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462 or the system may be simplified by grouping the’ hot water taps to be fed from one or more smaller tanks, each with its own electric heater, manually or automatically controled, to maintain the tank full of hot water. The tank water may be stored at a temperature well in excess of the usable temperature and mixed with cold water by a_ thermal valve. Such a system simplifies greatly the piping of a vessel. The demands of such a system for the energy may be controled so that the tank heaters are on when other electrical requirements are low, that is, “off peak.” For small vessels, or those having comparatively few men, the system of one or more small tanks would be best, for passenger service, a few larger tanks would be more economical. The use of so called “instantaneous” water heaters, attached to each tap is not practical or economical. The ex- pense of supplying so many heaters, their large electrical demands, and the slow rate at which hot water could be drawn are serious drawbacks. It should be noted that, like the “booster” air heaters, an electrical hot water system can augment or “boost” whatever heat is obtainable from the exhaust or cooling water. Finding Heater Sizes Estimates of the size of electric water heaters needed for any particular serv- ice can be worked out easily. It re- quires about 2.5 watt hours to raise one gallon of water 1 degree Fahr. Bath temperature is about 105 degrees Fahr. and wash water (culinary) about 170 de- grees Fahr. The efficiency of a well lagged storage system is 90 per cent or above. No electrical hot water system should be installed without careful lag- ging of tank, heater, and all hot water piping. In the steward’s department of a diesel engined vessel, radical changes have been successfully made that elim- inate the necessity of carrying special galley fuels. Coal has been almost universal galley fuel. When oil began to be burned un- der steam boilers, attention was drawn to the use of oil as a galley fuel. An intense heat can be obtained, but with- out good control. The oven tempera- ture can not be adjusted without affect- ing the surface temperature. Mainte- nance is very high due to the erosive flames and high combustion tempera- ture. When oil is used, steam must be supplied to atomize and pre-heat the fuel. This means oil and steam lines into the galley. Oil as a galley fuel has not been generally satisfactory or adopted. Electric galley ranges have been built for many special applications during the MARINE REVIEW past 15 years. Steady advances in the art have produced electric ranges that meet every cooking requirement. The heat can be readily and quickly con- troled, the oven temperature is inde- pendent of the surface temperature, ex- cessive heat and the resultant high main- tenance costs are eliminated. The work- ing conditions in a galley are material- ly bettered and fire risk in rough weather eliminated. Annoying ventilation problems that often occur in locating a galley are not present with electric ranges. No special ventilation is needed, as the ranges con- sume no oxygen and give off no gases. For a simple galley for a small crew, one or more sections of electric ranges together with a source of hot water is all that is needed. On a more elaborate scale, separate baking ovens, griddles, toasters, etc., al- low the division of labor on the most economical plan, and the placing of the various pieces of equipment where most efficient service can be rendered. The hot water supply of the galley can be taken care of by the general sys- tem or made independent of it. Where steam is required, for sterilization in dish washers, or in vegetable cookers, etc., an electric steam boiler can be used. As the size of diesel engined vessels - grows, the electrical industry can easily produce apparatus to fill the needs. As a guide to the power required for galley electrification the following fig- ures will be of interest. Number fed Kilowatts Connected Load. Oe ees 10 Be oP y ee ae 75 1 25 1523 eee: Pi Neel g Saaeae Paes ek 75 25. aes PSE R EC ES: 200 Oo ee 45 BOO Bk ak Over 15 per 100 fed. 15 .. 30 per 100 fed. The daily consumption of energy per person fed will vary from one to three kilowatt hours per day, the lower fig- ure being for group feeding and _ the higher for more elaborate service.* (See note .) The “maximum demand” or greatest instantaneous requirement of power by an electric galley will be 55 to 60 per cent of the figures given in the table and will usually come at a time when Passenger Liner *Wihile subject to wide variations, an average of one pound of coal per day per person fed might be assumed. Com- paring this with one kilowatt hour per person per day, and the oil rate of the generating equipment, a cost compari- son can be made. However, the great- est advantages of electric galleys lie in labor saving and lower maintenance, though often a direct fuel economy may result. -has arrived safely. December, 1924 other demands are low, that is, in the early morning. A trend is found in the case of large vessels to couple the several diesel units electrically to one or more propelling motors. In such designs, the power re- quired for auxiliary uses of electricity can be taken from the main source. This would probably make possible the gen- eration of a kilowatt hour of electricity for 0.6 pound of oil, figured from marine allowance of 0.4 pound per _ indicated horsepower for diesel vessels, including auxiliaries—or one half of the best steam figures. Where electric generators are driven by auxiliary diesel engines, the pounds of oil per kilowatt hour will be 0.75 and upward, depending on size, efficiency, etc. Saves Stand-By The choice of size of auxiliary gen- erators will depend on many factors— no set rule may be given. Comparative data from existing vessels together with a careful study of the time factor of, the various pieces of equipment will enable the designer to set reasonable limits on the sizes of the machines. The diversity or variation in the time of individual maximum from the combined maxi- mum demands will be considerable. One of the most progressive marine architects has been far sighted enough to consider the electrification of auxil- iaries from an angle not obvious to a superficial study. Stand-by costs in port are often a considerable expense. He designed the electrical system of a passenger liner so that when it is tied up for a long period, electricity could be purchased from the company supplying the pier and the generators on the ship shut down. Thus the lights, signals, winches, pumps, fans, galleys, etc., could be taken care of without a large engine room crew standing by. This comment is a strong plea for careful consideration of standards in voltage and design of marine equipment. Elmer Walter and Charles Sullivan, radio operators on the passenger liner Boston at the time of her collision with the tanker Swirrarrow off Montauk Point, July 21, have received a medal from James G. Harbord, president of the Radio Corp. of America. The med- al, which carries an honorarium of $100, is awarded by the Radio company for meritorious service. Purchased in England for service along the British Columbia coast, the new steel steamer Rosert H. Merrick The Merrick is @ 500-ton vessel built especially for coast- ing in Pacific waters. She is owned by the Frank Waterhouse Co. of Canada.