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Joo 'TAE Marine REVIEW 25, PLATE 6.--SECTION AND PLAN OF THE ELECTRICALLY PROPELLED CENTRIFUGAL PUMP BOATS REFERRED TO IN THIS PAPER. get 4,000 gallons of water. The fire boat New Yorker will deliver under the same conditions 9,000 gallons of water. Just as soon as you get 150 pounds pressure, your boat is cut in half, and you' want to get over 150 pounds pressure at all fires, and for all practical purposes, so you must add another stage to your pump. Speed Not Sufficient, There is just another thing I want to say, that 11 miles. an hour is' not sufficient speed for a fire boat. One of the most essential things in fire duty is to reach the scene of the fire as quickly as possible, and a boat steaming only 11 miles an hour is like an old truck going to a fire. Now, these few random remarks are from my own experience. Of course, I have not had time to digest the paper and have not read it, and only looked at the pressure. I might say, in passing, that I do not favor the Scotch boiler for a fire boat, be- cause it is too heavy when you come to get steam: Carrying high pressure, the lighter boiler gives a chance for a lighter draught, and when you take all the heavy piping we put into a 'fire boat to stand all of these pres- sures, tested up to 400 or 450 pounds, you find that you have a lot of weight in there, and must have beam to carry \ it, and of course you lose speed. If there is anyone who would like to ask me any questions, I will try to an- swer them. I have had lots of prac- tical experience, but I have not had time to digest this paper. The President: What do you con- sider the limit of draught proper fora fire boat in New York city, and how does that affect the efficiency of the service? Mr. Kenlon: I consider the limit of draught 10 ft., because the fire boat operates near the shore all the time. Ninety-five per cent of our fires are along the shore, wharves, and places where there is not a great deal of water, and you cannot have a draught above 10 ft. in the boat and do any effective work. I might say in that connection that I consider 120 ft, the limit of length. If you get a boat too long, these boats are hard to work in the water, as they are narrowing the stream all the time, and there is a strong tide, and it is all a skillful pilot can do to get one of the large boats across the tide. You want a tug boat along with her to dock her, the same as though it were a trans-At- lantic liner. If I am jarring the nerves of some of these naval architects, you will have to excuse me. That is what I came here for. _ Trouble With Suction. : Mr. F. L. DuBosque:' The most serious trouble source, in fire boats, is the suction action. ' In the harbor there is a lot of ice and driftwood. I ask if you have from experience examined at what height the suction © connection should be placed on a fire boat? oe ee Mr. Kenlon: My idea is they should be placed at the turn of the bilge, far enough from the surface to avoid -- taking in drifting wood and far enough from the bottom 'so that you won't take up the mud. The standard should be at least two and a half times the area of the pipe, es Mr. J. G. Winship: How does the nozzle pressure and the pump _pres- sure compare with the fire boat, with the high service pump you have in use? Mr. Kenlon: They don't compare. The high pressure pumps deliver the water at the hydrant at a greater pres- sure. I tested that high pressure ser- vice, and we had 310 pounds at the Gansevoort street station, and 600 ft. away we had 300 pounds on the hyd- rant, and on the fire boat we lose 60 pounds inside of 20 ft. Of course, there is a great deal of that lost in the nozzle, I will admit, but it cannot be all lost there. We use copper pip- aa oF Bese wee OF