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1910 September, Hig: 4: direct from Singapore to London, via the Cape, a distance of nearly 12,000 niiles, 'which would be impossible with coal. The North German Lloyd steamer Tang- lin was fitted for both fuels, and on a trip to Sydney, used an average of 13 tons of oil per day as against 20 tons of coal. The relative prices at Sing- apore were $7.20 per ton for oil, and $6 for coal; the daily expenditure, therefore amounted to $93.60 for oil, and $120 for coal, besides maintain- ing an average speed with oil of 11% knots, an increase of one knot per hour compared with coal, while only one man per watch was required in the stokehold instead of five with Coal. About 350 tons of oil were bunkered at Singapore in 45 minutes. The extra freight that might be farned can be formed by multiply- ng the deadweight difference be- tween oil and coal for daily con- sumption, by the days on voyage, So far none of the great Atlantic lines have adopted liquid fuel al- though the latest liners have been 80 'onstructed that they can be readily Mdapted to the use of oil. On the auretania and Lusitania for ample, 5,500 tons of coal are con- sumed between Liverpool and New without rebunkering, €X- 3 TAE Marine Review eS Sse a are a a= iS = » = OY ' ie f. - 3 kesex York, or 11,000 tons for the round trip idt a speed .of 25 knots. -- Six hundred tons of oil would accomplish as much as the 1,000 tons of coal now used every 24 hours, about 2,000 less fuel on a five days run, or 4,000 tons on the round trip. Of the 312 firemen and coal passers now em- ployed on each ship, 285 might be dispensed with, and 27 oilers would be able to attend to both the oil burners and feed water. About 200 third- class passengers at $25 each could be berthed by altering the accommoda- tion reserved for the 285 firemen and trimmers. It is estimated that even with coal at $4.40 per ton, as against oil at $9 per ton on the eastward voyage, and $16.25 westward, the in- creased earning capacity with oil fuel would be about $19,400 from New York to Liverpool, and $9,400 from Liverpool to. New York. A full sup- ply of oil could be put aboard in three hours, compared with 20hours for coal.. Moreover cleaning fires and irregular coal stoking is respon- sible in some cases for 10 per cent loss of steam thoroughout a voyage, while experience on other ships jus- tifies the belief that the use of oil fuel would reduce the voyage be- tween Queenstown and New York by eight or ten hours. é EG... 5, New Type of Burner. A new type of the Kermode liquid fuel plant has been designed in which the burners are of the air-jet type, and can be used with low pressure superheated steam, in case the sup- ply of compressed air should fail. One of them is shown in longitud- inal section in Fig. 1, from which the action will be understood. The oil enters at the branch A after which its flow is regulated by the conical valve on the spindle D. After being heated by its passage through a suitable ap- paratus placed in the hot gases from the boiler, the air enters the branches B and C, the portion entering through C meets the oil as it passes the conical control-valve, which is operated by the wheel £, and the oil and air travel on together, the former being rapidly va- porized in its passage. In order to as- sist this process there is a helix K placed in the central tube which effects a complete admixture of the air 'and va- por. The supply of air can be regulated at two points by means of the pinions and racks shown. One of these pinions, marked L, moves the internal tube over the oil-delivering nozzle F, and so regu- lates the air which enters there. The second pinion M operates the other tube and varies the amount of air es- caping round the mixed jet at the end