutes; but at 1.02 p. m.
the test was brought to a sudden stop by the failure of the feed water.
42
BUREAU OF STEAM ENGINEERING.
Summary of seventeen
Hohensteii
Num-
ber of
trial.
Date of
trial.
Duration
of trial
(hours).
Kind of fuel (P.,
Pccahontas
coal; N. R.,
New River coal;
r. m., run of
mine; h. p. s.,
hand picked
and screened).
State of weather.
Height o
barome-
ter at
noon.
1
2
3
4
5
6
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
1891.
Apr. 23
Apr. 26
May 8
May 29
June 5
June 8
Oct. 21
Oct. 23
Oct. 26
Nov. 6
Nov. 9
Nov. 18
Nov. 27
Dec. 16
Dec. 18
Dec. 21
1892.-
Jan. 11
8
6
4
8
6
3i
8
6
4
8
8
6
4
6
8
4
3
P., r.m
....do.,
do
Clear
30.02
30.12
29.86
29.70
30.08
29.95
30.34
29.95
30.25
30.20
30.18
30.09
30.23
30.13
30.01
30.28
29.58
Dull and ove
do
rcast
. do
Squa
Brig]
d
lly
....do
....do
it and sunshiny
o
N.R., r.m
do
Cleai
Clou
Smol
Cleai
Clou
Gray
Thin
Smol
(j
iy
....do
:v
P.,h.p.s
do
and dai
3y, occa
and ove
clouds.
:y, with
n
np
donal su
rcast
n
...do...
...do...
do
thin clo
uds
do
....do
Smoky, no cl
Dark, fog am
ouds
do
1 smoke
Number of trial.
0,
h
|
si
93 i
s
oj
a
1
1
Average temperature.
Fuel.
I
3
"3
S
H
fe
I
|
g
<3
.s
h
'3
fc
*'
Q
6
a
2
o
<H
0)
1
be
c
Se
*
r-
i
S^
2
|S
|l
gj|
1L
cc
c
ft
%$
i!
*!
3|
II
S-
fS ^J
o
*J bC
.5
9
bo
N
fl
3
rrt -"""^
9iS
& ^
3 3
"Sjs
F
0)
It
-3 +
5 a
1 +
li
If
"S^P;
i .
(D'aT
ol
QJ ^
:s
o^
1
s|
f|
'o be
be
d
3
-3^
0)73
s
*a
"o-g
s^
.f
V
1
8
16
17
18
19
20
21
22
23
24
25
26
1.
2. ..
3. ..
4. ..
5. ..
6. ..
7. ..
8. ..
9. ..
10.
11. ..
12. ..
13. . .
14.
15. ..
16. ..
17. ..
1
2
1
2
1
2
1
2
1
2
3
57.2
70.3
72.8
64.4
84.1
74.8
71.3
74.3
68
62.7
55.1
52
40.2
32.3
26
22
35.4
93.8
117.8
121.7
114
139.5
127.3
144
124
106.5
125
125.4
105
86
77
87
64
76.5
594
751
1,089
688
712
1,105
563
654
688
548
521
580
717
766
568
800
943
144
145.4
145.8
137
129.3
116.5
131.8
E6.1
111.8
125 9
122.3
119.7
91.4
104.6
125
98.4
88
410.4
413.3
413.7
412.7
413.1
412.5
413.6
413.6
413.6
413.6
413.6
413.6
413.6
413.6
413.6
413.6
413.6
350
300
390
340
360
(?)
360
250
361
350
350
350
310
350
360
450
350
2,400
2,000
2,500
2,000
2,200
(?)
2,000
1,910
2,200
2,792
1, 435
2,762
2,762
3,256
2,440
3,130
3,554
9,720
10, 445
10,569
8,633
10, 695
8,461
8,056
9,698
9,000
8,299
7,436
8,388
10, 694
14, 029
9,181
12, 612
10,862
12, 470
12, 745
13,459
10, 973
13,255
8,461
10,416
11,858
11, 561
11, 441
9,221
11,500
13,766
17, 635
11, 981
16, 192
14, 766
260
160
195
175
200
%
161
152
225
303
526
267
271
235
105
151
377
575
459
226
1,038
591
485
365
391
214
584
837
460
714
702
646
254
BUREAU OF STEAM ENGINEERING.
43
marine water-tube boiler, burning coal.
Average pressures.
Revolu-
tioni of
blower
per min-
ute.
Steam
pressure by
gauge; cor-
rected for
waterlevel,
pounds per
square
inch.
Draft pressures, in inches of water.
Fire room.
Ash pit.
Furnace.
Combus-
tion cham-
ber.
Tube
chamber.
Above
tubes and
below
drums.
Base of
stack.
7
8
f)
10
11
12
13
14
15
263.9
272.9
274.6
271.3
272.5
270.5
273.5
273.5
273.5
273.5
273.5
273. 6
273.5
273.5
273.5
273.5
273. 5
0.0
1.08
2.06
0.0
1.06
2.03
0.0
1.07
2.10
0.0
0.0
.99
2.10
0.05
1.02
2
.04
1.02
2
.05
1
2
.05
.05
.97
2.00
1.00
2.00
3.00
0.52
.65
.84
.24
.41
.22
.50
.46
.98
.55
.55
.55
.77
.59
.51
.64
.55
250
335
243
375
243
375
240
375
243
332
423
0.18
.80
1.56
.16
.81
1.43
.15
.09
.79
1.58
.57
.20
1.41
2.16
0.20
.62
1.41
.12
.72
1.25
.14
.09
.69
1.18
.32
.20
.93
1.44
0.21
.22
.52
1.08
.19
.11
.51
.86
.06
.25
.24
.82
-0.20
.38
.07
.10
Fuel.
Steam.
Weight of refuse from fur-
nace, tubes, baffles, etc.
(pounds).
Total weight of ashes and
refuse (pounds), (25) + (26)
+ (27).
Percentage of ashes and
refuse, (28) -5- (24) x 100.
Weight of ashes and refuse
from coal used during
test(pounds) , 23) x (29) -f-
100.
Percentage of moisture in
coal (*by weighing and
drying sample; fby chem-
ical analysis).
Weight of moisture in coal
used during test (pounds)
(23) x (31) -f- 100.
Weight of dry coal burned
during test (pounds), (23)
-(32).
Weight of combustible
burned during test
(pounds), (33) -(30).
Quality of steam.
Percentage of moisture in
steam, 100-lOOx (35).
27
28
29
30
31
32
33
34
35
36
640
550
815
549
539
626
561
528
732
526
356
562
936
923
576
895
1,355
1,277
1,285
1, 469
950
1,777
1,217
1,244
1,054
1,275
965
1,243
1,925
1,663
1,908
1,513
1,646
1,760
10.24
10.08
10.91
8.66
13.40
14.37
11.95
8.89
11.03
8.44
13.48
16.75
12.08
10.82
12.63
10.18
11.92
995
1,053
1,153
747
1,432
1,216
963
862
993
700
1,003
1,405
1,292
1,518
1,160
1,285
1,295
*0.50
* .50
* .50
t .79
f .79
{.79
*3.14
*3.14
*3.14
*2.04
*1.15
*1.59
*1
t .73
f.73
f .73
f.73
49
52
53
68
85
67
253
304
283
169
85
134
107
102
67
92
79
9,761
10, 393
10, 516
8,565
10, 610
8,394
7,803
9,394
8,717
8,130
7,351
8,254
10,587
13,927
9,114
12, 520
10, 783
8,676
9,340
9,363
7,818
9,178
7,178
840
8,532
7,724
7,430
6,348
6,849
9,295
12,409
7,954
11,235
9,488
0.980
.968
.989
.990
.988
.990
.986
.976
.980
.988
.987
.983
.979
.980
.985
.978
.974
2
3.2
1.1
1
1.2
1
1.4
2.4
2
1.2
1.3
1.7
2.1
2
1.5
2.2
2.6
BUREAU OF STEAM ENGINEERING.
Summary of seventeen tests of Hohenstein
Water.
Economic results.
ffi
iber of trial.
roximate fire-room air prcssur
1 weight of water fed to boil-
founds), (corrected for
equality of water level and
:am pressure at beginning
d end of test).
ivalent weight of water evap-
ated into dry steam
Dunds), (37) x (35).
B
g
ji
"8
ivalent weight of water evap-
ited into drv steam from and
212F.(pounds),(38)x(39).
1 water per pound of coal as
red (pounds), (37) 4- (23).
ivalent evaporation from
d at 212 F. per pound of coal
fired (pounds), (4O) -=- (23).
ivalent evaporation from
d at 212 F. per pound of dry
al (pounds), (4O) -=-(33).
ivalent evaporation from
d at 212 F. per pound of c< >m-
stible (pounds), (4O)-i-(34).
a
p (
-gne^B
MM* 1
P 5*2
JpH
2 C on
53 C
33S
&
9
r-
W
O< O OS
H
V
w 33 '
w
i
8
37
38
39
40
41
42
43
44
i...
76,016
74, 455
1.134
84,430
7.82
8.69
8.73
9.74
2
1
86, 673
81,260
1.133
92,060
8.30
8.81
8.86
9.86
3
2
79, 803
78, 700
.133
89, 170
7.55
8.44
8.48
9.52
4
77, 953
77, 120
.142
88,070
9.03
10.20
10.28
11.26
5
1
92,458
91,300
.150
104, 740
8.65
9.79
9.87
11.41
6
2
60, 539
59,800
.163
69, 540
7.15
8.22
8.28
9.69
7
68, 415
67, 450
.147
77, 360
8.50
9.60
9.91
11.30
8
1
80, 747
78,800
.153
90,950
8.33
9.38
9.68
10.66
9
2
71,644
70,200
.169
82,070
7.96
9.12
9.42
10.63
10
70, 148
69,300
.154
79, 980
8.45
9.64
9.84
10.76
11
65,430
64, 570
.157
74, 710
8.80
10.05
10.16
11.77
12
1
70, 273
69, 070
.159
80, 060
8.38
9.55
9.70'
11.69
13
2
86, 194
84,370
.189
100, 320
8.06
9.38
9.48
10.79
14
1
108, 763
106,580
.176
125, 350
7.75
8.94
9.00
10.10
15
81, 018
79, 790
.155
92, 160
8.82
10. 04
10.11
11.59
16
2
92, 423
90,390
.182
106, 840
7.33
8.47
8.53
9.52
17
3
77, 857
75,820
.193
90,450
7.17
8.33
8.39
9.53
ti
Chimney-gas analysis.
Ox
If eat balance or distribution of the
heating value of the combustible.
o
o
1
1
&
fit
j|
1
o
IL
II
11
i
d
+
8
w
&S5'+
IB.
g '
I|t3
e
[3
EH
O
Q
I
sf?
if
|||
II
I?
l
OJ^H
lp
B
OS
i s
&
11
& ^
-S^V
1?
&%tri
OJ3H
"o
!
o
o
..g
^'c^
Sw.
a,^ gj
o> .gW,
1
SI
O 02
J""
a
9
o
1
*!,
eN
"O
|J
^ sp
1
BB
,0
8
* +
|
w O ^
jil.
1
p, ft
5
I
1
!
w
3
3"
Q oi oO
1
8
56
57
58
59
6O
61
62
63
64
1...
9.85
6.85
1.67
81.63
21.5
9,400
7
486
2,320
2... .
1
9.46
6.50
1.96
82.08
21.7
9, 520
7
505
2,970
3... .
2
12/42
4.85
1
81.73
18.7
9,190
8
566
3,930
4... .
11.08
4.75
2.19
81. 98
18.8
10, 870
11
492
2, 290
5... .
1
10.35
5.03
2.20
82.42
19.8
11,020
12
487
2,400
6... .
2
13.77
3.73
.93
81.57
17.2
9,360
14
564
3,570
7... .
9.26
6.48
1.52
82.74
23
10, 910
43
555
2,050
8... .
1
8.87
6.94
1.59
82.60
23.6
10, 290
44
584
2,650
9... .
2
9.20
6.40
1.70
82.70
23.7
10, 260
46
600
2,800
10...
o
8.89
10, 390
27
501
11...
o
3
11, 360
16
496 '
12!!! !
7.15
11,290
24
516
13...
2
8.64
10, 410
15
551
14...
1
8 10
9,750
11
565
15..!
7^90
11.4
.90
79.80
28.1
11, 190
11
521 2, 740
16... .
2
8.90
1.10
81
24.8
9,190
11
577 3, 880
17... .
3
9.70 9.1
.60
80. 60 23. 8
9,200
12
600 4, 380
1
BUREAU OF STEAM ENGINEERING.
45
marine boiler, December 21, 1901 Continued.
l-'rn-l per hour.
\\.itor per hour.
45
46
47
48
are foot
H- 50.14.
V ^
II
%z
Z?o
Q
49
8 +
l
s
50
51
bi
52
1,215
1,741
2,642
1,079
1,782
2,417
1,007
1,616
2,250
1,037
930
1,398
2,674
2,338
1,148
3,153
3,621
1,209
1,732
2,629
1,071
1,769
2,398
975
1,566
2,179
1,016
919
1,376
2,647
2,321
1,139
3,130
3,594
1,085
1,557
2,341
977
1,530
2,051
855
1,422
1,931
929
794
1,142
2,324
2,068
994
2,809
3,163
24.2
34.7
52.6
21.5
35.5
48.2
20.1
32.2
44.8
20.7
18.5
27.8
53.4
46.6
22.9
62.9
72.2
24.1
34.5
52.4
21.3
35.2
47.8
19.4
31.2
43.4
20.2
18.3
27.4
52.8
46.3
22.7
62.4
71.7
21.6
31
46.7
19.5
30.5
40.8
17
28.3
38.4
18.5
15.8
22.7
46.2
41.2
19.8
56
63.1
9,502
14,446
19, 951
9,744
15, 410
17, 297
8,552
13,458
17, 911
8,769
8,179
11,712
21,549
18, 127
10, 127
23, 106
2f>, 952
9,307
13,543
19, 675
9,640
15, 180
17,086
8,431
13, 133
17,554
8,663
8.071
11, 512
21,092
17, 763
9,974
22, 598
25, 273
10,554
15, 343
22, 292
11, 009
17, 457
19,'
9,670
15, 158
20, 518
9,998
9,339
13,343
25,080
20, 892
11, 520
26, 710
30,150
Heat balance or distribution of the heating value of the combustible.
Efficiency.
Is
II
"8&A.
111?
111
q~
Id
*
i
c
S .
11
Of?
||
1
a|
8^
is
03^3
S-o
g
1-
e
SI
e to the inco
ustion of cart
s).
ue to uncon
)gen,etc.,toh
ure in air, to
etc. (B. T. U.
ilue of one po
ustible calc
ultimate ch
r sis (B. T. U.'
ibsorbed by
(percent.)
||
$1
1
e to moisture i
e burning of
percent).
lie to heat (
in the dry ch
(percent).
il
il
o
S.
osses due to
etc. (per cent
ce).
3
i
III
6JB
C Cto -
llll
ill!
o> o-t o3
1
-o 8
5a
SS8.
10 *1
*o "S "g
M fl
<D O *"
^5.^^
i
utJX
S
H
W
B
s
w
o
O
65
66
67
68
69
70
71
72
73
74
75
1,325
1,853
15, 391
61
0.1
3.2
15.1
8.6
12
61
60
1,571
818
15, 391
61.8
.1
3.3
19.3
10.2
5.3
61.8
60.8
682
1,015
15, 391
59.7
.1
3.7
25.5
4.4
6.6
59.7
58.2
1,388
73
15, 124
71.8
.1
3.3
15.1
9.2
.5
71.8
68.3
1,569
-364
15,124
72.8
.1
3.2
15.9
10.4
-2.4
72.8
65.6
567
1,049
15, 124
62
.1 i 3.7
23.6
3.7
6.9
61.9
55
1,265
861
15,684
69.5
.3 3. 5 13. 1
8.1
5.5
69.6
64.4
- 1,362
754
15, 684
65.6
.3 3.7
16.9
8.7
4.8
65.6
63
1,398
580
15, 684
65.5
.3
3.8
17.8
8.9
3.7
65.4
61.3
15 475
67.1
- 32
67.1
63.3
i
15 475
73 4
* 32
73 4
65 4
15 475
72 9
s a
73
62 4
15 475
67.2
3 6
67.2
61
15 475
63
3 7
63
57 9
908
105
15, 475
72.2
.1
3.4
17.7
5.9
.7
72.3
65
989 828
15, 475
59.4
.1
3.7
25.1
6.4
5.3
59.4
54.9
519
764
15, 475
59.4
.1
3.9
28.3
3.4
4.9
59.4
54
46 BUREAU OF STEAM ENGINEERING.
LIQUID FUEL FOR NAVAL PURPOSES.
The use of crude oil as a combustible for marine purposes has prob^
ably increased to a greater extent during the past two years than
during the previous century. This has been due to several causes.
The character of the oil lately discovered throughout the world is par-
ticularly applicable for use as a fuel. The oil fields are likewise near
tide water, and therefore it is possible to construct pipe lines to the
sea and deliver the product on board the tank steamers at compara-
tively slight cost. There is also good reason for believing that the
wells are not likely to be soon exhausted and that an ample supply
can be assured for an increased demand of the future.
It is evident that there is a very strong desire and purpose upon the
part of many shipowners to substitute oil for coal. The thermal,
mechanical, and commercial advantages that would result from a
change are so well known that it is unnecessary to recount them.
Nearly every reason that can be advanced for using oil as a fuel in the
mercantile marine is also applicable to the Navy. In the case of war-
ships, however, there are also military benefits to be secured that are
as important as the commercial and mechanical advantages.
Any fuel installation which will obviate the smoke nuisance, reduce
the complement in the fire room, extend the steaming radius of the
war vessels, and permit maximum speed to be obtained at shorter
notice, increases the efficiency and value of the fighting ship.
The numerous experiments that have been made by several naval
powers during the past forty years in the attempt to use oil as a fuel
show how important this question is regarded by- military experts.
It is now plain why success was not attained. There was too much
effort exerted to burn oil in the same manner as coal. It is now real-
ized that the oil should be atomized (it is impossible to completely
gasify it) before ignition, and that the length of the furnace, the vol-
ume of the combustion chamber, and the calorimetric area are factors
which must be considered. In fact, it is highly probable that it ma}^
be found advisable to design a special boiler for burning oil.
As more time, talent, and money are now being devoted to the solu-
tion of the problem, the hope of securing success has been greatl} T
strengthened. Many unreliable statements have been published as to
the success secured, but careful investigation shows that they were
inspired by interested parties. It can be well understood that it is
exceedingly difficult to secure reliable data at the present time. The
several shipowners, manufacturers, and inventors are not inclined to
tell of their disappointments, reverses, or failures. Those who have
attained success as a result of experiment and experience do not feel
called upon to give the world information that has been obtained at
considerable cost and trouble.
Expert testimony is often of doubtful value. With regard to such
testimony, a distinguished jurist once remarked that its character fre-
quently depended upon who paid the retaining and professional fee.
In view, therefore, of the trifling amount of reliable data extant, the
Bureau has projected an extended series of tests to determine the value
of liquid fuel for naval purposes. These experiments commenced a
few months ago. Taking into consideration the inevitable delay that
must result from the installation of various burners, and recognizing
the fact that competitors expect and should be permitted to make pre-
BUREAU OF STEAM ENGINEERING. 47
liminary trials, it can be stated that the experiments have been con-
ducted with considerable rapidity. It takes about one week to install
a new burner, make preliminary tests, and conduct two official trials.
In some quarters there seems to be a prevailing idea that the Gov-
ernment has established an experimental plant where inventors can
have the opportunity of developing and perfecting their appliances.
The Bureau has no such purpose in conducting the tests, for it is
expected that each competitor will carefully study the detailed draw-
ings furnished him of the experimental plant, and therefore be pre-
pared to fit his appliance and be ready for a preliminary trial in two
days from the time the plant is placed at his disposal.
'.The problem of using liquid fuel for naval purposes is quite distinct
from the problem of its use in the mercantile marine, although the
conditions on passenger and freight ships approximate very closely in
some respects to service requirements. For ships of war the problem
can therefore be solved only by the Department making its own tests
and experiments. The performances, however, of the merchant ships
having oil-fuel installations have been carefully observed. Repre-
sentatives of the Bureau have been officially directed to report and
observe upon the efficiency and sufficiency of such installations. Some
of the most successful marine installations on both the Atlantic and
Pacific coasts have been examined. The owners of the steamers J. M.
Guffey, Paraguay, City of Everett, and Mariposa, having permitted
the Bureau to report upon the oil-fuel installations of those vessels, a
careful and extended investigation as to the character of each of their
plants has been made. The liquid-fuel board has also examined the
method of refining oil, and the Department has communicated with
scores of individuals and corporations who have demonstrated by actual
experience that they possess an intricate knowledge of some phases
of the question.
The more this question is investigated the more intricate seems the
problem of successfully installing an oil-fuel appliance on board a battle
ship. It ought to be successfully used on the torpedo boats, as well as
upon auxiliary naval vessels that steam between regular ports. For
the army transport service it might prove veiy desirable, since a supplv
of oil could be maintained at the several calling ports. In regard to
the installation on the large powered battle ships and armored cruisers,
there are three distinct features which must be considered, viz: The
mechanical, commercial, and the structural. Regarded from two of
these view points it seems as if it would be some time before " coaling
ship" ceases to be an evolution upon the war vessel. While both the
naval and mercantile vessels traverse the ocean, there is a wide difference
in their construction as well as in the nature of the duty performed,
and this must be taken into account in designing the motive plant.
In the investigation of the subject of using liquid fuel for naval pur-
poses it will be necessary to give due weight to the various features
that will influence, if not determine, the solution of the problem. The
question, therefore, comprises the following divisions:
First. The engineering or mechanical feature.
This relates to thjB efficient and economical burning of oil, and to the
possibilities of increasing the consumption at short notice, so that maxi-
mum power can be readily and easily obtained. From the time the
mechanical experts realized that the efficient, economical, and rapid
burning of liquid fuel was greatly dependent upon the success secured
in atomizing the oil there was rapid development. It was only a few
48 BUKEAU OF STEAM ENGINEERING.
years ago when the oil was simply thrown into the furnace by means
of an injector. When that method was used the evaporation was
dependent to a great extent upon the amount of incandescent surface
that could be secured to ignite the fuel. It has only been within the
last three years that the exceeding importance of atomizing the oil has
been recognized.
It may therefore be affirmed that the efficiency of the burner is
simply proportionate to its power to atomize the oil and then to turn
these minute particles of oil into a mixture of combustible gas and
fine particles of carbon, so that complete combustion, as well as
ability to force the consumption of the oil, can be secured. There
are many burners which can atomize the oil quite satisfactorily, and,
as constant and progressive improvement is being made in this direction,
the engineering and mechanical problem is nearing solution. The heat-
ing of the oil, as well as the heating of the air required for combustion,
must be provided for, and extended experiments should be made to
determine the simplest and the cheapest methods of attaining these
objects.
The necessity for heating the air requisite for combustion should be
impressed upon all contemplating the use of liquid fuel as a combus-
tible. It would be best to force the passage of this air over heated
surfaces either by forced or induced draft, but as this might involve
considerable expenditure for installation, it is possible that simpler
means might be effectual. The Bureau hopes before these experiments
are concluded to make a special series of tests showing the evaporative
efficienc} T secured when admitting the air to the furnace at different
degrees of temperature.
The mechanical method of introducing the oil was so inefficient in
the past that even experts were not able to burn the amount of oil
desired. It has always been possible to burn some oil and to secure
nearly the full thermal efficiency of the combustible. The great diffi-
culty in the past was due to the fact that no one seemed to know how
to burn enough oil and yet have it under control. There is therefore
no record that, previous to two years ago, any boiler ever evaporated
the amount of water with oil as a combustible that was secured under
forced-draft conditions with coal as a fuel. Stated in another way,
the boiler could not be forced with oil to the same extent as with coal.
The experiments conducted by the liquid-fuel board have shown that
it is now possible to force the combustion of oil, and that the greatest
evaporation per square foot of heating surface secured with coal can
be greatly exceeded by an oil-fuel installation of modern design where
provision has been made for atomizing the combustible and heating
the air and oil. Continued experiments should therefore be conducted
under Government supervision.
The liquid-fuel board has already secured valuable information upon
most of these points. A great service will be rendered the engineer-
ing interests of the country if further experiments can be conducted
under the auspices of disinterested officials of the Navy, who, by
reason of their training and experience, should be particularly quali-
fied to carry on such tests. The engineering or mechanical features
of the problem will undoubtedly be solved in a degree materially
satisfactory to maritime and manufacturing interests, if not to naval
experts, by further experimental work of the character that has
been performed.
BUREAU OF STEAM ENGINEERING. 49
Second. The commercial feature.
This relates to the question of cost and supply. It may be regarded
as a certainty that, except wherein unusual conditions prevail, the cost
of oil for marine purposes will generally be greater than that of coal.
The cost is even now less for vessels departing from the Gulf and Cali-
fornia sea ports, but the rule will hold elsewhere. While the question
of cost should be of secondary importance in military matters, it must
be taken into consideration in industrial matters. Jt is the expense of
transportation that now prevents the oil from being a cheap combustible
for marine purposes, but this disadvantage ought to be soon removed.
While it may be put on the tank steamer very cheaply at ports like
Point Sabine. its commercial value will be determined by the cost of
delivery at commercial and maritime centers. This feature of the
problem is beyond the abilit} 7 of the Navy to control, but it must be
regarded as an important phase of the subject.
In considering the matter of cost the fact should be remembered how-
ever that but comparatively few tank steamers are carrying oil between
Point Sabine and the North Atlantic seaports. The expense of fitting up
these vessels has been very heav} T , due to the fact that unexpected
difficulties developed in the cost of making the installations. This has
compelled the owners of the oil steamers to charge comparatively high
prices for transportation of the fuel. It can certainly be expected
that when a large fleet of vessels are used for carrying oil and when
terminal storage facilities are provided that there will be a material
decrease in the price of oil in the leading cities on the coast. This is
a very important commercial phase of the question, and should be care-
fully considered in determining the probable relative value of the two
combustibles in the early future.
It is undoubtedly a fact that the transportation charges per mile for
oil at the present time are excessive compared with the freightage for
coal, and this incongruity of expense account against oil can not con-
tinue much longer.
As regards the question of supply, it may be more expensive if not
difficult to transport and to store oil than coal. The fumes of all petro-
leum compounds have great searching qualities, and therefore extreme
precaution will have to be taken to guard the storage tanks. If it be
true that for military purposes it is best in time of war to keep all
reserve fuel afloat, then liquid fuel is at a disadvantage in this respect.
The mining and railroad companies have invested so heavily in the coal
industry, and the transportation facilities have been so perfected, that
it is now possible to quickly deliver a cargo of coal at any point in the
world. There has been, likewise, a development in the method of load-
ing and unloading cargoes of coal. Since it will require progressive
development to perfect the transportation and the storage of oil, and
as the world's supply is still an unknown quantity, it will be some time
before there may be a reserve supply of oil at the principal seaports.
It must also be remembered, when considering the problem of sup-
ply, that the naval vessel must be kept in readiness for orders to pro-
ceed at any time to any port within her steaming radius. The merchant
vessel steams between regular seaports, where it would not be diffi-
cult to induce merchants to keep a supply of oil as soon as there is a
regular and constant demand for it. The question of supply for battle
ships and cruisers may therefore not only be a commerciaf affair, but
prove to be a military problem, since the oil requirements of naval ves-
693902 4
50 BUKEAU OF STEAM ENGINEERING.
sels for service conditions might only be met by the Government estab-
lishing oil-fuel stations. The military aspect of the question may prove
to be a serious problem, since it not only necessitates heavy expendi-
tures, but it may involve the greater question as to the wisdom of main-
taining a complete chain of fuel stations between country and colony.
Third. While the engineer may be most interested in the mechanical
features and the shipowners in the commercial aspect, the constructor
will meet with difficulties in solving the structural problem relating to
the installation of oil fuel on board ship.
The structural feature of the battle ship ma}^ prove a serious detri-
ment to the installation of an oil-fuel appliance. The problem of
storing oil on board war ships which possess protective decks is much
more complex than the problem of its storage in vessels of the mer-
chant marine. Everything on board the battle ship is subordinated
to making the vessel a gun platform. There are many more com-
partments in the war vessel than in the merchant ship.
In all probability the great bulk of the oil in the war ship would
have to be kept in the double bottoms. As the petroleum vapors are
quite heavy, it may be a difficult matter to free these compartments of
explosive gases, especially when the compartments are partly empty.
By reason of the great number of electrical appliances in use on board
the war ship, thousands of sparks are likely to be caused, any one of
which might cause an explosion and set the oil fuel on fire. Our
limited experience with submarine boats may give us an object lesson
as to the liability of hydrocarbon gases to explode.
In the merchant service the oil is often stored in expansion tanks or
trunks which rise to the height of the deck, and on some of the vessels
there is a cofferdam around these tanks so that any leakage of oil can
be quickly discovered. It is also a comparatively easy matter to free
such tanks of any dangerous gases that may accumulate. Inspection
of the tanks at all times can also be readily accomplished.
In view, therefore, of the more difficult conditions under which the
oil will have to be carried in the naval service, the structural features
are certain to have an important bearing upon the question as to
whether or not an oil installation is possible in large ships of war.
The Bureau is not inclined to be pessimistic in regard to the success-
ful solution of the problem. It believes that it is expedient to frankly
state the difficulties that are likely to be encountered, so that every
means can be considered for overcoming them.
The Bureau has no hesitation, however, in declaring that in view of
the results already secured by the liquid-fuel board an installation
should be effected without delay on at least a third of the torpedo
boats and destro} 7 ers. The junior officers of the service are very much
interested in the matter, and if several boats are equipped entirely
with oil-fuel appliances, a spirited and keen but friendly rivalry will
be created which will result in a material increase in the efficiency of
the torpedo-boat flotilla. Such an installation would also permit a
competition to be established between the boats using coal and those
using oil, and this would be another incentive to cause systematic and
careful study of the subject upon the part of all connected with the
torpedo fleet.
The data which have been secured by the liquid-fuel board will be
exceedingly appreciated in maritime and industrial circles. A careful
analysis of these data will show how complete it is and how carefully
BUREAU OF 8TKAM I NUINEERING. 51
it has been collected. Although the experiments have only been in
progress for a short time, practically every engineering principle that
enters into the oil-fuel question has been toucned upon by the board.
The tests that have been conducted have been of such a diversified
nature, and so many deductions can be made, that other experimenters
will now be enabled to ascertain in what direction research should be
carried on to secure further definite information.
The completeness and character of the experimental plant has prob-
ably never been surpassed, and it is due to this fact that the data col-
lected will command attention in the engineering world.
While the information secured may not hasten the introduction of
oil as a fuel in armored cruisers and battle ships, it will materially
increase oil-fuel installation in ships of the merchant marine and in
shore establishments.
It is the engineering or mechanical feature which is of commanding
importance in the industrial or mercantile marine world. The struc-
tural disadvantages which are so serious as regards naval development
will only be encountered in a less degree in ships of the mercantile
marine.
The structural disadvantages that may prove so serious in the Navy
will not be encountered in the installation of liquid fuel appliances in
shore establishments. The insuring of a reserve supply of the fuel
ought also to be a less serious problem for industrial plants. It should
therefore be understood that the naval problem is distinct unto itself,
and that while the experiments so far conducted show that an installa-
tion on a battle ship is a serious question, the tests also prove that for
manufacturing purposes crude petroleum is in many respects an incom-
parable fuel.
Probably not over a fraction of 1 per cent of the oil used as fuel
would be consumed by the Navy; and therefore, while further inves-
tigation may be necessary to show the adaptability of oil for large war
vessels, the tests already conducted will be of great value and afford
considerable information to all present consumers of liquid fuel, as
well as to those contemplating the installation of oil-fuel appliances.
The engineering information which is being obtained by the liquid-
fuel board will secure increased efficiency of the motive power of the
naval stations in the future and also conduce to the benefit of the
torpedo-boat flotilla. It will also afford another illustration of the man-
ner in which the industrial world has been aided by naval experimental
research.
The data collected during the official oil tests should be compared
with the results secured under the same boiler when coal was used.
The evaporative efficiency, as well as the ability to force the boiler
with two kinds of fuel, can thus be compared and the engineering
advance that has been made of late can best be appreciated. It will be
mainly by reason of the fact that this comparative data is obtainable
that important conclusions can be drawn from the information already
secured.
The Bureau submits a copy of the report of Lieut. Ward P. Win-
chell as to the performance of the steamer Mariposa when using oil
exclusively under her boilers in making the round trip between San
Francisco and Tahiti.
The Bureau also submits a copy of the preliminary report of the
liquid-fuel board.
52 BUREAU OF STEAM ENGINEERING.
THE VOYAGE OF S. S. MARIPOSA, USING AX OIL-FUEL INSTALLATION
EXCLUSIVELY UNDER HER BOILERS.
The following is a description of the steamer Mariposa. of the
Oceanic Steamship Company, as fitted for oil-fuel burning, with an
account of the preliminary trial trips of the vessel as witnessed by
Commander H. N. Stevenson, United States Navy; also the report of
Lieut. Ward P. Winchell, U. S. Nav} 7 , who officially represented the
Department on the round trip of the steamer between San Francisco
and Tahiti.
The Maripom is a single-screw iron steamer, built at the yard of
William Cramp & Sons, Philadelphia, Pa., in 1883. She has just had
new engines and boilers installed by the Risdon Iron Works, San Fran-
cisco, Cal. The oil-burning plant has just been installed by the same
company.
This vessel has been employed in the Pacific trade, and is now run-
ning to Tahiti from San Francisco, making the round-trip voyage of
7,320 knots each month.
Description of the Mariposa.
Gross tonnage ........... .............................................. 3, 160
Length between perpendiculars .................................... feet. . 314
Beam ........................................................... do ---- 41
Mean draft ...................................................... do ____ 22
Depth of hold .................................................... do ....
There is a single bottom with four water-tight athwartship bulk-
heads, and two masts, square rigged on the foremast.
The total crew was formerly 81, but since the change from coal to
oil burning 16 men have been taken out of the engineer's force,
reducing the crew to 65 men and making the engineers force for oil
burning 20 men, as follows: 1 chief engineer, 3 assistant engineers, 3
oilers, 1 electrician, 1 attendant for ice machine, 1 attendant for air
compressor, 3 water tenders, 6 firemen, 1 storekeeper; total, 20.
THE ENGINES AND BOILERS.
There is one triple-expansion engine of the inverted direct-acting
type, with cylinders 29 inches, 47 inches, and 78 inches by 51-inch
stroke, designed for 2,500 indicated horsepower, fitted with piston
valves on the high pressure and intermediate pressure, and slide valve on
the low-pressure cylinders, all driven by link motion. The condenser
is part of the back framing. The cylinders are not jacketed.
The air, feed, and bilge pumps, of which there are two sets, are driven
from the forward and after crossheads. The centrifugal circulating
pump is driven by a separate engine. The 4-bladed propeller is 16
feet 6 inches diameter and has a pitch of 23 feet.
There are three c} r lindrical tank boilers placed fore and aft in the
line of the ship two are double ended, 15 feet 3 inches diameter by 17
feet 3 inches long, and one single ended, 14 feet diameter by 9 feet 9
inches long, the latter placed amidships forward of and worked from
the forward fire room. Each double-ended boiler has six corrugated
furnaces; the double-ended boilers have a common combustion chamber
for opposite furnaces, while the single-ended one has a common com-
bustion chamber for its three furnaces. There is one smokestack for
all the boilers. The combustion chambers of the double-ended boilers
BUREAU OF STEAM ENGINEERING. 53
have a brick bridge wall, and the back sheet of the single-ended one is
covered with fire brick. The decision to use oil in place of coal was not
made until the changes in engines and boilers were well under way,
and it was decided to put the ship on the route to Tahiti. The steam
pressure is 180 pounds. There is one auxiliary boiler, two-furnace
return-tube type, in upper fire-room hatch, and fitted to burn coal only.
THE OIL TANKS.
These were constructed out of the old coal-bunker space forward of
the boilers, and as the steamer is intended to carry oil for the round
trip of about 7,320 miles some additional space had to be taken from
the fore hold. They are arranged as follows: Just forward of the
boiler space a solid water-tight bulkhead, well braced, was built from
the berth deck to the single bottom of the ship, extending to the
single skin of the ship, from side to side; 4 feet, or two frame spaces,
forward of this was also built another similar solid bulkhead, which
formed the after ends of the oil tanks; 48 feet farther forward another
similar solid bulkhead was built to form the forward ends of the oil
tanks, and 4 feet forward of this another solid bulkhead. The spaces
of 4 feet at each end of the tanks being a cofferdam space to catch any
oil from leakage or accident, these cofferdam spaces can be filled with
water if necessary. The tank space is divided into six tanks by a
middle bulkhead and two side partitions. Splash plates to break the
impact of rolling are placed in each tank, a small opening at the top
allowing any accumulation of gas to pass off to ventilating trunk.
Small openings at the bottom allow free communication for the oil.
Along the top of the tanks is provided an expansion head or trunk,
being 4 feet high and 4i feet wide. Over each a ventilating trunk
connecting with the top of each tank extends up to about 5 feet above
the hurricane deck. The cofferdam spaces are ventilated by tubes
reaching to the upper deck, fitted with cowls, one tube reaching to
near the bottom to carry off any heavy gas that might accumulate
there. From the upper deck the sounding pipes to each tank are
reached. There are no pipes in or through the tanks except those
connected with the oil service. The total capacity of the tanks, exclu-
sive of expansion trunk, is 6,338 barrels of oil about 905.43 tons.
One barrel of oil equals 42 gallons.
To fill the tanks, on the port side outside the ship a 6-inch hose
connection is fitted; from this a pipe leads to the forward fire room
where the tank oil pump is placed. This pump, horizontal duplex,
steam cylinders, 9 inches, oil cylinders 8i inches, stroke 10 inches, can
be used to draw its supply from the pipe and deliver into each of the
tanks, or b} 7 using by-passes, which are provided, the oil barge along-
side can fill all the tanks; an overflow pipe from each tank, carried at
height of the deck above them, leads to an overflow outside the ship
near the supply -hose coupling.
There are two service or settling tanks placed in pockets formed on
either side of the single-ended boiler. They are reached by doors from
the forward fire room; each of these tanks holds about twelve hours
supply. They are filled by the oil-tank pump and have overflows back
to the main tanks, ventilating tubes lead from near the bottom of the
pockets in which they are placed to the smoke stack.
Each service tank is provided with glass gauges by means of which
the amount used every hour or watch can be easily measured.
54 BUREAU OF STEAM ENGINEERING.
Each settling tank has two suction pipes, one at bottom to draw off
water if necessary, the other at a height of about two feet for the oil
supply to the service pumps. All the tanks are provided with
manholes to reach the interior.
THE OIL-SERVICE PUMPS.
The oil-service pumps, of which there are two, horizontal duplex,
steam cylinders 6 inches, oil cylinders 4 inches, and stroke of 6 inches,
one being large enough to supply all the burners, are placed in the
forward tire room on either side. They draw their supply from the set-
tling or receiving tank through removable strainers placed so they can
be easily changed for cleaning, and discharge into the bottom of the
small heating tank near them where the oil is heated by a steam coil
to not more than 150 F. , and thence by a pipe to the burners. The
air from the compressors, under a pressure limited to 40 pounds, dis-
charges into the top of the heater tank on its way to the burners, so
that the oil and the air go to the burners under the same pressure.
The heater tank is provided with glass gauges, also a float to work a
telltale and automatic control of oil-supply pump.
THE AIR COMPRESSOR.
The air compressor is placed in a pocket off the upper engine-room
platform, and consists of duplicate steam and air cylinders connected
to a crank shaft carrying a fly wheel turning between the cylinders.
Either set is large enough to supply all the air necessary. The air
compressor is horizontal, double-acting, duplex. Air cylinders 22
inches, steam cylinders 12 inches, diameter, by 18-inch stroke for all
cylinders. Capacity equals 1,000 cubic feet of free air per minute
compressed up to 30 pounds at 120 revolutions per minute. Air is
used at the heat of compression, or as heated by the air heater.
THE ATOMIZER.
The atomizer, for which patents are pending, is the joint invention
of Messrs. Grundell and Tucker, San Francisco.
The atomizer, shown in fig. 5, consists of a hollow plunger for the
oil, screwed into a pipe through which the air passes. The outlet for
the oil is through a series of small holes at right angles to the central
hole, the air meets the oil through spiral directors and is sprayed into
a rose shape by the expanded end of the atomizer.
The air and oil pipes have globe valves to regulate the supph r of
either, also plug cocks connected together to a handle by means of
which each burner can be shut off immediately, in case of necessity,
a slow-down bell, or other cause. The air-supply pipe is also con-
nected to the steam line so that steam can be quickly substituted for
air, if desired. The length of the oil plunger is adjustable, to give the
best form to the rose-shaped flame. TW T O burners are fitted to each
furnace.
THE AIR HEATER.
A part of each furnace front is a hollow iron casting through which
the air passes on its way to the atomizers and becomes heated. The
chamber surrounding the burner is lined with a crucible lead lining,
CM
t
<
1
a
w
BUREAU OF STEAM ENGINEERING. 55
a by-pass to the burners is provided for use in case of accident to the
heater. The lower part of the furnace front is a door on hinges that
c:m be fastened open at any desired degree to give air for combustion.
There are also two louvres in the door for the same purpose. Near the
front of the furnace inside the door is placed a brick wall made to
deflect upwards the inward current of air to meet the rose-shaped
flame from the burners. There is ample space over the brick wall
for a man to enter the furnace through the ash-pit door. The double
furnace combustion chambers have a brick bridge wall reaching above
the top of the furnaces, and in the single ended boiler the common
combustion chamber has the back sheet covered with fire brick to pro-
tect it.
THE TRIAL TRIPS.
Two trial trips with the vessel under way were made on July 5 and
11, the vessel being under way about eight hours each day, running
from the vessel's dock to the Farallone Islands and return, and were
made for the purpose of ascertaining if the oil apparatus, the new
engines and boilers, were in good working condition. On the first
run the boilers primed badly, owing to the construction dirt not having
been thoroughly cleaned out. Before the second run they were cleaned
and worked well on this run.
The strainers on the oil supply pipes were not finished and consid-
erable trouble was found with dirty oil which clogged the burners.
Neither the telltale to show the height of oil in the heater tank, nor
the controlling device for the oil service pump were fitted, not being
finished in time for use. No attempt was made to measure the amount
of oil burned, nor to attain the maximum speed, and it was therefore
impossible to obtain any data other than observation of the working
of the oil apparatus.
Veiy few of the fire-room force had ever had any experience with
oil burners on steamers, and one object of the trials was to give the
force practical experience. When properly regulated the burners
gave no smoke, but that they were not properly regulated is shown by
the fact that more or less smoke was visible most of the time, and at
times dense black. Owing to lack of the telltale and regulating device
of the small heating tank the pump tender once allowed this tank to
fill up and the oil to flow over into the air pipe and flood the burners.
As soon as this was discovered every burner was immediately shut off
by means of the lever connecting to the plug cocks on the oil and air
supply pipes at the burners.
The atomizer tubes were unscrewed and on some of them, where the
oil had caked, considerable force had to be applied to pull them out.
New, clean atomizers were screwed in, and as soon as the oil-heater
tank could be brought to the proper oil level the burners were started
"again. Some steam pressure was lost during this delay, but the engines
did not stop nor slow down very much ; some of the burners were started
in a few minutes and all of them in not over fifteen minutes. The
value of being able to shut off the oil and air quickly and clean or sub-
stitute other atomizers was shown by this mishap. The burners made
considerable roaring noise, and the air pressure was, in order to clean
the burners from dirt, carried at about twice the intended pressure,
owing to the lack of the strainers which allowed dirty oil to choke
them, and they had to be taken out frequently for cleaning. Bv shut-
56 BUREAU OF STEAM ENGINEERING.
ting off with the lever the regulating valves were left in adjustment
for starting the tire again provided it was right before. The new fire
is started by a torch inserted into the plug hole around the burner.
On the second run the strainers and regulating device for the heater
tank had been completed. The oil apparatus was handled with greater
ease and uniformity, and the less amount of smoke was very notice-
able. For intervals of an hour or more scarce^ any or none would be
observed. On the run in from the Farallones the engine was speeded
up to 74 to 77 turns, and an average speed of 14i knots was obtained.
The steam pressure was uniformly maintained at the point desired
without difficulty, and the oil-burning apparatus gave no trouble what-
ever and worked well.
The oil used on both runs was from the Kern River district, near
Bakersfield, Cal.
The following data was observed:
Steam pressure pounds. . 160-170
Revolutions of engine 74-77
Revolutions of air compressor 60
Pressure of air pounds. . 20
Temperature of oil entering heater degrees F. . 80
Temperature of oil leaving heater do 120-130
Temperature at base of stack do 750
It is regretted that the nature of the trials did not permit of obtain-
ing a greater amount of data beyond observing the apparatus in use.
The chemist at the New York yard submitted the following report
upon the sample of the Kern River district oil sent him for analysis:
The sample is practically free from low boiling naphtha, as on distillation only a
small percentage passed over below 150 C., and less than 10 per cent below 225 C.
A boiling point above 360 C. was reached before the second 10 per cent was
collected.
It shows on ultimate analysis the following composition:
Per cent.
Carbon 84. 43
Hydrogen , 10. 99
Nitrogen 65
Sulphur 59
Oxygen 3. 34
This gives a calorific value, by Dulong's formula, of 18,806 B. T. U. The specific
gravity at 60 F. is 0.962. Flash point, 228 F. Fire point. 258 F. Vaporization
point, 178 F. Loss for six hours at 212 F., 12.01 per cent
KEPOKT OF LIEUT. WARD WINCHELL ON THE VOYAGE OF THE MAKIPOSA.
U. S. S. BOSTON,
At Sea, August 15, 1902.
SIR: In accordance with the Department's telegraphic order of July
7, 1902, delivered July 8, 1902, and the instructions from the Bureau
of Steam Engineering, dated July 7, delivered a few minutes before
sailing, I took passage on the Oceanic Steamship Company's steamer
Mariposa, leaving San Francisco at 10 a. m. July 15, 1902, for the
round trip to Tahiti.
In accordance with the instructions of the Bureau, 1 took two sets of
indicator cards each day, making 45 sets in all, the data of w^hich were
worked up.
There have been no tests to determine the evaporative efficiency of
the two main double-ended boilers used on the run, and I regret to
BUREAU OF STEAM ENGINEERING. 57
report that the chief engineer of the ship was unable to improvise any
apparatus by which the amount of feed water could be determined
with accuracy enough to give data of any value.
The amount of oil is a matter of much importance, since the tanks
hold barely enough to make the round trip and but one day's supply
of coal is aboard. The oil was measured hrst by the amount pumped
into the two settling tanks, as shown in inches on the scale back of the
gauge glasses on the tanks; second, this amount was checked by the
number of inches used out of each tank for each watch; third, another
check, and the one considered most accurate as dealing with large
quantities and small errors, was by sounding the tanks from time to
time and comparing the amounts taken out with the expenditures in
the log. The latter method gave a correction which was applied to the
daily log, increasing the daily expenditure slightly, as summed up by
inches in the settling tank.
The most careful inspection at Tahiti failed to show any bad effect
of the flame upon the boilers. No leaks nor defects developed any-
where about them and there was no difficulty at any time in feeding
them. As I was ordered to the Boston immediately on my arrival at
San Francisco, I lost the opportunity of again inspecting the boilers,
but no defects showed from the outside. At Tahiti the tubes were
swept by tube scrapers, and back connections, uptakes, ash pans, and
furnaces were cleaned. All the refuse from these various places barely
filled two ash buckets.
This refuse, mainly soot, was the result not only of the twelve days'
run to Tahiti, but also of the three preliminary trials by the contractors.
The first one, a four-hour trial of engines and boilers, was made with
Comax coal, and the other two were free runs at sea, of about eight
hours' duration each, burning oil. The tubes had never been cleaned
previous to arrival at Tahiti. It is the intention hereafter to make the
round trip of twenty-four days' steaming without sweeping tubes.
There are no precautions other than those usually taken on board
ship to guard against fire or explosion. All spaces to which oil has
access are well ventilated by both inlet and outlet ducts. The oil is
a thick, dark fluid, like molasses, and in the open air burns slowly,
giving off much smoke. But it gives off volatile gases which form
explosive mixtures with air, tanks empty or nearly so being more
dangerous than full ones in this respect. The ship is electrically
lighted, but in addition an open hand lamp is burning in the tire room
all the time to light the burners; the firemen smoke on watch, and the
oil is treated no more tenderly than if it were coal. On the run back,
the cargo of copra was stored all about the expansion trunk, which
projects up 4 feet between decks; completely covering the tanks and
making them inaccessible for examination.
Of the 6 firemen, 3 were relieved from watch the second day out,
leaving but 1 man on a watch to fire 12 furnaces in two different fire
rooms separated by the length of the double-ended boilers. The water
tender did not touch the burners except in emergency, his duty being
to 'tend water, fill settling tanks and record height of oil in them,
record temperatures of oil at settling tank and in heater of fire room
and of superheated air, take reading of lower pirorneter where the
two uptakes meet, and run oil pump supplying oil to the settling tanks
and small oil pump supplying oil to the oil heater.
As a coal burner the Mariposa formerly had the following engineer
58 BUREAU OF STEAM ENGINEERING.
force: 1 chief engineer, 3 assistant engineers, 3 oilers, 12 firemen. 12
coal passers, 3 water tenders, 1 messenger, 1 storekeeper; total, 36.
A reduction of 16 men in the fire-room force is effected by oil burn-
ing. At sea she needs now but 3 firemen, but carried 6. this would
reduce the force by 19 men.
Temperatures of fire rooms seem to be about what one would expect
in coal burning, but the temperature of the uptake and smoke-pipe
gases run high, the maximum being 925, which shows an undue loss of
heat here. The temperature of the oil in the settling tanks ranged
between 68 and 100 F. on the trip out and between 90 and 108 F.
on the trip back.
The oil auxiliaries comprise 1 large oil pump, 2 small oil pumps, 2 oil
heaters, 1 air compressor, and 4 strainers.
There is a steam-pipe connection to blow out the oil strainers, and
another one to blow out the oil burners when clogged.
On August 3 the air compressor needed overhauling, and steam
atomizing was kept up for two and one-half hours until the compressor
was again working. During this time the evaporator supplied enough
feed water to use 20 burners; the engines were not stopped while
shifting from steam to air atomizing, and averaged 67.8 turns for the
two and one-half hours. They had before been making 70 turns.
Also during the four days in port at Tahiti the forward main single
end 3-furnace boiler was used, atomizing with steam. Generally 2
burners in the middle furnace gave ample steam to run the following
auxiliaries, all exhausting into the atmosphere, the boiler being fed
with fresh water from the dock: Ice machine, dynamo, flushing pump,
feed injector, 2 cargo winches, small portable steam pump, and steam
for cooking, bath tubs, etc.
At first 2 firemen and a water tender were on watch at a time, each
fireman having 1 tire room of 6 furnaces or 12 burners. The men had
but little experience, combustion was poor, much smoke was made,
much oil burned, and poor speed attained. To locate the responsibility
for bad adjustment of burner valves, but 1 fireman was put on at a
time to attend 12 furnaces (24 burners). This made an improvement in
the combustion.
Unfortunately, the top of the funnel can not be seen from either
fire room, and while the fireman can tell by the appearance of the flame
as shown in the sight-hole, or even by the roar of the burner, when
the combustion is perfect, in designing a boiler room for liquid fuel
the ventilators should be so arranged that a view of the top of the
smoke pipe can be had from each fire room.
The work of the fireman would be even easier than it is and better
results attained if the oil and air pressure is kept constant and the
heated temperature of the oil constant. The apparatus then, once prop-
erly adjusted, would need very little change. To get these results is a
mere matter of detail easily arranged. If the temperature of the oil
rises it feeds more freety and a readjustment is necessary, and the
same conditions hold with regard to the pressure.
It will be noticed that in addition to the independent oil and air sup
ply valves the burners are fitted with an air plug cock and an oil plug
cock connected to one lever, which then controls both air and oil sup-
ply, enabling the operator to shut them both off at once in emergency.
At first when steam went up too high and a burner was shut down
this lever was used; but shutting off the air thus gave the air com-
pressor less work, and as its governor is not sensitive the air pressure
BUREAU OB^ STEAM ENGINEERING. 59
increased, making a readjustment of all oil and air supply vahv- neces-
sary, with consequent smoke. Later on, when it was desirable to shut
down a burner, the oil alone was shut off by the independent feed
valve on the burner, and the untouched air valve kept the air compres-
sor's work more nearly constant; then when the burner was again
required, the oil valve was opened and immediately lighted from the
Hame of the adjacent burner.
In starting tires with everything cold, steam is raised on the aux-
iliary boiler, which burns coal, and the air compressor, oil pumps, and
oil heater are started. The oil is lighted by inserting oil-soaked rags
in the air space surrounding the burner ana touching a lamp to them,
or an arrangement like a gas lighter may be used.
Sometimes when the air pressure is too high, or insufficient oil is
feeding, the flame flickers and may go out. If the oil is kept feeding
under these conditions, on relighting there is a small explosion of the
gases in the furnace, with a momentary back draft through the peep-
holes and ash pans.
When shut down July 19, for two and one-half houTs, plugging ccn-
denser tubes, one burner at each end of each boiler (4 burners in all),
furnished steam to run all auxiliaries, including feed pump, bilge
pump, air compressor, ice machine, dynamo, and flushing pump, all of
which were exhausting into the atmosphere.
During the four days in port at Tahiti the forward main single-end
3-furnace boiler was used, atomizing with steam. Generally two
burners in the middle furnace gave ample steam to run the following
auxiliaries, all exhausting into the atmosphere, with boiler fed from
fresh water on the dock: Ice machine, dynamo, flushing pump, feed
injector, two cargo winches, and small portable steam pump.
In the Grundell-Tucker burner (see fig. 5) the oil, heated by a steam
coil under boiler pressure throttled down, passes through the inside
pipe and is thrown out radially through the series of small holes. The
air, first heated by compression up to 20 pounds, is further heated to
a temperature of about 350 F. in the air chamber surrounding the
burner, and called the air superheater. Air can be used at the tem-
perature at which it leaves the compressor, and was so used on the
trip down until July 17, when the superheaters were connected up.
This air under the pressure of about 20 pounds surrounds the oil pipe
in the burner and passes axially along the pipe until near the end,
where it is given a whirling motion through small helical passages
arranged like the rifling of a gun. It crosses axially and whirling
through the tine oil streams spurting radially from the end of the
burner, breaking up the oil into fine spray, the drops of which can be
seen before they ignite. A further air supply (cold) is admitted
through the hinged door of the ash pan, and is directed up across the
path of the flame and heated also by a curved fire-brick wall built in
the ash pan close to the front.
This ash-pan door is not moved much, but the regulation of the air
supply is by the valve control of the air and oil in the burner. The
flame should be a steady, full, white or yellowish white one, filling the
furnace.
The principal difficulties encountered were in the regulation of the
supply of oil to the heaters b}^ the pump and the consequent variation
of the temperature of the heated oil and the freedom of flow through
the burners. An automatic submerged float, arranged like a steam
trap and fitted in the oil heater to control the throttle of the pump,
60 BUKEAU OF STEAM ENGINEERING.
failed to give good automatic results, and the supply of oil was regu-
lated by hand. If the oil is heated too much (above 150 F.) some of
the volatile gases are given off and mingle with the air pressing on top
of the oil in the heater, thence passing with the air into the air super-
heaters and burners, the result being that on one occasion a heater got
red hot from this cause.
Another difficulty 'was due to the choking of the strainers by foreign
matter and impurities in the oil, shutting off the supply of oil, and on
one occasion, August 10, putting out all the fires. Just previous to the
fires going out, and while the usual air supply was on, and an insuffi-
cient amount of oil being fed, a dense white smoke like steam arose
from the funnel.
This strainer difficulty will be solved by fitting the strainers in pairs,
so that a clean one can always be switched in while the choked one is
being cleaned.
Generally the revolutions of the engines did not varj 7 much during
the da}% and in calculating the horsepower for each day's average revo-
lutions, when the cards for that day differed much, that set was selected
whose revolutions were near the average for the day with the indi-
cated horsepower, assumed to vaiy as the cube of the revolutions. If
the two sets of cards for the day had the same number of revolutions
their average indicated horsepower was used as a basis to compute the
day's horsepower as before.
It will be noted that the log accompanying this report is kept from
noon to noon. This was done as the patent log was inaccurate, and
the speed of the ship was got from noon positions as given by sights.
It will be noted that speed was much higher on the return trip than
on the outgoing, which is ascribed partly to the better combustion as
the firemen got experience, partly to the overhauling of the bearings
at Tahiti by the force on board, and mostly to the increased oil con-
sumption allowed after the run down had proved that there was plenty
of oil for the return trip, which was a matter of some doubt before,
the ship being provided with coal for twenty-four hours to cover
possible emergenc} 7 .
Full power was not developed in the two boilers used, as schedule
time was easily exceeded with from 2 to 4 burners shut off, though it
would not appear, from the tabulated results, that the indicated horse-
power would equal what can be got by a good system of forced draft.
This burner, however, works well with the Howden system of forced
draft, as seen on the tank steamer George Loomis.
It must be remembered that the tabulated calculations are all based
on the indicated horsepower of the main engines only, as it was con-
sidered better to use only data actually obtained, and afterwards esti-
mated data, such as indicated horsepower of auxiliaries, could be
applied without vitiating the observed data and results. No cards
could be taken from any of the auxiliaries, but careful estimates give
the following; results:
I.H.P.
Air compressor, at 60 revolutions per minute 110
Auxiliary feed pump and two oil pumps, one in intermittent use 30
Dynamos . . .' 30
Ice machine 7
Circulating pump 5
Flushing pump 2
Baths, steam tables, evaporator, cooking, etc 11
Total.. . 195
BUREAU OF STEAM ENGINEERING. 61
The steering engine is not used except near port.
The size of air compressor was based on the assumption that it
requires 1 cubic foot of free air for every pound of water evaporated
from and at 212 F., as shown by tests of various oil burners at West-
ern Sugar Refinery, San Francisco.
The weights of oil auxiliaries are as follows:
Tons.
Air compressor 9
Two settling tanks 12
Two oil heaters 2
Two oil pumps (small) 5
One oil pump (large) 1.25
Fifteen superheaters (air) front 3. 1
All pipe, valves, fittings, ventilators, etc 8
It should be remembered that the boilers were designed for coal
burning; that the oil-burning plant was fitted in a hurry, the machin-
ists not leaving the ship until the gong rang for people to go ashore;
that the firemen were without experience in oil burning, and that most
of the automatic gear did not function properly.
With the air pressure constant; with the oil heated at constant tem-
perature near 140 F. ; with oil strainers arranged in pairs, so that one
is always efficient, and with experience in firing, the results in econ-
omy of oil should be much better on the next trip; and the fireman's
work, already very easy, will approach supervising automatic regula-
tion. The fireman does not need strength nor previous training with
coal. He should have a good eye, good ear, some common sense, and
a desire to learn a new and easy trade.
In conclusion, I wish to state that every facility was given me by all
the officers of the company, the chief engineer of the ship being par-
ticularly zealous in arranging for the taking of required data.
Very respectfully,
WARD WINCHELL,
Lieutenant, United States Navy.
CHIEF OF BUREAU OF STEAM ENGINEERING,
Navy Department, Washington, D. C.
62
BUREAU OF STEAM ENGINEERING.
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BUREAU OF STEAM ENGINEERING.
63
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64
BUREAU OF STEAM ENGINEERING.
NOTE. The Bureau has also received the following summary of the second voyage
of the steamship Mariposa on the round trip between San Francisco and Tahiti. This
data shows that the oil consumption on the second voyage was considerably less than
that on the first, due to two causes: Improvements in detail of the oil-fuel installa-
tion and increased skill and intelligence upon the part of the engine-room force.
The Occidental Steamship Company is fitting an oil-fuel installation on the sister
ship Alameda, and it can be expected that when a spirited rivalry is created between
the crews of the Alameda and Mariposa that even better results can be anticipated.
0. S. S. Mariposa, voyage No. I?, from San Francisco to Tahiti, 1902.
Date.
Knots
per
day.
Knots
per
hour.
Revo-
lutions
per
minute.
Oil
used
per
day, in
barrels.
Oil
used
per
day, in
tons of
2,240
pounds.
Oil
used
per
hour,
in
pounds.
Pounds
of oil
per
knot
run.
Knots
made
per ton
of oil.
Dis-
tance
run per
barrel
of oil,
in
knots.
Slip of
pro-
peller,
per
cent.
August 21
328
13.3
63.7
255
36.43
3,400
248.8
9.00
1.29
22
297
12.3
62.6
225
32.14
3 000
242.8
9.24
1 32
13 4
23
282
13.3
64
210
30.00
2,800
237.4
9.43
1.35
9
24
330
13.6
65.9
235
33.59
3,133
227.9
9.82
1.40
8.8
25
310
12.8
62
220
31.43
2,933
227.1
9.86
1.41
8.8
26
311
12.8
62
210
30.09
2,800
216.1
10.37
1.48
8.5
27
292
12.1
62
220
31.43
2,933
241.1
9.29
1.33
13.8
28
305
12.6
62.1
220
31.43
2,933
230.8
9.70
1.39
10.3
29
305
12 6
62 2
220
31 43
2 933
230 8
9 70
1 39
10.5
30
31
322
326
13.3
13.5
65
66
230
240
32.86
34.28
3,066
3,200
228.6
235.6
9.80
9.51
1.40
1.35
9.5
9.4
Average, 11 days...
Voyage 1, 11 days . .
309.9
312.7
12.96
13.12
63.4
65.2
226
254.8
32.28
36.40
3,013
3,412
233.3
260.9
9.60
8.585
1.37
1.22
9.9
13.14
\ \ Average temperature of uptake, 548; average temperature of superheaters, 360; average tempera-
ture of cold oil, 91.
0. S. S. Mariposa, voyage No. 2, from Tahiti to San Francisco, 1902.
Date.
Knots
per
day.
Knots
per
hour.
Revo-
lutions
minute.
Oil
used
per
day, in
barrels.
Oil
used
per
day, in
tons of
2,240
pounds.
Oil
used
per
hour,
in
pounds.
Pounds
of oil
per
knot
run.
Knots
made
per ton
of oil.
Dis-
tance
run per
barrel
of oil,
in
knots.
Slip of
pro-
peller,
per
cent.
September 6
292
12.2
62.1
215
30.71
2,867
235.6
9.51
1.36
12.6
8.'.'.'.'.'.'.'.
9
301
288
298
12.6
12.1
12.5
62.6
62.9
63.1
220
220
220
31.43
31.43
31.43
2,933
2,933
2,933
233.8
244.4
236.2
9.57
9.16
9.48
1.37
.31
.35
11.2
15.5
12.6
10
11
276
327
12.2
13.7
64.7
66.9
220
245
31.43
35
2,933
3,267
255.1
240
8.46
9.34
.25
.33
13.4
9.4
12
OQO
12.7
67.1
250
35.71
3,333
264
8.48
.21
16.5
13
14
317
307
13.2
13.2
67.3
67.4
265
260
37.44
37.45
3,533
3,466
267.5
271
8.53
8.20
.20
1.18
13
13
15
324
13.8
69
265
37.94
3,533
261.7
8.54
1.22
12
16
321
13.5
69.2
270
38.57
3,600
269.1
8.32
1.19
13.9
Average, 11 days . . .
Voyage 1,10 days...
304.9
331.9
12.7
13.96
65.7
70.6
241
295.5
34.46
42.22
3,212
3,981.6
252. 6
284.79
8.87
7.841
1.27
1.122
13.01
12.89
Average temperature of uptake, 546; average temperature of superheaters, 360; average tempera-
ture of cold oil, 90.
BUREAU OF STEAM ENGINEERING. 65
REPORT OF BOARD ON TESTS OF LIQUID FUEL FOR NAVAL PURPOSES.
DEPARTMENT OF THE NAVY,
BUREAU OF STEAM ENGINEERING,
Washington, D. ., October 1, 1902.
SIR: The board appointed to conduct an extended series of tests to
determine the value of liquid fuel for naval purposes submits the fol-
lowing preliminary report:
The board is of the opinion that the best interests of the Navy will
be subserved by making- public at this time the data and information
collected during the fourteen official experiments that have been con-
ducted. There are many persons outside the naval service who are
interested in the subject, and who would cheerfully render assistance
along special lines if the}^ could secure a knowledge of the general pur-
pose and work of the board. These engineering experts in the mer-
cantile marine, as well as in civil life, will in return obtain trustworthy
information from the data secured, and thus be able to make important
deductions. The benefit of submitting a preliminary report will thus
redound to the material advantage of all interested in the development
of the use of liquid fuel, whether .or not they are connected with the
naval service.
NECESSITY FOR NAVY DEPARTMENT TO CONDUCT TESTS.
Before laying out the work the board realized that there was in
existence a wealth of literature bearing upon the subject. Thousands
of interested persons had done some experimentation, but many of
these people had no inclination to turn their data over to the general
public. By the action of the Navy Department in organizing an offi-
cial board it was possible to secure data that could only have been
gathered with difficulty by private parties.
Upon investigation the board finds that much of the data published
is very unreliable, particularly upon the most important features of
the problem. As an illustration, it has been asserted that the boilers of
some merchant vessels only consume, for sustained sea work, 1 pound
of oil to develop 1 horsepower. When it comes to checking this
information by the consumption from the storage tanks it will be found
that a much larger quantity is used.
The Navy Department can secure information that individuals can
not. It is well understood that any information obtained by a naval
board will be published in official reports, providing there are no mili-
tary objections to such publication, and that it is to the mutual interest
of the shipbuilding and manufacturing concerns to have the informa-
tion extant collated by Government officials who are only bent upon
stating facts and who have only a professional interest in the investi-
gation of the subject.
It is somewhat expensive work to collect trustworthy data in regard
to the performance of marine vessels possessing an oil-fuel installation.
The steamship companies that have gone to a considerable financial
outlay in securing information can not be expected to assume the r61e
of public benefactors, and therefore it is directly within the sphere of
the Navy Department to conduct an extended series of experiments
that will be of great value to the shipbuilding and manufacturing
interests, even if the Navy does not receive an immediate return.
The naval problem is a quite complicated one, and an extended
series of experiments to determine the value of liquid fuel for ships
693902 5
66 BUREAU OF STEAM ENGINEERING.
of war should be conducted for at least a year. The board recognizes
the fact that the commercial phase of the liquid-fuel question as
regards the Navy is quite different from what it is in the merchant
marine, and that it will be much more difficult to insure an adequate
supply for ships of war than for merchant vessels. It will also tax the
ability of the naval constructor to solve the construction problem
involved in installing oil-fuel appliances on board the battle ship, since
it will not be possible to find such satisfactory storage compartments
in the fighting ship as in the freighter.
ENGINEERING FEATURES OF THE OIL-FUEL PROBLEM.
It is the engineering or mechanical feature of the problem that the
board is concentrating its energies upon. Therefore the board pro-
poses to try to solve some of the following problems in connection
with the subject:
1. The relative advantages of air and steam as an atomizing agent
for liquid fuel. The question of supply of fresh water is very impor-
tant in the Navy, and therefore the use of steam should be obviated, if
possible. On the other hand, the air compressors are quite heavy and
take up considerable room. As air compressors, however, are used
for many purposes on board ship, it might be possible to have a central
plant for all purposes. It is also important to know to what extent it
will be necessary to superheat the steam in case it is used as the
atomizing agent.
2. There is a wide divergence of opinion as to the pressures at which
oil, steam, and air should be delivered to the burners. Progressive
tests may afford valuable information upon this point.
3. The design of the steam generator. As the experimental boiler
now in use by the liquid-fuel board is of the water-tube type, it will
be possible to extend the length of the furnace and make other
changes which will give important information as to whether or not it
would be advisable to design a special form of marine boiler for oil-
fuel installation.
4. The simplest and most economical means of heating the air and
the oil. In view of the result of the pjresent experiments and of the
information obtained from outside sources, there is no doubt but that
the air should be heated; and it would seem that, particularly in a
water-tube boiler, such heating could be effected in a simple and cheap
manner by utilizing the heat radiated to the ash pit.
5. The value or necessit}^ of an air receiver when compressed air is
used as the atomizing medium. Can the pulsations of the compressor
be reduced or minimized by installing such an intermediate receiver
between the compressor and the burner ?
6. Experiments could be made concerning the baffling of the gases,
for the tests already conducted show that the calorimeter area can be
somewhat reduced when using oil.
7. The relative value of leading types of burners. Particularly is
it necessary to know whether a simple burner should be installed and
provision made for heating the air, or whether an appliance should be
installed which partially gasifies the oil before ignition. There are on
file in this Bureau over.2, 000 drawings and specifications pertaining to
the use of liquid fuel, and it is said that new patents are being issued
at the rate of about 30 a week. In view of such widespread interest
in the subject, the board deems it important to test representative
types of the various classes of burners.
-4C
FIG. 8. THE HOHENSTEIN EXPERIMENTAL BOILER AS ARRANGED FOR
LIQUID-FUEL TRIALS.
a, DRAFT-GAUGE CONNECTIONS. 6, MICA WINDOWS.
BUREAU OF STEAM ENGINEERING. 67
8. The problem as to whether the oil could be consumed under all
conditions without producing smoke. In the naval service this is an
important question. As there is also a tendency to compel manufac-
turers to take means to prevent smoke issuing from the stacks of their
plants, the question also concerns the general public.
OPPORTUNITIES POSSESSED BY THE BOARD FOR SECURING TRUSTWORTHY DATA.
considers it but just to acknowledge that through the gen-
e Oil City Boiler Works the Bureau of Steam Engineering
The board
erosity of the
has had placed at its disposal without cost for rental a thoroughly
equipped experimental plant. The experimental boiler is of the
Hohenstein design, and it is the same boiler that was used by the Navy
Department in conducting the extended series of tests that were
made with coal at various rates of combustion. The value of the
data collected during the liquid-fuel experiments can only be appre-
ciated in its fullness by comparing the various tables with those
secured during similar tests when coal was used as a combustible.
The appropriation of $20,000 that was made by the Fifty-seventh Con-
gress for determining the value of liquid fuel for naval purposes will
therefore be devoted, in great part, to original investigation and
research. The board has also had at its disposal an unexpended
balance of $7,088.09 from a former appropriation. In view also of
the fact that everybody now performing duty in connection with the
experiments is in the naval service, the appropriation available repre-
sents only a portion of the actual expense of the experimental work.
The Bureau of Steam Engineering has supplemented the work of
the board by calling upon officers in various parts of the world for
information upon the subject. The board has visited the steamers
J. M. Guffey, Paraguay, and City of Everett, and has carefully
observed the particular features of each installation. Some of the
experts of the fuel-oil department of the Standard Oil Company have
visited the experimental plant and given valuable advice along certain
lines. The board has also been placed in possession of the extensive
correspondence carried on by the Bureau of Steam Engineering dur-
ing the past' year with experts and manufacturers. It can therefore
be expected that if the tests can continue, valuable information will
not only be secured, but it will be possible for the Navy to render a
direct service to all who have a professional or financial interest in
the general solution of the liquid-fuel question.
GENERAL DESCRIPTION OF THE PLANT.
Fig. 6 is a ground plan of the plant. Fig. 7 is a half-tone view.
Fig. 8 shows a longitudinal section of the boiler with the oil burners
"in place. Fig. 9 shows the construction of an air burner of the Oil
City Boiler Works design. This burner was used during the seven
general tests that were conducted to show, among other things,
whether or not it would be possible to secure a greater evaporative
efficiency from the boiler with oil f than was secured with coal. Six
of these burners, spaced 18 inches apart, were ranged across the front
of the furnace, there being a separate opening in the furnace wall for
each burner. Considering the burners as arranged in pairs, those
of each pair were inclined toward each other at an angle such that
their flame impinged near the transverse center line of the furnace.
68 BUREAU OF STEAM ENGINEERING.
The arrangements for weighing the feed water were substantially
the same as during the coal- burping tests. The facilities for securing
forced draft were likewise the same.
UNIFORM QUALITY OF OIL USED DURING EXPERIMENTS.
While the Bureau received many offers from various sources to
furnish oil free of cost at the wells, careful inquiry showed that there
was no certainty when this oil could be delivered at the experimental
plant. Since time is a great element in the matter, the board deemed
it necessary to use means whereby a steady supply of oil would be
assured and no delay- ensue from a lack of liquid fuel in the storage
tank. The oil was therefore secured from the Standard Oil Company.
The product of different localities will be tested, for the evaporative
efficiencies of each iield should be ascertained.
METHOD OF WEIGHING OIL USED.
From the storage tank the oil was pumped, as desired, into a weigh-
ing tank, from which it flowed by gravity into the oil -feed tank.
From this reservoir the oil was pumped into a pipe leading to the
burners, constancy of the pressure being secured by an air chamber
and a relief valve. An overflow pipe led from relief valve back to
the feed tank. The weighing and feed tanks were fitted with gauge
glasses graduated to 5 pounds, by the aid of which the exact weight
of oil was secured at the end of each hour, the same as with the feed
water.
The air for atomizing the oil is supplied by a Root blower driven by
a direct connected engine. This blower delivered 8 cubic feet of free
air per revolution, at pressures ranging from 0.78 pound to 4.68
pounds per square inch. The air pressure was measured by a mer-
cury column, the location of which was such that it gave substantially
the same pressure as at the discharge of the blower. The temperature
of the compressed air was taken near the same point. A Rand air
compressor has been bought and will be installed, enabling higher pres-
sures of air to be used.
The process of getting up steam in the main boiler was somewhat
slow, as dependence had to be placed on a small auxiliary boiler for
driving the Root blower until sufficient steam pressure could be secured
for that purpose from the main boiler. The auxiliary boiler was only
equal to the task of supplying the air to two burners.
The oil used was from the Beaumont, Tex., field. It is said to have
been subjected to an inexpensive treatment which removed the sulphur
and some of the more volatile hydrocarbons. The board believed that
it would be best to use an oil that had been thus treated until some
positive information could be secured as to whether or not it was
advisable to attempt to use crude oil. It should also be stated that
delay might have ensued if it had been attempted to depend upon indi-
vidual shipments. The judgment of the board in this respect has been
vindicated, for there have been times since the experiments commenced
when other parties in the city have been unable to secure any oil at
any price.
CHEMICAL COMPOSITION OF THE OIL USED DURING TESTS COMPARED WITH THE CRUDE
PRODUCT.
The character of the oil used during the official tests can be best
appreciated l>y comparing it with the average grade of the crude
BUREAU OF STEAM ENGINEERING. 69
product. The changes wrought by the refining process can thus be
clearly seen by comparing the analyses of the crude Beaumqnt product
and that used in the experiments.
. 1 milt/sis of Beaumont crude oil,
Per cent.
Carbon (C) 84.60
Hvdrogen (H ) 10. 90
Sulphur (S) 1-63
Oxygen (O) 2.87
The amount of sulphur in different samples of the crude Beaumont
oil varies from 2 to 3 per cent.
Calorific value per pound of combustible B. T. U . . 19, 060
Specific gravity 0. 924
Flash point degrees Fahrenheit. .
Fire point do 200
On distillation at atmospheric pressure to 524 F. it was found
that the
Degrees Fahrenheit.
First 10 per cent passed over below
Second 10 per cent passed over between , 428 and 485
Third 10 per cent passed over between 485 and 524
Fourth 10 per cent passed over between 524 and 554
ANALYSIS OF OIL USED BY LIQUID-FUEL BOARD AS DETERMINED BY THE CHEMIST OP
THE NAVY-YARD, NEW YORK.
On distillation at atmospheric pressure to 680 F. it was found
that with the oil used during the tests.
Degrees Fahrenheit.
First 10 per cent passed over between 216 and 482
Second 10 per cent passed over between 482 and 523
Third 10 per cent passed over between 523 and 552
Fourth 10 per cent passed over between 552 and 680
This oil showed on analysis to be composed of the following
constituents:
Per cent.
Carbon (C) '..83.26
Hydrogen (H ) u _ 12. 41
Sulphur (S) 50
Oxygen (O) 3. 83
The sulphur was determined by oxidation with fuming nitric acid in
an open capsule.
Specific gravity at 60 F 0.926
Flash point degrees Fahrenheit. . 216
Fire point do 240
Vaporization point I do 142
-Loss for six hours at 212 F per cent. . 21. 65
The calorific value of the the combustible, calculated on the analysis
of the United States Chemist by Dulong's formula, viz:
British thermal units=14500 C+62100 (H-0/8)
= 19481
These analyses show that nearly all the sulphur was removed from
the crude petroleum.
It will probably be best to continue using a uniform grade of oil for
some time, so that comparisons can be made of the burners as well as
70 BUREAC OF STEAM ENGINEERING.
the efficiency and advantages of the various methods of atomizing the
combustible.
CONDITIONS BETWEEN THE COMBUSTION CHAMBER AND SMOKESTACK.
The temperatures in the base of the stack were remarkably free
from the rapid fluctuations that characterized the coal-burning trials.
There was no naming in the stack except during the last two hours of
the eighth test, and even then the fluctuations of temperature were
absent. This was a test where everything was forced to the utmost,
and therefore unusual conditions prevailed. The stack temperatures
were noted by a Tagliabue mercury-nitrogen thermometer. It was
used without mishap throughout the series of trials. Advantage was
taken of the constancy of the stack temperature to check the readings
of a Brown quick-reading pyrometer. The pyrometer was afterwards
used in the furnace and elsewhere to record temperatures that were
not excessive. For temperatures higher than 1,(>00 F. a platinum-
rhodium electric pyrometer was used. The measurements secured
with this instrument show a maximum furnace temperature of 2,200
F. for both natural and forced draft conditions.
The draft pressures were measured at the same points as in the series
of coal-burning tests, and the average readings are shown diagramatic-
ally in tig. 10.
As an aid to the proper regulation of the supply of oil and air to the
burners, a mirror was so placed that the man in charge of the fire room
could quickly note the color of the gases that issued from the top of the
stack. The board considered it of great importance that those oper-
ating an oil-fuel installation should possess some device whereby the
condition of affairs at the top of the stack can be immediately
ascertained.
After considerable study and discussion it was decided that it would
be best to give each burner an excess of oil, and this would be shown
by the smoke issuing from the stack. Then there was a gradual reduc-
tion of the quantity of oil until just a faint trace of smoke could be
noticed.
Provision was made for introducing extra air at the sides of the
furnace. Holes were cut 8 inches by 1 inches through the side walls,
on a level with the furnace floor and close to its back wall. A flue was
built of loose fire brick across the furnace floor, thus connecting the
two openings. The roof of the flue had openings between the bricks,
thus permitting extra air to be introduced where the combustion was
most intense. This extra air supply was cut off during the natural
draft and maximum forced-draft trials. The aggregate area of all
openings for the admission of atmospheric air into the furnace is given
in the detailed report of each trial.
CHARACTER OF THE INFORMATION DESIRED.
Before attempting to test the relative merits of individual burners,
the board sought general information along the following lines:
The evaporative efficienc}^ of oil as compared with coal under like
conditions.
The degree to which the combustion of oil could be forced with both
steam and air as atomizers when using both natural and forced draft.
The ability of a hydrocarbon burner to work under forced draft
conditions.
BUREAU OF STEAM ENGINEERING. 71
The liability of the boiler to injury when using oil under forced
draft conditions.
The amount of steam or air requisite for atomizing purjx
The degree of pressure which should be applied when steam or air
was used as the atomizing medium.
The etfect of preheating the air necessary for combustion.
The time required to train men to operate the burners.
The best means of reducing the noise caused by the numerous but
.iinute explosions within the furnace. /
The attitude of the firemen as regards operating an oil installation.
EXPERIMENTAL PLANT THOROUGHLY OVERHAULED BEFORE COMMENCING LIQUID-FUEL
TESTS.
The experimental plant was not turned over to the 'Bureau of Steam
Engineering for experimental purposes in connection with the liquid-
fuel tests until the Oil City Boiler Works was assured that the Congress
would make a special appropriation for this purpose. The naval appro-
priation bill having become a law July 3, 1902, the board was then
informed that the plant was at its disposal.
The test of June 27, 1902, having been a very severe one, and the
casing of the boiler having been considerably warped, it was deemed
necessary thoroughly to overhaul the plant before commencing the
extended series of tests projected. The boiler was opened, cleaned,
and thoroughly examined. The baffling bricks were renewed where
necessary. As these bricks were of particular shape, some time
elapsed before new ones could be secured. The casing was repaired,
and an asbestos lining was put underneath the tire bricks of the fur-
nace floor. All auxiliary machinery about the experimental plant was
overhauled and put in order. The cylindrical-tank boiler received
from the navy -yard, New York, was covered with a nonconducting
material. The necessary platforms for holding the scales and tanks
for weighing the oil and water required for this extra boiler were
installed in place. The request was also made that several warrant
machinists and the crew of a small naval vessel be detailed for duty in
connection with the tests.
ENDURANCE TEST OF 116 HOURS.
The board particularly deemed it expedient to make an endurance
test of the plant. (See Table 6.) A test of this nature was therefore
conducted for a continuous period of 116 hours. The torpedo boat
Gwin was ordered from the Naval Academy, and the torpedo boat
Rodger s from Norfolk, to assist in the experiments. The da} 7 watch of
eight hours was conducted by a regular crew of employees of the Oil
. City Boiler Works, although all the data during this period was taken
by observers from the drafting-room staff of the Bureau of Steam
Engineering. The crew of the Gwin operated the boiler and auxilia-
ries during half the night, the crew of the Rodger* taking the other
night watch during the entire test. The data during the night was
taken by the leading petty officers of the two torpedo boats, the com-
missioned and warrant officers in charge of the respective watches
checking and verifying the data. The character of the data collected
during the night, compared with that secured during the day, shows
the efficiency of the crews of the torpedo boats even as compared
72 BUREAU OF STEAM ENGINEERING.
with the highly trained force of draftsmen in the Bureau of Steam
Engineering.
The test was conducted under the general supervision of the oil-fuel
board. The following four commissioned officers had entire charge of
the crews and observers during successive watches: Lieut. A. M
Procter, United States Nav}^; Lieut. G. S. *Lincoln, United States
Navy; Lieut. William R. White, United States Navy; Ensign John
Halligan, jr., United States Nav} r . These officers not only supervised
the work of the entire watch, but checked and counter-checked the
data.
Four warrant machinists, Messrs. Steele, Johnson, Schreiber, and
Rowe were detailed to assist the commissioned officers. These war-
rant officers were placed in charge of the fire room.
. After a preliminary run for the purpose of training officers and
crews in taking data and operating the plant^the test was commenced
at noon on August 4. Experts from the Oil City Boiler Works and
from the fuel-oil department of the Standard Oil Company were
present during each da}^ and at times visited the plant at night. The
members of the board, the commissioned officers in charge of the
watches, the warrant machinists in the fire rooms, as well as the enlisted
force of the torpedo boats, availed themselves of the opportunity to
secure advice and assistance from these experts, who, by reason of
their training, experience, and opportunity are and ought to be par-
ticularly well posted upon the subject. After the first day it was sel-
dom that these experts even offered a suggestion as to operating the
burners. They declared that the commissioned officers in charge of
the watch and the warrant machinists took such interest in the work
and had so quickly grasped the salient points of securing complete
combustion that it was best to turn the plant completely over to the
direction of such interested parties.
The oil burners during the endurance test were so regulated that
they consumed about 830 pounds of oil per hour. Although the data
was only recorded at hourly intervals throughout the test, the e were
unofficial readings and checks made between the hours, thus insuring
uniformity in the performance of the boiler.
At 10.40 p. m. on August 5, the transformer on the electric-light
circuit of the plant was burned out, it having been overloaded by the
extra lights installed for night work. Through the resoucef ulness of
the officers in charge of the test, this accident did not interfere with
the endurance trial. Candles and lanterns were quickly obtained from
the torpedo boats, so that the appliances could continue to be efficiently
operated and the regular data secured.
The smoke issuingfrom the stack was quite light and uniform in color.
From the records of ten observations made during the day wutches it
appears that the maximum variation was from to 1 by Ringelmann's
charts. The average color throughout the day being 0.4.
Temperatures taken with a platinum-rhodium pyre .neter showed
1,980 F. near the middle of the furnace. At the re Diving end of
the combustion chamber the temperature was 1,900 F
Toward the end of the test the water in the boiler became very
muddy. It should be stated that during the entire endurance trial the
boiler was fed with Potomac River water that had not been filtered. It
might also be stated that during the past eighteen months the experi-
mental boiler has been subjected to just this kind of work. The notes
w
Fio. 12. INSTALLATION OF HAYES BURNERS. TEST NO. 9.
BUREAU OF STEAM ENGINEERING. 73
appended to the coal and oil tests will show in detail the treatment the
boiler received. Occasionally the gauge-glass connections would get
clogged with mud, and toward the end or the endurance test it was
necessary to blow steam through them every half hour.
Two pieces of carbon were removed from the vicinity of the second
burner from the left; one piece on August 7 and the other on August 9.
Each piece was about 64 cubic inches and was caused by the burner
being so placed as to permit the flame to impinge on the brickwork of
the front furnace wall.
THE HAYES HYDROCARBON BURNER.
The construction of this burner is shown in fig. 11 and the manner
of its installation in fig. 12. Part of the air supply is introduced at
the sides of the furnace near the back wall. It men passes through
heating pipes AA to the pipe B, the latter extending across the fur-
nace just inside the front wall.
The burners project diametrically through the pipe ./?, and it is
contended that the not air in this pipe will cause the oil to be com-
pletely gasified before it escapes from the burner orifices. There is
no doubt but that the heating of the air is a direct benefit. Careful
and extended experiments will have to be made to show whether this
heating could best be effected as in the Howden system of forced
draft, or by a simple arrangement of pipes which receive the direct
heat of the furnace. The experience of simply heating the pipes dur-
ing these tests would rather tend to show that this arrangement would
not have much endurance. The edges of the holes in the pipe B were
found somewhat burned upon completion of the official test. If such
impairment could occur after the pipe had been in actual service about
twenty hours, it is probable that very little endurance can be expected
of such an installation under forced draft conditions.
Two preliminary tests were made. Some representatives of the
company owning the burner were present during these trials, and sug-
gestions were sought of these men who were supposed to have expert
knowledge of that particular appliance. At no time were they able to
secure from the boiler an actual evaporation of 11 pounds of water.
During the first experimental trial, on September 10, it was manifest
that the bulk of the combustion was above the tubes and in the uptake
and stack. In consequence of this loss of heat, and before the second
unofficial trial was attempted, the draft opening above the tubes was
reduced in the proportion of 16 to 10. This caused a noticeable
improvement. It should be stated that it required ten days for the
company to prepare for the first preliminary trial. Their experts
had been furnished blue prints showing in detail the character of the
experimental plant, also the position and arrangement of the baffle
plates in the experimental boiler. Representatives of the company
had also been permitted to witness some of the previous tests. The
experience with this company has now caused the liquid -fuel board
to compel every inventor to make arrangements whereby he can install
his appliance within three days.
Steam for the burners was supplied from an independent boiler at a
uniform pressure of 90 pounds. During the unofficial trials the steam
was not superheated, the inventor haying previously maintained that
he could use exhaust steam and attain the object desired. It might
also be incidentally stated that the claim was made that one single
74 BUREAU OF STEAM ENGINEERING.
burner would consume all the oil that would be required for even
forced-draft purposes.
Oil was supplied to the six burners during the unofficial tests at a
uniform pressure of 80 pounds. Besides the air introduced through
the heating tubes, some additional air was admitted through what were
formerly the ash-pit openings. The aggregate area of these ash-pit
openings was about 60 square inches.
During the official trial (test No. 9), which continued for six hours,
the steam for the burners was superheated. There was fitted, in the
opening above the tubes and below the steam drum of the main boiler,
44 feet of 1^-inch pipe. This pipe was in the form of three return
bends. Steam from the cylindrical tank boilers was led through this
pipe and thence to the burners.
The leading experts of the company did not attend this official trial.
The mechanics who installed the burners, however, operated these
appliances under the direction of the warrant machinists. The board
was informed that it was these mechanics who operated the burners
during an official test that had been made at an electric-light station
in the city, where it was claimed that there had been evaporated 18
pounds of water per pound of combustible. It is needless to say that
no such results were secured under the experimental boiler.
PROGRESSIVE TESTS WITH BURNERS USING STEAM FOR ATOMIZING.
These tests were made September 19, 20, and 22. One of the spe-
cial purposes of conducting these trials was to ascertain the exact
amount of steam that would be required for atomizing the oil. Every
possible check was used to secure trustworthy data. All during the
trials there were searches for leaks, but none were discovered.
The board was desirous of ascertaining just how much steam was
required for atomizing, and therefore a separate boiler was installed
for generating steam for this purpose. It is a cylindrical return-tube
boiler with two plain cylindrical furnaces. This boiler is piped to
furnish steam for the oil burners, and has no other steam pipe leading
from it. The opening from the safety valve was blanked. This
boiler is fitted with two oil burners of Oil City Boiler Works' design
in each furnace, these burners using air for atomizing purposes.
After steam was raised one burner in one furnace was found sufficient
to keep the steam pressure uniform.
This boiler was put in thorough order at the nav3 T -yard, New York,
and carefully made tight at 100 pounds pressure. During the oil-
burning test great care was taken to keep both the water level and the
steam pressures in this boiler uniform. The water used was carefully
weighed in a separate weighing apparatus, in exactly the same manner
as the water supplied to the experimental boiler.
The pressure for atomizing purposes, as well as the pressure at
which the oil was forced to the burner, was increased each day. It
was found that the higher the pressure the greater the amount of
water that was evaporated. The efficiency was also slightly greater
as higher pressures were used. The percentage of steam required for
atomizing the oil, however, also slightly increased as higher pressures
were used.
During these tests deflectors were placed in the ash-pan openings, so
as to cause the air to be drawn up near the burners, thus effecting
I
w
ac
Cd
BUREAU OF STEAM ENGINEERING. 75
combustion nearer the front of the furnace. The average percentage
required for atomizing purposes was about 4 per cent of the entire
evaporation.
1 n these three tests the side burners were directed toward the center
of the furnace more than heretofore in order to reduce the amount of
heat absorbed by the side walls. The amount so absorbed was judged
of by the condition of glow immediately after extinguishing the burn-
ers. This glow of the side walls, and also of the back and bridge
walls, generally showed a mure intense combustion on the right side
of the furnace than on the left. The fact that the steam and oil con-
nections to the burners were also at the right side of the furnace front
suggests the desirability of proportioning the piping, both as to size
and location, so as to get substantially equal pressure at all burners.
Before making further tests the front wall of the furnace was
rebuilt with ferruled openings 8 inches in diameter for the burners.
Ample latitude was thus allowed for the angular setting of the burn-
ers, and there was also opportunity for trying the effect of admitting
air around the burners.
An accident to the engine of the fan blower prevented the continu-
ance of these trials with different pressures of forced draft. It should
be ascertained just how much steam is required for atomizing pur-
poses when the boiler is forced to its utmost.
The board deems it important, when opportunity will permit,
to make an extended series of tests with steam as the atomizing
agent. Fresh water can be secured in unlimited quantities at nearly
all naval stations, and it might not be a difficult matter to make
arrangements wherebj 7 the torpedo boats and destroyers could be fur-
nished with an ample supply in specially constructed tanks, thus
obviating the risk of being compelled to feed salt water into the
boilers.
Even if compressed air should be used on the torpedo boats as the
atomizing agent, an accident might happen to the compressor plant
which would compel the temporary use of steam. There is therefore
an urgent necessity to secure reliable data upon the subject of how
; much steam is required for spraying purposes under various condi-
tions of natural and forced draft/
THE F. M. KEED COMBINED AIR AND STEAM BURNER.
One preliminary and two official tests were made with this burner,
whose construction is shown in fig. 14. The "from and at" evapora-
tion during the first official experiment fell short of the best yet
attained in these trials (test No. 3) b y only about one-half of 1 per
cent. On the other hand, the amount of steam consumed in spraying the
oil was excessive, being about 1 pound of steam per pound of oil, or sev-
eral times as much as in test No. 3. Apart from any question of furnace
efficiency, the board considers that the combined use of both air and
steam in the burners is undesirable. Such an installation involves
unnecessary expense and complication and requires much more skill
and attention in the adjustment and manipulation of the burners.
The board gave particular attention to watching the operation of
this burner, since it is desirous of securing definite information upon
the subject as to whether or not it was advantageous to use a combina-
tion of both air and steam as the atomizing agent. The inventor per-
76 BUEEAU OF STEAM ENGINEEEING.
sonally operated the burner, and every effort was made to reduce the
amount of air and steam used for spraying purposes.
It is by a process of eliminating undesirable classes of burners that
the best form can be secured, and therefore the board has no hesitation
in stating that further experimentation with the combined air and
steam burner should not be made.
THERMAL EFFICIENCY NOT INCREASED BY THE USE OF STEAM.
There is quite a widespread misconception regarding the part that
the steam which is used for atomizing purposes plays in effecting com-
bustion. It is supposed by many that after atomizing the oil the steam
is decomposed and that the hydrogen and carbon are again united, thus
producing heat and adding to the heat value of the fuel. While it may
be true that the presence of steam may change the character and sequence
of the chemical reaction, and result in the production of a higher tem-
perature at some part of the flame, such an advantage will be offset by
lower temperatures elsewhere between the grate and the base of the
stack. All steam that enters the furnace will, if combustion is com-
plete, pass up the stack as steam, also carrying with it a certain quan-
tity of waste heat. The amount of this waste heat will depend upon
the amount of steam and its temperature at entrance of the furnace.
The quantity of available heat, measured in thermal units, is undoubtedly
diminished by the introduction of steam. In an efficient boiler it is
quantity of heat rather than intensit} T that is wanted. For many
manufacturing purposes intensity of heat may be of primary impor-
tance, but in a marine steam generator a local intense heat is objection-
able on other grounds than those of economy, viz, its liability to cause
leaky tubes and seams from the unequal expansion of heating surfaces.
INFORMATION ALREADY OBTAINED.
It is believed that expert engineers will be able to make important
deductions from the trustworthy data that has been so carefully col-
lected. The tables should be carefull3 T studied in connection with the
information secured during the coal tests, and the board enjoins that
the two reports be studied together.
The following information has undoubtedly been secured:
(a) That oil can be burned in a very uniform manner.
(b) That the evaporative efficiency of nearly every kind of oil per
pound of combustible is probably the same. While the crude oil may
be rich in hydrocarbons, it also contains sulphur, so that, after refining,
the distilled oil has probably the same calorific value as the crude
product.
(c) That a marine steam generator can be forced to even as high a
degree with oil as with coal.
(d) That up to the present time no ill effects have been shown upon
the boiler.
(e) That the firemen are disposed to favor oil, and therefore no
impediment will be met in this respect.
(f) That the air requisite for combustion should be heated if possi-
ble before entering the furnace. Such action undoubtedly assists the
gasification of the oil product.
(g) That the oil should be heated so that it could be atomized more
readilv.
BUREAU OF STEAM ENGINEERING. 77
(h) That when using steam higher pressures are undoubtedly more
(advantageous than lower pressures for atomizing the oil.
(i) That under heavy forced-draft conditions, and particularly when
steam is used, the board has not yet found it possible to prevent smoke
from issuing from the stack, although all connected with the tests
i made special efforts to secure complete combustion. Particularly for
naval purposes is it desirable that the smoke nuisance be eradicated
I in order that the presence of a war ship might not be detected from
i this cause. As there has been a tendency of late years to force the
! boilers of industrial plants, the inability to prevent toe smoke nuisance
i under forced-draft conditions may have an important influence upon
I the increased use of liquid fuel.
(j) That the consumption of liquid fuel can not probably be forced
;o as great an extent with steam as the atomizing agent as when corn-
Dressed air is used for this purpose. This is probably due to the fact
ihat the air used for atomizing purposes, after entering the furnace,
supplies oxygen for the combustible, while in the case of steam the
rarefied vapor simply displaces air that is needed to complete combustion,
(k) That the efficiency of oil fuel plants will be greatly dependent
upon the general character of the installation of auxiliaries and fittings,
nd therefore the work should only be intrusted to those who have
iven careful study to the matter, and who have had extended experi-
nce in burning the crude product. The form of the burner will play
very small part in increasing the use of crude petroleum. The
method and character of the installation will count for much, but
where burners are simple in design and are constructed in accordance
with scientific principles there will be very little difference in their
efficiency. Consumers should principally look out that they do not
purchase appliances that have been untried and have been designed by
persons who have had but limited experience in operating oil devices.
NECESSITY OP PERMITTING UNOFFICIAL OR PRELIMINARY TRIALS.
Between the several official tests there are invariably conducted a
number of unofficial trials, and by reason of this experimentation val-
lable suggestions are received. Those who have received permission
x> install their appliance find that it is quite a different matter to apply
to a boiler that is capable of developing 2,000 horsepower from
what it was to install it on some boiler that supplied steam to a small
essel or medium-sized manufacturing plant.
Up to the present time no firm has been able to tell the board the
Dest manner in which their device should be operated. In fact, the
ietails of installation of every burner yet tested are quite different
vhen completed from that projected at the beginning of the test. The
wo or three days that are given to experimental trials invariably
nirnish surprises to the inventor. Probably no better illustration
>,ould be given of the lack of definite knowledge in regard to the cor-
rect way of operating burners than has been shown during these
ixperiments. The experience of the board in this particular respect
hows the necessity of having some disinterested experts conduct an
extended series of tests to determine the guiding principles which
should be followed in the burning of liquid fuel. There has been
;ufficient evidence already produced to prove that in all probability
pecial forms of burner will be required for different types of boilers.
78 BUREAU oi STEAM ENGINEERING.
It can hardly be expected that a burner which could do efficient and
economical work in some small steam generator would be equally
applicable to the largest steam generators of the marine type.
In noting the evaporative efficiency secured, it should be remem-
bered that the experimental boiler was designed for actual Navy con-
ditions, and that the limitations prescribed by the Department as to
height, weight, and floor space were of a severe nature. There is not
only considerable radiation from the boiler, but the proportion of
heating to grate surface is not as large as in land boilers. Taking
these facts into consideration, the results are exceedingly satisfactory.
The engineering world is looking for comparative results from the
series of tests that are now being conducted, and trustworthy infor-
mation in this respect will be furnished.
AN OIL INSTALLATION SHOULD BE FITTED TO BOILERS OF SEVERAL TORPEDO BOATS.
The information and data already secured warrants the immediate
installation of oil-fuel appliances on two torpedo boats and two
torpedo-boat destroyers, to test the adaptability for use with water-
tube boilers of bent-tube type. The installation could be effected on
boats of similar character, so that an earnest but friendly rivalry would
be created between the crews of the several vessels. There will come
development and success by boldly equipping several boats with dif-
ferent types of installation. The morale of the torpedo-boat flotilla
can be strengthened in no better way than by experimenting along
this line.
In all probability but one or two of the bent-tube types of boilers
fitted in our torpedo boats or destroyers will burn oil efficiently, unless
extensive baffling is resorted to in the furnaces so as to direct the
products of combustion among the tubes. Extended tests should be
made with torpedo boats, to find out the best means of securing
effective baffling.
SOME JUNIOR OFFICERS OF THE LINE SHOULD ACCOMPANY LIQUID-FUEL BOARD ON
INSPECTION TRIPS.
If the Department should decide to authorize the installation of oil-
fuel appliances on several torpedo boats, then a number of the officers
who are eventually to command these boats should be detailed for
temporary duty in connection with the liquid-fuel board. Two or
three months of such duty would give them .practical experience which
would be of inestimable value in the conduct of their future w^ork.
These junior officers should also be given the opportunity of inspect-
ing installations on merchant ships, as well as the privilege of visiting
establishments on shore where liquid fuel is the sole combustible for
generating the motive power.
The board has been greatly impressed with the necessity of keeping*
in close touch with experts throughout the country who are making a
particular study of this subject. The information secured by making
careful inspection of efficient installations and by personal interviews
with recognized authorities upon the subject can hardly be overesti-
mated. It is hoped that it will be compatible with the interests of the
Department to permit some junior officers of the line to accompany
the board on every such inspection, for the resulting benefits to the
naval service would be very great.
WKKAU OF STEAM KNCHNI 79
\\ EFFICIENT EXPERIMENTAL CKK\V SKCITRBD.
The experience of the past two months has undoubtedly caused the
crew of the torpedo boat Rodger* to be well trained in the handling
and operating ot oil-fuel devices. This crew lias been so well drilled
and has been so receptive for information that they can now quickly
tell whether the burners are efficiently or properly regulated. I>\
noting- the character and length of the name, the color of the escaping
rases from the chimney, the condition of affairs in the furnace and
combustion chamber as observed through the sight holes, the roar of
;he air as combustion takes place, and the appearance of the bridge
wall, they can quickly adjust the several valves and secure the best
)ossible results. The efficiency of the crew in this respect has been due
n great part to the zeal, intelligence, and ability of the commanding
officer of the boat, Ensign John Halligan, jr.
THE EXPERIMENTS SHOULD BE CONDUCTED ENTIRELY BY PERSONS WITHIN THE NAVY.
The board desires to state that these experiments can not be con-
ducted to the best interest of the service without the aid of a Navy
rew of liremen and observers. It is essential that the board should
>e able to call upon such crew for either day or night work. While
most of the official tests are only of eight hours' duration, it requires
several hours properly to warm up the boiler arid get things in good
running shape. Then it requires one or two hours after the com pie-
ion of the test to secure the plant and guard against fire.
A civilian crew will only work eight hours, and then at stated inter-
r als. They demand extra compensation for overtime, and it is no easy
matter to get them to stand up to forced-draft conditions, particularly
when the higher air pressures are used. A crew of firemen that is
changed from day to day, and who are apprehensive of their personal
safety when forced-draft trials are made, can not be interested in the
work. The experiences of the Oil City Boiler Works for over a year
n the conduct of the coal experiments show excessive trouble, annoy-
ance, expense, and delay, arising from attempting to use such employees
n experimental research.
The experimental crew must be under military control and disci-
)line, and this can only be secured by having some regular vessel of
he Navy, regularly in commission, assigned to duty in connection
with the experimental board.
The data submitted will best tell the work done during the past three
iionths. Every member of the board has other duties to perform,
'n the collection of such data it is the character and quality rather than
he quantity which the engineering world desires. From this time
brward it can be expected that the experiments can be conducted with
greater rapidity, providing, of course, the board can have the service
f a trained Navy crew to work the experimental plant.
Very respectfully,
JOHN R. EDWARDS,
Lieutenant- Commander, U. S. Navy.
WYTHE M. PARKS,
Lieutenant- Commander, 17. S. Navy.
FRANK H. BAILEY,
Lieutenant- Commander, U. S. Navy.
The CHIEF OF THE BUREAU OF STEAM ENGINEERING.
80
BUREAU OF STEAM ENGINEERING.
No. 1. Test of oil fuel in a Holienstein
[Six hours duration with forced
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Oil-
spray-
ing air
pres-
sure per
square
inch.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
tire
room .
Gases
at base
of
stack.
11 a m ...
Lftft
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
120
112
112
110
122
122
120
112
118
120
120
118
123
124
122
126
122
120
128
129
124
124
121
124
125
Deg. F.
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
402
Deg. F.
302
302
303
304
302
303
304
304
304
304
304
304
303
304
304
304
303
304
302
303
303
304
303
303
304
0.982
.983
.983
.984
.982
.983
.984
.984
.984
.984
.934
.984
.983
.984
.984
.984
.983
.984
.983
.983
.983
.984
.983
.983
.984
I'M.
2.125
1.75
2.5
3.5
2.75
1.75
2
3
2.13
2. 75
2.75
3
2. 25
2.25
2.5
1
2.75
2.13
2.13
2.13
2.13
2.13
2.13
2.13
2.125
Deg.F.
M
Deg. F.
117
118
116
118
119
119
120
121
121
122
122
122
122
122
122
122
122
122
122
122
122
122
124
123
124
Deg.F.
Lbs.
3.20
3.11
3.14
3.23
3.17
3.17
3.23
3.23
3.23
3.17
3.11
3.23
3.23
3.17
3.23
3.23
3.23
3.23
3.23
3.23
3.23
3.23
3.23
3.17
3.17
11 15 a m
663
11 30 a m
11 45 am
705
12 m
86
12 15 p m
709
........
12.30 p. m
12 45 p m
1pm
86
1.15 p. m
715
1.30 p. m
1 45 p m
712
86
2.15 p. m
2 30 p m
711
2 45 p m
714
"766""
3pm
86
3 15 p m
3 30 p m
3 45 p. m . .
""s.V"
690
4pm
4 15 p m
704
4 30 p m
4 45 p m
709
5pm
85
Average
275
120. 7
9831 S5.4
121
704.6
3.20
State of weather, bright sun, clear sky.
Barometer at noon, 30.02 inches.
Kind of fuel, Beaumont oil.
Revolutions of fan blower, 327 per minute.
Revolutions of Root blower, 126 per minute.
Draft openings into furnace, 666 square inches.
9.10a.m.: Two middle burners lighted. Root blower driven by steam from small independent
10.05 a. m.: Steam pressure in main boiler, 100 pounds. All auxiliary machinery ,begun to be driven
by steam from main boiler. All six burners alight.
Smoke very uniform and much thinner than corresponds to chart No. 1.
BUREAU OF STEAM ENGINEERING.
water-tube marine boiler June 11,
draft, using air buniers.]
81
Draft air pressures in inches of water.
Flue gases.
Oil.
Water.
Fire
room.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
CO 2 .
O.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
1.20
1.20
.20
.20
.25
.30
.25
.25
.25
.25
.25
.25
.25
.30
.30
.30
.30
.30
1.30
1.30
1.30
1.30
1.30
1.30
1.30
0.80
.80
.80
.80
.85
.80
.80
.80
.80
.80
.80
.80
.80
.75
.80
.75
.75
.75
.75
.75
.75
.75
.75
.75
.75
0.60
.60
.60
.65
.65
.65
.60
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
.65
0.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
.25
-0.45
45
*
-
%
Lbs.
Lbs.
Lbt.
Lbs.
6.8
8.2
(?)
- .50
- .45
- .45
- .45
50
7.4
8.3
(?)
1,769
1,769
19,406
19,406
7.6
9.2
0.4
- .50
- .50
- .50
- .50
- .50
- .50
.45
7
8.6
1.8
1,819
3,588
20,023
39,429
7.1
9.3
1.4
7.1
9
1.3
1,776
5,364
19,990
59,419
7.1
8
2
- .50
- .50
50
6.8
7.4
2.6
1,777
7,141
20,000
79,419
- .50
.50
6.6
8.8
1.3
- .50
- .50
50
6.3
9.8
1.7
1,705
8,846
18,823
98,242
6.8
9
1.7
- .50
- .50
- .50
7
9.6
.8
1,738
10,584
19, 734
117, 976
1.27
.78
.642
.25
- .488
6.97
8.77
1.5
1,764
19, 663
5 p. m.: The floor of the furnace is badly warped from the heat. The floor consists of one layer of
fire brick on wrought-iron floor plates on wooden sleepers with dirt rammed between the sleepers.
The floor of furnace, back wall of same, and first two baffles are red hot. There are two disk-like
accumulations of red-hot carbon on the back wall. The middle and larger one is about 15 inches in
diameter.
Next day: The disk of carbon has been removed and examined. Structurally the carbon is indis-
tinguishable from coke. The shape is that of a crater, 5 inches thick around the edges and 2 inches
thick in the center. The larger crater was opposite the middle burners. A smaller one was opposite
the left-hand burners and there was practically none opposite the right-hand burners. Evidently a
very slight difference of conditions will cause or prevent their formation.
693902 6
82
BUREAU OF STEAM ENGINEERING.
No. 2. Test of oil fuel in a Hohenstein
[Fo ur hours duration with
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Oil
spray-
ing air
pres-
sure per
square
inch.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
11.30 a. m
Lbs.
275
275
275
275
275
275
275
Deg. F.
104
106
100
102
102
103
102
102
102
104
108
102
102
104
105
102
. 104
Deg. F.
402
402
402
402
404
404
403
402
402
402
402
402
403
402
402
402
402
Deg. F.
297
301
302
302
302
303
300
296
296
301
296
301
302
299
300
300
278
0.980
.982
.982
.982
.982
.982
.981
.979
.979
.982
.979
.982
.982
.981
.981
.981
.969
Ins.
1.125
1.13
1.13
2.5
1.13
1.5
1.5
1.13
1.13
2
1.13
1.5
1.75
1.75
1.5
2
2.125
Deg. F.
82
Deg. F.
112
114
116
118
118
119
120
122
123
124
124
125
125
126
126
126
127
Deg. F.
Lbs.
4.63
4.63
4.50
4.26
3.16
4.50
4.63
4.87
4.87
4.87
4.87
4.87
4.87
4.87
4.69
4.87
4.63
11.45 a. m
785
12m
12 15 p m
775
12.30 p. m
86
12.45 p. m
775
1 15 p m
275
275
275
275
275
275
275
275
275
275
787
1.30 p. m
86
1 45 p. m
795
2pm
2.15 p. m
770
2 30 p m
88
2 45 p m
760
3 15 p. m .
770
3 30 p m
88
Average
275
103.2
.980
86
121. 5
779
4.62
State of weather, bright sun, clear sky.
Barometer at noon, 30 inches.
Kind of fuel, Beaumont oil.
Revolutions of fan blower, 423 per minute.
Revolutions of Root blower, 179 per minute.
Draft openings into furnace, 666 square inches.
9.15 a. m.: Lighted two middle burners.
10.07 a. m.: Pressure begins to show on main boiler steam gauge.
10.30 a. m.: 100 pounds pressure in main boiler. Oil-spraying air pressure, 1.75 pounds.
10.35 a. m.: All six burners alight. All auxiliaries driven by main boiler steam. Oil-spraying air
pressure, 2.8 pounds.
10.38 a. m.: 270 pounds pressure in main boiler.
11.30 a. m.: Test begins.
BUREAU OF STEAM ENGINEERING.
ir<ttt'i'-tnl' iiKirnn- lull, I- June 12, 1902.
forced draft, using air burners.]
Draft air pressures in inches of water.
Flue gases.
Oil.
Water.
Fire
room.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
C0 2 .
O.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
2.25
2.25
2.25
2.25
2.30
1. :ir>
2.35
2.35
2.35
2.35
2.35
2.30
2.30
2.30
2.30
2.30
2.30
.60
.60
.60
.50
.50
.50
.50
.50
.50
.50
.55
.55
.55
.55
.55
1.60
1.60
1.50
1.50
1.40
1.35
1.35
1.40
1.40
1.40
1.40
1.35
1.35
1.35
1.35
1.35
1.35
1.35
1.35
0.90
.90
.80
.80
.85
.85
.85
.85
.85
.80
.80
.80
.80
.80
.80
.80
.80
-0.50
50
*
i
Lbs.
Lbs.
Lbs.
Lbs.
6.8
9
1.2
- .50
50
7.1
8.6
i.8
- .50
- .50
50
2,396
2,396
25, 216
26,216
6.5
8.7
1.4
- .50
- .50
- .50
- .50
50
7.3
9.2
.8
2,300
4,696
24,217
49,433
7.3
' 8
1.8
6.9
8.5
1.6
- .50
- .50
- .50
- .50
- .50
2,301
6,997
24,361
73,794
6.9
10.5
.6
6.9
11.1
.4
2,183
9,180
23, 134
96,928
2.31
1.55
1.38
.83
- .50
6.96
9.2
1.2
2,295
24,232
12.30 p. m.: The casing of the Root blower being rather warm some one thought to cool it by play-
ing a hose on it. The result was that the casing got very hot, the speed of the Root blower was
reduced, and the oil-spraying air pressure fell to about 2 pounds. Under these conditions, which
lasted about ten minutes, the smoke from the stack was very dense. Normal conditions were quickly
restored by lubricating the blower impellers with graphite.
1.30 p. m.: There is a red hot area of about 30 square inches on the outside of the boiler casing oppo-
site the tube chamber. The bulging out of the casing allows the hot gases to take a short cut from
the combustion chamber, which is lined with fire brick, to the tube chamber, which is lined with
magnesia.
3.10 p. m.: The red hot area has increased to about 1 square foot.
3.30 p. m., end of test: There is a carbon crater 12 inches in diameter on the back wall opposite the
central burners and one 25 inches in diameter opposite the left-hand burners. None opposite the
right-hand burners. The smoke during this test averaged about by Ringelmann's charts.
84
BUREAU OF STEAM ENGINEERING.
No. 3. Test of oil fuel in a Hohenstein
[Eight hours duration with
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
lire
room.
Gases
at base
of
stack.
Air
from
Root
blower.
9am
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
"&*
130
130
134
122
130
130
128
140
125
130
124
138
134
129
124
129
128
130
123
122
130
136
124
132
130
130
130
124
129
130
122
122
Dey.F.
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
Deg. F.
305
306
306
307
308
308
308
308
307
306
307
307
306
307
306
304
307
307
307
307
306
308
307
307
306
307
307
307
307
307
306
307
307
0.983
.984
.984
.985
.985
.985
.985
.985
.984
.984
.985
.984
.984
.985
.984
.983
.984
.985
.984
.985
.984
.985
.984
.985
.984
.984
.985
.984
.985
.984
.984
.985
.984
Ins.
2.5
2.5
2.5
2.25
2.5
2.5
2.5
2.5
2.5
2.25
2.25
2.5
2
2
2.25
2
2.25
2
2
2.5
2.5
2
2.13
2.13
2
2
2.13
2.25
2.25
2.5
2.25
2.5
2.5
Deg. F.
72
Deg. F.
94
97
100
100
99
101
102
102
103
102
103
104
105
105
104
106
106
108
109
109
110
109
111
112
111
109
112
Deg. F.
Deg. F.
90
91
92
94
95
96
97
98
99
100
100
100
102
102
102
103
103
104
104
105
106
106
106
107
108
108
108
108
109
no
110
110
111
102.5
9 15 a m
520
9.30 a. m
9 45 a m
525
10 a m
74
10 15 a m
525
10 30 a. m
10 45 a m
508
11 a m
76
11.15 a. m
500
11 30 a m
11.45 a. m
495
12 m
78
12 15 p m
495
12 30 p m
12.45 p. m
497
1pm
80
1 15 p m
497
1.30 p. m
1 45 p m
495
2pm
82
2.15 p. m
497
2 30 p m
2 45 p m
497
"566""
3 p. m
82
3 15 p m
3 30 p m
3 45 p m
110
111
114
112
502
82
4 15 p m
500
4 30 p m
4 45 p m . .
112
114
505
5pm
82
Average
275
128.5
.984
79
106
503.6
State of weather, bright sun, no clouds.
Barometer at noon, 29.70 inches.
Kind of fuel, Beaumont oil.
Revolutions of Root blower, 100 per minute.
Draft openings into furnace, 124 square inches.
BUREAU OF STEAM ENGINEERING.
85
water-tube marine boiler June 26, 1902.
natural draft, using air burners.]
Air
from
Root
blower,
pres-
sure
per
square
inch.
Draft pressures in inches of
water.
Flue gases.
Oil.
Water.
Fur-
nace.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Base of
stack.
CO 2 .
0.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
Lbs.
0.73
.73
.73
.67
.67
.79
.79
.73
.73
.85
.85
.85
.85
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
.79
-0.15
- .15
- .15
- .15
- .15
- .15
- .15
-- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
-0.15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .20
- .25
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .2a
- .20*
-0.25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
- .25
-- .25
- .25
- .25
- .25
- .25
-0.35
- .35
- .40
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .40
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
- .35
t
i
X
Lbs.
Lbs.
Lbs.
Lbs.
6.5
11.5
0.2
6.4
11
.6
786
786
9,503
9,503
6.6
10
1.3
6.6
10.2
.9
748
1,534
9,061
18,564
7.1
9.6
.6
7.8
9.6
.5
759
2,293
9,537
28, 101
7
10.3
.6
7.2
9.3
.9
751
3,044
9,895
37,996
7.5
9.5
7.8
9.7
765
3,809
10,066
48,062
7.4
10.6
.3
7
11.4
769
4,578
9,482
57,544
7.8
10.2
.1
7.5
10.5
.2
773
5,351
10,373
67,917
7.8
9.9
.2
7.8
9.9
.4
771
6,122
10,083
78,000
.78
- .15
- .19
- .25
- .35
7.24
10.2
.425
765
9 750
A Brown quick-reading pyrometer placed on the floor of the furnace with the platinum fully
exposed to the direct radiations from the flames registers 1,600 F. under the middle burners. At a
point about 18 inches in front of the burner tip and 6 inches below its center line the temperature is
1,950 F. The corresponding temperatures for the side burners are about 100 lower. The flames
reach for the most part to the middle of the combustion chamber. Only rarely do flames penetrate
the tube chamber.
5.10 p. m. The smoke was very uniform throughout the test and so slight as to be barely visible.
There are three irregular patches of carbon deposit, one on each side wall of the furnace and one on
the back wall. The largest one, on the right side, is dome-shaped, and fully 4 inches thick in the
center.
86
BUREAU OF STEAM ENGINEERING.
No. 4. Test of oil fuel in a Hohenstein
[Three hours' duration, with forced
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
tem-
pera-
ture.
Lower
tem-
pera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
Air
from
Root
blower.
10 a. m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
Deg.F.
128
122
120
118
116
118
118
118
120
118
116
118
118
Deg. F.
402
402
402
402
402
402
402
402
402
402
402
402
402
Deg. F.
298
298
300
300
300
300
300
298
298
300
300
300
300
0.980
.980
.981
.981
.982
.981
.981
.980
.981
.982
.981
.981
.982
Ins.
2
1.75
2
2
2.5
2
2
1.75
2
2
2
1.75
2
Deg. F.
Dea il-
103
106
108
106
107
108
109
110
111
111
111
111
Deg. F.
Deg. F.
116
119
120
121
121
122
122
122
123
124
124
126
126
10.15 a. m
10.30 a. m
10.45 a. m
80
760
785
11 a. m
11.15 a. m
82
835
11.30 a. m
11.45 a. m
875
12 m
12.15 p. m
12.30 p. m
82
917
12.45 p. m
950
1 p. m
Average
275
119
.981
81
108
854
122
I
State of weather, bright sun, few clouds.
Barometer at noon, 29.94 inches.
Kind of fuel, Beaumont oil.
Revolutions of fan blower, 483 per minute.
Revolutions of Root blower, 219 per minute.
Draft openings into furnace, 666 square inches.
11.20 a. m.; Where the smoke is densest near the stack, it has a peculiar pale blue tint different
from the smoke from a coal fire. It is the color of the smoke as seen against the dark background of
the smoke itself i. e., it is the color by reflected light. The phenomenon suggests that the particles
of soot are much finer than in the smoke from coal. Generally the smoke is more like that from a
coal fire.
No. 5. Test of oil fuel in a Hohenstein
[Five hours' duration with
Time.
Steam
pres-
sure by
guage
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass
Temperature.
Higher
tem-
pera-
ture.
Lower
tem-
pera-
ture.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
Air
from
Root
blower.
10 a. m .
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
375
Deg.F.
Deg. F.
405
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
404
Deg. F.
308
308
308
309
308
308
309
309
310
310
310
310
310
310
310
310
310
310
310
310
310
0.985
.985
.985
.986
.985
.985
.985
.986
.987
.986
.986
.987
.986
.986
.987
.986
.986
.987
.986
.986
.987
Ins.
2.75
2.75
2
2.75
2.25
2.25
3.25
2.75
2.75
2.75
2.5
2.25
2.75
2.75
2.75
2.5
2.5
2.75
2.75
2.75
2.75
Deg. F.
82
82
83
85
86
86
87
87
87
87
88
89
89
88
88
88
87
87
87
88
88
Deg. F.
100
102
106
108
109
110
110
112
113
113
115
117
118
116
114
112
112
113
116
118
114
Deg. F.
Deg. F.
107
110
112
115
116
118
118
119
120
120
121
122
123
123
123
123
123
123
124
124
126
10 15 a m
130
124
123
134
118
126
125
122
132
132
127
136
140
138
136
140
110
124
136
134
565
""556"
10.30 a. m
10.45 a. m
11 a m
11.15 a. m
550
11.30 a. m
11 45 a m
555
12 m
12.15 p. m
560
12.30 p. m
12.45 p. m
563
1 p. m
1 15 p m
550
""b6Q
1.30 p. m
1.45 p. m
2 p. m
2.15 p. m
560
2 30 p m
2.45 p. m
558
8pm
Average
275
129
986
87
112
557 j 120
State of weather, bright sunny day.
Barometer at noon, 30.13 inches.
Kind of fuel, Beaumont oil.
Revolutions of Root blower, 135.8 per minute.
Draft openings into furnace, 275 square inches.
BUREAU OF STEAM ENGINEERING.
87
water-tube marine boiler June 27, 1902.
draft, using air burners.]
Air
from
Root
blower,
pres-
sure
per
square
inch.
Draft pressures in inches of water.
Flue gases.
Oil.
Water.
Fire
room.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
Lbs.
3.65
3.65
3.65
3.41
3.29
3.16
3.29
3.29
3.16
3.10
3.16
3.41
3.65
3.20
3.20
3.20
3.20
3.20
3.20
3.20
3.20
3.20
3.20
3.30
3.40
3.50
2.75
2.75
2.75
2.75
2.75
2.75
2.75
2.50
2.40
2.40
2.40
2.40
2.40
2
2.10
2.10
2
2.10
2
2
2
2
2
2
2
2
.25
.25
.25
.25
.25
.25
.25
1.25
1.25
1.25
1.25
1.25
1.25
-0.35
- .35
- .35
35
Jf
$
i
Lb8.
Lbs.
Lbs.
Lbs.
6.7
11.5
0.5
6.9
11
.2
- .35
- .35
- .35
- .40
- .45
- .50
- .50
- .50
- .50
2,685
2,685
27,844
27,844
7.5
10.3
.2
8.1
9.8
.4
2,846
5,531
29,388
57,232
8
9.7
.2
7.7
10.1
.2
3,071
8,602
31,372
88,604
3.37
3.25
2.60
2.02
1.25
- .41
7.5
10.4
.3
2,867
29,535
11.43 a. m.: A pane of glass (southwest window), weakened by the direct radiations from a large
red hot area of the casing about 3 feet away, blew out. A board was placed over the opening within
fifteen seconds. About one-third of the casing opposite the combustion chamber on the southwest
side of the boiler is red hot. Six bricks, fallen from the second baffle, lie on the floor of the combus-
tion chamber. The Root blower engine crank pin got smoking hot, and a stream of water had to be
played on it during the second half of the test. Water leaked from the feed stop valve, but was
caught in a pail and returned to the feed tank.
1 p. m., end of test: There is very little caked carbon on the walls of the furnace. The second
baffle is badly damaged. Average smoke during the test, 2.5 by Ringelmann charts. As the test
progressed the amount of smoke gradually increased from 1 to 4, due, doubtless, to the short circuit-
ing of the hot gases through the damaged baffle.
water-tube marine boiler August ;
natural draft, using air burners.]
Air
from
Root
blower
pres-
sure
per
square
inch.
Draft pressures in inches of
water.
Flue gases.
Oil.
Water.
Com-
bustion
cham-
ber.
Tube
cham-
ber.
Above
tubes,
below
drums.
Base
of
stack.
C0 2 .
O.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
Lbs.
1.46
1.46
1.46
1.46
1.46
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
1.40
2
-0. 275
- .275
275
-0.30
- .30
30
-0.4
- .4
4
If
*
Lbs.
Lbs.
Lbs.
Lbs.
- .2
2
8.2
9.6
- .175
- .175
- .175
- .2
- .2
- .2
- .2
2
- .275
- .275
275
- .30
- .33
32
- .4
A
A
'A
.4
- .4
- .4
- .4
- .4
- .4
4
7.8
9.6
.3
j
984
984
11,531
11,531
7.8
9.9
.2
- .275
- .275
- .275
- .275
- .3
- .3
- .275
3
- .33
- .32
- .33
- .32
- .33
32
7.8
10.1
935
1,919
11,894
23,425
7.7
10.1
.1
- .2
- .2
2
7.9
9.6
2
- .33
32
950
2,869
12,047
35,472
7.5
10.2
.1
- .2
- .2
- .225
225
- .3
- .3
275
- .28
- .25
25
- .4
- .4
4
7.7
10.5
.3
896
3,765
11,507
46,979
- .3
- .285
- .285
- .23
- .25
23
- .4
- .4
- .4
- .4
7.5
10.4
- .225
- .2
- .225
7.3
10.4
.1
- .22
903
4,668
11,550
58,529
1.41
201
- .284
29
4
7.7
10.0
.13
933.6
11,706
parts of the casing
The casing and baffles have been overhauled and repaired since the last test (on June 27) and asbes-
tos boards have been placed underneath the fire-brick floor of the furnace. All parts of
remained comparatively cool throughout the test.
Temperature in furnace over flames from middle burners, 2,200 F.
Smoke very uniform, averaging 0.4 by Ringelmann charts.
88
BUEEAU OF STEAM ENGINEERING.
No. 6. Test of oil fuel in a Hohenstein water
[Endurance test of 116 hours' duration
Date.
Watch.
Maximum and minimum values observed during
each watch.
1
1
A
Lbs.
275
275
275
275
Temperature of feed wa-
ter.
Quality of steam.
Height of water in gauge
glass.
Temperature.
Root blow-
er.
Outside air.
Air in fire room.
*N
O
al
o
Air from Root blow-
er.
Revolutions per min-
ute.
Air pressure per
square inch.
Monday, Aug. 4
Noon to 4 p. m . .
Deg.
F,
127
117
119
116
0.986
.984
.987
.986
Ins.
3.50
2
4
2
D F:
93
88
88
75
~80
70
88
80
88
80
Deg.
121
110
124
110
Deg.
F.
558
550
575
558
Deg.
F.
122
106
126
110
98
85
99
97
Lbs.
1.34
85
1.40
1.28
4 p. m. to midnight . .
Tuesday, Aug. 5..
Midnight to 8 a. m ...
8 a. m, to 4 p. m
275
275
275
275
275
275
122
117
122
112
120
118
.986
.986
.986
.986
.987
.986
3
2
3.25
2.50
2.75
2
112
104
120
108
120
116
575 112
572 104
590 122
570 108
590 122
585 118
98
90
104
92
100
97
1.34
1.22
1.34
1.22
1.34
1.34
4 p. m. to midnight . .
Wednesday, Aug. 6 . .
Midnight to 8 a. m ...
8 a. m. to 4 p m
275
255
275
255
275
270
122
102
120
102
130
112
.987
.985
.987
.985
.987
.985
3
2
5
2.50
3.50
2.50
82
73
95
73
73
72
116
104
125
108
112
104
116
107
116
108
118
100
610
585
610
565
605
565
598
590
600
585
595
595
595
550
625
565
605
585
118
107
122
112
118
106
104
84
104
91
104
90
1.40
1.22
1.34
1.16
1.40
1.16
4 p. m. to midnight . .
Thursday, Aug. 7
Midnight to 8 a.m...
8 a. m. to 4 p. m
270
270
276
270
275
270
124
118
128
112
124
110
.987
.986
.987
.985
.985
.985
3
2
4
2
4
2
74
69
90
74
81
74
~^74
70
88
73
87
74
80
74
79
114
110
114
108
116
108
100
92
100
95
100
97
103
92
95
92
102
92
95
94
1.40
1.22
1.40
1.22
1.40
1.34
4 p. m. to midnight . .
Friday Aug 8
Midnight to 8 a. m ...
8 a. m. to 4 p. m
275
265
274
272
274
271
124
119
128
114
125
116
.985
.983
.985
.983
.983
.982
3.75
1.50
3.75
1.50
2.50
1.75
106
98
119
101
121
111
108
101
124
102
129
110
1.40
1.34
1.40
1.28
1.40
1.40
4 p. m to midnight . . .
Saturday
Midnight to 8 a. m ...
275
273
128
120
.982
.982
3
2
118
103
590
590
116
105
1.40
1.34
Average of
hourly obser-
vations.
273
119.4
.985
112
585
113.5
96
1.31
Kind of fuel, Beaumont oil.
Draft openings into furnace, 348 square inches.
BUREAU OF STEAM ENGINEERING.
89
tube marine boiler August 4 to 9, 1902.
with natural draft, using air burners.]
Maximum and minimum val-
ues observed during each
watch.
Oil.
Water.
Flue gases.
Height of barometer at mid-watch.
State of weather.
Burned per hour and during
watch.
Total weight burned.
I
-0
d
Sj
1!
i
l
Total weight fed.
Time sample was drawn.
8
O
8
Draft pressure in inches of
water.
Furnace.
1
o
~ -~
i*
Tube chamber.
Above tubes, below
drums.
Base of stack.
0.25
.15
.20
.15
.20
.13
.18
.15
.18
.17
-0.20
.20
.20
.20
0.30
.20
.30
.25
.33
.28
.30
-.27
.28
.25
6.40
.35
.40
.30
0.40
.40
.45
.40
Lbs.
818
3,270
864
6,912
Lbs.
Us.
9 942
Lbe.
P.M.
1.45
2
jt
7.4
7.4
i
10.8
10.7
*
0.1
Ins.
.29.99
29.82
Clear.
3,270
39,769 39,769
10,58oL_.
10, 182
84,638
124,407
.25
.20
.25
.20
.25
.22
.40
.33
.38
.35
.35
.33
.50
.45
.48
.40
.46
.40
826
6,608
847
6,773
847
6,772
i6~796
10,133
81,064
10, 520
"205," 47i
A.M.
8.45
9.15
7.5
7.6
10.3
10.2
.1
30.03
30.00
29.76
Clear.
Cloudy;
thun-
de r-
storm..
23, 563
84, 156
10, 518
289, 627
30,335
84,148
373,775
.20
.15
.18
.13
.20
.13
.28
.25
.28
.22
.28
.23
.30
.25
.35
.30
.35
.28
.40
.33
.40
.35
.45
.40
.50
.45
.50
.45
.50
.48
872
6,974
848
6,780
838
6,704
37,'309
44," 089
50," 793
10,657
85,253
10, 437
83,495
10, 256
82,044
"459 ,"628
" "542," 523
" "624," 567
9.30
10
7.8
7.8
10.1
10
29.87
29.86
29.69
Rain.
Thun-
d er-
storm.
.20
.18
.18
.15
.20
.15
.25
.23
.25
.23
.25
.23
.35
.30
.33
.30
.33
.28
.45
.40
.43
.40
.40
.35
.50
.50
.50
.48
.48
.48
837
6,694
836
6,687
820
6,559
57," 487
64,"i74
70," 733
10,251
82,007
10,414
83, 315
10, 140
81, 119
"706," 574
"789," 889
"87i,"668
10.30
10.45
.7.9
7.8
10.8
10.1
.3
.1
29.89
29.98
29.77
Clear
and
cool.
.20
.20
.20
.18
.19
.15
.25
.23
.25
.20
.22
.20
.35
.28
- .33
.25
.31
.28
.45
.40
.40
.35
4Q
135
.50
.48
.50
.45
.48
.41
819
6,551
816
6,529
809
6,452
10, 151
9.30
10
7.8
7.8
9.7
9.8
29.89
29.91
29.81
Clear;
then
cloudy.
77, 284
81,204
10 127
952,212
83, 813
90," 265
8l| 013 1,033,225
10,145
81,1631,114,388
.18
.15
.22
.20
.30
.30
.40
.35
.43
.42
782... ,. 9,762
6,252,96,51778,094
i,"i92,"482
30.05
Partly
cloudy.
.17
.23
.30
.36
.46
832
10, 280
Aver-
age.
7.68
10.25
.06
29.89
90
BUREAU OF STEAM ENGINEERING.
No. 7. Test of oil fuel in a Hohenstein
[Six hours duration with natural draft, but with
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
Air
from
Root
blower.
10 15 a. m
Lbs.
265
265
273
274
274
274
274
274
275
275
272
275
275
275
275
275
275
276
275
275
276
276
276
276
276
Deg.F.
116
114
114
120
120
119
122
120
122
122
118
120
118
120
121
120
122
122
120
120
120
120
122
120
120
Deg. F.
390
390
392
392
392
392
391
390
390
390
390
390
390
390
390
390
390
390
390
390
390
390
390
390
390
Deg. F.
305
312
312
314
314
314
314
314
316
316
316
316
316
316
316
316
316
316
316
318
320
320
320
320
320
0.989
.993
.992
.993
.993
.993
.993
.994
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.996
.997
.997
.997
.997
.997
Ins.
1.5
2
3
3
2.5
2.5
2
2
3
2.5
2.5
2
2.5
3
3
2.5
2.5
2.5
2.5
3
3.5
2.5
2.5
2.5
2.5
Deg. F.
73
73
74
74
75
75
76
77
77
78
78
80
79
79
80
80
78
80
80
79
79
79
79
79
79
Deg. F.
95
98
100
101
104
108
111
110
114
110
113
120
120
122
126
128
130
134
135
142
138
138
135
136
133
Deg. F.
Deg. F.
124
132
138
143
148
149
154
157
158
160
160
161
160
166
168
170
170
172
173
174
175
178
176
178
178
10 30 a m
710
10.45 a.m.
11 a. m
710
11 15 a m
11.30 a. m
730
11 45 a. m
12 m
725
"'725'
12.15 p.m
12 30 p. m ... .
12 45 p m
1 p. m .
740
1.15 p. m
1 30 p m
745
1.45 p.m
2 p.m. .
748
2 15 p m
2.30'p. m
760
""777*
2 45 p. in
3pm
3.15 p. m
3.30 p.m
790
3 45 p m
4 p. m
800
4.15 p m
Average
274
119.7
.995
77.6
120
747
161
State of weather, thin fleecy clouds.
Barometer at noon, 30.10 inches.
Kind of fuel, Beaumont oil.
Revolutions of Root blower, 246.7 per minute.
Draft openings into furnace, 642 square inches.
No. 8. Test of oil fuel in a Hohenstein
[Three hours duration with
Time.
Steam
pres-
sure bv
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Gases
at base
of
stack.
Air
from
Root
blower.
Lbs.
277
278
278
278
111
278
277
277
111
278
278
111
278
Deg. F.
120
120
120
128
120
118
118
118
116
118
118
114
115
Deg. F.
384
384
384
385
385
386
386
386
386
386
386
386
386
Deg. F.
298
298
298
298
302
306
306
306
306
302
298
302
302
0.987
.987
.987
.986
.989
.991
.991
.991
.991
.988
.986
.988
.988
Ins.
1.5
2
2.5
2
2.5
2.5
2
3
2.5
2
2
3
2.5
Deg. F.
80
80
80
81
81
81
82
82
82
83
83
84
Deg. F.
110
112
112
113
113
114
115
116
117
117
117
117
118
Deg.F.
Deg. F.
132
133
133
134
134
136
136
136
138
138
138
138
138
11 15 a m
918
11 30 a m
11.45 a. m .
927
12 m
12.15 p.m
1,200
12 30 p m
12.45 p.m
1,027
1pm
1.15 p. m
1,015
1 30 p m
1 45 p m
1,015
2pm
Average
277.5
119
.988
82
115
1,017
136
State of weather, smoky; occasional clouds.
Barometer at noon, 30.08 inches.
Kind of fuel, Beaumont oil.
Revolutions of fan blower, 506.
Revolutions of Root -blower, 248.
Draft openings into furnace, 642 square inches.
BUREAU OF STEAM ENGINEERING.
91
water-tube marine boiler, August 15, 1902.
the Root blower working at its maximum capacity.]
Air
from
Root
blower,
pres-
sure
per
square
inch.
Draft pressures in inches of water.
Flue gases.
Oil.
Water.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Above
tubes,
below
drums.
Base
of
stack.
C0 2 .
0.
CO.
Burned
per
hour.
Total
weight
burned.
Fed per
hour.
Total
weight
fed.
Lbs.
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.63
.75
.75
.75
.75
.75
.75
.75
-0.10
.10
-0.15
- .15
- .13
- .12
- .13
- .12
- .13
- .12
- .13
- .12
- .13
.12
-0.20
- .20
- .18
- .20
- .20
- .20
- .20
- .20
- .20
20
-0.85
- .85
35
-0.50
- .53
- .52
- .53
- .52
- .53
- .52
53
*
i
i
Lb8.
Lbs.
Lbs.
Lbs.
10.2
6.9
0.1
- .10
- .10
- .10
- .10
10
- .35
- .35
- .35
- .35
35
9.9
6.6
.5
1,501
1,501
17,226
17,226
10
6.6
.2
- .10
- .10
.10
16.2
6.4
.4
- .35
35
- .52
- .53
- .52
- .53
52
1,477
2,978
17,383
34,609
9.7
6.6
.5
- .20
- .20
20
- .35
- .35
- .35
- .35
38
10
6.8
.2
- .08
- .10
10
- .10
- .10
13
1,465
4,443
17,002
51,611
- .20
23
- .53
55
10.3
6.6
.1
- .10
- .10
- .10
- .10
10
- .12
- .13
- .12
- .13
- .12
- .13
- .15
- .15
- .15
- .15
- .20
- .20
- .20
- .23
22
- .37
- .38
- .37
- .38
37
- .55
- .55
- .58
- .57
58
9.8
7.1
.1
1,566
6,009
17,639
69,250
9.8
7
.5
10.3
6.4
.3
- .10
- .10
- .10
- .10
- .10
- .23
- .22
- .23
- .22
- .23
.38
- .37
- .38
- .37
- .38
- .57
- .58
- .57
- .58
- .57
1,558
7.567
18,073
87,323
10.7
6.3
.2
10.4
6.4
.2
1,522
9,089
17,673
104,996
4.66
- .09
- .13
- .21
- .36
- .54
10.1
6.64
.275
1,515
17,499
The smoke varied from to 1, averaging about 0.4 by Ringelmann charts.
Temperature near middle of furnace, 2,200 F.
Temperature of gases just after turning edge of first baffle, 2,090 F.
Toward the close of the test the temperature over the platform in the
rious objection to this method of forcing combustion.
serious objection to this method of forcing combustio
water-tube marine boiler, August 30, 1902.
forced draft, using air burners.]
fire room reached 220 F., a
Air
Draft pressures in inches of water.
Flue gases.
Oil.
Water.
Root
blower,
pres-
sure
per
Fire
room.
Fur-
nace.
bustion
cham-
ber
Tube
cham-
ber.
Base
of
stack.
C0 2 .
0.
CO.
Burned
per
hour.
Total
weight
burned.
Fed
per
hour.
Total
weight
fed.
square
inch.
Lbs.
I
*
*
Lbs.
Lbs.
Lbs.
Lbs.
'.68
;
3.2
2.3
1.8
-0.4
68
P
3 2
2 3
1 8
5
7 2
10 5
3
.68
3 3
2 3
1 8
5
68
E
3 4
2 3
1 8
5
6 9
11 1
3
.68
1 ri
3.5
2.3
1.8
.5
3,143
3,143
29,672
29,672
68
&&
3 5
2 3
1 9
5
8 6
8 3
2
68
gM
3 5
2 3
1 9
5
68
" O
3 5
2 3
1 9
5
8 1
9 4
68
"8
3 5
2 3
1 9
' 6
3,454
6,597
31, 469
61,141
68
3
3 5
2 3
1 9
g
8 2
9 5
3
.68
i
3.5
2 3
1 9
.6
68
3 5
2 3
1 9
g
8 2
9 2
2
68
i
3 5
2 3
1 9
g
3 312
9 909
32,244
93,385
4,68
3.75
3.4
2.3
1.86
-.53
7.87
9.66
.22
3,303
31,128
Very thick black smoke throughout the test.
From 12.15 p. m. to end of test, continuous flaming in stack.
After test was over, 42 pounds of carbon were removed from furnace.
92
BUREAU OF STEAM ENGINEERING.
No. 9. Test of oil fuel in a Hohenstein
[Six hours duration with natural
Time.
Steam
pres-
sure
by
gauge.
Tem-
pera-
ture,
of feed
water.
Colorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
tem-
pera-
ture.
Lower
tem-
pera-
ture.
Quality
of
steam.
Out-
side
air.
Air in
fire
room.
Oil in
weigh-
ing
tank.
Gases
at base
of
stack.
1 30 p m
Lbs.
275
275
275
275
274
275
275
275
275
275
275
275
275
276
275
275
275
275
275
275
275
275
275
275
275
Deg. F.
122
120
119
120
134
125
130
137
140
138
137
130
136
124
118
130
120
130
130
130
120
122
122
124
120
Deg. F.
388
386
386
386
386
386
386
386
386
386
386
386
386
386
384
386
386
386
386
384
384
384
384
384
386
Deg. F.
302
304
306
308
308
308
308
308
308
308
303
303
303
306
306
308
308
306
306
306
306
306
306
306
306
0.988
.989
.991
.992
.992
.992
.992
.992
.992
.992
.989
.989
.989
.991
.991
.992
.992
.991
.991
.991
.991
.991
.391
.991
.991
7ns.
2.5
2.75
2.75
2.5
2.5
2.5
2.75
2.75
2.5
2.75
2.75
3
2.5
2.5
2.5
2.75
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
Deg. F.
76
77
77
77
78
79
79
77
78
77
77
77
78
76
74
74
74
74
73
72
70
70
70
70
68
**
95
98
98
98
99
100
99
98
99
99
100
100
99
100
99
99
98
99
98
97
96
94
94
92
Deg. F.
Deg. F.
460
1 45 p m
2 p. m
72.5
440
2 15 p m
2 30 p m
2.45 p. m
3 p. m
72
3 is p m
3 30 p m
3 45 p. m
4pm
72
4.15 p. m
4 30 p. m
4 45 p m
.......
450
5pm
5.15 p. m
445
5 30 p m
5 45 p m
i
6 p. m
72
6 15 p m
6 30 p m
6.45 p. m
7pm.
71
7 15 p m
7 30 p m
Average
275
127
991
75
98
72
449
State of weather, partly cloudy.
Barometer at noon, 30.16 inches.
Kind of fuel. Beaumont oil.
Draft opening into furnace, 180 square inches.
Pressure in oil-pipe air chamber, 20.3 pounds.
Temperatcre over fire-room platform, average, 165 F, maximum 170 F.
BTRKAr (>K STKAM KN( 1 1 N KKRI N< i.
93
water-tube marine boiler, September 12, 1902.
draft, using "Hayes" steam burners].
Pres-
sure of
steam
usocl in
spray-
ing oil.
Draft pressures in inches of
water.
Flue gases.
Oil burned.
Steam used
by burners.
Feed water
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Per
hour.
Total.
Per
hour.
Total.
Per
hour.
Total.
Lbs.
30
80
82
32
32
33
33
.32
32
82
30
31
32
32
32
32
32
32
32
32
32
32
32
32
32
-0.20
- .20
- .18
- .19
- .20
- .18
- .21
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .21
- .22
- .22
- .22
- .22
- .22
- .22
- .22
- .22
-0.20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .21
.21
- .21
- .21
- .21
- .21
- .21
- .21
- .21
-0.20
- .20
- .20
- .22
- .20
- .22
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .21
- .21
- .21
- .21
- .21
- .21
- .21
- .21
-.21
-0.32
- .38
- .35
- .33
- .32
- .38
- .38
- .38
- .38
- .35
- .35
- .35
- .38
- .40
- .38
- .38
- .40
- .40
- .40
- .40
- .40
- .41
- .41
- .41
- .41
5*6
1,
ti
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
4.8
13.7
.3
572
572
456
456
6,702
6,702
1
1
601
1,173
402
858
7,311
14,013
602
1,775
553
1,311
7,241
21,254
6
12.8
.3
5.6
13
.3
590
2,365
459
1,770
7,480
28,734
1
i
639
3,004
295
2,065
7,691
36,425
596
3,600
459
2,524
7,336
43,761
32
-.205
-.204 -.205
- .38
5.5
13.05
.27
600
421
7,294
10.30 a. m. Started fires. The boilers were under steam yesterday and the water is already quite
warm.
12.30 to 1.30 p. m. Data taken during this period shows about the same evaporative capacity as
during the succeeding six hours. The smoke ranged from to 1. Average J, by Ringelmann
charts. A few ounces of carbon was deposited near the right-hand burner orifice. The burners made
comparatively little noise, probably not more than a quarter as much as the compressed-air burners
used in the preceding eight tests; but on the other hand, the flames were longer, reaching well into
the tube chamber.
94
BUREAU OF STEAM ENGINEERING.
No. 10. Test of oil fuel in a Heohenstein water
[Eight hours duration with natural
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Oil in
weigh-
ing
tank.
Gases
at base
of
stack.
10.30 a. m
Lbs.
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
275
270
275
275
275
275
275
275
275
274
274
275
275
274
274
274
274
275
Deg. F.
118
120
118
118
115
118
116
115
118
110
112
118
120
120
120
118
118
118
120
122
120
120
122
118
118
118
118
120
120
120
120
118
120
Deg. F.
380
380
380
380
380
380
380
380
382
380
380
380
380
384
384
384
384
384
384
384
384
384
384
384
384
380
380
380
380
380
380
380
360
Deg. F.
308
308
308
308
308
309
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
308
0.994
.994
.994
.994
.994
.995
.995
.995
.995
.995
.995
.995
.995
.994
.994
.994
.994
.994
.994
.994
.994
.994
.994
.994
.994
.995
.995
.995
.995
.995
.995
.995
1.001
Ins.
2.75
2.75
2.75
2.50
2.50
2.50
2.50
3
2.50
2.50
2.50
2.50
2.50
3
3
3
2.50
2.50
2.50
2.50
2.50
2.50
3
2.50
2.50
2.50
2.50
2.50
2.50
2.50
2.50
2.50
2.75
Deg. F.
62
63
64
64
66
66
67
67
68
68
69
70
71
71
71
70
70
70
70
71
71
70
70
70
70
70
70
70
70
70
70
70
70
Deg.F.
90
91
90
90
91
92
99
99
100
101
100
100
100
95
98
98
96
96
94
100
100
98
94
98
102
110
106
104
104
100
100
104
99
Deg. F.
Deg. F.
10.45 a. m. .
600
11 a. m
68
11. 15 a. m
11.30 a. m
11 45 a m
605
12 m
68
12.15 p. m
12.30 p. m
12.45 p. m
600
1 p. m
68
1 15 p m
1.30 p. m
1.45 p. m
605
2 p. m
68
2.15 p. m
2.30 p. m
2.45 p. m..
580
3pm
68
3.15 p. m
3.30 p. m
3 45 p in
575
4 p. m
68
4.15 p. m
4.30 p. m
4.45 p. m
595
5 p. m .. . .
68
5 15 p m
5.30 p. m
5 45 p m.
610
6pm
69
6.15 p. m
6.30 p. m .
Average
68.1
596
274.6
118.3
.995
69
98
State of weather, thin clouds.
Barometer at noon, 30.20 inches.
Kind of fuel, Beaumont oil.
Draft opening into furnace, 500 square incl
Pressure in oil pipe air chamber, 20 pound*
uare inches.
Temperature over fire-room platform, average 177 F., maximum 184 F.
Temperature of superheated steam for burners, 444.4 F.
BUREAU OF STEAM ENGINEERING.
95
tube marine boiler, September 19, 1902.
draft, using steam burners.]
Pres-
sure of
steam
used in
spray-
ing oil.
Draft pressures, in inches of
water.
Flue gases.
Oil burned.
Steam used
by burners.
Feed water.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Per
hour.
Total.
Per
hour.
Total.
Per
hour.
Total.
Lbs.
28
29
80
30
30
29
30
30
31
30
30
30
30
30
30
30
30
28
28
28
28
28
28
30
30
32
32
32
32
32
32
31
29
-0.20
- .18
- .20
- .20
- .20
20
-0.15
- .18
- .20
- .20
- .20
20
-0.20
- .20
- .20
= :S
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .30
- .25
- .25
- .25
- .25
- .25
- .25
- .28
- .28
-0.60
- .60
- .60
- .60
- .60
- .60
60
t
i
i
Lbs.
Lb8.
Lbs.
Lbs.
Lbs.
Lbs.
7
10.6
983
983
475
475
11,181
11,181
7.1
11.1
- !20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .22
- .22
- .22
- .22
- .21
- .21
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .22
- .22
- .22
- .22
- .21
- .20
- .20
- .20
- .60
- .60
- .60
- .60
- .60
- .60
.60
- .60
.60
- .60
- .60
60
968
1,951
365
840
11, 143
22,324
7
11.2
.1
934
2,885
423
1,263
11,222
33,546
7
11.1
915
3,800
326
1,589
10,551
44,097
6.6
11.2
- .60
- .60
- .60
- .60
- .60
- .55
- .60
- .60
- .60
- .60
- .58
- .58
- .58
-- .58
851
4,651
399
i,988
10,287
54,384
6.6 .
11.8
826
5,477
479
2,467
9,733
64,117
7.4
10.8
970
6,447
452
2,919
11,071
75,188
7.2
10.6
913
7,360
493
3,412
10,603
85,791
29.9
- .202
- .201
- .281
- .596
6.99
11.05
.013
920
427
10 724
.
The angular setting of the side burners is changed so as to direct their flames more toward the cen-
ter of the furnace. Heretofore the side walls of the furnace have absorbed an undue amount of heat
as shown by their glow after extinguishing the burners.
Curved sheet-iron deflectors have been placed in what were formerly the ash pit openings, so as to
direct the entering air upward at an angle against the flames.
The smoke averages about $, the maximum being i, by Ringelmann charts.
A disk of carbon 9 inches in diameter was deposited on the back wall opposite the center burners.
The burners make much less noise than those made by the same builders using air.
96
BUREAU OF STEAM ENGINEERING.
No. 11. Test of oil fuel in a Hohenstein water
[Eight hours duration with natural
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Outside
air.
Air in
fire
room.
Oil in
weigh-
ing
tank.
Gases
at base
of
stack.
9 a. m
Lbs.
270
276
271
273
269
273
277
277
276
111
275
276
276
273
276
111
'ill
275
276
278
274
275
275
111
275
278
277
277
273
277
274
276
276
Deg. F.
118
118
120
120
120
120
118
118
120
120
118
120
120
120
120
122
124
120
122
122
124
122
122
122
120
120
120
120
120
120
118
120
118
Deg. F.
380
384
380
382
380
384
384
384
384
380
380
384
384
380
380
380
382
383
383
383
383
383
380
380
380
380
380
380
380
380
380
380
380
Deg. F.
306
308
308
308
308
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
0.993
.993
.994
.993
.994
.994
.994
.994
.994
.995
.995
.994
.994
.995
.995
.995
.994
.994
.994
.994
.994
.994
.995
.995
.995
.995
.995
.995
.995
.895
.995
.995
.995
Ins.
3
3
3
3
2
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
2.5
3
2.75
2.75
3
2.5
2.5
2.5
2.5
2.5
2.5
2.5
3
Deg. F.
66
70
72
74
76
78
80
80
80
80
80
80
80
80
80
80
80
78
76
76
76
76
76
78
78
78
78
78
78
78
78
78
78
Deg. F.
93
94
96
98
100
100
104
106
106
106
104
106
104
106
106
106
108
108
110
110
110
108
108
108
108
98
108
110
110
112
112
111
110
Deg.F.
Deg.F.
9.15 a. m . ..
9 30 a m
68
635
9.45 a. m
10 a. m
10 15 a m
10.30 a. m
68
640
10. 45 a. m
11 a m
11.15 a. m
11.30 a. m
68
645
11 45 a m
12 m
12.15 p. m
12 30 p. m
68
630
12.45 p. m
1 p. m
1.15 p. m
1 30 p m
68
620
2pm
2 15 p m
2.30 p. m
68
615
2 45 p. m
3pm
3.15 p. m
3.30 p m
68
620
3 45 p m
4pm
4.15 p. m
4 30 p m
68
620
4 45 p m
5pm
Average
275.2
120.2
994
77
106
68
628
State of weather, thin clouds.
Barometer at noon, 30.18 inches.
Kind of fuel, Beaumont oil.
Draft opening into furnace, 500 square inches.
Pressure in oil pipe air chamber, 30 pounds.
Temperature over fire room platform, average 182 F., maximum 188 F.
BUREAU OF STEAM ENGINEERING.
97
tube marine boiler, September SO, 1902.
draft, using steam burners.]
Pres-
sure of
steam
used in
spray-
ing oil.
Draft pressures, in inches of
water.
Flue gases.
Oil burned.
Steam used
by burners.
Feed water.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Per
hour.
Total.
Per
hour.
Total.
Per
hour.
Total.
Lbs.
60
60
60
60
62
62
62
61
61
62
62
62
62
64
65
64
62
62
61
61
61
60
60
60
60
60
60
60
60
61
62
62
62
-0.14
- .14
- .14
- .14
.14
- .14
- .14
- .14
- .14
- .14
- .14
.14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .13
- .14
-0.20
- .20
- .20
- .18
- .19
- .19
- .18
- .19
- .19
- .20
- .20
i:S
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .20
- .19
- .20
- .20
- .19
- .19
- .20
-0. 27
- .27
- .29
- .25
- .26
- .28
- .27
- .26
- .29
- .28
- .28
- .25
- .28
- .28
- .28
- .28
- .28
- .28
- .28
- .28
- .28
- .25
- .25
- .25
- .25
- .27
- .27
- .28
-- .28
- .28
- .29
- .28
- .28
-0.53
- .54
X
i
i
Lbs.
..
Lbs.
Lbs.
Lbs.
Lbs.
Lbs.
- 50
7 4
10.6
0.1
52
- .52
- .52
- .52
50
i,040
1,040
578
578
12, 117
12, 117
7.6
10
.3
- .52
- .53
- .53
53
1,087
2,127
523
1,101
12,391
24,508
7.6
10.8
- .53
- .53
53
1,056
3,183
f>26
1,627
12,550
37,058
- .53
- .53
- .53
- .53
.53
1,037
4,220
554
2,181
12,072
49,130
7.8
10.2
- .53
- .53
- .53
- .53
- .53
- .53
- .53
- .54
- .55
- .55
- .54
- .53
- .53
1,022
5,242
558
2,739
12,082
61,212
7.1
11.1
.2
991
6,233
472
3,211
ii,77i
72,98*
7.0
11.2
1,013
7,246
593
3,804
11,635
84,618
7.8
10.7
1,011
8,257
448
4,252
11,838
96,456
61.4
- .140
- .197
- .279- .529 7.47
10.66
.086
1,032
532 j
12,057
Temperature of superheated steam for burners, 408.2 F.
The angular setting of the burners and the deflectors for the entering air are the same as yesterday.
(See Test No. 10.)
The smoke averages , the maximum being , by Ringelmann charts.
The deposit of carbon was slight and fairly uniform across the back wall of the furnace.
6939 02 -^-7
BUREAU OF STEAM ENGINEERING.
No. 12. Test of oil fuel in a Hohenstein water
[Eight hours duration with natural
Time.
Steam
pres-
sure by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
Higher
temper-
ature.
Lower
temper-
ature.
Quality
of
steam.
Air , ' Oil in
Outsidd Al fi r > n j weigh-
ttlr - \>~>\&.
Gases
at base
of
stack.
9am
Us.
277
276
276
278
217
277
278
278
277
277
275
275
275
276
275
278
278
275
275
276
273
275
275
275
273
275
275
273
275
272
275
275
277
Deg. F.
118
120
120
120
118
120
120
120
118
120
120
120
120
118
118
120
120
120
120
120
120
120
120
120
120
120
118
118
120
120
120
120
120
119.6
Deg. F.
380
382
380
380
380
380
380
380
380
380
380
380
380
380
380
380
380
380
380
380
378
380
380
380
380
380
380
380
380
380
380
380
380
Deg. F.
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
310
0.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.996
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
.995
Ins.
2.5
2.5
2.5
3
3
2.5
2.5
3
2.75
3
2.5
2.25
2.75
2.75
2.5
3
2.5
3
3
4
2.75
2.5
2
2
2.25
2.5
2.75
2.5
2.5
3
3
2.5
2.5
Deg. F.
70
72
72
72
73
73
73
74
74
74
74
75
76
78
78
79
78
80
80
80
82
82
82
82
80
80
80
80
80
80
80
79
78
Dcg.F. Dcg.F.
99
Deg. F.
9 15 a m
102 ..) -. -
9 30 a m
100 68
99
665
9 45 a m
10 a m
100 I
10 15 a m
100 ! i
10 30 a m
100 68
100 !..
660
10 45 a m
11 a m
100
11 15 a m
98
11.30 a. m
.102 ; 69
104
655
11 45 a m
12 m
104
12 15 p m
102
12 30 p m
104 ! 68
106
660
12.45 p.m
104
104
1 30 p m
104 68 665
105
104
2 15 p m
105
2.30 p.m
106 68
104
650
105
3.15 p.m
3 30 p m
10S
106 68 070
106
3 45 p m
106
A Pr m
105
4 30 p. m
106 68
106
660
5p.m
110
Average
275. 7
995
"
103 68.1
i
661
State of weather, partly cloudy.
Barometer at noon, 30.05 inches.
Kind of fuel, Beaumont oil.
Draft opening into furnace, 500 square inches.
Pressure in oil pipe air chamber,
jricou.ic nj. un p*.!-"^ a ' i \^j.ic*iia.^v^i., 4o pounds.
Temperature over fire-room platform, average 192 F., maximum 200 F .
KVRKAT OF STKAM KN< i I NKKKI N< ;.
99
tube marine boiler, September 22, 1902.
draft, using steam burners.]
Pres-
sure of
steam
used in
spray-
ing oil.
Draft pressures, in inches of
\\ liter.
Flue gases.
Oil burm-il.
Strain UM'd
l>y l.unn-rs.
Ki-nl '
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
0.
CO.
Per
hour.
Total.
I'd
hour. r tnl -
Per
hour.
Total.
Lbs.
90
90
90
90
90
92
92
91
92
93
93
93
93
90
90
92
91
91
90
90
90
90
90
90
90
90
90
91
92
91
89
88
89
-0.14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
.14
- .14
- .15
- .15
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
- .14
.14
- .14
- .14
- .14
- .14
- .14
- .15
- .15
- .15
- .15
-0.15
- .13
- .14
- .13
- .15
- .17
- .16
- .16
- .16
- .16
- .16
- .16
- .16
- .17
- .17
- .17
- .17
- .17
- .17
- .17
- .17
- .17
- .17
- .17
- .18
- .17
- .17
- .17
- .17
- .18
- .18
- .17
- .17
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ! 1 1 1 1 1 1 1 1 1 1
P
to to to to tc to to to to to to to to to ic ic tc to to to to to tc to ic to ic tc ic tc ic to to
-0.52
- .53
- .53
- .52
- .53
- .64
- .53
- .53
- .53
- .53
- .53
- .58
- .53
- .53
- .53
- .53
- .53
.53
*
t
*
Lbs.
Lbs.
Lbs. Lbs.
Lbs.
Lbs.
8.6
9
0.2
,
1,157 . 1,157
635 635
13, 375
13, 375
9
8 7 1 *
1,147
2, 304 740
1,375
13,425
2ti,800
8.5
9.3
.2
1, 115
3,419
747
2, 122
13,109
39,909
8.2
9.5
1,112
4,531
509
2,631
13, 112
53, 021
- .53
- .53
- .53
- .53
- .53
- .53
- .53
- .53
- .54
- .53
- .53
- .53
- .53
- .53
- .53
8.5
9.5
1,125
5,656
710
3,341 13,433
66,454
7.5
10.1
.2
1,066
6, 722
821
4,162 12,548
79,002
8.6
8.6
1,167
7,889
538
4,700 13,810
92, 812
8.6
9.6
.2
1,085
8,974
605
5,305 12,735
105,547
91
- .142
- .1641 .211
- .530
8.44
9.29
.014
1,122
663
13 193
Temperature of superheated steam for burners, 401 F.
Setting of burners and deflectors unchanged. (See Test No. 10.)
The smoke averages f , the maximum being , by Ringelmann charts.
No increase in the deposit of carbon.
Blew down boiler. Much mud in the water; also considerable soot among the tubes and on the
baffles.
100
BUKEAU OP STEAM ENGINEERING.
No. 13. Test of oil fuel in a Hohenstein
[Eight hours duration with natural draft,
Time.
Steam
pres-
sure
by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
High-
er
tem-
pera-
ture.
Lower
tem-
pera-
ture.
Qual-
ity of
steam.
Out-
side
air.
Air in
fire
room.
Gases
at
base
of
stack.
Air
from
Root
blow-
er.
Super-
heated
steam
for
burn-
ers.
Oil in
weigh-
ing
tank.
10 a m
Lbs.
275
275
275
283
278
279
276
279
279
279
279
279
279
279
278
277
277
277
278
278
278
277
279
278
279
279
279
278
111
279
279
279
279
Deg. F.
114
116
116
122
126
122
130
128
126
118
120
120
128
124
120
120
124
122
120
120
120
120
120
120
124
122
128
120
126
120
128
118
120
Deg. F.
380
380
382
382
382
382
378
380
380
380
380
380
380
880
378
378
378
376
376
378
378
378
378
378
378
380
380
376
378
378
378
378
378
Deg. F.
310
310
312
312
312
312
312
312
312
312
312
312
312
310
312
312
312
310
310
310
312
310
310
310
312
310
310
310
310
310
310
310
310
0.995
.995
.996
.996
.996
.996
.997
.9%
.9%
.996
.996
.996
.9%
.995
.997
.997
.997
.997
.997
.996
.997
.996
.996
.996
.997
.995
.995
.997
.996
.996
.996
,996
.996
Ins.
2.5
3
2.5
3
3.5
3.25
2.5
3.25
2.5
3
2.5
2.75
2.75
2.75
2.5
2.5
2.5
2.5
2.5
2.5
2.75
2.5
2.5
2.75
2.75
2.75
3
2.75
2.5
3
2.75
3
2
Deg. F.
76
76
78
80
80
82
82
78
78
78
78
80
80
80
82
80
82
90
90
90
92
84
82
80
80
80
79
78
78
78
76
74
74
Deg. F.
95
95
94
92
97
98
96
102
98
98
98
100
100
100
100
99
98
99
100
102
102
103
103
102
104
102
100
102
104
99
100
98
99
Deg. F.
Deg. F. Deg. F.
110 356
112 360
112| 360
112i 362
112 350
111 352
112 352
112 352
112 356
113. 358
113! 358
114 380
114 380
114< 380
115 386
115 382
116 380
116 380
110 380
116 382
116 384
116' 384
116 384
116 386
lift' 388
115. 386
114 382
1131 380
114 385
114J 388
116 396
114 398
Deg. F.
10.15 a. m
10.30 a. m
10.45 a. m
11 a.m
605
72
11.15 a. m
11.30 a.m
11. 45 a.m
12 m
600
72
""600
12.15 p. m
12.30 p. in
12.45 p. m
1pm
72
1 15 p m
1.30 p. m
1 45 p m
570
72
2pm
2.15 p. m
""565
2 30 p m
72
2 45 p m
3 15 p m
3.30 p. m
560
72
3.45 p. in
4 p. m
4 15 p m
4.30 p.m
4 45 p m
580
72
5 p.m
6.15 p. m
6.30 p. m
5.45 p.m
540
73
Average.
278.2
121.9
.996 1 80.4
99.4
578 114
1
375
72.1
State of weather, fair.
Barometer at noon, 29.92 inches.
Kind of fuel, Beaumont oil.
Revolutions of Root blower, 215 per minute.
Draft opening into furnace in square inches, average, 165; maximum, 204; minimum, 114.
Temperature over fire-room platform, maximum, 182 F.; average, 179 F.
Pressure in oil system at air chamber, 20 pounds.
Very little smoke; at times none.
BUREAU OF STEAM ENGINEERING.
101
water-tube marine boiler, September 27,
using "Reed" air and steam burners.]
Pressures per
square inch.
Draft pressure in inches of
water.
Flue gases.
Oil bunu-.l.
Steam used
by burners.
Feed water
Air
from
Root
blow-
er.
Steam
for
burn-
ers.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Per
hour.
Total.
Per
hour.
Total.
Per
hour.
Total.
Lbe.
1.61
1.61
1.61
1.58
1.61
1.46
1.61
1.61
1.46
1.61
1.61
1.61
1.61
1.61
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.46
1.36
1.46
1.34
Lbs.
90
93
93
95
93
94
95
95
95
92
92
92
92
91
92
91
91
90
90
90
90
90
92
91
90
91
91
90
92
92
92
90
90
-0.15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
15
-0. 15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
- .15
-.15
-0. 20 -0. 45
- .20 .45
- .20 1 - .45
- .20;- .45
- .20- .45
- .20- .45
- .20- .45
- . 20 - .45
- .20- .45
- .20- .45
- .20- .45
- .20i- .45
- .20- .45
- .20- .45
- .20- .45
- .20- .45
- .20- .45
- .20- .45
- . 20 - .45
- .20- .45
- .20- .45
- .20'- .45
- .20- .45
- .20!- .45
- !20i- !45
- .20- .45
- .20- .45
- .20- .46
*
*
%
Lbs.
Lb8.
Lbs.
Lbs.
Lbs.
Lb.
8.7
8.7
1,051
1,051
967
967
12, 943 i2, 943
7.5
10.3
.2
;
972
2,023
984
i,95ii ii,778!24,72i
8.0
9.6
1,006
3,029
1,042 2,993
12,239
36,960
8.2
9.4
1
1,002
4,031
696
3,689
12,07849,038
- .15
- .15
- .15
- .15
- .15
- .15
-:ll
E 3
- .15
- .15
- .15
- .15
- .15
- .15
7.8
9.8
970
5,001
626
4,315
11,93660,974
7.4
11
.2
920
5,921
596
4,911
11,34872,322
7
9.2
.2
907
6,828
490
5,401
11,14583,467
7
10.8
864
7,692
455
5,856
11,92895,395
1.51
92
-IZi
- .15
- .20
- .45
7.70
9.85
.075
962
732
11,9241 -
The front wall of the furnace has been rebuilt and now has openings 8 inches in diameter for the
burners. This provides an annular opening for the admission of atmospheric air around each biirner.
September 26: A preliminary run of 9 hours was made with a bridge wall built across the furnace
9 inches from the back wall and up to within 9 inches of the lower row of tubes. The wall was
hollow and had perforations in front, its object being to introduce heated air at the back of the fur-
nace. The front of the wall was in the form of 4 steps, each 8 inches high. The wall proved to be
too high, choking the draft. In preparation for the trial of September 27, the top step was removed;
also, to reduce loss by downward radiation of heat, inclined sheets of asbestos were laid on the low-
est step of the bridge wall, the sheets extending to the front of the furnace.
September 27: At tlie end of the test there was a deposit of carbon about 9 inches in diameter on
the bridge wall opposite the right burners. The perforations in the bridge wall were partially
choked with slag melted out of the brickwork.
102
BUREAU OF STEAM ENGINEERING.
No. 14. Test of oil fuel in a Hohenstein
[Eight hours duration with natural draft,
Time.
Steam
pres-
sure
by
gauge.
Tem-
pera-
ture of
feed
water.
Calorimeter.
Height
of
water
in
gauge
glass.
Temperature.
High-
er
tem-
pera-
ture.
Lower
tem-
pera-
ture.
Qual-
ity of
steam.
Out-
side
air.
Air in
lire
room.
Gases
at
base
of
stack.
Air
from
Root
blow-
er.
Super-
heated
steam
ior
burn-
ers.
Oil in
weigh-
ing
tank.
9.15 a. m
9.30 a. in
9 45 a m
Lbs.
279
279
279
279
279
279
279
279
279
279
279
279
278
279
278
279
279
279
279
279
279
279
279
279
279
278
278
279
279
279
279
279
279
Deg. F.
120
120
120
112
122
126
120
120
120
120
120
120
124
120
124
120
120
124
124
120
120
124
120
120
122
120
120
120
122
120
120
124
120
Deg. F.
380
380
376
380
380
380
380
378
380
380
380
380
376
376
376
376
376
376
376
376
37(i
376
376
376
376
376
376
378
378
378
378
378
378
Deg.F.
312
313
314
312
313
312
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
314
316
316
316
316
316
316
0.996
.997
- .999
.996
.997
.996
.997
.998
.997
.998
.997
.998
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
.999
Ins.
2.5
2.5
3
2
2.5
2.5
2.75
2.5
2.5
2.5
3
2.5
2.5
3
2.5
2.5
2.75
2.5
2.5
2.5
3
3
2.75
2.5
2.5
2
2.5
2.25
2.5
2.5
3
3
2.5
Deg. F.
76
78
79
80
82
82
82
82
84
86
86
84
84
84
R4
84
85
84
84
84
92
90
90
92
92
93
96
96
92
86
83
82
80
Deg. F.
98
101
102
105
106
104
108
108
109
110
111
110
112
110
111
111
112
114
113
114
114
115
118
118
118
114
116
116
114
116
116
116
118
Deg. F.
Deg. F.
112
111
112
113
114
114
114
114
115
115
116
116
117
116
117
118
118
118
118
119
120
120
120
120
120
120
121
122
122
122
122
122
122
Deg.F.
400
390
404
410
386
360
354
368
370
370
363
364
430
456
476
480
484
476
480
460
460
454
450
430
420
420
420
410
380
390
408
406
402
Deg.F.
685
74
10 a. in
10.15 a, m
10.30 a. m
10. 45 a. in
11 a. m
11.15 a. m
11.30 a. in
11.45 a. m
12 m
645
74
660
74
12.15 p. in
12.30 p. m
12.45 p. in
1pm
""74
645
1.15 p. m
1 30 p m
600
74
1.45 p. m
2 p. in
2 15 p m
2.30 p. m
2.45 p. m
3pm
630
74
3 15 p m
""655
3.30 p. m
3.45 p. m
4 p m
74
4.30 p. in
4. 45 p. m
640
74
5.15 p. in
Average.
278.9
120. 8
998
85.4 111.5
' 645
117.5
416 74
State of weather, clear.
Barometer at noon, 29.96 inches.
Kind of fuel, Beaumont oil.
Revolutions of Root blower, 239 per minute, of which 52 were required by burner in auxiliary
boiler.
Draft openings into furnace, 664 square inches until 10.30 a. m., then 408 square inches.
Temperature over fire room platform, maximum 196 F., average 187 F.
Pressure in oil system at air chamber, 20 pounds.
Average smoke, ; maximum, i by Ringelmann charts.
BUREAU OF STEAM ENGINEERING.
103
water-tube marine boiler, September 29, 1902.
using "Reed" air and steam burners.]
! Pressures per
square im-h.
Draft pressure in inches
of water.
Flue gases.
Oil burned.
Steam used
by burners.
Feed water.
Air
from
Root
blow-
er.
Steam
for
burn-
ers.
Fur-
nace.
Com-
bus-
tion
cham-
ber.
Tube
cham-
ber.
Base
of
stack.
C0 2 .
O.
CO.
Per
hour.
Total.
Per
hour.
Total.
Per
hour.
Total.
Lbs.
1.46
1.46
1.34
1.46
1.41
1.41
1.46
1.46
1.46
1.46
1.41
1.46
1.21
1.21
1.21
1.21
1.21
1 1.46
1.46
1.46
1.46
1.46
1.21
1.21
1.21
1.21
1.21
1.34
1.46
1.46
1.46
1.46
1.34
Lbs.
90
88
93
93
92
90
90
90
90
90
90
93
94
92
88
89
87
87
87
88
86
86
87
86
88
90
90
90
91
90
-0.05
- .05
- .1
1
- !i
i
-0.1
- .1
- .1
- .1
-;{
-?1
- .1
1
-0.2
2
- '.2
- .2
- .2
- .2
2
- '.2
1
-0.5
- .5
- .5
- .5
.5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
. 5
. 5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
- .5
*
*
*
Lbs.
Lbs.
Lbs.
Lbs. Lbs.
O 1
Lbs.
8.3
9.7
1,143
1,143
808
808 13,572
13, 572
8.3
8.5
- .1
- .1
- !i
- .1
- .1
- .1
- .1
- .1
- .1
- .1
i
1,194
2,337
670 1,478
14,376
27,948
1
- !i
- .1
- .1
- .1
~:l
* l
- !i
- .1
- .1
i
1 ! 1 1 1 1 1 1 1 1 1 1 1 I 1 1 1 1 ! 1 1
sitototototctototototototototototototototo
8.6
8.8
1,133
3,470
684
2, 162
13, 97i
4i,9i9
8.5
9.4
.1
1,145
4,615
281
2,443
14, 108
56,027
8.4
9
I,i57
5,772
370
2,813
14,192 70,219
8.4
9.4
.2
- .1
- .1
- .1
- .1
- .1
- .1
i
- .1
- .1
- .1
- .1
- .1
- .1
- .1
- .1
- .1
i
1,133
6,905
332
3,145
13,640 83,859
8.6
8.9
1,196
8,101
633
3,778
14,284 98,143
9.1
8.6
.1
.1
.1
- .1
- .2
2
- '.2
".'.'.'.'.'.\'.".'..'.'.
in
1,115
9,216
680 4,458
13, 972J112, 115
1.37
89- .097
- .10
- .20
- .50
8.53
9.04
.05
1,152
557
14,014
i
Before beginning this test another step of 8 inches was removed from the top of the bridge wall, and
brick uptakes were built in the furnace so as to lead the air from ihe old ash pit openings vertically
upward to the burners.
During the test the quantity of steam used in the burners was the least permissible, i. e., a further
reduction would result in the production of smoke.
At the end of the test there was a deposit of carbon 10 inches in diameter on the bridge wall oppo-
site the right burners and one 8 inches in diameter in front of the middle burners. The openings in
the bridge wall were filled with slag.
104
BUREAU OF STEAM ENGINEERING.
Summary of tests of Hohenstein marine
Num-
ber of
trial.
Date of
trial, 1902.
Dura-
tion of
trial
(hours).
Kind of fuel.
Oil burner used.
State of weather.
Height
of ba-
rome-
ter at
noon.
1
2
3
4
5
6
7
1...
2
June 11
June 12
6
4
Beaumont oil
do
O. C. B. W. (air)
do
Bright sunny day
do
30.02
30
3
June 26
8
do
do
do
29 70
4
June 27
3
do
do
Bright sun, few clouds.
29.94
5
Aug 2
5
do
do
Bright sunnv dav
30.13
6
Aug 4-9
116
do
do
(See log)
29 89
7
Aug. 15
6
do
do
Thin fleecv clouds
30.10
8
Aug 20
3
.do
. do
Smokv occasional
30.08
9...
Sept. 12
6
...do...
Hayes (steam)
clouds.
Partly cloudy
30.16
10
Sept 19
8
.do
O. C. B. W. (steam) ..
Thin clouds
30.20
11
Sept 20
8
do
do
do
30.18
12
Sept. 22
8
...do ..
do
Partly cloudy
30.05
13
Sept. 27
8
.do ..
Reed (air and steam).
Fair
29.92
14
Sept 29
g
do
do
Clear .. .
29.96
Summary of test of Hohenstein marine
"o
1
Oil.
Steam.
Water.
Economic re-
sults.
I
1
t (pounds).
fill
8
Ifs
5 !I
evaporated
6)x(24).
1
|*
I (pounds),
_.
~ M
[I
_l
1
.t5 S & ?;
3-^oc
Oc g
o5
"f
_sa
JN
1
te fire room ai
water) .
bo
p
O
;eam consumec
n spraying oil
ming 34^ evai
per indicated 1
|
of moisture i
100x(24).
:ht of water
corrected for
r el and steam
tnd end of test]
II
1}
-_ B
*!
vaporation, (H
weight of wal
steam from a
, (27)x(28).
09^
Is
Ir
evaporation
er pound of
2).
5
1
O
o
l^Sl
"g
05
|
> QC^_'^ 35
'^3 ., ^f
s >
9
O
g
o
c 2-
1
1
I
tkSIs
"3
-t^
C
O>
g
'Sill
ll
ll|
1
S
It
p
s
o>
^ 'CJ O Q<
'Q CU ? tlC
afO
^5 ^ '
fc
3
^
&
S
W"
&H
W
H
i
10
22
23
24
25
26
27
28
29
3O
31
1.. .1.3
10,584
2,820
0.983
1.7
117, 976
115,960
1.159
134, 400
11.15
12.70
2 2.3
9,180
3,770
.980
2
96,928
94,980
1.177
111,800
10.56
12.18
3
6,122
827
.984
1.6
78,000
76, 740
1.151
88, 330
12.74
14.43
4 3.3
8,602
2,550
.981
1.9
88,604
86,915
1.161
100,900
10.30
11.73
5
4,668
1,153
.986
1.4
58, 529
57,700
1. 151
66, 380
12.54
14.22
6 ! 96,517
18,240
.985
1.5
1,192,482
1, 174, 500
1.160
1, 363, 000
12.36
14.12
7
9,089
7,800
.995
.5
104, 631
104, 100
1.160
120, 780
11.52
13.29
8 3.75
9,909
3,950
.988
1.2
92, 997
91,870
1. 161
106, 690
9.39
10.77
9
3,600
2,524
.991
.9
43, 761
43, 367
1.153
50,000
12.16
13.89
10
7,360
3,412
.995
.5
85, 791
85,350
1.162
99, 170
11.65
13.47
11
8,257
4,252
.994
.6
96,469
95, 880
1.160
111,190
11.68
13.45
12 : o
8,974
5, 305
.995 .5
105, 547
105,020
1.160
121, 840
11.77
13.58
13 i
7,692
8,166
.996 .4
95,605
95,310 1 1.158
110, 370
12.43
14.35
14
9,216
6,838
.998 .2
112, 115
111,890 i 1.159
129, 570
12.17
14.06
BUREAU OF STEAM ENGINEERING.
105
iter-tube boiler, burning oil.
Average pressures.
1
Average temperature (Deg. F.).
| aJ'S^.
JH|
Draft pressure in inches of water.
d
Pi
1*
|
o
">.
|
X
S$
* 0*
11
$
11
1
11
gjg^
9
JB
O
j
05
u
|
i
i
8
I
j)
||S
00
Pressure of
spraying
square in
Fire room.
Furnace.
Tube cham
"o
Revolution
SJ
M
B
b
Medium us
Chimney gi
Feed water
"* 2
8
9
10
11
12
13
14
15
16
17
18
19
20
21
273. 5
3.20
1.27
0.78
0.642
0.25
-0.49
327
85.4
121
(t)
704.6
120.7
413.7
273. 5
4.62
2.31
1.66
1.38
.83
- .50
423
86
121.5
(?)
779
103.2
413.7
273.5
.78
-.15
-.19
- .25
- .35
79
106
102.5
503.6
128.5
413.7
273.5
3.37
3.25
2.60
2.02
1.25
- .41
483
81
108
122
854
119
413.7
273.5
1.41
-.15
-.20
- .28
- .40
87
112
120
557
129
413.7
271.5
1.31
-.17
-.23
- .30
- .46
79
112
113.5
585
119.4
413.1
272.5
4.66
-.09
-.13
- .21
- .54
77.6
120
161 747
119.7
413.4
276
4.68
3.75
3.40
2.30
1.86
- .53
506
82
115
136 1,017
119
414.5
273.5
32
-.20
-.20
- .20
- .38
75
98
(?)
449
127
413.7
273.1
29.9
-.20
-.20
- .28
- .60
69
98
444.4
596
118 3
413.6
273.7
61.4
-.14
-.20
- .28
- .53
77
106
408.2
628
120.2
413.8
274.2
91
-.14
-.16
- .21
- .53
77
103
401
661
119.6
414.0
276.7
92
-.15
-.15
- .20
- .45
80.4
99.4
375
578
121.9
414.8
277.4
89
-.097
-.10
- .20
- .50
85.4
111.5
416
645
120.8
415.0
water-tubt boiler, burning oil.
Economic results.
Fuel per hour.
Water per hour.
'o
be
08
I*
1
1
bo
a
jx
32
M
1-
S
gj
S .
11.
If
I-
S.|.
Ii
ee
T
I
.38
fe
S
k
P
1||
oc .j.
^H S-**
c
^^
,-jiO
O ' s
btj "'
'w^
2 '^ N
get
S "" ' s~*
S Q ^
5w
|8
S*
S
*M
2.
|i
fl
fl
is
|S
|5^
l=f
'l/cf
I?
3
If
i-s?
a^
1
2- '^
3
'-3 C
.2'C-^
.||
p o
1
s^
C fl.
fl
I
O C
A3
it
1
P
b
h
Ii
ill
Ml
p
~bc
*&
^
t-t o
t~> &
a ft
&
m**
S|
|l
si
IE
la
31
a
S"3
O .^
I*
1
o
,
1
11
am cons
P<
h
2
oj
i
a a
II
.^x
s
11
^
|ii
(2
ii
3
o
3
S
CO
1
1
^
S* 11
32
33
34
35
36
37
38
39
40
41
42
43
0.303
2.39
34.3
1,764
35.15
0.83
535
19,663
19, 327
22,400
447
10.5
.474
3.89
37.4
2,295
45.8
1.08
1,088
24,232
23, 745
27, 975
K6
13.1
.153
1.06
62.8
765
15.25
.36
117.5
9,750
9,593
11,041
220
5.18
.337
2.88
36.7
2,867
57.2
1.35
967
29,535
28, 972
33,633
671
15.8
.280
1.97
70
933.6
18.6
.44
262
11,706
11,540
13, 276
265
6.23
.216
1.53
55.4
832
16.6
.39
179.5
10,280
10, 125
11,750
234
6.52
.990
7.45
78.3
1,515
30.2
.71
1,501
17,447
17,360
20.137
402
9.45
.458
4.25
36
3,303
65.9
1.56
1,511
31,001
30,629 1 35; 560
709
16.7
.701
5.77
600
11.97
.28
421
7,294
7,228 8,333
166
3.91
.464
3.98
920
18.34
.43
427
10, 724
10,669 12.396
247
6.82
.515
4.41
1,032
20.57
.48
532
12, 057
11,985
13,899
277
6.52
.591
5.03
1,122
22.35
.53
663
13, 193
13,128 15,230
303
7.15
1. 062
8.54
81.4
962
19.15
.45
1,021
11,951
11,914 ! 13,796
275
6.48
.742
6.09
78
1,152
22.95
.54
855
14, 014
13,986 I 16,196
323
7.60
106
BUREAU OF STEAM ENGINEERING.
Summary of test of Hohenstein marine
2
Chimney gas analysis. i 'C ~
"5
"3
Heat balance, or distri- !
II
o
1
d
g
bution of the heating j
value of the oil.
~
^
1
^L
J5
S.
In British thermal units."
*t
d
C
1
is
^0
*o
s
g
c :
g
a *
0*
2*S
1
1
I
g?+^
C+
=1
*
1
1!
J5 C
S'c
EH O
g 2
c
3
8
1
l5
If
15
ii
It
8^8
r^ ST,
o
M
5j^'
i
S* '
g*
'7
So
1
g
l~
'S
I
oT
<TS
"S
&
^r
!i
o
*o
K
|i
S-2
If
"3
1
S3
O
'5
.S
I
9
OQ
B
c ^
|
S
1
i
1
1
I
s*."
g
g
s
"S
1
|*|
1
<
a
'1
S "
I
5
3!
g^bo
i
10
44
45
46
47
48
49
50
51
52
53
i
1.3
6.97
8.77
1.50
82.76
28.99
83.26
24.1
12,250
1,440
2
2.3
6.96
9.20
1.20
82.64
30.11
83.26
25.1
11, 760
1,480
3 .....
7.24
10.2
.425
82. 135
32. 15
83.26
26.8
13, 930
o
1,350
4
7.50
10.4
81.80
31.64
83.26
26.4
11,320
o
1,540 ;
5
o'
7.70
10
!l3
82.17
31.54
83.26
26.3
13.720
o
1,370 i
6
7.68
10.25
.06
82.01
31.91
83.26
26. 6 13. 620
1,390
7
10.1
6.64 .275
82. 985
24
83.26
20
12, 830
! ,470
8
3.75
7.87
9.66
.22
82. 25
30.54
83.26
25.4
10,400
620
9
5.5
13.05
.27
81.18
42.47
83.26
35.4
13,413
58
,366
10
6.99
11. 05 . 013
81.95
35.16
83.26
29 3
13,008
77
,445
11
7.47
10. 66 . 086
81.78
32.64
83.26
27.2
12.989
79
,458
12
8.44
9. 29 . 014
82.26
29. 29
83.26
24. 4 13, 114 93
,479
13
7.70
9.85 1 .075
82.37
31.70
83.26
26.4 13 KJS7
125
,431
14
8.53
9.04
.05
82. 38
28.85
83.26
24
13, 578
112
,465
BUREAU OF STEAM ENGINEERING.
T-tube boiler, burning oil.
107
1 1 m t balance or distribution of the heating value of the oil
Efficiency.
a
I
In British thermal units.
In percentages of the total heatingvalue of the oil.
I-
C
I*
a
S'3'3 .
o g
la
**>
a
?^
jj
2 to heat carr
dry chimney gasc
to incomplete cc
tion of carbon.
a> 33 g
^ o E
E"*^
iJc-s
06 3 CU
11
!l
"Sjg
3 "3
orbed by boiler.
e to superheat
sed in spraying o
to moisture font
urningrof hydrog
to heat carried av
y chimney gases.
to incomplete cc
tion of carbon.
w
1.
P
ill
i i
1^
08
P c
O L
9
P P
9Jg
Q) (H
) VJ
^'O 2
0)
it
3-
S S be I
Ji.s*
IB!
as
1
il
||
F
*
o^
ifitS
1
1
M
o
w
W
3 M
^
3
6*"
O
O
54
55
56
57
58
59
60
61
62
63
64
65
3, 375
1,495
921
19,481
62.8
7.4
17.3
7.7
4.8
62.8
61.3
3,925
1,242
,074
19,481
60.3
7.6
20.1
6.4
5.6
60.3
58
2,565
469
,167
19, 481
71.5
6.9
13.2
2.4
6
71.5
70.7
4,720
326
,575
19,481
58.1
7.9
24.2
1.7
8.1
58.1
56.4
2,800
141
,450
19,481
70.4
7
14.4
' .7
7.5
70.4
69
3,020
66
,385
19, 481
69.9
7.1
15.5
.3
7.2
69.9
68.8
2,945
224
,012
19,481
65.8
7.5
15.1
1.2
10.4
65.8
60.9
5,480
230
,751
19, 481
53.4
8.3
28.1
1.2
9
53.4
51.1
2,990
395
,259
19,481
68.9
.3
6.9
15.4
2
6.5
68.9
64.9
3,500
16
,435
19, 481
66.7
.4
7.4
18
.1
7.4
66.7
64.1
3,410
97
,448
19,481
66.7
.4
7.5
17.5
.5
7.4
66.7
63. S
3,270
14
1,511
19,481
67.3
.5
7.6
16.8
.1
7.7
67.3
63.9
3,000
82
986
19,481
71.1
.6
7.4
15.4
.4
5.1
71.1
65
3,070
49
1,207
19,481
69.7
.6
7.5
15.7
.3
6.2
69.7
65.4
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