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yA 'm PROPERTY OF ym
Midiigan
Muries^
»8»7
ARTES SCIENTIA VIKITA$
/
WATER-TUBE BOILERS
WATER-TUBE BOILERS
SED ON A SHORT COURSE OF LECTURES DELIVERED
AT UNIVERSITY COLLEGE, LONDON
Bv LESLIE S; ROBERTSON
M.In«t.C.E,, M.I.Mech.K., M.I.N. A.
IVJTH UPWARDS OF 170 ILLUSTRATIONS
NEW YORK
D. VAN NOSTRAND COMPANY
I 90 I
ENQIN. LIBRARY
"IJ
Printed in Great Britain
I
PREFACE
When asked by my friend, Professor Hudson-
Beare, to deliver a short course of lectures on
Water-Tube Boilers at University College, London,
it was not my intention to issue the lectures in
book fdrm ; but so many of those who attended the
lectures desired to have them put in a more
permanent shape, that I have acceded to their
request. I did so, because I felt that there was
no popular book on Water-Tube Boilers to which
students and practical engineers could refer. The
Standard work by M. Bertin, the able Chief Con-
structor of the French Navy, which I had the
honour of translating into English, contains a mass
of valuable information, much of which the author
vi PREFACE
has kindly allowed me to embody in the present
Lectures, but the price of M. Bertin's work places
it beyond the reach of many, and it is hoped that
the present volume may serve as an introduction
to his more exhaustive treatise.
My thanks are due to the Admiralty for some
of the information in reference to His Majesty's
ships, and to the various firms who have placed
valuable information at my disposal. I am in-
debted to Messrs Babcock & Wilcox, Limited,
for the loan of a large number of the blocks
illustrating the historical part of the subject, and
to M. le Marquis de Chasseloup-Laubat, Mr F.
J. Rowan, Mr W. Worby Beaumont, and many
others for the use of illustrations.
My thanks are especially due to my assistant,
Mr Charles Dresser, for the care he has given to
the preparation of these Lectures, and their revision
for the press. •
The book has retained, more or less, the form
of the Lectures, but they have been revised and
adapted as far as possible to their present purpose.
I should have preferred to recast the book, but
PREFACE vii
the time at my disposal has been too limited to
allow of this. The subject of Water-Tube Boilers
has, of late, been so much before the public,
and the need of a short practical work of re-
ference appears to be felt in so many quarters,
that I decided to issue the book in its present
form in the hope that it may prove of some
value and interest.
LESLIE S. ROBERTSON.
Westminster,
September 1901.
The Author has much pleasure in acknowledging his
indebtedness to the following, amongst others, for the use
of Illustrations : —
Institution of Civil Engineers . Fig. 62.
Water-Tube Boilers^ by Thomycroft, vol. xcix.
Institution of Naval Architects Figs. 39, 124.
Wafer-Tube Boilers, by J. Fortescue Flannery, vol. xvii.
Water-Tube Boilers, by J. A. Normand, vol. xxxvii.
Institution of Engineers and ) Figs. 2, 8, 9, 16, 17, 52,
Shipbuilders in Scotland / 86, 87.
Water- Tube Boilers, by F. J. Rowan, vol. 41.
North-East Coast Institution of
Engineers and Shipbuilde
Water- Tube Boilers, by Edwin Griffith, 1901.
OF)
ERs/
Figs. 143, 144.
Babcock & Wilcox Ltd.
SociAt6 des Ingenieurs CiviLS DE) Figs. 96, 148, 149, 150,
France . . . ./ 154.
Chaudiires Marines, by M. L. de Chasseloup-Laubat, 1897.
Association Technique Maritime . Figs. 94, 95.
Nouveaux Gtfntfrateurs Belleville, by M. Godard, 1 896.
Figs. 3-5, 10, II, 19-22,
25-29^ 32, 33, 37, 38,
40-43, 45-51, 59-61,
63, 64, 66-75, 85, 97,
98, 121.
Figs. 12, 14, 15, 18,23,
24, 30, 34, 35, 44, 76-
78, 92, 93, 107- 1 II,
120, 123, 125-128,
131, 133-135, 141,
142, 146, 1 51-153,
165, 167-169.
\V. WORBY Beaumont {Motor Yehicles\
and Motors). . . .] Figs. 80, 81, 82, 83.
M. Bertin {Marine Boilers)
The Engineer
Figs. 6, 7, 79, 84.
CONTENTS
.<>.
CHAPTER I
PAGE
Definition of a Water-Tube or Tubulous Boiler — Classification —
Difficulties attending any satisfactory classification of a
practical nature — Short Chronological History of Water-
Tube Boilers — Early Developments of Water - Tube
Boilers in connection with Road Locomotion — Early
attempts to use Water-Tube Boilers on board ship . . i
CHAPTER II
Circulation in Water-Tube Boilers — Necessity of rapid circulation
in Water-Tube Boilers — Rate of transmission of Heat —
Corrosion — Combustion — Most advantageous arrangement
of Furnace and Tubes — Ratio of Heating Surface to Grate
Surface — Efficiency of Heating Surface — Variation in value
of Heating Surface according to position — Rate of Com-
bustion — Forced Draught — Advantages of Forced Draught
— Adaptability of Tubulous Boilers to Forced Draught —
Tests, and results obtained . . . .54
CHAPTER 111
Large Tube Boilers — Belleville Boiler — Early Type — Later Type —
Addition of Economiser — Details of Construction — Results
obtained with Belleville Boiler — Babcock and Wilcox Boiler
— Land Type — Marine Type — Results obtained — Niclausse
Boiler— Diirr Boiler — D'Allest Boiler — OrioUe Boiler—
Homsby Boiler — Stirling Boiler — Heine Boiler — Morrin
"Climax" Boiler— Thornycroft-Marshall Boiler 74
IX
CONTENTS
CHAPTER IV
PAUB
Small Tube Boilers — Thornycroft Boiler — Speedy Type — Daring
Type — Du Temple Boiler — Normand Boiler — Normand-
Sigaudy Boiler — Mosher Boiler — Reed Boiler — White
Boiler — Ward Coil Boiler — Ward Launch Boiler — Mumford
Boiler — Fleming and Ferguson Boiler — Blechynden Boiler
— White- Forster Boiler — Yarrow Boiler . . .118
CHAPTER V
Boiler Accessories — Reducing Valves — Belleville Reducing Valve
— Belleville Automatic Steam Separator — Automatic Feed-
Water Regulators — Belleville — Thornycroft — Sigaudy —
Normand-Sigaudy— Yarrow — Niclaussc — Weir — Necessity
for pure Feed Water — Filtering — Feed-Water Filters —
Harris — Rankine — Mills- Berryman — Filters working at
Atmospheric Pressure — Normand — Feed-Water Heaters —
Kirkaldy — Normand — Weir — Weight and Space occupied
by various types of Boilers — Advantages and Disadvantages
of Water-Tube Boilers — Durability of Water-Tube Boilers
— General conclusions . . . . .158
LIST OF ILLUSTRATIONS
NOS. OF FIGS.
PAGE
I. Blakey Boiler ....... 3
2. Woolf Boiler .
4
3. Stevens Boiler .
4
4, 5. Eve Boiler
5
6, 7. Gurney Boiler .
7
i5. Perkins Tubes
8
9. Alban Boiler .
9
10, II. Wilcox Boiler .
10
12. Belleville Boiler of the Bichc
II
13- Joly Boiler
12
14, 15. Sochet Boiler .
12
16. L. Perkins Boiler
13
17. Rowan Boiler, 1861
13
18. Belleville Boiler, 1861
14
19. Merryweather Boiler .
14
20,21. Rowan Boiler, 1865
15
22. Field Boiler, 1866
15
23, 24. Belleville Boiler, 1866 .
16
25,26. Field Boiler, 1867
16
27. Babcock & Wilcox Boiler, 1867
17
28,29. „ „ 1868
17
^0. Toessel Boiler .
18
XI
Xll
LIST OF ILLUSTRATIONS
NOS. OF PICS.
33-
34-
35-
36.
37.
38.
39-
40.
41.
42, 43-
44.
45-
46.
47.
48.
49.
50.
51-
52.
53.
54, 55-
56, 57, 58.
59.
60.
61.
62.
63.
64.
65.
66.
Root Boiler
Fletcher Boiler
Babbitt Boiler
Belleville Boiler of HirondelUy 1869
Separator .
Howard Boiler
Miller Boiler
Maynard Boiler
Watt Boiler
Allen Boiler
Phleger Boiler
Wiegand Boiler
Belleville Boiler, 1872
Allen Boiler
Kilgore Boiler
Plambeck and Darkin Boiler
Firmenich Boiler .
Rogers and Black Boiler .
Shackleton Boiler .
Kelly Boiler
Harrison Boiler
Rowan's Tubes, 1875
Sinclair Boiler
Early P'orms of Niclausse Boiler
Ward Coil Boiler .
Hazel ton Boiler
Corliss Boiler
Thomycroft Coil Boiler of Peace
Herreshoff Coil Boiler
Morrin "Climax" Boiler .
Lane Boiler
Thornycroft Boiler — Speedy Type
PAGE
19
19
19
20
20
21
22
23
23
24
24
25
25
26
26
27
27
27
27
28
28
29
29
30
30
30
31
31
32
'X'y
33
LIST OF ILLUSTRATIONS
Xlll
NOS. OF FIGS.
PACK
67. Field- Stirling Boiler ..... 34
68. Roberts Boiler
34
69. Stirling Boiler
35
70. Wood Boiler
35
71,72. Herreshoflf Boiler
%
36
73. Almy Boiler.
36
74. Henshall Boiler
37
75. Cahall Boiler
37
76. Towne Boiler
39
^^, Petit and Godard Boiler
40
78. Leblond and Caville Boiler
41
79. Griffith Boiler
42
80. Dance Boiler
43
81. Hancock Boiler
45
32, 83. Summers and Ogle Boiler .
46
84. Maceroni and Squire Boiler
47
85. Church Boiler
48
86. Rowan and Horton Boiler, 1869
50
87. Rowan and Horton Boiler of Propontis
51
158. Diagrammatic Sketch of Yarrow's Apparatus
55
89- » j> »
57
9^' >» >j »
58
91. Curve illustrating Niclausse's Experiments
67
92, 93. Belleville Boiler without Economiser
75
94. Belleville Boiler with Economiser. Front Elevation
To face page yy
95- )» M '^ide Elevation . yy
96. Details of Tube joints ....
80
97. Babcock and Wilcox Boiler. Land type .
83
•
98. Section showing Header, Tubes and Steam Drum
84
99. Babcock and Wilcox Boiler. Marine type
86
100. „
1 11
«
•
. 87
xiv
LIST OK ILLUSTRATIONS
NOS. OF FIGS.
I'AGE
01. Niclausse Boiler ......
89
02. Tubes and Lanterns of Niclausse IJoiler .
90
03. „ „ „ 1900 type
93
-
[04. Boiler of /^r/V^w/ ......
94
[05. Diirr Boiler. Marine type . . . . .
95
loO. „ „ . . . . .
96
107,
108. D'Allest Boiler ......
100
109,]
110. Oriolle Boiler ......
103
[II. Caraman Joint ......
104
[12. Homsby Boiler .....
105
[1 3. Stirling Boiler ......
108
[1 4- Heine Boiler .... To face page
II I
[1 5. Morrin Boiler ......
113
116, 1
[17. Thomycroft- Marshall Boiler. Sectional type
115
118,
119. „ Boiler. Non- sectional type
"5
[20. Thorny croft Boiler. Speedy \.y^Q. . . . .
119
[21. „ Daring \y^^.
122
\i'2. „ Improved Z^rtr/;/^ type
123
[23. Du Temple Boiler ......
125
[24. Modifications of du Temple Boiler
127
125,
126. Du Temple- Nomiand Boiler . . . .
129
127,
128. N or mand Boiler of /7?r^«« . . . .
131
129,
130. Normand-Sigaudy Boiler . . . . .
^l^
131. Mosher Boiler
135
132. Mosher Launch Boiler
^yj
133. Reed Boiler .
. 138
134. White Coil Boiler .
139
135. Ward Coil Boiler .
141
136,
137. Ward Launch Boiler
144
138,
139. Mumford Boiler
145
140. Tube Section of Mumford Boiler .
146
141. Fleming and Ferguson Boil
er , . ,
149
LIST OF ILLUSTRATIONS
XV
KOS. OF FICiS.
FACE
142. Blechynden Boiler . .150
143- White-Forster Boiler
151
^44- }) n • •
153
145. Yarrow Boiler
154
146. „ Torpedo-boat type .
155
147- }} Destroyer type
156
148. Belleville Reducing Valve .
160
149- n Steam Separator .
161
150. „ Feed- water Regulator
162
151. Thornycroft „
163
152,153- Sigaudy
165
154. Normand-Sigaudy „
. 166
155. Yarrow „
167
156. Mumford „
168
157, 158. Niclausse „
Toft
ice pagi
? 169
159. Weir
170
160. „
171
161. Harris Feed-Water Filter .
176
162. Rankine .,
177
163, 164. Mills-Berryman „
179
165. Normand „
180
166. Kirkaldy Feed- water Heater
182
167, 168. Normand „
183
169. Wainwright „
183
170. Weir „
■
185
171. Weir Injection „
186
1
t
WATER-TUBE BOILERS
CHAPTER I
Definition of a Water-Tube or Tubulous Boiler — Classification —
Difficulties attending any satisfactory classification of a practical
nature — Short Chronological History of Water-Tube Boilers —
Early Developments of Water-Tube Boilers in connection with
Road Locomotion — Early attempts to use Water-Tube Boilers on
board Ship.
1. Scope of Lectures. — In dealing with the question of
** Water-tube " or " Tubulous " Boilers, it is utterly impossible
in the space of the five lectures allotted to this course to
deal with the subject exhaustively or in great detail. It
will therefore be beyond the scope of these lectures to deal
with the many cognate subjects which should rightly find
a place in a course of lectures on boilers, such as the strength
of riveted joints, stress in the metal, chemical theory of
combustion, analyses of gases, and so forth, but the lectures
will rather be devoted to : —
1. An historical description of the better-known types of
tubulous boilers, from the early attempts to the present day.
No attempt will be made to deal with every description of
water-tube boiler invented, nor is it proposed to cite all
the early patents taken out for water-tube boilers. Further,
it is almost impossible to attempt to keep them in strict
chronological order, and this is more particularly the case
with recent practice, and therefore, after 1890, no attempt has
been made to deal with them in their chronological order.
2, The consideration of the general principles underlying
A 1
2 water-tube: BOILERS [chap.
the construction of steam boilers, but dealing with them only
in so far as they immediately concern water-tube boilers.
3. A discussion of the principles underlying the circulation
of the water and the hot gases.
4. Short description of the better-known types of water-
tube boilers.
5. Boiler mountings and accessories.
6. Weight and space occupied.
7. Advantages and disadvantages of this type of boiler.
2, Definitioti of a Water-tube Boiler.— It is difficult to
give an inclusive, and at the same time an exclusive, definition
of what is popularly known as a " water-tube " or " tubulous **
boiler. The essential distincruishincr feature of the water-
tube boiler is that the steam and water are contained within
tubes, the fire being external to the tubes : further, the shell of
the boiler is composed of a casing which is not subject to
pressure, as is the case with the shell of the ordinary marine
or Scotch boiler. Another distinguishing feature is that the
metal forming the tubes in the tubulous boiler is in tension^
the pressure being internal, and not in compression, as is the
case in the ordinary marine type boiler where the pressure is
external to the tubes. In the tubulous boiler the furnace is
usually external to the boiler proper, though of course within
the casing ; in the " marine type " boiler, on the other hand>
the furnace is within the boiler shell. Tubulous boilers are
generally composed of small elements of cylindrical form, and
therefore lighter and better able to withstand high pressures.
In contradistinction, the marine boiler has a large shell
completel}' enveloping the fire tubes, combustion chambers,
and furnaces, and this shell has to be made sufficiently strong
to stand the pressure. As the diameter is very great
compared to the smaller elements of the tubulous boiler.
1]
CLASSIFICATION
reaching sometimes to 17 or 18 feet in diameter, the thick-
ness of the shell has to be considerable, and therefore the
weight excessive : in tubulous boilers the elements are
usually of small diameter, and the thickness and weight are
consequently greatly reduced.
3. Classification. — The classification of tubulous boilers is
after all merely a matter of convenience. Its value is more
academic than practical, and it is well-nigh impossible to
find any classification which will be satisfactory, and which
will include all the boilers of a given class, and at the same
time exclude all others not belonging to that class. Different
methods of classification have been adopted, such as classi-
fying the boilers according to their construction, or according
to the circulation of the water and steam. This latter
method is the one adopted by M. Bertin, the Chief Constructor
of the French Navy, in his work on Marine Boilers,* but, for
simplicity's sake, we propose to deal with them under the
two heads of " large-tube " and " small-tube " boilers, dealing
with " large-tube " boilers in Chapter III.,
and with the " small-tube " in Chapter IV.
4. Brief History of Water -tube
Boilers. — It is difficult to decide upon the
exact date to be attributed to the intro-
duction of a boiler. In some cases, the
date when the patent was taken out has
been used ; in others, the date given is that
of the introduction of the boiler on a
practical scale. Perhaps the earliest form
of water-tube boiler is that of John Blakey,
which was designed in 1774 (Fig. i). It consisted of three
water-pipes, alternately inclined, resembling a Z, and con-
**' Marine Boilers," L. E. Bertin. Translated and edited by
Leslie S. Robertson. John Murray, London, 1898.
BLAKEY
BOILER.
FIG. 1.
WATER.TUBE BOILERS
[CHAF.
nected at the ends by bent tubes, so that the steam formed
in the lower limb had to find its way through the water con-
tained in the upper tubes of the boiler in order to supply the
engine. Passing over Voight and Fitch's pipe boiler, which
was put into their steamboat on the Delaware River in
America in 1787, Rumsey's boiler, patented in 1788, Pitts' and
Strode's boiler, patented in 1792, Dale's in 1793, Barlow and
Fulton's boiler, which was fitted to a boat on the Seine in
1 793, and Wiilcox's boiler, patented in 1 801 , we come to Woolf s
sectional boiler, which was patented about 1803 (Fig. 2).
In this boiler a number of cast-iron water-pipes are
placed horizontally in a
WOOLF BOILER. „„. ,„d connected by
branch pipes to a hori-
zontal tube of lai^
diameter, placed above
them at right angles.
The water level was half
PIQ „ way up the receiver, the
upper space being .steam
space. The pipes were laid transversely to the furnace, and
the furnace gases passed alternately over and under them.
STEVENS BOILER.
Stevens in America employed a form of water-tube
boiler (Fig. 3), which he fitted to a screw-boat in 1804,
I.] EVE BOILER S
This boiler contained lOO tubes of 2" diameter and 18" long,
plugged at one end, and connected at the other to a central
water leg, the furnace gases passing around and among the
radiating tubes.
Trevithick patented a boiler in 1815, formed of small
tubes closed at one end and opening into a common chamber.
In 1819 Seaward patented a boiler in which the tubes,
EVE BOILER.
FIG. 4. FIG. 5.
which were nearly horizontal, were connected in series so
as to form a zigzag course for the steam bubbles to follow.
Griffith in 1821 (.see Fig. 79) patented a boiler with horizontal
water- tubes, the ends of which were inserted into two down
pipes ; the furnace gases passing over the horizontal tubes.
Tubulous boilers were patented in 1821 by Congreve,
in 1822 by Clark, 1824 by Moore. Paul, and M'Curdy, and
in 1825 by Eve (Figs. 4 and 5), Teissier, and Gurney. The
boilers of Congreve and M'Curdy were of what i.s sometimes
6 WATER-TUBE BOILERS [chap.
called the " flash " type, in which there-is no reserve of water,
the water being instantly converted into steam on passing
into the boiler.
Most of the early attempts at "water -tube boiler"
construction were in connection with road locomotion.
Between the years 1821 and 1835 several boilers of various
designs were introduced for road locomotion, the main object
in view being to obtain a powerful boiler with a minimum
of weight. Between the years referred to, a very consider-
able advance was made in water-tube boiler construction.
In 1825 Goldsworthy Gurney brought out a tubulous
boiler for driving his road carriage. In its later form
(Figs. 6 and 7) this boiler consisted of a small bottom
cylindrical reserv^oir, into which were screwed a number of
welded iron pipes, which were brought out from this reservoir
to a distance of about 4 J feet, and acted as the grate ; they
were then connected by bends to short vertical pipes, the
upper ends of which were jointed to nearly horizontal
tubes connected to an upper reservoir parallel to the lower
reservoir, to which it was joined by vertical water legs.
The furnace was placed between the top and bottom row
of tubes. A top steam and water drum was fitted over
the upper water-drum. In 1827 one of Gurney's boilers
had been running every day for two years without requiring
repairs of any importance.
In 1826 boilers were patented by Pearson, Witty, and
Gillman, and by Pearson, and Hancock in 1827. Hancock's
boiler of 1827 had flat leaves, or cells, stayed with partly
counter-sunk rivets, but these gave trouble by leakage.
This boiler, in common with those of many other inventors,
was intended for propelling steam road carriages. Patents
were taken out in 1826 by Hall, in 1829 by Poole, and in 1830
by Summers and Ogle (see F^igs. 82, 83), and Rawe and Boase.
GURNEY BOILER
^
8
WATER-TUBE BOILERS
[chap*
PERKINS TUBES.
I
1^
©
In 1 83 1 Jacob Perkins patented a boiler in which the
water-tubes, closed at one end, hung vertically downwards
into the furnace. These tubes were double (Fig. 8), there
being an inner concentric tube open at both ends, which
extended nearly to the bottom
of the outer tube, but leaving
sufficient room for water to
circulate between the two tubes.
This type is at present generally
known as a " Field " tube, a
form of it having been sub-
sequently employed in the Field
boiler.
Besides Perkins' boiler, one
was also patented by Brunton
in 1 83 1. This was followed in
1832 by Dance, who brought
out a modification of Gurney's
boiler. Church (see Fig. 85)
and Trevithick also brought out
boilers in this year. In 1833 Dance and Field (see Fig. 80)^
and also Maceroni and Squire (see Fig. 84) invented boilers.
The boiler of the latter inventors had a working pressure
of 150 lbs. per square inch, a pressure up to that time unheard
of Hancock in this year patented the boiler shown in Fig. 8i>
which was very successful.
Water-tube boilers were patented by M'Dowall in i 834^
by Collier, and Beale in 1836, and in this year Schafhautl
brought out what may be termed an " injection '* or " flash "
boiler, on the same principle as the well-known Serpollet boiler,
which has been so largely used for steam motor vehicles in
France. Other forms of injection boilers, embodying the sa me
principle, had been previously constructed by Payne, in 1736,
kJ
FIG. 8.
I.] ALBAN BOILER . 9
Pitts and Strode in 1792, Dale in 1793, Willcox in 1801,
Congreve in 1821, M'Curdy in 1824, and Howard in 1832.
In 1837 Anderson, and Gillman both patented water-
tube boilers, followed by Morgan, and James in 1838, by
Prosser in 1839, Craddock, and Hill in 1840, and Alban in
1843 (Fig. 9).
Dr Alban published the first description of his boiler
in 1843, His boiler consisted of a group of horizontal
water-pipes communicating with a vertical water -space.
This water-space was connected with two reservoirs above,
from which the steam was taken. The water-level was
ALBAN BOILER.
half-way up these top reservoirs, the upper halves being
filled with steam. The water-pipes, 28 in number, were of
copper, 4" in diameter, about .V inch thick, and from 4\ to
6J feet in length, according to requirements. The tubes
were closed at the back ends by a screw cover, and screwed
into the back plate of the front water-space. Two openings
through the plate into each pipe were made; one below
the centre of the pipe for the inflow of water, one above for
the escape of steam into the chamber. The pipes were
slightly inclined upward towards the water chamber to
facilitate the escape of steam. The pipes were arranged
in eight rows, zigzag, so as to meet and divide the upward
lo WATER-TUBE BOILERS [chap.
current of the gases, and were spaced i i" apart. The
steam rose at one side of the chamber into the left-hand
reservoir, while the water descended from the right-hand
reservoir into the chamber. The coal consumption of a
10 H.P. boiler wa.s 7 to 10 lb.s. of coal per square foot of
grate per hour.
Water-tube boilers were patented by Craddock in 1844
and 1846, in 1849 by Clarke and Motley, in 1850 by Green,
and in 1855 by Isoard, and by Green.
In 1856 Stephen Wilcox patented a boiler (Figs. 10
and ri) with inclined tubes connecting water-spaces front
and back, and with an overhead steam and water drum,
WILCOX BOILER.
FIG. 10. FIG. 11.
The tubes were bent to a slightly reversed curve, extending
over nearly the whole length of the tube, but were inac-
cessible for cleaning, a fault which is common to most of
the early forms of water-tube boilers.
In 1856 the first Belleville boiler was fitted on board
the Biche (Fig. 12). In this boiler the tubes were vertical
and the water circulated in the opposite direction to the
current of hot gases, and a feed-heater or economiser was
fitted. This boiler was not howevt
* " Marine Hoilers," L. E. IJertin. Translated and edited by
Leslie S. Robcrison. John Murray, London, 1898.
I-J
JOLV, AND SOCHET BOILERS
Joly in 1857 invented a boiler (Fig. 13) in which vertical
tubes with closed ends were suspended over the furnace.
They were provided
with internal con-
centric down - pipes,
extending nearly to
the bottom of the
closed tubes, similar
to the Field tube.
In this year, Messrs
Scott & Co., of
Greenock, built the
T/ietis, for which a
tubulous boiler, work-
ing at 120 lbs. pres-
sure, was designed ^
and constructed _ by ^
Mr J. M. Rowan. *■
The "Sochet"
boiler (Figs. 14 and
15) appears to have
been the first "small-
tube " tubulous boiler
of the du Temple or
Thorny croft type
used in France, but
the boiler not being |
a success, its use wa.s
discontinued about
1859. M. Sochet
called it a "rapid
circulation" boiler, and laid great stress on this point.
In 1859 Messrs Rowan and Horton produced a sectional
WATER-TUBE BOILERS
JOLY BOILER.
FIG. 13.
SOCKET BOILER.
>■!
L. PERKINS, ANU ROWAN BOILERS
"3
boiler, which was fitted on the Athanasian by J, R, Napier
for the Glasgow and Bordeaux trade, and VVilliamson and
Loftus Perkins patented a water-tube boiler, which in its later
form is shown in Fig. 16, In i860 and 1862 several boilers
by Rowan and Horton, similar to the AOianasian's boiler,
were fitted for home and foreign trade.
In i860 Barrans brought out a tubulous boiler, and about
this time Lamb and Summer's water-tube boiler appears to
L. PERKINS BOILER.
ROWAN BOILER, 1861.
Fia 18. FIG. 17.
have been fitted on board a ship. In the following year
water-tube boilers were patented by Williams and by J. M.
Rowan CF'g- i/)-
In this year (1861) Belleville fitted a new type of boiler
(Fig. 18) to thft Argus and Saiiitc Barbe. The coils in this
case were horizontal and continuous, and the furnace
gases came first into contact with the tubes full of water,
and then ascended vertically among the remaining coils,
the steam being taken off from the upper part of the
boiler.
14 WATER-TUHE BOILERS [chap.
In 1861 Mr Howdeii of Glasgow replaced Messrs Rowan
and Horton's boiler on the Athanasian by a boiler consisting
of a series of horizontal drums in tiers, and joined together
by short connecting pipes.
In 1862 Merryweather brought out a boiler (Fig. 19)
with drop tubes hanging vertically from the crown of the
furnace.
BELLEVILLE BOILER, 1861.
FtQ. 18.
FIG. 18.
In 1865 Rowan took out his British patent for a boiler
made up of a series of units placed side by side, each
unit consisting of an upper and lower horizontal drum,
connected by a series of "bent-ended" heating tubes, and,
at the front end, outside the setting, with down-take pipes
of large diameter (Figs. 20 and 21).
In 1866 Howard of Bedford patented a sectional boiler
with vertical tubes, and. in the same year, Field brought
out a cylindrical boiler, slightly inclined from the horizontal.
I.] ROWAN, AND FIELD BOILERS ij
with ^ drop tubes fitted to the under sides of the cylinder
(Fig. 22). Belleville, in this year, fitted to the French trans-
port, Vienne, and several gun-boats, a boiler verj' similar to
ROWAN BOILER, 1865
FIG. 20. FIG. 21.
his Argus type of 1861. The steam was taken from the
top of the boiler (Figs. 23 and 24) by a transverse tube
or collector, which was .surmounted by a tube, called a
FIELD BOILER, 1866.
"separator," communicating with the collector by small
orifices. The tubes were arranged " in series," the ends of the
5
WATER-TUBE BOILERS [cHAP.
BELLEVILLE BOILER, 1S66.
iJ
am
]^
tubes being joined by cast-iron junction boxes, so as to force
the steam to traverse each tube successively.
FIELD BOILER, 1867.
FIQ. 26. FIG. 26.
In 1867 Field (Figs. 25 and 26) commenced to use the
I.] BA15C0CK AND WILCOX BOILERS 17
internal concentric circulating tube which bears his name, but
which had been previously used by Perkins and others. In
BABCOCK AND WILCOX BOILER. 18&7.
this year Babcock and Wilcox patented their first boiler
(Fig. 27).
In 1868 Babcock and Wilco.x built a boiler (Figs.
BABCOCK AND WILCOX BOILER, 1868.
28, 29) with straight, vertical headers. The tubes were
brightened, laid in the mould, and the headers cast on.
This boiler, to use their own words, "died very young."
i8
WATER-TUBE BOILERS
[chap.
About this time Joessel in France invented a steam boiler
having fire-tubes inside the water-tubes (Fig. 30).
JOESSEL BOILER.
FIG. 30.
In 1869 Rowan and Horton obtained a patent for a water-
tube boiler, w^hich was subsequently fitted on the s.s.
Propontis^ and is shown on page 51. In the same year
Root brought out a tubulous boiler (Fig. 31), which consisted
of a number of wrought-iron tubes, inclined at an angle of
20 from the horizontal, and connected together in pairs
back and front, in such a manner that the feed-water entering^
I.] ROOT, FLETCHER, AND BABBITT BOILERS ig
the boiler at the rear passed through each tube in succession.
The steam was taken off" from the top tube by short lengths
ROOT BOILER. FLETCHER BOILER.
of pipe, which connected it to the steam drum. Fletcher
used a vertical fire-box boiler (Fig. 32), with horizontal cone-
BABBITT BOILER.
shaped water-tubes, radiating from the water -space at the side
of the fire-box, towards the centre. Habbltt in New York
WATER-TUBE IJOILERS [chap.
BELLEVILLE BOILER OF HIROSDBLLB, 1869.
I.] HOWARD BOILER 21
made a boiler (Fig. 33) with vertical cast-iron tubes, connected
tc^ether top and bottom. Each vertical tube had horizontal
cast-iron tubes projecting from it on either side. The
Belleville boiler of 1 866, improved by the addition of a feed-
regulator and a vertical separator attached to the steam-
pipe, was fitted in i86g to a fast jacht, the HirondeUe
(Figs. 34, 35).
HOWARD BOILER.
FIG, 36.
In 1869 J. Howard of Bedford patented another water-
tube boiler, afterwards known as the " Barrow " boiler.
Tubes of large diameter were employed, and were shghtly
inclined from the horizontal upwards, towards the back of
the boiler. Fig. 36 shows one form of this boiler, in which
the inclined heating tube.s were closed at the front end, the
rear end being connected at right angles to a header, from
which the steam was taken to a steam-drum, placed trans-
versely to the tubes. An internal concentric circulating tube
was fitted inside all the tubes below and up to the water-
level, which was in the tubes. The tubes above the water-
22 WATER-TUBE BOILERS [chap.
level were fitted with horizontal partitions, which extended
nearly to the end of the tubes, causing the steam to pass
backward and forward along the upper tubes, on its way to
the steam-drum, and so become slightly superheated. Two
other forms of boiler are shown in the same patent, in which
the tubes are connected to headers back and front. Internal
circulating tubes were fitted in one of these designs, and
were connected at their back end to an internal central
MILLER BOILER
FIG. 37.
chamber in the header, thus separating the steam from the
solid water, similarly to the method employed in the
Niclau.sse and Diirr boilers. The other form of boiler was
not fitted with any internal tube^.
In 1870 Messrs Barret and Lagrafel patented a boiler,
which, in its present improved form, is known as the d'AUest
boiler (see Figs. 107, 108). In this year J. A. Miller brought
out a tubulous boiler (Fig. 37), with cast headers, to which
were fixed closed-ended tubes, with an inner circulating
tube. These stood at an angle of 13° with the horizontal.
1.1 MAYNARD, AND WATT BOILERS 23
Maynard also introduced a boiler (Fig. 3S) with a horizontal
steam and water cylinder above a bank of tubes slightly
MAYNARD BOILER.
FIO. 38.
inclined from the horizontal, and communicating with them
at each end.
Watt patented in 1871 a boiler (Fig. 39) having tubes
slightly inclined from ^^^-.p BOILER,
the horizontal, and
connected at each
■end to strongly stayed
rectangular headers.
There was a steam-
drum connected to
the headers, and the
tubes were staggered
in the headers.
In the same year
Allen in America
brought out a tubu-
lous boiler (Fig. 40) FIG. 39.
with cast-iron drop tubes screwed into a horizontal tube
running along the top, and inclined to the vertical at an angle
14 WATER-TUKE BOILERS [cHAr.
of so"". This boiler was a variation of Joly's of 1857 and
Field's of 1866, but did not get beyond the experimental
stage. A tubuloiis boiler was also brought out by I'hieger in
ALLEN BOILER.
America, in which inclined U tubes were used as fire-bars, as
in Gurney's 1825 boiler, but with additional water-tubes above
PHLEGER BOILER.
wik(;and, and bellfa'ille boilers
25
WIEGAND BOILER.
them. A large steam
and water drum was
also provided (Fig.
41).
Wiegand's boiler
of 1872 (Figs. 42 and
43) had groups of
vertical tubes, pro-
vided with inside
circulating tubes, con-
nected to an over-
head steam and water
reservoir.
In this year a new
design of Belleville
boiler (Fig. 44) was
BELLEVILLE BOILER.
a6 WATER-TUBE BOILERS [chap.
brought out and fitted to the Hirondelle, as the previous boilers
had been unsatisfactory. The tubes were slightly inclined
ALLEN BOILER. ^"^ connected to
horizontal junction
boxes instead of
I the tubes being
horizontal and con-
nected to vertical
junction boxes.
Allen also patented
a boiler (Fig. 45)
with Gurney's U
tubes, but havint:
the fire beneath
the bank of tubes, instead of in the middle, as in Gurney's
boiler.
KILGORE BOILER.
In 18/! or 1872, Commander du Temple commenced the
construction of his boiler in l-'rance, it being primarily
intended for aerial navigation.
In 1874 a boiler (Fig. 46). similar to Allen's 1872 boiler,
was brought out by Kilgore in America, and somewhere
I.] PrRMENICH, AND SHACKLETON BOILERS 27
PLAMBECK & DARKIN FIRMENICH BOILER.
BOILER.
SHACKLETON BOILER.
WATER-TUIJE BOILERS
about this time Plambeck and Darkin (Fig. 47J and Fryer
patented tubulous boilers.
FIG. 51.
The Firmcnich boilec of 1875 (Fig. 48) consisted of flat-
sided horizontal drums, connected at the top and bottom
HARRISON BOILER "' " '""'< "' '""S
straight tubes. Tivo
of these units were
inclined like an A,
with the grajte
between them, and
surmounted with
a .steam drum at
the top.
In 1876 boilers
were brought out
by Rogers and
Black (Fig. 49).
Shackleton (Fig.
so), and Kelly (I'ig.
'''°' ^2- 51) in America,
and by Harrison (Fig. 53), and Rowan in ICngland. The
arrangement of Rowan's tubes is shown in Fig. 53. In 1877
I]
ROWAN, AND SINCLAIR BOILERS
29
tests were made in America on the Sinclair boiler (Figs. 54,
55), and in 1878 the Belleville boiler of 1872 was further
modified by the addition ROWAN, 1875.
of a down-take pipe to
convey the water from the
separator back to the
feed - collector, passing
through a settling tank
where solid deposits could
accumulate on the way.
In 1878 the du Temple
boiler (see Fig. 123) was
first fitted on some steam
launches in France. This
boiler consisted of a bank
of tubes bent in a serpen-
tine form rising out of a
water reservoir and sur-
mounted by a steam and FIG. 53.
water drum. Large external down-takes were fitted to return
the water from the top to the bottom reservoir.
SINCLAIR BOILER.
«,l 1 UL«
°
' 1
(t
>
-u
^~s=H m
^^
1
A
y> WATER-TUUE BOILERS [chak
In 1878 the first experiments were made with the
Niclausse boiler, which was fitted with an internal
NICLAUSSE BOILER. EARLY FORMS.
FIG. Be. FIG. 57. Fia 58.
concentric tube inside a lar[je tube, and a bolt running down
the centre making a Joint at either end (Fig. 56). This
arrangement was not satisfactory, and the next attempt was
with a header back and front, connected by a forked tube at
the top to the upper steam drum, and with a pipe leading
WARD COIL BOILER. HAZELTON BOILER.
FIG. Sa Fia 60.
from the upper steam drum bringing the water to a
horizontal bottom tube (Fig. 57J. This design was succeeded
I.] CORLISS, AND THORNYCROFT COIL BOILERS 31
by one in which two vertical rows of tubes were connected
to the same header, the down pipe and bottom feed collector
being dispensed with (Fig. 58).
About the year 1879, Charles Ward in America intro-
duced a circular coil boiler (Figs. 59 and 135), which has been
used in the United States Nav>-.
THORNYCROFT COIL BOILER.
CORLISS BOILER.
FIG. 62-
Hazelton introduced a boiler (Fig, 60) in 1881, and in the
same year Heine took out a patent for his boiler (see Fig. 114).
Somewhere about 1882, Corliss in America invented a
water-tube boiler (Fig. 61), and one was introduced in this
year by Meissner, also an American.
32
WATER-TUBE BOILERS [chap.
About this time the Kingsley boiler, and Gill's
injection boiler were brought out. Thornycroft's coil
boiler (Fig. 62) was fitted on the "Peace" in 1883, and
Herreshoff in America was at this time also fitting a coil
boiler (Fig. 63) somewhat like Mr Thornycroft's " Peace"
Boiler. In 1884, Thompson's boiler, Morrin's "Climax" boiler
(Fig. 64), and Steinmuller's boiler were brought out, and
Lane's (Fig. 6s) in 1885.
HERRESHOFF BOILER.
We now come to the introduction of Thornycroft's water-
tube boiler (Fig, 66) into the Navy in 1887 when it was
fitted on H.M.S. Speedy. This boiler consists of two banks
of very long tub3s of small diameter, with the lower ends of
each bank connected to separate water drums, the upi^er
ends of the tubes being connected to the upper part of a
common steam and water drum above the water level, and
the tubes are curved in such a way as to form a complete
arch over the fire grate. Yarrow in this year first used
I.] LANE, AND THORNVCROFT BOILERS 33
straight tubes for his boiler (see Fig. 145) which, like the
Thornycroft, and many other makes of small tube-boilers, has
a top steam drum connected by small tubes to two bottom
^vater drums. The Yarrow boiler is a " drowned-tube "
SPEEDY TYPE OF THORNYCROFT BOILER
boiler, that is to say, the generating tubes enter the top
drum below the working level of the water.
34 WATER -TUBE BOILERS [chap.
In 1887 Allan Stirliny produced his first type of water-
tube boiler (Fig. 67), which had vertical tubes depending
FIELD-STIRLING BOILER. ^•"^"^ ^^^ *°P '^'■"'"' ^""^
closed at the lower end,
in combination with
other tubes connected
at the top to the steam
and water drum, and at
the bottom to a settling
drum. This boiler was
called the Field- Stirling
boiler. Roberts of New
York also introduced a
boiler in this year (Fig.
FIG. 67. 63). In Stirling's second
design of 1888 the closed-ended tubes were discarded, and
two extra top drums were added, making three in all
(Fig 69). The tubes ROBERTS BOILER
coming from these
drums were attached to
a common settling drum
at the end of the
furnace.
In 1889 Cowles in
America patented a
boiler somewhat like the
Thornycroft, but with a
mass of tubes at tlie
rear of the grate. Wood
introduced a boiler (Fig. FIG. 63.
70) very similar to Maj-nard's of 1870.
In- 1890 Messrs Niclausse took out a patent for their
boiler in its present form (see Fig. loi), which .consists
I.] STIRLING, AND WOOD BOILERS 35
of inclined Field tubes connected to a upright header
divided internally by a vertical diaphragm. The water
from one side of the diaphragm finds its way to the
internal tul»s, and the STIRLING BOILER.
Steam rises on the
other side of the dia-
phragm. The whole of
the tubes could be with-
drawn, cleaned, and
replaced from the front
of the boiler.
About 1890 Monsieur
P. Oriolle of Nantes
introduced a boiler (see
Figs. 109, no), which
was fitted to some
torpedo boats in the
French Navy, and is still in use. Herreshoff, in 1890, brought
out another form of boiler (Figs. 71, 72), very similar to the
WOOD BOILER.
FIG. 69.
Fia 70.
Belleville, but having a feed-water heater above the tubes
made up of pipes and fittings. Almy in this year introduced
a boiler (Fig. y^), made up of straight pipes, which were
36 WATER-TUBE BOILERS [CHAP.
connected by elbows and return bends to an overhead steam
and water drum, and at their bottom ends to horizontal
HERRESHOFF BOILER.
Fia 71. FIG. 72.
connecting pipes. Boilers were invented or brought out in
1891 by Cook, and in 1892 by Wheeler, Henshall (Fig. 74),
ALMY BOILER. Cahall (Fig. 75), and
Mosher in America, and a
new form of the Thorny-
croft boiler was fitted on
H.M.S. Daring (see Fig.
121), In the early type of
Daring boiler there was
one large centra! bottom
drum and two smaller ones
for the pipes forming the
side of the furnace; there
were two grates, one on
each side of the central
bottom drum. In this year
FIG. 73. (1892) Mosher obtained
his English patent for a water-tube boiler (see Fig. 131),
not unlike what would result from cutting Thornycroft's
I.] HENSHALL, AND CAHALL BOILERS 37
boiler in half vertically, and transposing the two halves, so that
the tubes were back to back with the Steam drum outside.
HENSHALL BOILER.
In this boiler there are two steam and water drums, one foV
each bank of tubes and a CAHALL BOILER.
bottom water drum for each
bank. The end of the furnace
is formed by a tube wall.
All the tubes deliver into the
steam drum above the water
level, as in the Thornycroft
boiler.
M. Normand modified and
improved the du Temple
boiler by reducing the number
of folds and increasing the
number and diameter of the
tubes. These improvements
ultimately led to the intro-
duction of what is known
as the Normand boiler (.see FIG. 75.
Figs. 127, 128). Under this heading we might mention a
further development, introduced by M, Sigaudy, which con-
38 WATER-TUBE BOILERS [chap.
sisted in placing two Normand boilers back to back, and
connecting up the steam and water drums. This boiler is
known as the Normand-Sigaudy boiler (Figs. 129, 130), and
is intended for use on large ships.
In 1893 Hyde, and Pierpoint in America, and Blechynden,
White, Reed, Anderson and Lyall and others in this country
had boilers at work or in course of construction.
The Blechynden boiler (see Fig. 142) bears a very strong
resemblance to the .Yarrow boiler, there being no external
down-takes, the water being supposed to return down the two
outer rows of tubes. The tubes in this boiler are curved to
arcs of different radii, which converge on two lines of hand-
holes in the top of the drum. Hand-holes are studded along
this drum sufficiently close to allow of all the tubes being
easily withdrawn through them.
Samuel White of East Cowes has brought out a boiler (see
Fig. 134), consisting of a central steam drum and two lower
w^ater drums, the drums being connected by a series of pipes
coiled like helical springs. He has since discarded the use of
this boiler in favour of a boiler with nearly straight tubes,
known as the White-Forster boiler, and shown in Figs.
143, 144
The Reed boiler (see Fig. 133), brought out by Mr Reed,
the Manager of Palmer's Shipbuilding Company of Jarrow-on-
Tyne, resembles very closely in many points the du Temple
and Normand boilers. Fleming and Ferguson have brought
out a form of water-tube boiler (see Fig. 141) for the heavier
class of marine work, which has been called the "Clyde"
boiler. Mr Seat on has also designed more than one type of
boiler, but they have not been largely used.
Towne, in America, introduced a boiler (Fig. j6) which con-
sists of narrow flat water-spaces on both sides of the furnace,
connected by straight cross tubes intersecting at the centre.
I.]
TOWNE BOILER
39
Mumford of Colchester patented in 1893 a boiler of the
small-tube type (see Fig. 138), in which the tubes are
constructed in groups, each group being fitted at top and
bottom into a box which communicates with the steam and
water drums respectively.
TOWNE BOILER.
FIG. 76.
Petit and Godard also used flat-water spaces, but the small
tubes on leaving the bottom of the water-space formed a
zigzag over the top of the furnace, and entered the same water-
space at the top above the water level (Fig. TJ^
The Diirr boiler (see Figs. 105, 106) is a German boiler
very similar to the Niclausse boiler, and has been fitted on
several German men-of-war. Another boiler of German origin
40
WATER-TUBE BOILERS
[chap.
is the Schulz boiler, patented in England in 1894. It is a
small-tube boiler very similar to the Thornycroft, but has a
superheating apparatus fitted above the top central drum at
PETIT AND GODARD BOILER.
Back tubes.
FIG. 77.
From tubes.
the base of the uptake. It is being largely used in the
German Navy.
M. Guyot designed in 1896 another modification of the du
Temple boiler, which is being fitted on some of the French
torpedo boats and large cruisers.
In 1896 Leblond and Caville brought out a small-tube boiler
I.]
LEBLOND & CAVILLE BOILER
41
LEBLOND & CAVILLE BOILER.
(Fig. 78) with a single steam and water drum above, con-
nected by small curved pipes to a water drum below. In the
same year M. d'Allest designed a very similar type of boiler,
except that the lower water drum was superseded by a header,
into which the lower ends of the tubes were expanded.
The Babcock and Wilcox Marine type boiler (see Figs.
99, 100) differs
in some respects
from their land
type. The highest
point of the boiler
is at the back, the
tubes sloping
downward from
back to front. In
the boilers fitted to
H.M.S. Sheldrake,
several small tubes
were substituted
for each large tube,
but latterly they
have returtied to
the use of large
diameter tubes as
in their land type.
In 1896 the
Belleville boiler was fitted with an economiser in the
uptake (see Figs. 94, 95), the number of generator elements
being at the same time reduced ; this had the effect of
giving an increase in economy of coal of 20 to 22 per cent.
Owing, however, to the rapid deterioration of the economiser
tubes, the Boiler Committee appointed by the Admiralty
have recommended its disuse.
FIG. 78.
42 WATER-TUBE BOILERS [chap.
5. Early Developments of the Water-tube Boiler
in connection with Road Locomotion.— Many of the
early water-tube boilers
GRIFFITH BOILER.
: designed for the purpose of
propelling road carriages,
their use entailing a great
reduction in the total
weight of the vehicle. The
earliest record we have of
the adaptation of a water-
tube boiler to this purpose
is contained in Griffith's
patent of 1821. The boiler,
as actually made (Fig. 79),
consisted of horizontal
tubes joining flat vertical
water-spaces, the furnace
being between these water-
spaces and directly under
the tubes. The boiler,
however, was not a practical
success, owing to the diffi-
culty in keeping the tube
joints tight, and in keeping
the boiler supplied with
water by the feed pumps.
The failure of the carriage
was mainly due to the
boiler. It may be noted
that in the patent drawing the tube ends were joined
by bends and not by flat water-spaces as actually con-
structed. In 1825 Goldsworthy Gurney brought out his
road carriage, for which he designed the water-tube boiler
shown in Figs. 6 and 7, and previously described. This
FIG. 79.
I.] DANCE BOILER 43
carriage was for a time very successful, a regular service being
established in 1S31 between Gloucester and Cheltenham.
DANCE BOILER.
Sir Charles Dance, who bought and ran several of Gurney's
coaches, however, designed a modified form of this boiler,
and subsequently he designed, in conjunction with Messrs
44 WATER-TUBE BOILERS [chap.
Maudslay and Field, a tubulous boiler, with which he
replaced Gurney's boiler in these coaches. Dance's boiler
(Fig. 80) had two horizontal water-tubes F one on each side
of the boiler, running fore and aft ; vertical tubes D rose
from these to a certain height, whence by means of a
junction piece or bend E, they were connected to pipes C
which crossed to the other side of the boiler in a downward
direction, at an angle of about 45°, and on reaching that
side they were bent down and then returned nearly
horizontally to the water-pipe from which the vertical
pipes rose. The steam got away through pipes B connected
to the bend at the top of the vertical pipes, the short pipes
being connected by horizontal cross-tubes from which the
dry steam was taken. The running of these coaches had
to be discontinued, owing to the opposition of the turnpike
authorities, who put down stretches of loose road-metalling
at intervals, so as to render the roads impassable ; in fact, the
opposition of the authorities rather than any serious
mechanical difficulties may be said to have been the chief
cause of the non-success of most of the early coaches
designed for passenger traffic.
The next road carriage fitted with a tubulous boiler
which had any practical success was that of Hancock. The
patent for this boiler (Fig. 81) was taken out in 1833. The
boiler was made up of flat cells or chambers A, having pro-
jections of nearly hemispherical shape upon the outside of
each cell. These cells were placed side by side, so that
the projections on one side touched the projections on the
other, and left a space in between the cells for the flue
gases. Each cell was formed of a single sheet of iron or
copper, one half of the sheet at a time being hammered
in a cast-iron mould to produce the projections referred
to : the sheet was then bent over, and the ends riveted
I.] HANCOCK BOILER 4S
together, forming a kind of bag, the end without a riveted
joint being exposed to the fire. Lai^e holes were made in
the sides of each bag at top and bottom, perforated rings
B, being inserted inside the bags, and unperforated rings C,
outside. The bags tieing placed between stout wrought-iron
plates GG, stay bolts E, were then passed through, and
HANCOCK BOILER.
the whole drawn together. Each chamber communicated
■with the others through the annular space between the stay-
bolts and rings.
Hancock was probably the most successful steam-carriage
builder of this period. He constructed ten or eleven
road carriages between the years 1824 and 1840, all of which
worked with a good deal of success.
The next steam-carriage fitted with a water-tube boiler
WATER-TUBE BOILERS
[chap.
was Summers and Ogle's (Figs. 82, 83). The vertical water-
tubes were connected at the top and bottom to D-shaped
tubes, and through them passed the smoke tubes. This boiler
was followed by Maceroni and Squire's (Fig. 84), which was
SUMMERS AND OGLE BOILER.
FIG. 82.
FIG. 83.
also of the vertical water-tube type, but was provided with a
central steam receiver. The working pressure was 150 lbs.
per square inch. Maceroni and Squire's coach is said to
have run 1700 miles without repairs of any importance.
Both Summers and Ogle's, and Maceroni and Squire's
I.] MACERONI AND SQUIRE BOILER 47
coaches had to be discontinued for the same reasons that
caused the withdrawal of Hancock's steam-carriages, namely,
the opposition of the local authorities.
The water-tube boiler designed by Dr Church for his
UACERONI AND SQUIRE BOILER.
FIG. 84.
road carriages, which were built between 1832 and 1833,
was also of the vertical type (Fig 85). The water-tubes
descended vertically from the crown of the combustion
chamber, and were turned through a quarter circle at their
lower ends and connected to the annular water-space which
encircled the bank of tubes. The hot gases passed vertically
48 WATER-TUBE BOILERS [chap.
up among the tubes, and escaped at the top through four
pipes, which passed through the concentric water-space into
the uptake Church also patented another boiler with fire-
tubes instead of water-tubes, which was to all intents and
purposes his water-tube boiler turned upside down or inside
out.
These boilers were the last water-tube boilers brought
out especially for road locomotion, for a period of over thirty
years, as Holt's carriage of
CHURCH BOILER. ^ ^
1867, Thomsons carnage
of the same date, and
Mackenzie's carriage of
1 87s, were all provided
with boilers fitted with
Field tubes, Loftus Per-
kins, however, in 1870,
constructed a car running
on one wheel, which was
designed to be attached to
the front of any vehicle.
It was fitted with his
FIG. 85. water-tube boiler working
at a pressure of 450 lbs.,
and was sent abroad, but what became of it is unknown.
Of recent years Messrs Serpollet, Thornycroft, the Liquid
Fuel Engineering Co., Coulthard, Musker, and others have
been applying various types of boilers to road carriages,
but they can hardly be said to come under the head of
" early " developments of water - tube boilers for road
carriages.
6. Early developments of Water-tube Boilers on board
ship. — One of the earliest sea-going steamers fitted with
I.] ROWAN AND HORTON BOILERS 49
water-tube boilers was the Thetis, built in 1857 by Scott
and Company, of Greenock, and fitted with a tubulous
boiler by J. M. Rowan of Glasgow. The Thetis was built
for experimental purposes, and, after a series of trials, was
worked successfully for about a year, after which time her
boilers gave trouble, the tubes ultimately failing through
internal corrosion. In 1859 J« M- Rowan and T. R. Horton
brought out a " cellular " boiler, which was fitted in 1 860
to the Athanasian and some paddle steamers intended for
river work in India. The boilers of these river steamers ran
for ten or eleven years, and were then replaced by Rowan
and Horton boilers of the Propontis type. The boilers of
the Athanasian y however, had to be removed after being in
use for nearly a year, owing largely to the corrosion of the
tubes from the use of sea-water, and were replaced by a
water-tube boiler, designed by Howden of Glasgow, who
lias done so much for the development of forced draught
with heated air. In 1870 the Marc Antony ^xiA the Fairy
DellwQVQ fitted with tubulous boilers. They made two or
three voyages, but, ultimately, both ships were lost, owing
to the failure of the boilers.
Perhaps the most interesting application of tubulous
boilers of this class in the early days was the case of the
Propontis. This ship was fitted with Rowan and Horton's
1869 boiler, which is generally referred to as the Propontis-
type boiler, though it was fitted to a steamer named the
Haco two years before. There has always been a certain
amount of mystery surrounding these boilers, but the facts
of the case appear to be briefly these. The boilers fitted
to the Haco and to the Indian paddle steamers when
they were reboilered had a steam-pipe joining the two
steam-drums of ea,ch boiler (Fig. 86), and this pipe is
shown in the patent drawings. On the Propontis, however
D
so WATER-TUBE BOILERS [chaP.
(Fig. 87), this connection was for some reason omitted, and
the failure of the boiler was largely due to this. Mr Rowan,
senior, died before the boilers were completed, and the
importance of this connection was not apparently realised by
any one who had
ROWAN AND HORTON BOILER, 1869. ^ , .^. .
to do with the
boilers. In con-
sequence of this
omission, the
water-level in the
two sections of the
boiler fluctuated
considerably, and,
as the water drums-
were connected
while the steam
drums were not
(except by the
main steam -pipe),
any rise of pressure
in one section of
the boiler forced
the water out of
it into the other
section. The first
FIG. 86. e ^t.
voyage of the
Propontis was from Liverpool to the Black -Sea and back.
The boilers were fed with distilled water, the working
pressure ranging from 130 to 140 lbs. The tubes, however,
pitted badly, and were continually giving out, being tem-
porarily repaired by binding a ligature round the tube over
the hole. Owing to this cause, one of the four boilers
was almost constantly disconnected.
I.] ROWAN AND HORTON BOILER 51
The boilers were repaired in 1875, some 300 new tubes
being inserted, and were tested cold to a pressure of 250 lbs.
On the next voyage, a small quantity of salt water was
added as " make-up," and when the boilers were opened up
ROWAN AND HORTON BOILER OF PROPONTIS.
at the end of the voyage a slight amount of scale was found
in the tubes. In September 1875 the wing chamber of the
forward starboard boiler burst, though the pressure at the
time was only 150 lbs. This chamber was patched at
Lisbon with f plate. A short time afterwards another
explosion took place, this time on one of the after boilers.
52 WATER-TUBE BOILERS [chap.
the pressure in the boiler being 105 lbs. The drums which
gave way were 21" diameter,!" thick, and were uncorrodedy
so that the failure was probably due to shortness of water
or overheating. After the explosion the small tubes were
found to be thickly coated with scale, owing to the use of
salt water in the boilers. Mr F. J. Rowan, the son of the
inventor, states that this scale was purposely formed during
the last voyage of the Propontis to try and stop the pitting
of the tubes and enable the vessel to come home.
In the light of modern express boilers, with their
extremely long and small diameter tubes, the opinions
expressed at the time with regard to the tubes of Rowan
and Horton's boiler are very interesting, as showing the
change of practice which a few years may produce. Their
vertical tubes are referred to as " too attenuated,'' being
8 feet long and 2V diameter. Quite a large tube to
modern ideas.
In 1876 the Montana and Dakota of the Guion Line were
fitted with water-tube boilers similar to the Perkins boiler
(Fig. 16), but the vertical necks which join the horizontal
tubes were much smaller in relation to the capacity of the
boiler. The Montana left the Tyne with eight boilers, but
before she got to the Isle of Wight six of these boilers had
burst. She was towed into Plymouth, and, after repair, con-
tinued her journey to Liverpool. It was found during the
voyage that the lower tubes contained steam only, and not
water. The Board of Trade refused to certify the boilers,
and a Commission was appointed, in conjunction with the
Admiralty officials, to test the boilers on a six days' trip
on the Atlantic, but the boilers proved so unsatisfactory
that they had to be taken out.
These may be said to be the last of the early attempts
to introduce water-tube boilers for service afloat, and for
I.] BELLEVILLE BOILER 53
some considerable time after this no serious trials of water-
tube boilers were made in this country, the ordinary marine-
type Scotch boiler being exclusively used. In France the
Belleville boiler, which since 1856 had been undergoing
repeated alterations, had, in 1878, attained to practically
its present form, and in 1880 was tried successfully in the
French Navy on the Voltigeur, and has since become
extensively used.
CHAPTER II
Circulation in Water-Tube Boilers — Necessity of rapid circulation in
Water-Tube Boilers — Rate of transmission of Heat — Corrosion —
Combustion — Most advantageous arrangement of Furnace and
Tubes— Ratio of Heating Surface to Grate Surface — Efficiency of
Heating Surface— Variation in value of Heating Surface according
to position — Rate of Combustion — Forced Draught — Advantages
of Forced Draught — Adaptability of Tubulous Boilers to Forced
Draught — Tests, and results obtained.
7. Circulation in Water-Tube Boilers.— Professor Wat-
kinson in his paper before the Institution of Naval Architects
in 1896, summed up the causes of circulation in these words : —
" The causes of circulation are as follows : —
"(i) The difference in density of the water due to difference
in temperature when the fires are first lighted. This
circulation is very sluggish.
"(2) When the water is all at approximately the same
temperature, and steam is being generated, but not
with sufficient rapidity to cause a break in the con-
tinuity of the water, a much more vigorous, but
mainly local circulation is set up by the entraining
action of the bubbles of steam rising through the
water.
" (3) When steam is generated with such rapidity, that in
. some part of the circuit there is steam or foam only
present, a very rapid circulation takes place, due to
the difference in density between this steam or foam,
and the continuous water in the down-comers, internal
or external."
CHAP. II.]
CIRCULATION
55
A B
That circulation is partly due to the bubbles of steam
dragging or entraining the water with them when steam is
being slowly generated, may be shown by introducing air
through a pipe into one of the legs of a U-tube, when it will
be seen that a very slow circulation is set up. Mr Yarrow
made a very curious and interesting experiment on this in
January 1896. The arrangement is shown diagrammatically
in Fig. 88. He
connected an air-
pipe, which could
be shut off with a
cock, to the lower
portion of each of
the legs of a U-
tube, the upper
ends of which com-
municated with a
water - drum C,
from which the
tube hung verti-
cally down. The
endsoftheair-pipes
communicated
with a reservoir
holding air under pressure. On admitting air from one of
these pipes E into one leg A of the U-tube, circulation was
established in an upward direction in that leg, and con-
sequently in a downward direction in the other leg B, and
was increased by opening the cock F, the bubbles of air
from the second cock passing downward and rising in A.
On shutting off the cock connected to A, the circulation
still went on in the same direction.
The circulation in the Belleville boiler is comparatively
FIG. 88.
56 WATER-TUBE BOILERS [chap.
sluggish. The water is forced into the lower tubes through
a non-return valve, which effectually prevents the water being
driven back by the steam up the down-comers and into the
steam drum. The action is intermittent, as in all cases
where the discharge from the tubes takes place above the
water level, plugs of water and steam being pushed forward
into the steam drum. In warming up rapidly there is a
water-hammer action, owing to the form of the end boxes,,
which are contracted, and also to steam being generated in
several of the lower tubes at once. Steam formed in the
lowest tube forces the water into the upper tubes ; the steam
formed in the upper tubes tries to push this water back into
the lower tube, at the same time forcing the water before it
into the steam drum.
In boilers with " free circulation,*' such as the Niclausse,.
and Babcock and Wilcox, the circulation is partly due to the
entraining action of the bubbles moving through the inclined
tubes, but mainly to the difference of density that exists
between the column of foam in the heating-tubes and the
solid water in the down-comer.
We pass now to the consideration of circulation in the
boilers of the small-tube type, or those having " accelerated
circulation.*' These may be divided roughly into two
classes: — (i) Those with tubes delivering above the water-
line, and (2) Those with tubes delivering below the water-
line. Boilers of the latter class are usually distinguished
by the name of " drowned-tube " boilers. In the "drowned-
tube " type, such as the Normand, Yarrow, and Blechynden
boilers, the water flows up the tubes nearest to the fire
and down those more remote from it. Mr Yarrow at first
employed an external down-comer of large diameter, the
upward movement taking place in the small tubes. Sub-
sequently, he found that this down-comer was unnecessary^
II.]
CIRCULATION
57
as many of the small tubes acted in the capacity of down-
comers.
During Mr Yarrow's experiments on circulation, re-
ferred to above, he also employed a metal water drum A
(Fig. 89), from the bottom of which two glass tubes, B and C,
projected vertically downward, being united at the bottom
by a copper bend D. He had six
bunsen burners arranged at
different heights, three being em-
ployed to heat each tube. Each
of these burners could be used
separately. On the top of the
drum he arranged a balance, one
arm; being suitably loaded and the
other having attached to it by a
thread an ebony bob F, which was
suspended in the down tube in
such a way that water when flow-
ing downwards caused it to
descend. A pointer was fixed to
the balance by means of which
readings could be obtained on a
scale. On lighting the two lower
burners, B^, Bg, of the up tube B,
circulation commenced, and the
ebony bob F descended, causing
the pointer to travel over the scale.
vf
C
FIG. 89.
burner B3, the circulation increased.
On lighting the third
When the burners for
heating the down tube C were lit (the others still being alight),
it was found that the circulation still further increased^ and,
in the experiments under pressure, when those on the up
tube B were turned off, the circulation still went on, and in
the same direction. By means of a small screw propeller,
S8
WATER-TUBE BOILERS
[chap.
fitted in the down tube and attached to a vertical spindle,
Mr Yarrow was able to obtain some measure of the velocity
of the circulation.
He made some further experiments, by adding a third
tube, G (Fig. go), taken off by means of a T from the bend
between the two vertical tubes, and
passing up to the bottom of the
top drum outside the gas furnace
which he was using for heating
these tubes. When circulation
was once started, it was found that
heating the external down-comer
had the effect of accelerating the
circulation. From these exjieri-
ments, Mr Yarrow found he could
dispense with external down pipes
without hindering the circulation
in his boiler.
In the Thornycroft boiler, the
tubes of which deliver above the
water level, when a certain rate of
evaporation is exceeded the dis-
chai^e of steam and water is
intermittent, plugs of water being
discharged from the tubes at
intervals. At high rates of farcing,
however, the action is more nearly
continuous. This is more especially the case in the " Daring "
type of boiler, which has internal heated down-comers, the
circulation being very active.
The inclination of the tubes in a boiler has a marked
effect on the circulation. With boilers taking the water
from a bottom water drum, and discharging directly into a
II.] CIRCULATION 59
steam drum, the circulation increases in rapidity as the tubes
approach the vertical, provided that the ratio of length to
diameter is not too great. With tubes discharging into,
and taking their water from, vertical headers any inclination
between 10° to 15° from the horizontal, does not appear
to materially affect the circulation. When the tubes are
nearly horizontal the only safe way to prevent the water
being driven out of them is to use a non-return valve and
restrict the opening at the lower ends of the tubes. This
is done in the Belleville boiler.
To ensure a proper circulation in a small tube boiler
and prevent overheating, the following conditions must be
observed.
1. Direction of tubes, especially at their lower ends where
nearest the fire, should be as nearly vertical as possible.
2. Circulation must be very active.
3. Ratio of length to diameter must not be too great.
4. Section of down-comer must be sufficiently large.
The failures that have occurred in some types of water-
tube boilers have been caused through these points being
disregarded.
8. Necessity of rapid Circulation in Water - tube
Boilers. — It will be abundantly evident that rapid and
constant circulation is an absolute necessity in water-tube
boilers. The areas through the different elements are often
so small, and the volume of water so limited, that with
fierce fires and rapid rates of combustion, steam is very'
quickly generated, and unless it can get away freely, steam
pockets will be formed. Should this occur, there will be
no water present to absorb the heat, the metal will become
locally over-heated, and the tube may be burnt. The only
way to prevent this is to provide the steam with a ready
6o WATER-TUBE BOILERS [chap.
means of escape, and at the same time to ensure a plentiful
supply of water to take its place.
9. Rate of Transmission of Heat— It is not possible in
these lectures to take up the physical aspect of the rate of
transmission of heat through the metal of a boiler plate or
tube. The natural laws underlying the transmission of
heat will be the same whatever the class of boiler. Very
little is actually known of the laws relating to the trans-
mission of heat from the hot gases tg the metal of the
water- tubes, and from the metal walls to the water. It is,
however, known that the heat is transmitted very slowly
by conduction, that is to say, transference of heat from one
particle of water to another particle of water ; and that
by far the greater portion of it is transmitted by convection,
that is, bringing the particles of water in contact successively
with the heated metal, and this exemplifies the need of
rapid circulation. Mr Blechynden made some interesting
experiments on this subject, which were communicated to
the Institution of Naval Architects (1896); M. Henry, of
the Paris-Lyon-Mediterran^e Railways, made some experi-
ments on the efficiency of the heating surface in relation
to its position in the boiler;* and Sir John Durston, the
Engineer-in-Chief of the Navy, also made some experiments
on this subject, the results of which were communicated
to the Institution of Naval Architects (1893).
It has been demonstrated that the heat passes far
more readily between the water and the metal than
between the hot gases and the metal. If, therefore, some
obstructing cause, such as boiler scale, prevents the passage
of the heat to the water, over-heating of the metal must
result. This explains how necessary it is when working
* "Marine Boilers," L. E. Berlin, p. 130.
II.] CORROSION 6i
at light rates of evaporation to keep the internal surfaces of
the tubes clean, as it is well known that boiler scale is one
of the most inefficient conductors of heat in existence.
10. Corrosion. — A very general cause of wear in boilers
is oxidation, due to contact with air and water. Pure water
does not attack iron except in the presence of air. Neither
pure water exhausted of air, nor dry air alone, have any
chemical effect on iron, but if air be present in the water,
pitting is certain to take place. The pitting action is, however,
more severe if carbonic acid is present, and more energetic still
with certain 'chlorides, especially chloride of magnesia ; and
as sea-water contains this salt of magnesia, it should never
under any circumstances where it can possibly be prevented,
be admitted to the boiler. If the density of the sea-water is
sufficient, hydrochloric acid is liberated at 212° Fahr.
but even in a weak solution, after a temperature of 248°
Fahr. is realised (corresponding to a pressure of 28 lbs.
per square inch), this acid is given off. It follows therefore
that in high-pressure boilers in which the temperature is
considerably over 248° Fahr. the use of sea-water as
** make-up" should be absolutely prohibited. Belleville
suggested the use of lime as a reagent, so as to permit of
the use of salt water to replace the loss of fresh water,
and with good results. The use of lime is still continued,
but the employment of sea-water has been abandoned.
Another fruitful source of corrosion is the presence of
fatty acids produced by the decomposition of animal or
vegetable oils, used in lubricating the cylinders and other
parts of the engines.
These oils are all chemically composed of glycerine
and a fatty acid. They are readily decomposed into their
component parts at a temperature above 212° Fahr. In con-
62 WATER-TUBE BOILERS [chap.
sequence of this, the glycerine is all separated out in the
steam cylinders, and the fatty acids are carried on into
the boilers, where they at once proceed to attack the metal,
the resultant compound being " ferric soap," which forms the
greater part of the greasy sediment to be found in some
boilers. Recourse was had at one time to the injection into
the boiler of carbonate of soda. This has the effect of
neutralizing the fatty acids, the acids displacing the carbonic
acid in the carbonate of soda. On the other hand, it was
found that the carbonate only neutralized the fatty acids after
corrosion had set in, and that the carbonic acid liberated had
a pernicious effect of its own, as has been stated. Carbonate
of soda is no longer in use, the only reagent still employed
being lime.
Pure mineral oils, which are now being largely used,
consist only of carbon and hydrogen, and these are
chemically harmless ; the addition of soda in this case
would be unnecessary.
Mineral oils deposited on a boiler plate, however, form a
brown varnish which is a very bad conductor of heat, and
readily gives rise to overheating of the metal. In Sir John
Durston's experiments* made in 1893, with a temperature of
fire varying from 2,190° to 2,500", the temperature of the
metal at the bottom of an iron vessel half an inch thick when
the surface was clean was 280^ On mixing 5 per cent, of
mineral oil with the water it rose to 310°, and when the
bottom of the vessel had a coating of grease ^V thick, it rose
to 5 1 8^
11. Combustion. — The question of combustion in water-
tube boilers is all important, and as in many instances the
course of the gases through the boilers is very short, it is of
* "Transactions of Institution of Naval Architects," vol. xxxiv. p. 130.
II.] • COMBUSTION 63
great consequence that combustion should be as complete as
possible before entering the tubes, and that the tubes should
be so placed as to abstract the greatest quantity of heat from
the gases.
The points to be borne in mind are the following : —
1. The grate area should be as large as possible.
2. The volume of the furnace over the bars should be as
great as possible, so as to ensure the proper mixing of the
gases before entering the tubes.
3. Sufficient air must be introduced below and above the
grate to ensure complete combustion.
4. Gases must not enter the nests of tubes before
combustion is complete.
5. Gases should be forced to remain as long as possible in
contact with the tubes.
The amount of air necessary to ensure complete com-
bustion is 143.5 cubic feet of air per lb. of coal burnt, on
the supposition that the coal contains 85 per cent, of carbon
and 5 per cent, of hydrogen, the remaining parts being made
up of other constituents including oxygen.
When combustion is complete, all the hydrogen in the
coal combines with the oxygen in the air to form steam ; and
the carbon in the coal combines with the oxygen in the air to
form carbon dioxide or carbonic acid gas (COg).
I lb. of carbon completely consumed evolves 14,500 B.T.U.
I lb. of carbon burnt to carbon monoxide evolves 4,400.
If the carbon monoxide meets with further oxygen, and
combustion is completed, the remaining 10,100 B.T.U. are
evolved.
In actual practice coal requires for its complete com-
bustion a considerably larger quantity of air than is
theoretically necessar>% though the precise amount required
in excess is unknown. In some experiments, made in 1877
64 WATER-TUBE BOILERS [chap.
on a cylindrical tubular boiler, the ratio of the quantity
of air actually supplied to that theoretically necessary was
2.5 with natural draught when burning 20.5 lbs. of coal f>er
square foot of grate ; 2 with forced draught when burning
30.75 lbs., and 1.75 for a combustion of 41 lbs. per square foot
of grate.
The reason for this excess of air is pointed out by
Mr Milton in his paper before the Institution of Civil
Engineers, in 1896. As the mixing of the gases, though
rapid, is not instantaneous, time and space must be allowed
for their proper admixture ; but as they are hurried through
the boiler at a very rapid rate (the total time not occupying
more than f second in some instances), considerable excess of
oxygen must be allowed to ensure all the carbon being
combined, or, in other words, to ensure combustion being
complete.
This is why considerable advantage has been found in
admitting air above the grate, as, though diminishing the
draught above the grate and, in consequence, the passage
of air through the coal, and, therefore, the amount of coal
burnt, it ensures the more complete combustion of the coal,
and appreciably increases the power of the boilers.
While it is necessary that there should be a certain excess
of air admitted to the furnace over and above the amount
theoretically necessary to ensure complete combustion, it
should be borne in mind that every pound of air over and
above that necessary, carries off with it a considerable amount
of heat The temperature of the unignited gases must not be
lowered below the temperature of ignition before ignition is
complete, or considerable heat will be lost.
The proportion of heat actually utilized in a boiler may be
estimated when the temperatures of the furnace and the out-
going gases are known. If, for example, the furnace
II.] ARRANGEMENT OF FURNACE AND TUBES 65
temperature is 2,910'', which is a maximum value, and the
temperature of the outgoing gases is 570', which is a
minimum value, when the temperature of the water and
steam is 390^, the loss of heat is then vVtV ^^ ^^-75 P^*" cent,
and the boiler has an efficiency of 81.25 P^^ cent.
12. Most Advantageous Arrangement of Furnace and
Tubes. — The relative position of the heating tubes to the
furnace is a matter of considerable importance, and, from
a thermal point of view, the following is briefly the most
advantageous arrangement : —
1. The grate should not be too small for a given size of
boiler, more particularly if the boiler is to be worked through
large ranges of power.
2. The tubes should not be too close to the furnace. The
larger the mixing chamber the more perfect the combustion.
3. A certain proportion of air should be admitted above
the grate ; and if this air can be warmed, so much the better.
Its admittance should be transverse to the direction of flow
of the hot gases. The correctness of the principle enunciated
was well exemplified in some experiments on a small-tube
boiler, where an increase of 12 to 15 per cent, was obtained by
blowing air into the furnace transversely to the direction of
the hot gases by means of air jets above the grate.
4. As large a surface of the tubes as possible should be
exposed to the direct radiation of the furnace, as by far the
greater proportion of the whole evaporation is done by those
tubes so exposed.
5. The tubes should be so arranged as to split up the
gases as much as possible.
13. Ratio of Heating Surface to Grate Surface.— The
best proportion of heating surface to grate surface depends
E
66 WATER-TUBE BOILERS [chap.
largely on the class of boiler ; the way the tubes are
arranged ; and the rate at which the boiler has to be worked.
There are, however, acknowledged limits above which and
below which it is not advisable to go. With natural draught
for a combustion of 12 to 22 lbs., or slightly above this, the
ratio should be about 35. With forced draught for a
combustion up to 50 lbs., 45 to 50 is a good ratio. Little can
be gained by increasing the ratio above this, and the quantity
of water a boiler will evaporate is not directly dependent on
the amount of its heating surface nor the amount of coal the
grate will burn.
14. Efficiency of Heating Surface.— The efficiency of a
heating surface may be roughly defined as its capability for
absorbing the heat contained in the gases and transmitting
it to the water. It varies through wide ranges and depends
mainly upon —
1. Proximity of the heating surface to the furnace.
2. Upon the cleanliness of the sides next to the water and
the fire.
Heating surface may vary enormously in value, and
therefore the boiler with the greatest amount of heating
surface is not necessarily the most efficient water evaporator
or steam producer. The surfaces immediately exposed to
the direct radiation of the furnace are the most efficient,
nearly 40 per cent, of the total evaporation of a boiler being'
effected through these surfaces, and therefore a well-designed
boiler should have the maximum amount of surface exposed
to the direct radiation of the gases.
Dirt or deposit of any kind, whether external or internal,
greatly reduces the efficiency of the heating surface, and
should be studiously avoided. For this reason vertical
heating tubes are better than horizontal, as dust and sediment
II.]
NICLAUSSE'S EXPERIMENTS
67
accumulate respectively on the top of the outside of the tube
and on the bottom of the inside. Heating surface that is
transverse to the normal path of the gases is usually
considered more efficient than that which is parallel to it.
15. Variation in Value of Heating Surface, according
to Position. — In any tubulous boiler consisting of rows of
tubes placed one row behind the other, it is obvious that
the tubes with which the hot gases first come in contact
must be more efficient than those which are next encountered,
as the gases have then parted with some of their heat, and
No. of Row of Tubes.
FIG. 91.
the succeeding tubes are also partially screened by the
rows of tubes preceding them. The percentage of the total
evaporation for which each row of tubes is answerable has
been the subject of some interesting experiments by Messrs
Niclausse, and the curve (Fig. 91) shows the results obtained.
The tests were carried out, at atmospheric pressure, on a
full-sized experimental boiler fitted with their form of
generating tube, which consists of a closed-ended tube, with
a smaller concentric water-tube fitted inside, and coming
nearly to the bottom of the external tube. The water is
delivered down the central tube and converted into steam
in the external one.
The rows of tubes were "staggered" or so placed that
68 WATER-TUBE BOILERS [chap.
every second row came between the spaces in the first.
The ratio between the total heating surface and the grate
was 30. The tests, which were made with varying rates
of combustion, ranging from 10 lbs. to 61 lbs. per square
foot of grate, lasted eight hours each.
The curve (Fig. 91) shows the mean results of the experi-
ment, and the table below gives the actual evaporation of
each row.
The 1st row of tubes evaporated 22.3% of the total water evaporated.
,, 2nd
♦>
i»
14.8
II
11
II
„ 3rd
>»
II
10.84
11
II
• 1
„ 4th
»»
II
8.57
n
« »
II
„ 5th
II
II
7-43
II
!•
II
,t 6ih
>?
II
6.74
II
; 1
It
,t 7th
j»
II
6.14
II
11
11
„ 8th
f »
i>
5.53
II
II
♦ 1
,. 9th
>»
i»
5.1
II
11
II
., loth
II
? J
4.56
II
II
II
„ nth
II
II
4-15
II
11
II
„ I2th
II
11
3.78
II
11
II
It will be seen from this table that the first four rows
of tubes evaporated 56.5170 of the total water evaporated.
16. Rate of Combustion.— The rate of combustion of
coal on a grate with natural draught but with different
heights of chimney varies practically as the square roots
of the heights of the chimney above the grate. Thus to
double the combustion in any boiler with a certain height
of chimney, the chimney would have practically to be four
times as high. There is, consequently, with natural draught,
a limit beyond which it is impossible to go, and which is
soon reached under the conditions prevailing afloat : in
consequence of \.h\Sy forced draught, that is to say, accelerat-
ing the draught by some other means than increasing the
height of the chimney, has had to be resorted to at sea.
II.] FORCED DRAUGHT 69
17. Forced Draught— The advantage of some method
by which the intensity of combustion could be increased,
had been recognised from very early times. Between 1830
and 1850 Stevens in America tried various systems of
induced and forced draught, including the closed stokehold
system in 1846. In 1861 Isherwood fitted several gunboats
with closed stokeholds. In 1866 the American frigates
had been fitted with centrifugal fans, blowing into the
ashpans, and Thornycroft, in 1876, fitted the steam-yacht
Gitana with a closed stokehold.
At first the most general system was to cause the
draught by means of steam jets in the funnel, or beneath
the grates. On the introduction of tubulous boilers, however,
the necessity of economising fresh water led to the substi-
tution of air for steam.
Thornycroft may be said to have definitely introduced
the closed stokehold system into the British Navy, when
he employed it on his torpedo boats, and, since 1882, when
it was fitted to the Conqueror and Satellite^ it is practically
the only form of forced draught that is employed in the
British Navy. The other two systems of forced draught
employed afloat (principally in the Merchant service) are
"the closed ashpit system," in which the fans, instead of
forcing air into a closed stokehold, force it directly beneath
the grate ; and the " induced draught system," in which the
increased draught is caused by fans placed in the uptake.
The former of the two is the system in most general use
in the Mercantile Marine at the present time.
Dealing first with the "closed stokehold system," one
of the principal objections to this is the necessity for the
provision of air-tight castings, air-locks, and double doors,
in order to hermetically close the stokehold. On the other
hand, this system lends itself very well to Naval require-
70 WATER-TUBE BOILERS [chap.
ments, as for these it is necessary that the openings down
to the engine and boiler-rooms should be kept as small
as possible, and the machinery department would, in any
case, be closed down, and air supplied artificially during
an engagement One of the advantages of the closed
stokehold system is that it reduces to a minimum the risk
of any escape of smoke and flame into the stokehold, as
the draught is all inward towards the fire.
With the form of forced draught, known as the " closed
ash-pit system,'* the air is forced into the ash-pit by means
of a fan. In Howden's system, the air is heated in a
heater attached to the boiler front before passing into the
ashpit. This system has been very successful in the
Merchant service with Scotch boilers, though it is not used
in the Navy with tubulous boilers.
"Induced draught" is obtained by placing fans in the
base of the funnel, whereby a partial vacuum is caused in the
furnace : the action being similar to that caused by a very
high chimney. In this case, the stokeholds are quite open,
and the stokehold temperature much lower than in the case
of closed stokeholds ; the stokers work more comfortably,
and, in consequence, the stoking is better. There are two
systems of induced draught ; that known as the " Martin "
system, in which the air is drawn freely from the stokehold ;
and the " Ellis and Eaves " system, which is practically the
same, except that in this case the air is heated by the waste
gases before being introduced into the furnace.
Experiments were made by the British Admiralty in 1890,
on a boiler of H.M.S. Polyphemus^ as to the relative
advantages of forced draught. The boiler on which the
experiments were made was, however, a tubular boiler and
not a water-tube boiler. The same boiler was used for both
tests, induced draught being first employed and then dis-
II.]
FORCED DRAUGHT
71
mantled to give place to forced draught. The results were
as follows : —
Induced draught .
Forced
}»
Duration,
hrs.
96
96
Lbs. water per
II). coal from
and at 212".
II. 13
9.3
Lb.s. of coal
per sq. ft.
(i.S.
40.4
47-3
Lbs. of water
per sq. ft. Approximate
G.S. from LH.P.
and at I
450
444
426
395
The necessity for the use of some kind of forced draught
on board a ship makes itself felt mainly in three directions :
Jirsty the nece.ssity of obtaining greater evaporation, and
therefore larger powers for a given weight of boiler ; secondly ^
the frequency on board a war-ship of sudden calls for a large
increase of power in a comparatively short space of time for
manoeuvring purposes ; and thirdly^ for ensuring sufficient
draught on small craft with a very limited height of
funnel. It was only possible with natural draught to burn a
given amount of coal per square foot of grate, varying accord-
ing to the proportions of the boiler and the height of the
funnel, etc. The firing could be pushed up to a certain
point, but beyond that it was impossible to go ; further,
when manceuvring, after the boilers had been pushed, if,
due to the slowing down of the engines, the demand for
steam suddenly ceased, the boilers were then left with very
heavy fires upon them, and the dangers attending this state
of affairs are considerable.
With forced draught, on the contrary,' by accelerating the
speed of the fans the power developed can be increased con-
siderably, and in a very short space of time, and further, by
reducing the speed of the fans, the power can be dropped
equally quickly and without the attendant evils referred to
above.
72 WATER-TUBE BOILERS [chap.
The rates of combustion that can be realised by the
employment of forced draught are remarkable. Sir John
Durston * says that " with natural draught a much greater
combustion than 25 lbs. per square foot of grate surface was
rarely achieved ; with artificial draught the rate of combus-
tion may be accelerated to any amount." In the marine type
of boiler 40 to 50 lbs. may be burnt; in torpedo-boat practice,
70 to 80 lbs., or even higher ; in locomotive practice on
shore, 120 lbs. and over is not unusual. When forced draught
was first introduced on marine type boilers, it was found that
it was such an extremely easy and inexpensive method of
increasing the power developed, that contractors were
tempted to abuse this new method of obtaining increased
power, and, consequently, very considerable troubles with
leaky tubes and tube plates, " birds-nesting,"t and so forth,
were experienced, and a reaction soon set in. The ability of
tubulous boilers to stand excessive forced draught without
injury was therefore the more appreciated.
18. Advantages of forced draught.— Adaptability of
tubulous boilers to forced draught. — The advantages of
forced draught may be briefly summarized as follows : —
1. In a properly constructed boiler the power may be
increased 30 or 40 per cent., or even more if need be, without
injury.
2. With moderate forced draught and properly propor-
tioned grates, an econom}- in coal consumption can be realised.
3. A poorer and cheaper class of coal can be used.
4. The draught is independent of the weather.
*" Sonic Notes on the History, Pro^^ress, and Recent Practice in
Marine Engineering,'' A. J. Durston. ** Transactions, Institution of Naval
Architects," 1892.
t Birds-nesting is the name given to the collection of cinders and
scoriiv round the mouth of a boiler-tube at the end nearest the fire.
II.]
FORCED DRAUGHT
73
5. The draught is under complete control, and the hot
gases can be cooled down to a greater degree (thereby
increasing the economy), without affecting the draught, than
is the case with a chimney.
6. More perfect combustion can be assured, and smoke
prevented.
7. Better air supply and cooler stokehold, a point too
often neglected.
Tubulous boilers, on account of their mode of construction,
are particularly well adapted for the use of forced draught.
1. They are free to expand.
2. The tube-joints are not exposed to the fire.
3. The heating walls are not so thick nor so likely to
become overheated.
19. Forced Draught Results: —
The following results are of interest as illustrating the
increase in power of a boiler due to increasing the
draught.
RESULTS OF TRIALS OF SIMILAR SHIPS OF BRITISH
NAVY {Trans, N.A., 1886)
NATURAL DRAUGHT
Open Stokehold
Inflexible
Colossus
Phaeton
Mean
I.H.P.
Per &q. ft. of grate.
I.H.P.
Per ton of boiler.
10.21
11.62
10.23
11.22
12.61
I2.I
10.68
11.98
FORCED DRAUGHT
Closed Stokehold
fHowc .
Rodney
I Mersey
\ScoiU .
Mean
15.54
18.5
16.83
20.1
16.61
21.7
16.28
19.3
16.81
19.9
CHAPTER III
Large Tube Boilers — Belleville Boiler— Early Type — Later Type-
Addition of Economiser — Details of Construction — Results
obtained with Belleville Boiler^ Babcock and Wilcox Boiler —
Land Type — Marine Type — Results obtained — Niclausse Boiler —
Diirr Boiler — D'AIlest Boiler — Oriolle Boiler — Hornsby Boiler —
Stirling Boiler — Heine Boiler — Morrin "Climax" Boiler —
Thornycroft- Marshall Boiler.
20. Large-Tube Boilers. — What are generally known as
the large-tube boilers, are, roughly speaking, those boilers
whose tubes are, say, 2V' or over, and which are used princi-
pally on the larger class of boat, such as cruisers, battleships,
etc., and also in land and electric light installations. The
tubes are generally straight and inclined to the horizontal.
The classification into large-tube and small-tube boilers is
not strictly accurate, because, in several instances, some of
the tubes of boilers usually classed under the large -tube
type, are of no larger diameter than some of the tubes met
with in the small-tube type. The large-tube boilers are
heavier, more robust, and not so sensitive as the small-tube
or express type of boiler. It is not possible in the space of
one short lecture to cite all the various types of large-tube
boilers in use, but only those which have been more pro-
minently before the public.
21. Belleville Boiler.— There are two types of Belleville
boiler at present in use in the Ikitish Navy.
74
CHAP, ill.] BELLEVILLE llOILER 75
The later type (Figs. 94, 95) diflers only from the earlier
one (Figs. 92, 93), fitted to the Powerful and Terrible, in
having a feed-heater, or " economiser," placed above the boiler
BELLEVILLE BOILER WITHOUT ECONOMISER.
proper, and having the number of rows of tubes in the boiler
itself reduced, A description of the later type will, therefore,
render a separate description of the earlier unnecessary ; as,
ivith the exceptions noted above, and a few necessary and
76 WATER-TUBE BOILERS [chap.
consequent alterations in minor details, a description of the
later type will cover the earlier.
The Belleville boiler (Figs. 94, 95) consists of a series of
vertical rows of nearly horizontal tubes b placed side by side.
Each vertical row is known as an " element." Each element is
connected at the top with a common steam reservoir L, and
at the bottom with a common horizontal feed-distributor,
which supplies the feed-water to each of the different elements
(see Fig. 96).
The tubes in each element are inclined in alternate
directions, and connected in pairs by horizontal junction
boxes B, so that the tubes in each element form one continuous
flattened coil or spiral. Water entering one end of an element
from the lower feed-collector, has to travel each of the tubes
in succession, before it is delivered as steam from the topmost
tube.
Hand-holes are fitted opposite the ends of the tubes in all
the front junction boxes, the holes being closed by specially
constructed doors.
Above the rows of elements forming the boiler proper,
is now placed what is known as an " economises" This con-
sists of a number of elements, precisely similar to those of the
generator elements, but composed of smaller tubes by The
object of the economiser is to heat the feed-water before it is
introduced into the top drum. The feed-water is supplied by
the feed-pumps to the automatic feed -regulator \ and passes
from thence to the bottom feed-collector G, of the economiser,
which is similar to that of the boiler. After traversing the
tubes of the economiser, the heated feed-water passes into
another collector H (Fig. 95), communicating with the top of the
economiser elements, and is then led into the steam drum L ;
from the steam-drum the feed-water passes down an external
down-comer with a settling drum at the bottom, to the
III.]
IlELLEVILLK IlOiI.ER
BELLEVILLE BOILER.
Side elevation
SeeUon at XX.
78 WATER-TUBE BOILERS [chap.
bottom feed-collector, and from thence into the generating
tubes.
" The water is distributed to the different elements by the
lower feed-water collector of rectangular section placed above
the fire-doors. PVom this collector the bottom junction boxes
take their water through a conical nipple ;;/, screwed into the
other part of the collector, the whole being held together by a
bolt d (Fig. 96). The mixture of water and §team, emitted from
the upper ends of the elements, passes through short junction
boxes into the upper cylindrical reservoir L (Fig. 94). In this
reservoir the water is separated from the steam. The steam
stop -valve connections are fitted to this reservoir. The
principle adopted in the various pieces of apparatus for
separating the particles of water from a current of steam
appears to have been applied for the first time in the
separators of M. Belleville. It consists of giving sharp turns
to the current in such a way that the liquid particles are
deposited on the concave walls of the passages. The edges
of the baffles are notched.
The feed delivery is placed in the separator amidst the
steam, and the jet of water, discharged at a very high pressure
falls in the form of a highly divided spray.
By spraying the water into the feed -col lector, M. Belle-
ville probably intended to bring about a deposition of any
salt that might be contained in the feed-water ; and, in fact,
he reckoned on the possibility of using salt water for make-up
when aided by this precipitation and the use of the settling
tanks, or separating chambers." *
The use of a separating chamber is the result of con-
siderable experience, and was designed to prevent deposits
on the heating surfaces by providing a receptacle in which
impurities could be allowed to accumulate without danger
* " Marine Boilers,*' L. E. Berlin, p. 231.
III.] BELLEVILLE BOILER 79
to the boiler. To facilitate this, the feed is mixed with a
small quantity of lime. When raised to boiling point, all the
lime in the sea-water, which may have been mixed with
the feed, as well as the lime which has been purposely
dissolved in the water, separates out in a solid but non-
crystallizable form. This deposit, mixing with the particles
of oil in the feed-water, forms a kind of mud, which
settles to the bottom of the separating chamber or mud
drum, owing to the water being comparatively quiet
there. Practically no deposit is found in the heating
tubes.
The grate is composed of the usual arrangement of fire-
bars, and the hot gases ascend vertically across the tubes.
Horizontal screens or baffle plates are arranged among the
tubes, so as to increase the length of travel of the hot gases,
as without these baffles a good deal of heat would pass up the
uptake without being utilized. In 1896, when economisers
were added, the rows of generating tubes were reduced from
10 to 8. The 1896 type of boiler .is shown in Figs. 94, 95.
In the boilers of H.M.S. Diadevi^ there are only seven rows
of generating tubes of 4^" diameter in each element ; above
this is a space b^ corresponding to the combustion chamber
in an ordinary return-tube boiler, and above this again
is a nest of tubes, 2f" in diameter, and seven rows in
height, forming the economiser. The furnace air-blowing
engines supply jets of air to this space as well as to the
furnaces below. The position of the air jets is shown at
*g, Fig. 94,
The use of the economiser is said to have resulted in a
saving in coal of over 20 per cent.
In the Belleville boiler, the junctions throughout are
made with either bolted or screwed joints, no expanded joints
being used. The tubes are screwed into the back junction
8o
WATER-TUBE BOILERS
[chap.
boxes, A (Fig. 96), which are made of malleable cast-iron or
cast steel, with a slightly differing thread, thus ensuring a tight
bearing. The joint with the front junction box B is made by
means of a small piece of tube a^ screwed into the junction
box, and a sleeve ^, which covers the joint. A small back
nut c prevents the sleeve slipping back when once it has been
screwed into position. There is a similar nut c at the back end
of the tube where it is screwed into the back junction box A.
The replacing of an element of which a tube has given way
takes only two hours, but the replacing of a damaged tube in
an element when spare or duplicate elements are not to hand.
FIG. 96.
takes between four and six hours. This is due to the fact
that the back nuts c can seldom be unscrewed after being
some time in service, and have therefore to be cut with a
chisel, and the tubes themselves can not always be unscrewed
from the junction boxes.
The tubes are supported one upon the other by small
legs, and being simply kept in place by their own weight are
therefore free to expand or contract.
The generating tubes are from 3i" to ^V diameter in
war-ships, and 5" diameter in the French Merchant service.
In the Canopus class of battleships, and the first-class cruisers
III.]
BELLEVILLE BOILER
8i
of the Argonaut class, the generator tubes are of 4V diameter,
and the economiser tubes 2^' diameter. The thickness of the
generator tubes is about J" for the two or three lower rows,
and about ^V' for the others. These details vary slightly in
different boilers. Weldless steel tubes are now being used
with success.
The following are particulars of the Belleville boilers of
H.M.S. Diadem, They are thirty in number, twenty of them
containing eight generator elements and six economiser
elements, six with seven generator elements and six
economiser elements, and four with nine generator elements
and seven economiser elements. The tubes of the generator
elements are of 4^' diameter, and those of the economiser
elements of 2i" diameter. The following are the principal
data for a boiler having eight generator and six economiser
elements : —
.sq. ft.
(irate Surface
• ■
• • ■ ■
• •
49
Heating Surface (
Lif eight generator elements .
. 995
19
six economiser elements .
• 355
Total Heating Si
I r face
■ • • •
. 1,350
Ratio -^ .
U. 0.
I •
• • • •
- 27.5
• •
Diatietii.
Argonaut.
flogue.
Jlermes.
Numl^cr of boilers
30
30
30
18
i-economisers
sq. ft.
10,950
19,000
—
Heating (generators
Surface \
if
29,600
28,300
^Total
40,550
47,300
51,500
24,080
<jrate Surface
)i
1,483
1,390
1,650
S04
Hatio "•^.
. «
27-34
34.03
312
29.95
I.H.P.
. a
17,262
18,894
21,000
10,000
Weight of boilers
tons
748
794
915
439
,, per sq. ft. of grate
lbs.
1,130
1,279
1,242 1
1,223
H.S. i^rLH.P.
sq. ft.
2.35
2.50
2.45 i
2.4
I. \l. P. f>er ton of boiler
• •
23.08 23.80 '
22.95
22.78
Y
82 WATER-TUBE BOILERS [chap.
22. Babcock and Wilcox Boiler, Land Type— This
boiler (Fig. 97) consists of elements composed of straight
tubes, placed in an inclined position, and connected together
at each end by a vertical header, which communicates with
a top steam and water drum.
In the land type the rear header is connected at the
bottom to a mud drum or settling tank. The tubes, which are
generally 4" diameter, and lapwelded, are inclined at an angle
with the horizontal, and in land work the front end of the
tubes is usually the highest. The end connections or headers
are in one piece (Fig. 98), and of such a form that the tubes
are " staggered," or so placed that each horizontal row comes
over the spaces in the previous row. The holes are accurately
sized, made slightly taper, and the tubes fixed therein by an
expander. The .sections thus formed are connected to the
top drum, and with the mud drum also, by short tubes
expanded into bored holes, doing away with all bolts, and
leaving a clear passage-way between the several parts. The
openings for cleaning opposite the end of each tube are clo.sed
by hand-hole plates, the joints of which are made in the most
thorough manner, by milling the surfaces to accurate
mechanical contact. They are held in place by wrought-
iron forged clamps and bolts, and are tested under hydraulic
pressure and made tight without the use of any rubber
or other packing. The covers are placed outside, not
inside as in ordinary boilers, and the pressure tends to
force them off. The plug or dog placed inside the boiler
is made in one piece with the bolt which passes through
these plates, and is so formed that in the event of the
breakage of a bolt and its door falling off, a slight leakage
only will result.
The steam and water drum is made of flanged iron or
BABCOCK & WILCOX BOILER
84 WATEK-TUliE BOILERS [chai-.
steel of extra thickness, and double riveted. The mud drums
are of cast-iron, as the best material to withstand corrosion,
and are usually about l" thick. They are provided with
FIG. 98.
means for cleaning. The feed-water is introduced into the
mud drum.
The boiler when erected is entirely independent of the
surrounding brickwork, being suspended from wrought-iron
girders carried on iron columns. This allows of the ex-
III.] BABCOCK & WILCOX BOILER 85
pansion of the boiler without damage to the brickwork, which
can be repaired or removed if necessary, without disturbing
the boiler.
This boiler has been largely employed for land purposes
both here and in America, and particularly for Electric Light
and Power work. As far as the results obtained by the
Babcock and Wilcox boiler are concerned, they have been so
numerous that it is rather difficult to select any one series of
tests as representative. The mean of thirty tests of the land
type of boiler made under varying conditions gives the
following results : —
Lbs. of combustible burnt per sq. ft. of G.S. . . I5«03
)» ), 11. o. • . '3*
Water evaporated per lb. of combustible ** from and
at" 212' 11.38 lbs.
23. Babcock and Wilcox Boiler, Marine Type.—
The Company are now developing their marine work,
and have fitted over a hundred ships, several of which
belong to the United States Navy, and some to our own
Navy.
The marine type of Babcock and Wilcox boiler (Figs.
99, 100) differs considerably from the land type. It consists
of headers of square section, but curved in a sinuous
form, into which are expanded tubes of much smaller
diameter than in the land boiler. These headers com-
municate with the top steam and water drum, which is
transverse to the boiler. One main distinction between the
land and marine type for naval purposes is that the higher
end of the inclined generating tubes is at the back of the
boiler and not at the front. The casing is composed of
wrought-iron lined with non-conducting composition instead
of the brickwork used in the land type. The furnace is
86 WATER-TUBE BOILERS [cHAP.
surrounded with refractory brick on all sides. The feed
water in the earlier type was introduced either into the
top steam and water drum or into a separate feed-drum
purifier, where the impurities were deposited before the water
BABCOCK ft WILCOX BOILER— MARINE TYPE.
FIG. 99.
BAliCOCK & WILCOX BOILER 87
. into the boiler, but the use of a separate feed-drum
purifier has now been discontinued. H.M.S. Sheldrake has
BABCOCK ft WILCOX BOILER-MARINE TYPE.
FIG. 100.
been fitted with Babcock and Wilcox boilers of 3,500 H.l'.,
the weight of boilers complete with water being less than
88
WATER-TUBE BOILERS
[chap.
lOO tons. The following are some particulars of these
boilers.
Number of boilers .
Total Heating Surface
Total Grate Surface
T. ■ HS-
Ratio TTTV
Boiler pressure
Air pressure
sq. ft.
It
lbs. per sq. inch
, inches of water
Temperature of gases at tase of funnel Fahr.
Average I.H.P
Weight of boilers tons
,, per sq. ft. of grate . . . lbs.
Coal per I.H.P. per hour . . . .
H.S. per I.H.P sq. ft.
I.H.P. per sq. ft. of grate . . . .
I. H. P. per ton of boiler .....
Full Power.
Half Power.
4
4
9,424
9,424
252
252
37.4
37.4
151
152
0.5
0.2
550'^
550'
4,050
2,642
96
96
853
853
1-57
1-43
2.3
3.5
16
10.5
42.1
27.5
The following are particulars of a land test of one
boiler of U.S. Cmcinnati : '^ —
Total Heating Surface .
sq. ft.
2,640
Total Grate Surface
51
63-25
Ratio - .
• • ■ •
41.74
Boiler pressure
lbs. per sq. inch
209.3
Air pressure . . . .
inches of water
0.25
Temperature of gases at base c
)f funnel . Fahr.
466"
I.H.P. (Contract) .
■ • ■ •
625
U.S. per I.H.P. .
sq. ft.
4.22
I.H.P. per sq. ft. of grate
1 ■ • •
9.88
Dry coal per sq. ft. of grate
lbs.
20.45
Weight of boiler, empty .
tons
23.80
Weight of water
• 1,
lbs.
4.24
Weight of boiler and water
28.04
Weight per sq. ft. of grate
992
I.H.P. per ton of Boiler
■ • •
22.3
* "
Journal of American Society of Naval Engineers," vol. xii., No.. 4.
III.] NICLAUSSE BOILER 89
24. Niclausse Boiler.— The Niclausse boiler (Fig. loi)
consists of a. number of vertical headers of malleable iron
NICLAUSSE BOILER.
placed side by side, each having a number of " Field " tubes
fitted to them and slightly inclined from the horizontal.
The tops of the headers communicate with the steam and
go
WATER-TUDE BOILERS
[CHAP.
u
water drum. These headers are all at the front end of the
boiler, none being provided at the back.
The inclined heating-
tubes are double, having a
concentric inner water tube
running down" them for
nearly their whole length,
and the external tubes are
closed at the rear end by a
screwed cap. The manner
in which these tubes are
secured to the front header
is very ingenious, and
readily allows of their re-
moval. The headers are
made of malleable cast-
iron, and are divided by a
vertical diaphragm parallel
to the front and rear faces
of the header into a front
and a rear compartment.
The feed-water descends
the front compartment of
the header, passes through
the internal tube of the
generating tubes, and the
steam generated passes on
the outside of the con-
centric tube, and up the
rear compartment of the header into the steam drum.
The method of connecting the tubes to the headers is as
follows : —
The external tube (Fig. 102) was until quite recently
III.] NICLAUSSE BOILER 91
permanently connected at one end to a malleable iron
casting which is known as a " lantern," but the two are now
made in one piece. The end of the tube where it joins the
lantern is slightly thickened and turned to a slight taper,
and fits into a tapered hole in the rear plate of the header.
The middle portion of the lantern, which is cylindrical and
of slightly larger diameter, fits into the dividing plate or
diaphragm of the header, and the extreme end, which is of
larger diameter still, is coned and fits a coned hole in the
front plate of the header. This end is screwed internally
for the reception of a screwed plug, forming the end of the
lantern of the inner tube. Any pressure in the boiler only
tends to press the coned surfaces more firmly on their seats
in the plates of the header. The object of making each
succeeding bearing surface of the lantern of larger diameter
than the one before it is to enable the lantern and tube
to be drawn out from the front of the boiler. The central
cylindrical bearing of the lantern is made an easy fit in
the diaphragm dividing the header.
The inner circulating tube is also provided with a
lantern of somewhat different form. The end to which
the inner tube is attached has a bearing inside the central
cylindrical portion of the lantern of the outer tube at the
place where it passes through the diaphragm, and the other
end, which is slightly coned and also larger, screws into the
outer portion of the external lantern, completely closing it.
The inner tube is only supported by its lantern at the points
where it screws into and closes the outer lantern, and where
it passes through the middle cylindrical portion, but as it is
exposed to the same pressure internally and externally, it can
be made extremely light, the support afforded in the header,
provided it is not excessively long, being quite sufficient.
The various cones and the holes in the header and diaphragm
92 WATER-TUBE BOILERS [chap.
are concentric. The outer lantern is fitted with lugs or
ears to enable it to be removed from the header. The
tubes are kept in place by means of a dog, which bears
upon the centre portions of the plugs of two adjacent tubes,
and is held there by means of a stud and nut. The external
tube is slightly reduced in diameter at its free end, and closed
with a cap to facilitate cleaning. At this end it is supported
loosely in a steel plate, but the whole tube is free to
expand and contract, being only held rigidly at the front
end, and consequently the boiler is entirely free from
trpubles due to expansion of the tubes. The headers are
secured to the top drum by a cone connection somewhat
similar to the method used in connecting the tubes and
headers.
One of these boilers was under trial at the Thames
Ditton Works of Messrs Willans & Robinson more or less
continuously for over a year, with practically no leak being
seen in the io8 tubes of the boiler during the whole of that
time, the working pressure being 200 lbs. per square inch.
After a year's trial, partly in ordinary working, partly in
tests of various kinds, involving frequent withdrawals of
tubes, partly in standing idle, the joints were as good
as at first.
Several modifications have recently been effected in the
construction of the headers and lanterns.
Instead of being of malleable cast-iron as formerl)-,.
the headers are now proposed to be made out of a weld less
steel tube of square section, the apertures for the insertion
of the generating tubes being stamped out by means of
special tools. An improvement has also been effected in
the tubes and lanterns, the 1900 model (Fig. 103) having the
lantern made in one with the tube itself, by milling out
portions of the tube, a tube of slightly larger diameter
JII.]
NICLAUSSE BOILER
93
being employed. By this means, any breaking away of the
Jantern from the tube is avoided.
In the boilers fitted to the French Ironclad Suffrcn^ there
are two sets of tubes of different diameters in the same
header: six lower tubes of a little over 3" diameter, and
thirty upper tubes of about \V diameter. By this means,
TUBES AND LANTERNS OF NICLAUSSE BOILER,
1900 MODEL.
FIG. 103.
a greater heating surface is obtained without increasing
the size of the boilers, as in this case the ratio H.S. to G.S.
is 37 as against 31 in the boilers of the cruiser Gueydotty
where only the larger tubes are fitted. There is also a
slight saving in weight.*
The Niclausse boiler was fitted to the first-class gun-
boat Seagull for trial, and is now being placed in a new
cruiser of 22,000 H.P. It has been very largely used in the
French Navy, where it was first fitted on the cruiser Friant
(Fig. 104), and has also been fitted on several war-ships in the
German, Spanish, and Italian Navies, and it is now being fitted
* The estimated I. H.P. per ton of boiler is 46.5 for the Suffrcn,
94 WATER-TUBE BOILERS [chap.
on the armoured cruisers Colorado and Pennsylvania in the
United States Navy.
Trials have been carried out on this boiler by Professors
Kennedy and Unwin in this country, and in America by
Mr Jay M. Whitham, at the works of Messrs Cramp of
Philadelphia.
BOILER OF FRIANT.
FIG. 104.
25. Diirr Boiler.— The marine type of Diirr boiler
(Figs. 105, 106), constructed by Messrs DiJrr & Co,, of
Ratingen in Germany, like the Niclausse, employ.s an inclined
" Field " tube : the chief parts of this boiler are as follows : —
(i) A flat water-space or header, extending over the front
of the boiler, divided into two parts by a diaphragm plate.
III.] DURR BOILER 95
which is made in portable pieces, each being secured by nuts
threaded on the screw stays.
(2) A number of slanting rows of tubes, communicating at
DliRR BOILER-MARINE TYPE.
FIG. 105.
their upper ends with this water chamber, and closed at their
lower ends, and containing concentric circulating tubes.
(3) A steam receiver placed over the water tubes and con-
nected at the front end to the water chamber.
(4) A nest of superheater or drying tubes placed above
the inclined generating tubes.
The water tubes are made at their front ends with rings
96 WATER-TUBE BOILERS [chap.
welded on and turned conically, the conical portions fitting
into the milled holes in the back plate of the water chamber,
without requiring any expanding, rolling, or jointing of any
kind. As the tubes are placed at an inclination, while the
DURR BOILER-MARINE TYPE.
FIG. loa
water chamber is nearly vertical, the tube ends have to be
turned in a special manner to fit at the proper angle. The
diameter of the tubes at the rear ends is somewhat reduced ;
these ends are closed by a conical plug held in place by a
bolt and washer. The tube ends are carried on an iron
plate forming part of the frame-work of the boiler, protected
with bricks, and the tubes are perfectly free to expand or
contract.
III.] DURR BOILER 97
Circulation is obtained by means of internal concentric
tubes fixed to the diaphragm plate, and communicating with
the front part of the water chamber. These inner tubes reach
nearly to the end of the water tubes.
The water level of the boiler in actual working is about
the centre of the steam receiver. The water passes from the
receiver down the front part of the water chamber, and then
through the inner tubes into the concentric space between the
tubes, where part of it is evaporated. The steam and water
then find their way out of this space into the rear part of the
water chamber, whence they are led into the receivers.
The water tubes at the sides are placed as near each other
as possible to prevent loss of heat by radiation. This is
effected by bending them alternately to the right and left
A hole is provided in the front plate opposite each water-
tube to enable it to be drawn out or replaced. The holes in
the outer plate are closed by hollow caps with conical fitting
portions placed from the inside, and like the tube ends these
caps fit tight without requiring any rolling or jointing of any
kind. The taper ends of the tubes and also of the caps are
untooled at the extreme ends ; these portions therefore are of
slightly larger diameter, the collar forming a stop, which is a
safeguard against their being blown out from any cause.
The tubes are cleaned on the outside by a steam jet, as in
the Niclausse boiler.
Baffle plates are fitted to ensure a proper circulation of
the furnace gases among the tubes.
The superheater consists of concentric tubes similar to
the water tubes, and the steam circulates through them
in the same way, first passing through the inner tube and then
through the annular space between the tubes where it is
dried or superheated.
TThe Durr boiler has been fitted on the German Cruisers
98
WATER-TUBE BOILERS
[chap.
Victoria Luise^ Vineta^ Prinz Heinrich^ and a new cruiser
now building, and on three second-class battleships, and since
the issue of the Interim Report by the Boiler Commission
appointed by the British Admiralty, arrangements are being
made for trying this type of boiler in our own Navy.
The accompanying table gives some particulars of the
marine type boiler as fitted to the German cruisers Vineta
and Prinz Heinrich : —
Number of Boilers .
Working pressure .
(irate Surface (one boiler)
Heating Surface ,,
, . IIS.
Ratio ;^, . .
I.H.P. .
I.II.P. per sq. ft. of H.S
Oml per sq. ft. of grate
Coal per I.H. 1*. per hour
Air pressure .
Weight of Boiler, dry
,, water
Total Weight .
I. H. P. per ton of Boiler
* Full power trial.
lbs. per sq. inch
sq. ft.
S.M.S.
yituta.
S.M.S.
Prinz Heinrich^
12
14
185
213
49-9
72.66
2,168
3,059
43-4
42.1
10,860*
5.01
41 (about)
2.14
1.4
19.98
4.92
24.90
43.61
t Contract full power.
i5,39ot
503
34 (about)
28.9
7.4
36.3
42.4
The following particulars of tests * made on two Diirr
land-type boilers are of interest : —
sq. ft.
Heating Surface
Grate ,,
H S
Ratio of - • '
Boiler pressure
Total water per hour
K vaporation from and at 2 1 2", per lb. of coal , ,
Coal per sq. ft. of grate . . . • 1 >
Temperature of gases at base of funnel Fahr.
lbs. per sq. inch
. li)S.
2,727
56
48.7
154
5,310
8.2
13
411^
2,160
76
28.4
141
4,060
8.9
14.5
440-*
* " Heat Efficiency of Steam Boilers," by Bryan Donkin, 1 898.
III.] D'ALLEST BOILER 99
26. D'Allest Boiler.*— The D'Allest boiler (Figs. 107,
id8) which as now made, has been largely used in the French
Navy, embodies the improvements in water-tube boilers,
patented in France in 1870-71 by Barret and Lagrafel, and
in 1888 by Lagrafel and D'Allest. From the first, these
boilers were of similar construction to the present D'Allest
boiler, the main difference being in the direction of movement
of the hot gases. In the present boiler the gases are
thoroughly mixed in a combustion chamber before entering
the tubes, which was not the case in the earlier forms.
The boiler consists of flat stayed water-spaces or headers
at the back and front of the boiler, connected by tubes
which are expanded into them. The headers are connected
to a steam and water drum. The tubes which are inclined
to the horizontal, enter the headers at right angles, the
headers being inclined to the vertical. The top steam and
water drum is also inclined to the horizontal, but not to the
same degree as the tubes. The water level is in the steam
drum.
The combustion chamber which constitutes the
characteristic feature of the D'Allest model of 1888, is
situated at the side of the grate. A baffle of bricks
resting on the bottom row of tubes, directs the flames
into the combustion chamber, from whence they return
across the generating tubes. The opening for the escape
of the gases from the bank of tubes is placed among
the lower rows of tubes, and leads into a smoke-box
at the side of the boiler opposite to the combustion
chamber. The space occupied by the tubes and the
combustion chamber is closed at the top by a second
baffle, resting on the highest row of tubes. Below this upper
* For fuller description see "Marine Boilers," by L. E. Bcrtin,
p. 249.
WATER-TUISE I50ILERS
HI.] D'ALLEST BOILER loi
baffle there are a few rows of tubes in the combustion
chamber, so as to prevent it extending upwards to the top of
the nest of tubes.
The direction given to the hot gases, though conducive
to high efficiency, introduces a source of danger, the gravity
of which has been illustrated by the accidents that have
occurred on the Liban in 1890, on the Don Pedro, and
finally on the Jaureguibcrry in 1896. The hottest portion
of the furnace gases comes directly into contact with the
upper tubes, which are never so effectively cooled by the
circulation as the lower ones, and are liable to be filled with
accumulations of steam, or even to run short of water, as a
result of an accidental lowering of the water level. Since
the accident on the Liban, the necessity of reducing the
height of the combustion chamber has been recognised, and
four upper rows of tubes are now carried across it instead of
two rows, as formerly.
Each boiler is double, having two furnaces, two sets of
tubes, two steam drums and one combustion chamber in the
centre common to both furnaces.
Owing to the great length of this combustion chamber,
^which is of the same length as the grate, its transverse width
may be small and directly proportional to the width of the
:grate.
The tube surface is usually 31.5 times and the total
heating surface 33.5 times the grate surface.
Since the first trials of this boiler in the French torpedo
gun-boat Bombe, Serve tubes have been adopted for the
bottom horizontal row, and for the vertical row at the side of
the combustion chamber, in order to prevent the bending of
the tubes which then took place. A Serve tube is a tube
having internal ribs ; in a fire-tube boiler it has the advan-
tage of presenting a greater heat-absorbing surface than
I02 WATER-TUBE BOILERS [chap.
ordinary tubes, while the heat-distributing surface remains the
same. In water-tube boilers the contrary is the case, and
the ribs are of little practical value except for stiffening the
tubes.
The tubes of this boiler are of 3" internal diameter, ex-
panded into the tube plates. Weldless steel tubes have
been used exclusively since the opening of a badly welded
tube on t\iQ Jaureguiberry.
The flat plates of the water-spaces are stayed together
and the outside ones are provided with hand-holes opposite
each tube. The joints for the hand-hole covers are made
either with asbestos tightly enclosed between two sheets of
lead with an edging of thin copper, or with a copper ring or
washer between two lead ones, the three rings forming one
complete washer.
The two ends of the top drum are strongly stayed
together by horizontal stays arranged in a circle around
the inside of the barrel. A curved baffle is fixed inside
the drum between the internal steam pipe, and the
water level ; it acts as a steam separator in much the
same way as those in the Belleville boiler, but is much
simpler in form. The feed is introduced into the back
water- space.
27. OrioUe Boiler.— The Oriolle boiler (Figs. 109, no)
somewhat resembles the D'Allest, consisting of a back and
front water-space united by tubes.
The rear water-space is the only one which com-
municates with the steam receiver, the connection being
made by means of a pipe. The tubes are placed directly
over the fire, as in the D'Allest boiler, the headers
being inclined to the vertical and the tubes entering
them at right angles. Two vertical rows of tubes are
111.]
ORIOLLE BOELER
103
placed on each side of the grate to form the side of
the furnace. The furnace gases pass immediately in among
the lower tubes, which are about 2 ft. 3 in. above the
grate, without enterins^ a combustion chamber, as in the
D'Allest boiler.
The water level is some distance below the upper rows of
tubes. The direction of circulation of the water is upwards
along the lower rows of tubes, into the front water chamber,
I04 WATER-TUBE BOILERS [chap.
back along the rows of tubes nearest the water level, down
the back chamber, then through the tubes again, and so on.
The steam liberated in the front header passes by means of
the tubes above the water level to the back header, and
thence to the steam drum. The tubes used are about 2" in
diameter, and it is stated that so rapid is the circulation that
no deposit takes place in them, even if impure water is used.
As the water level is some distance below the top, with a
total of twenty rows of tubes the four or five upper ones are
entirely filled with steam, and the three or four immediately
below are, on account of their inclination, partly filled with
steam and partly with water.
The tubes were at first expanded into the tube plate, but
latterly the Caraman joint (Fig.
CARAMAN JOINT. m) has been used. In this
method of jointing, two rings,
^■■^^ "^^ TTv^ one of brass wire and the other
of German silver, are pressed into
— grooves in the thickness of the
tube plate, and by the pressure
•^:.:-Kv.v---^ of the expander are forced into
the metal of the tube.
PIQ ^^ No hand-holes for replacing a
tube are provided in this boiler,
and, consequently, if a new tube had to be inserted, it
would be necessary to take the water-chambers to pieces.
The flat water-spaces are strongly stayed, some of the
stays being tubular so as to allow of the insertion of
the steam jets used for cleaning soot from the generating
tubes.
The Oriolle boiler has been fitted on several sea-going
torpedo boats in the French navy, and about eight first- or
second-class torpedo boats. The earlier boilers fitted to the
111.] HORNSBY BOILER 105
second-class torpedo boats in 1890 completed three years'
service without having undergone repairing. At the end of
that time nearly the whole of the steam tubes required
replacing, having pitted badly, owing to the use of sea-
water as "make-up," The water-tubes were still in good
condition.
The boilers of the three first-class torpedo boats launched
HORNSBY BOILER.
FIG. 112.
in 1892 had 48.4 square feet of grate surface, and the speed
obtained slightly exceeded 21 knots while burning 61.4 of
coal per square foot of grate. The boilers are very light,
being only 573 lbs. per square foot of grate.
28. Hornsby Boiler. — Messrs Hornsby & Sons of
Grantham have patented a water-tube boiler (Fig. 112), for
io6 WATER-TUBE BOILERS [CHAP.
use on land, having flat front and back headers, connected by
inclined tubes, and surmounted by a steam and water drum.
The headers, formed of flanged mild steel, strongly stayed,
are in the shape of a flat rectangular box. There is only
one front and one rear header to each steam drum, the
headers not being divided into sections, as in many other
boilers. The headers are provided with hand-holes, opposite
each tube, for cleaning, and are closed by internal oval
doors of mild steel, the joints being made with asbestos
packing-rings. There is one hand-hole for each tube, and
the joints of the covers are made inside the header, so that
the steam pressure tends to make them tight. They are
pulled into position by an outside dog and nut.
The feed is introduced into the steam and water drum,
and passes through outside down-comers, at the rear of
the boiler, to a mud drum, from which the rear header
takes the water direct, the top of the rear header not being
connected to the steam drum. The mud drum is connected
to the rear header by short lengths of tube.
A steam and water separator is placed in the front end
of the steam drum, immediately above the tubes connecting
the front header to the drum. It is an annular chamber
formed in the steam drum, perforated by slots on its top
side only, and, in passing through this, the steam is separated
from the water, and there is very little disturbance of the
water-level in the drum.
Fire-brick baffles are placed among the tubes, causing
the furnace gases to cross them, transversely, several times
on their way to the chimney.
The top drum is supported on iron columns, and the
tubes and headers are suspended from it, so that the boiler
is free to expand or contract, and the comparatively long
length of rear down-comer assists this. The cleaning holes
III.] STIRLING BOILER 107
for the tubes are not exposed to the heat of the furnace
gases.
The circulation of the water through the tubes should
be fairly rapid, as the hottest part of the furnace gases
comes in contact with the hottest part of the water, and
the inclination to the horizontal of about 10°, selected by
Messrs Hornsby, is that which Mr Watt, in his experiments
on the best inclination for tubes, found to be most efficient.*
The tubes are straight, and therefore easy to clean, but,
from their horizontal position, sediment and soot accumulate
more readily on the inside and outside of the tubes,
respectively. For economy at high rates of working, the
combustion chamber appears to be too small, and the
grate somewhat too near the tubes : the mud drum, if the
circulation of the water in the bottom tube is very active,
should, when working with dirty waters, be of large
diameter.
29. Stirling Boiler.— The Stirling boiler (Fig. 113)
resembles in form, more nearly than any other of the large-
tube boilers, the type most prevalent among the small-
tube boilers ; that is to say, it consists of a number of upper
steam and water drums, connected to lower water drums
by curved tubes expanded into the drums at either end.
The upper drums are connected together by small tubes
above and below the water-level, and the bottom drums
are also connected to one another. The number of the
drums, both at the top and the bottom, vary according to
the type of boiler and the power to be developed. The
ends and back and front of the boiler are composed of
brickwork, in which suitable doors are provided for cleaning,
* " Transactions 'of the Institution of Naval Architects," vol. xxxvii.,
p. 263.
WATER-TUKE BOILERS [chap.
STIRLING BOILER.
III.] • STIRLING BOILER 109
etc. The circulation of the water is extremely simple and
efficient. Taking the standard type of boiler, with three
upper drums and two lower ones, the feed is introduced
below the water-level in the- backmost top drum. It finds
its way down the bank of' tubes to the lower water drum,
where any solid matter contained in the water is deposited
and can be easily blown off. The water then finds its
way, by means of the vertical tubes, to the upper drums, or,
by means of the tubes connecting the two lower drums, to
the front water drum, and thence to the bank of tubes next
the fire. The steam is taken off from the top central
drum, through an anti-priming pipe situated in a dome
over the drum. The course of the gases is easily
followed. There is a very large combustion chamber
over the furnace, which is an extremely good feature
in connection w-ith this boiler, as the gases have ample
time to become thoroughly mixed before entering the
tubes. By means of suitable baffles, the flames are forced
to pass up and down the various banks of tubes until
they reach the 'flue.
The advantages of this type of boiler may be briefly
summed up as follows : —
1. The body of the boiler being hung from metal framing,
the whole boiler is free to expand without disturbing the
brickwork.
2. The distribution of the generating tubes is such
that, for a portion of their length, they are transverse
to the direction of the gases, and are thus well situated
for dividing up the gases and abstracting the heat from
them.
3. The tubes approach the vertical, and, consequently,
are not likely to become clogged with scale or deposit,
besides being better adapted for a rapid circulation.
no
WATER-TUBE BOILERS
[chap.
4. The amount of water contained in the boiler is
sufficiently large to overcome any great sensitiveness of
the feed.
5. The large combustion chamber ensures ample room
for the mixing of the gases, and the presence of refractory
brick, on three sides of the furnace, at a high temperature,
should conduce to complete combustion. It also enables
the boiler to work efficiently with a very low class of
fuel.
6. The tubes are so arranged that any one tube in
the boiler can be replaced without disturbing any other
tube.
From tests carried out in America the following results
were obtained.
Number of Boilers .
Total Grate Surface
Heating
U.S.
sq. ft.
})
1}
}>
Ratio
G.S.
Average temperature of escaping gases Fabr.
Eflficiency of boiler .... per cent.
Percentage of moisture in steam
Water evaporated per lb. of dry coal, from and
at 212" Fahr lbs.
Water evaporated per lb. of combustible, from
and at 212" Fahr lbs.
Dry Coal per square foot of grate . . ,,
Water evaporated, from and at 212° Fahr., per
square foot of H. S. .... lbs. |
3
245-4
12,480
50.9
497'*
81.34
0.58
I2«44
13-03
13-3
3.25
Full power
test.
I
48.94
2,268
46.4
554^^
68.3
0.61
8.31
9.57
25.7
4.62
Max.
Efficiency
test.
2
75.94
3»4i8
45.01
496"
82.4
0.81
9.79
11.55
14.9
3.24
Professor Ewing of Cambridge carried out some tests
on one of the boHers erected at the West Brompton
Electric Light Station.
Trial A was a natural draught trial to see whether the
I'
s
t
f
I
c
t
f
t
t
1
A
E
P
D
O
E
III.]
HEINE BOILER
III
boiler came up to guarantee ; Trial B was a short forced
draught trial.
sq. ft.
l"'alir.
Total Grate Surface ....
„ Heating ,, ...
Ratioof H.S. toG.S.
Average temperature of escaping gases
Percentage of moisture in steam
Water evaporated per lb. of coal (Nixon's Navi-
gation), from and at 212" Fahr. . . His.
Coal per square foot of grate . . , ,
Water evaporated, from and at 212" Fahr., per
square foot of H.S. .... Ihs.
A
B
43
43
1980
1980
46
46
455"
590^
0.1
0.15
10.03
lO.O
22.2
34.3
4.8
7.4
80. Heine Boiler. — The Heine Boiler (Fig. 1 14) consists
of a large upper steam drum, which in some cases is divided
into two smaller ones, beneath which are situated a large
number of nearly horizontal tubes, connected at either end to
flat vertical water-spaces or headers. Opposite the end of
each tube there is a hand-hole, the cover being jointed on the
inside and held in place from the outside. The whole boiler,
both tubes and drum, is slightly inclined, the front being the
highest end ; the circulation of the water is down the back
header, through the inclined tubes, and up the front header.
The seating, as usual, is composed entirely of brickwork, the
furnace being placed directly under the tubes.. Horizontal
and vertical baffles are so placed as to force the flames to
circulate among the tubes before passing to the chimney.
Arrangements are also made for the introduction of auxiliary
air to ensure complete combustion. The particular feature
of the boiler appears to be the introduction of the feed-water
into a large reservoir contained in the upper drum, the blow-
off being fitted to the lower and opposite end of the reservoir
112 WATER-TURE BOILERS [chap.
to that from which the feed enters. The internal reservoir is
open for a short distance on its top side ; thus the feed-water
is brought up to the full temperature of the steam, and
deposits its impurities before mixing with the other water in
the boiler. The impurities are thrown down to the bottom
of the internal feed-reservoir, and can be blown off by means
of the blow-off cock.
The following are some particulars of evaporation trials
made on two Heine boilers.
Heating Surface . . . sq. fi.
Grate Surface ,,
. U.S.
Ratio T\~^ .......
Boiler pressure . . lbs. per sq. inch
Total water per hour . . . lbs.
Evaporation from and at 212° Fahr. per lb. of
coal ...... lbs.
Coal per sq, ft. ofG.S. . . . • ,,
Temperature of gases at base of funnel Fahr.
710*
1 i,407t
10.75
27
66
52
67
123.3
1,320
7,799
7.9
10.74
18.5
31-7
490^
644"^
* V Heat Efficiency of Steam Hoilers," by Brj-an Donkin, London, 1898.
t " Boilers and Furnaces," by P^r, Philadelphia, 1899.
31. Morrin "Climax" Boiler.— This boiler (Fig. 115)
was first introduced in the United States, and consists briefly
of a central vertical drum, into which are expanded large
numbers of loop-like tubes, one end being a good deal higher
than the other to assist the circulation. The tubes vary in
diameter from i i" to 3".
The central drum is welded and has no vertical riveted
joint. It runs the whole length of the boiler, the bottom part
below the grate being used as a settling drum. At the top of
the drum there are baffle-plates which cause the steam
generated to circulate through the upper rows of tubes, and
so become superheated. The water-level of the boiler is
MORRIN BOILER
HORRIN BOILER.
114 WATER-TUBE BOILERS [chap.
about two-thirds up the central drum. At the top there is
a long, flat coil through which the feed-water circulates and
is heated on its way to the boiler.
The casing is cylindrical and composed of brick with
outside metal casing. It is easily removable, and therefore
the tubes are readily accessible.
The good points of the boiler are briefly as follows : —
1. Very small floor-space occupied. A boiler of looo
H.P. is stated to occupy a floor-space of only 17 ft.
diameter.
2. Steam is superheated to about 80"" Fahr.
3. Few joints — no screwed joints, or ground joints.
4. Elasticity — quickness of raising steam.
5. All parts are small except the central drum.
6. Accessibility — facility for repairs.
7. Tubes cross the course of the gases at right angles.
The disadvantages may be summed up as follows : —
1. Tubes cannot be cleaned (though circulation appears to
be good).
2. Circular fire-grate is objectionable.
32. Thornycroft-Marshall Boiler.— Messrs Thornycroft
& Co., of Chiswick, in conjunction with Mr Marshall of
Hawthorn, Leslie & Co., Ltd., of Newcastle, have recently
brought out a form of large tube-boiler for marine work. It
is made in two forms (Figs. 116, 117, 118, 119), the sectional
form being due to Mr Marshall, the non-sectional to Messrs
Thornycroft.
As will be seen, the non-sectional type (Figs. 118, 119)
consists of a number of inclined and slightly curved generating
tubes, expanded at one end into the front plate of a rear
water-chamber or header, and at the front of the boiler the
tubes are united in pairs by junction boxes closed by doors.
THORNYCROKT-MARSHALL ItOlLER
THORMYCROFT-MARSHALL BOILER— SECTIONAL TYPE.
Ii6 WATER-TUBE BOILERS [CHAP.
By this arrangement only one door at the front end is
required for cleaning two tubes. An opening, also closed
by a door, is made in the back plate of the water-chamber
opposite each tube, for the purpose of inspection and
cleaning.
The feed is introduced into the top-water drum, and from
thence flows by means of two rows of tubes into the back-
water space. The water flows into the lower tube of every
pair, and the steam and \fater issue from the upper tube into
the back-water space, from whence the steam passes into the
steam and water drum by means of tubes which enter the
boiler-drum somewhere about the water-line. Any water
carried over by the steam is caught by the umbrella-
baffle shown in the figure. The hot gases cross the tubes
nearly at right angles, and, as their arrangement necessitates
a lesser number of tubes in the lower part of the boiler,
combustion is more nearly complete before the hot gases
are cooled down by contact with the more closely spaced
tubes.
In the sectional type of boiler (Figs. Ii6, 117) the rear
ends of the tubes are expanded into separate cast headers
instead of into a flat water-space. This has the advantage
that any section or element can be completely removed and
replaced by another. In this boiler, owing to the arrange-
ment of the sections, as shown in Fig. 116, a number of
combustion - chambers are formed over the furnace, thus
allowing for the more complete mixing of the gases. A
common feed-distributing pipe supplies the lower ends of
the elements with water, and external down-comers are
provided to return the water from the upper drum to the
feed-distributing pipe.
The following are particulars of one of several eight-
III.]
THORNYCROFT-MARSHALL BOILER
117
hour evaporation trials, made on the non-sectional boiler
in March 1901.
I leating Surface .
• • • • •
i»q. ft.
1200
Grate Surface
• • • • ■
>»
32.5
Ratio J?-^-
• • • • ■
• m
37
Weight of boiler .
• « • ff «
tons
14.25
,, water .
• ■ • • •
j»
3.00
„ lx)iler complete
with water .
f f
17.25
Weight of boiler per square foot of grate
ll)S.
1 189
Boiler pressure, lbs. , per square inch
■ •
211
Evaporation, from and at 212" Fahr. per lb. of coal
lbs.
10.318
Coal, per hour, per square
foot of grate
>♦
20
Temperature of gases at base of funnel .
Fahr.
557
CHAPTER IV
Small-Tube Boilers— Thornycroft Boiler — Speedy Type — DarhfgTy^ —
Du Temple Boiler — Normand Boiler — Normand-Sigaudy Boiler —
Mosher Boiler — Reed Boiler — White Boiler — Ward Coil Boiler —
Ward Launch Boiler — Mumford Boiler — Fleming & Ferguson
Boiler — Blechynden Boiler — White-Forster Boiler — Yarrow Boiler.
33. Small-Tube boilers. —Small-tube boilers or " express '*
boilers, as they are often called, are, generally speaking, those
boilers which, from their greater lightness, are used on
torpedo boats and similar classes of vessels, where lightness
and high speed are essential. They are far more sensitive
than the large-tube boilers, contain less water, and the
diameter of the generating tubes ranges from i" to if, or
thereabouts. They usually consist of a large upper steam
and water drum, connected by generating tubes of various
forms, to two or more water drums below. Although there
are many different types of these boilers in use, more or
less resembling one another, time precludes us from describ-
ing many of them which, though interesting, in themselves,
have not, so far, come into general use.
The employment of small-tube boilers is almost entirely
restricted to Marine work, and more especially to Naval
purposes.
84. Thornycroft Boiler. — The Thornycroft boiler has
been fitted to a very large number of boats in our own and
foreign Navies, and Mr Thornycroft was the first in this
country to bring the small-tube boilers to a successful
lis
CHAP. IV.] THORNYCROFT BOILER 119
practical issue. The early form of Thorny croft boiler
(Fig. 120) is what is known as the Speedy type, having been
fitted on board H.M.S. Speedy, a torpedo gun-boat.
The salient features of this type of the Thomycroft boiler
are the large central upper steam and water drum, connected
THORNYCROFT BOILER-SP££DK TYPE.
FIG. 120.
by long small curved generating tubes to two side bottom
water drums.
All the small or generating tubes deliver aboi-c the
water-line, direct into the steam-space, and two large
external pipes, termed " down-comers," are provided to
return the water from the top drum to the lower drum.s.
I20 WATER-TUBE BOILERS [CHAP.
and to ensure a constant supply of solid water to the
lower ends of the generating tubes.
The two rows of tubes next the furnace are so spaced
and bent in between each other, as to form what is called
a "tube wall." That is to say, over a certain portion of the
length of the tubes, they are so close together that no gases
are able to pass between them, but openings are provided
at the bottom near the water-drum, to allow the hot gases
to pass in among the nest of tubes. The two extreme
outside rows are also made to form a tube wall, so as to
reduce radiation. The hot gases which are allowed to
enter among the nests of tubes pass up between these
two tube walls to the funnel, situated above the centre of
the boiler. The course of the gases will thus be seen to be
parallel to the tubes throughout the greater portion of their
length, an arrangement which is not so efficient for the
extraction of heat from the gases as if the tubes had been
at right angles to their course. One great advantage of
the Thornycroft boiler is its large combustion chamber, where
the hot gases have an opportunity of becoming thoroughly
mixed before being cooled down by contact with the
comparatively cold generating tubes. In the earlier days
of this boiler, Mr Thornycroft laid great stress on the tubes
delivering into the top drum above the water level, and not
below, as he considered that this arrangement ensured the
direction of circulation being constant. From experiments
that he made, he maintains that the circulation with tubes
delivering above the water-level is double what it is in similar
boilers, with tubes delivering below the water - level or
drowned tubes. The water and steam being discharged
into the steam space above the water-level, they have to
be separated, and this was effected by means of a curved
plate or umbrella, the edges of which were serrated or
cut in such a way as to allow the water to fall to the
IV.] THORNYCROFT BOILER 121
lower half of the drum, and permit of the steam passing
to the internal steam-pipe.
Objections have been raised to the curved tubes above
the water-level, on the ground that they are only filled with
an emulsion of steam and water, though exposed to the hot
gases; this, however, is not so serious a defect as the fact
that, when out of commission, boilers are often filled up with
an alkaline solution, to prevent oxidation, and that then
these curved tubes form air-pockets, which cannot be filled.
In consequence of this defect, Messrs Thornycroft have
altered the form of their tubes, and the position in which
they enter the upper drum, so as to avoid the air-pockets,
and in their latest design (Fig. 122) this has necessitated the
greater proportion of the tubes delivering below the water-
level.
The material of which the boiler is composed is now
entirely steel, the small generating tubes being galvanized,
though it is a moot point as to whether this galvanizing
has any really great beneficial effect, and in some cases
various contractors are dispensing with it, and increasing
the thickness of their tubes ; but where galvanizing is still
practised, electro-depositing has been substituted for pick-
ling and dipping. In the early days of the introduction of
tubulous boilers, a good many experiments were made by
Thornycroft, Yarrow and Normand, to find out the most
suitable material for the tubes. Copper was tried, as it was
thought that it would prove a more satisfactory material
than steel, not being subject to pitting, and it is also six
times as good a conductor of heat. It was, however,
ultimately discarded, no extra evaporative efficiency being
detected over the steel. Brass tubes were also tried, but
these had to be discarded, as they proved too brittle.
In 1892 Mr Thornycroft brought out a modified form of
his boiler, known as the Daring type (Fig. 121), as it was first
THORNYCROFT BOILER-
DARINQ TYPE.
112 WATER-TUBE IJOILER [CHAP.
used on H.M.S. Daring. This type has now been fitted on
a lai^e number of boats, ranging from destroyers upwards.
The Daring type of boiler has a large central upper steam
and water drum, and a central bottom water drum, with two
water drums at each side,
the furnaces being placed
between the water drums ;
that is to say, there are
two furnaces to each boiler,
instead of one, as in the
Speedy t>-i5e. In place of
using the umbrella baffle
of the Speedy type, Messrs
T ho rnj' croft have used a
vertical baffle, composed
of V-shajJcd slats, placed
one behind the other, and
_.- staggered. These arrest
the water, but allow the
steam to pass. The latest design for the Daring type of
boiler is shown in Fig. 122.
The advantages of these boilers are : —
(1) That they can be made in large units, thus reducing
the number of boilers in the ship.
(2) They lend themselves more easily to arrangement in
targe vessels.
One of the main drawbacks to the Thornycroft boiler,
in common with the Normand and many other boilers, is
that it is impossible to remove the majority o( the tubes,
without disturbing those in the immediate vicinity. This
difficulty is, however, more apparent than real ; the tubes
are small and thin, and it is not so difficult to remove and
replace them, as would have been the case had they been of
similar diameter and thickness to those used in large-tube
IV.]
THORNYCROFT BOILER
123
Q
>
o
S
ex:
o
n
h
o
0^
u
o
s
CI
CI
g
u.
■(. •
1
a.
r
do ft
[It ' ,
s
i 1 s i
L
I
9
■
M
U
:
2 *
>
:
I.
»-
124
WATER-TUBE BOILERS
[chap.
boilers. The curved form of the tubes absolutely precludes
any internal inspection or passing of a cleaning tool through
the tubes, except it be in form of a chain or wire rope. Soot
is cleaned from the outside of the tubes by a steam jet in
the ordinary way.
The circulation in most of the tubes is very rapid, and
therefore an accumulation of scale is not so likely to occur.
Due to the form of his tubes, Mr Thornycroft is able to give
his boiler a very large ratio of H.S. to G.S., being as high
in some instances as 75 to i, but it must be borne in mind
that this ratio, or amount of heating surface, cannot be
accepted as a measure of the efficiency of any given boiler,
as the relative value of a square foot of heating surface may
vary enormously. For instance, the heating surface of the
tubes next the furnace does far and away more than its
share of evaporation (p. 6S\ whereas the heating surface,
situated at the top and bottom of the outer rows of tubes
more remote from the fire, can do very little work, if any,
the gases not being brought properly in contact with them.
The following are the results obtained on H.M.S. Speedy
and Foam,
Number of Boilers .
• •
Total Grate Surface
sq. ft.
,, Heating Surface
>»
Ratio ^•?"
G.o.
■ .
Total weight of boilers .
. tons
,, per sq. ft. of grate
lbs.
Total I. II. P
• •
,, per sq. ft. of grate
• •
,, per ton of boiler .
• •
Coal per I.H.P. per hour
. lbs.
,, sq. ft. of grate .
>j
speedy.
Foam,
8
3
204
196
17,700*
12,060
86.7
61.5
87.45*
55. 2
960
631
4,704
5,846
23.1
29.8
53.8
106
2.2
65.7
* Minutes of Proceedings, Inst.C.E., vol. cxix., p. 29.
IV.]
DU TEMPLE BOILER
12S
36. Du Temple Boiler— The du Temple boiler was one
of the first, if not the first, of what we have called the "small-
tube " boilers, to be developed on anything like a practical
DU TEMPLE BOILER.
FIG. 123.
scale. Curiously enough, its first application was intended for
a flying machine, and in some respects, Hiram Maxim
followed the design of the first du Temple boiler for his
flying machine. Du Temple's flying machine was a failure,
126 WATER-TUBE BOILERS [chai*.
but in 1878 some launches, and afterwards some torpedo
boats were fitted with his boilers, and, certainly as far as the
French Navy — which was the first to use small-tube boilers —
is concerned, Commander du Temple must be given the
credit for introducing the first " small-tube " boiler, though it
was not until later, when M. Normand improved the du
Temple boiler, that it can in any way be said to have been a
really practical success.
One of the earliest forms of du Temple boiler (Fig. 123),
consisted roughly of one large central upper drum and
two small side bottom drums, connected by small genera-
ting tubes. These tubes were very long, of small diameter,
and bent backwards and forwards several times over the
furnace.
The large upper central drum acted as a steam and
water reservoir, the water level being about the centre of the
drum. The generating tubes discharged below the water-
level, and the steam was taken from a dome fitted on top
of the central drum, by means of an internal steam pipe, this
internal pipe being bent upwards into the dome to prevent
as far as possible any water being carried over with the steam.
Large external down-comers were provided to return the
water from the top central drum to the lower drums. The
small generating tubes were at first very thin and about 0.4"
diameter, and were expanded into the central drum and the
square cast - iron boxes which formed the bottom side
reservoirs. Between the bottom and top reservoirs, the
small-tubes were bent backward and forward no less than
five times. Hand-holes were provided on the sides of
the cast-iron boxes, for getting at the lower ends of the
small-tubes, and the larger upper central drum was of
sufficient diameter to permit of a man working in the
drum.
-1
DU TEMPLE BOILER
127
As will be evident, the circulation of the water was down
the lai^e outside down-comers and up- through the small
generating tubes.
The grate was situated between the two small lower
reservoirs, and the gases, after passing in among the small
generating tubes, passed out through the funnel situated over
the centre of the boiler. It was not realized at this early
date that pure feed-water is an absolute necessity for this
class of express boiler, and owing to the smallness of the
tubes, trouble was soon experienced by some of the tubes
128 WATER-TUBE BOILERS [chap.
giving out. Due to the fact that the tubes were kept too
close to the fire bars, and that consequently the combustion
chamber was too small, at high rates of working combustion
was incomplete, and excessive flaming at the funnel
occurred.
Commander du Temple died, and his boiler was improved
and modified by other engineers, notably M. Normand of
Havre. One of the principal improvements was that the
number of folds or bends was gradually decreased (Fig. 124),
and the diameter of the generating tubes increased. At
one time the upper part of the tubes was made of a
greater diameter than the lower part of the tubes, to
facilitate the escape of steam. The idea of using two
diameters, though it may have had some theoretical advan-
tages, practically proved a failure, and the tubes are now
made of uniform diameter. In 1889 the tubes were 0.67"
external diameter; they are now 1.38. Another improve-
ment was that the square cast-iron bottom reservoirs were
replaced by cylindrical drums, and a baffle was added
underneath the funnel, to force the flames to spread more
evenly over the tubes at either end of the boiler (Fig.
126). In 1896 M. Guyot, at Cherbourg, in common with
M. Normand, appears to have adopted over a portion of
the grate what is known as a "tube wall," placing the tubes
so close together that they practically touched each other,
and thus preventing any flame from passing between them ;
the gases were thus forced to take a horizontal direction
and return through the boiler to the front end. M. Guyot
makes the joints of the tubes with the upper drum by
means of a steel cone and nut on the inside of the drum.
This arrangement facilitates removing the tubes, but the
tubes naturally have to be spaced further apart than
when simply expanded into the drum. This design of
IV.]
DU TEMPLE BOILER
I30 WATER-TUBE BOILERS [chap.
boiler is known as the du Temple-Guyot boiler. One of
the largest ships in the French Navy, the Jeanne cFArc, a
boat of 28,000 H.P., is being fitted with this class of
"small-tube" boiler. The du Temple boiler has been
fitted in our own Navy on board H.M.S. SpafikeVy a boat
of 3,500 H.P.
86. Normand Boiler.— M. Normand's boiler (Figs. 127,
128) is practically the outcome of his simplification of the
du Temple boiler, and many of his improvements have been
adopted by the du Temple firm. The principal ones, as
has been stated, being (i) the suppression of the large number
of bends in the generating tubes ; and (2) giving the gases
a horizontal direction through the boiler instead of a
vertical one — the funnel being placed either at the back
or front of the boiler, whichever is best suited to the vessel.
The boiler is said to be of either the "direct-flame" type
or the " return-flame " type, according as the funnel is at the
back or front of the boiler.
The two inner rows of generating tubes next the furnace
and the two outer rows next the casing are made, for a
portion of their length, into "tube walls." M. Normand
lays great stress on using what are technically known as
" drowned tubes," that is to say, tubes whose upper ends
deliver below the water line, in contradistinction to those
of the Thornycroft and Mosher boilers, the generating tubes
of which deliver above the water-line.
The Normand boiler is extensively used in the French
Navy, and has been fitted in the British Navy on a large
number of torpedo-boat destroyers, H.M.S. Pelorus^ and
other ships.
The results obtained by M. Normand with this class of
IV.] NORMAND BOILER
132
WATER-TUBE BOILERS
[chap.
boiler have been very interesting, as the following particulars
will show : —
Number of Boilers
Grate Surface, total sq. ft.
Heating Surface, total . ,,
Ratio — '—•
W.J.
Weight of boilers without wa-
ter .... tons
Weight of water . . tons
Weight of boilers complete, with
water
tons
Weight per sq. ft. of grate
surface .... lbs.
Weight per sq. ft. of heating
surface .... lbs.
X.m Km m A • • • • ■ •
I.H.P. per sq. ft. of grate .
Floor-space per boiler sq. ft.
H.M.S.
Ferret
4
8,112
52.7
50-7
738
14.00
4,774*
31.0
Forbtm
2
88.26
4,628
52.4
24.4
6.26
30.66
778
14.84
4,121
^6.7
Direct-
flame,
Lance
2
90.4
4,780
52.8
23.38
552
28.9
716
13.54
122.2
Return-
flame,
Cyclone
2
103.4
4,866
47.1
24.01
5-5
29.52
639
13.59
152.7
Minutes of Proceccliiigs, Inst.C.E., vol. cxix., pp. 29 and 87.
The torpedo boat Fofhan was, at the time of her official
trial, the fastest boat afloat, and some additional particulars
of her trial may therefore be interesting.
Speed on trial .... knots
Displacement at full speed . . tons
,, ,, 14 knots . . . ,,
Consumption of coal at full speed, per sq. ft. of
grate . . . . .lbs
Consumption of coal at 14 knots, per sq. ft. of
grate ..... lbs.
Air pressure at full speed . inches of water
Air pressure at 14 knots . ,,
Consumption per 1. 1 1. P. at full speed . lbs.
Consumption per I. II. P. at 14 knots . ,,
31.03
126.3
149.7
63.9
7.06
4.75
• « •
r.36
* . •
IV.] NORMAND-SIGAUDY BOILER 133
37. Normand-Sigaudy Boaer— The Normand-Sigaudy
boiler (Figs. 129, 130) is practically two Normand boilers
placed back to
back, with the
upper and lower
drums connected
together. It was 2
brought out by O
M. Sigaudy of
Havre, for use on
large cruisers.
The saving of ;
weight by the use ^
of double-ended "
tubulous boilers is O
n
not so great as in
the case of double- 9
ended cylindrical §
boilers, and should «
one of the boilers K
<
give out, a larger S
proportion of the O m
total power of the ""
vessel is put out of jj
action than if the
boilers had been
kept in single
units. This type
of boiler is, how-
ever, being fitted
on the Chateau-
Renault, a cruiser
of 23,700 H.P.,
134
WATER-TUBE BOILERS
[chap.
under construction at Havre, but the official trials have not
yet taken place. The following are particulars of one of the
Normand-Sigaudy boilers of the French cruisers Dunois and
La Hire,
Grate Surface
Heating Surface
Ratio, -^
Weight of boiler and mountings, but without
water
Weight of water
Weight of boiler with water
Weight of boiler per sq. ft. of H.S.
C'' *N
Floor space per boiler .
. sq. ft.
63-5
»»
3232
»»
509
without
tons
18.21
>i
4-23
»f
22.44
lbs.
15.56
»»
792
. sq. ft.
191. 2
88. Mo3her Boiler. — The Mosher boiler (Fig. 131),
which has been largely used for steam yachts in America,
and also for many of the United States torpedo boats,
consists of two bottom water drums and two upper steam
drums, each water drum and steam drum being joined by
curved tubes of about \" external diameter, entering the steam
drum above the water-line. Two external down-take tubes
are fitted on the front of the boiler. The grate is placed
between the two bottom drums, and the generating tubes
coming from these are curved over the furnace, until the
inner rows meet ; they then curve outwards again and enter
the steam drums, which are on the outside of the boiler.
These steam drums have no communication with each
other except through the main steam-pipe, so that each
side is independent, though the grate is common to both.
The steam and water drums are made of steel, and the
tubes of weldless steel tubing.
The crown of the furnace is composed of an unbroken
IV.] MOSHER BOILER rjj
wall of tubes for three-quarters of the length of the boiler,
along which the gases pass to the back of the furnace
where the tubes are staggered, forming openings through
which the hot gases pass in among the intervening tubes,
returning towards the front of the boiler.
MOSHER BOILER.
The two outside rows of tubes, which enter the bottom
of the steam-drum and act as down-comers, are bent between
each other so as to form a continuous tube-wall protecting
the casing from the heat.
The boilers of the U.S. torpedo-boat Foote, the official
trials of which were made in 1896, had each a total heating
136 WATER-TUBE BOILERS [chap.
surface of 2,630 sq. ft. and a grate surface of 47.5 sq. ft,
giving a ratio of H.S. to G.S. of 55.39.
The following are some particulars of an eight-hours'
natural-draught trial of a Mosher boiler, which was carried
out in America.
Heating Surface ....
sq. ft.
1,108
Grate Surface ....
i>
33
„ . H.S.
Ratio 7^ e ....
. •
33-6
Coal per sq. ft. of grate per hour .
. lbs.
7.1
Water eraporated per lb. of coal .
»»
9.12
Wetness of steam ....
per cent.
1.5
Temperature of funnel gases
Fahr.
442*=
The following figures give the heat utilized and lost in
the same boiler : —
Heat utilized in evaporating water .... 76 per cent.
,, lost in funnel 13
,, ,, radiation 9.1
evaporating water in ashpan . . . 1.9
lOO.O
The launch type of this boiler (Fig. 132) is practically
only one-half of the boiler already described. The hot
gases, however, on leaving the furnace, first enter at the
lower portion of the tubes at the back end, pass upward
and forward among the tubes, being deflected by the baffle
plate which rests upon the inclined portion of the tubes ;
they then turn and pass back along the upper portion
of the tubes and through a feed-water heater. The drums
in this case are placed transversely to the boiler.
39. Reed Boiler. — The Reed boiler (Fig. 133) is very
similar to the Normand boiler, and consists of a top steam
and water drum and two lower water-chambers, joined by
generating tubes very much bent, and delivering below the
IV.) REED BOILER 137
water level. The inside row of tubes used to be bent into
a wavy form, which was somewhat unfavourable to the free
escape of steam : this, we understand, has now been dis-
continued. There is a lai^e external down-comer at each
end. The generating tubes are connected at each end with
nuts inside the chambers, in a similar way to the du Temple
boiler, only that the joint instead of being made upon a conical
face and a plane face, is made upon two spherical faces, which
allows of a certain angular play of the tubes. The genera-
ting tubes are of i^V" outside diameter, reduced at the bottom
to 5", which allows extra space for the entry of the gases
among the tubes. Baffles are fitted in the boiler to direct
the movement of the hot gases over the tubes. Reed boilers
138 WATER-TUBE BOILERS [chap.
have been adopted for several English torpedo-boat de-
stroyers, amongst which are the Janus, Lightning, Porcupine
REED BOILER.
FIG. 133.
and Star. In a coal -consumption trial on land, I3 lbs. of
water, from and at 212° Fahr., was evaporated per lb. of coal.
The following are some particulars (taken on the thirty
hours' coal-consumption trial at half speed, and on the full
WHITE COIL BOILER
speed trial) of the Reed boilers of the third-class cruiser
Pegasus*
COTBU
Number of boilers .
Total Healing Surface
s<l. ft.
1 8,*
Tolal Grate Surface
Ratio ^ . . . .
G.S.
LH.P
3.
Coal per I.H.P. per hour
. lbs.
Coal per sq. ft. of grale .
- ,.
1
Weight of boilers, complete' .
. ions
Weightpersq.fi, of grale
. lbs.
1,
H.S. per LH.P. .
. sq. ft.
5
LH.P.pertonofboiler .
40. White Coil Boiler.
134), built by Messrs
J. S. White of East
Cowes, the majority of
the tubes joining the
thres chambers are of
spiral form, and divided
into three portions by
walls of uncoiled tubes,
bent into a Z-shape.
The hot gases pass
among the .spiral tubes
on the inside of the un-
coiled tubes to the back
of the boiler, and then
return among the spiral
tubes on the other side
of the uncoiled tubes.
In the double boiler,
* Minutes of I'roceedings, Ii
In the White coil boiler (Fig.
WHITE COIL BOILER.
FIG. 134.
I40
WATER-TUBE BOILERS
[chap.
which has been fitted to some torpedo-boat destroyers, there
is a slight modification of this, only three rows of uncoiled
tubes being employed, one row being common to both boilers.
The uncoiled tubes are reduced at the ends, so as not to cut
away too much of the plates of the drums. The front and
back ends of the boiler are protected on the inside by large
tubes arranged close together.
The following are some of the mean results of the full-
speed trials of four destroyers of the Conflict class, fitted with
White coil boilers * : —
Number of boilers
• ■
3
Total Heating Surface .
sq. ft.
11,250
Total Grate Surface
>>
212.5
^^'°"-s: • • • •
■ ■
52.9
^•^i«X^* • • • • 4
• •
4.931.6
Weight of boilers, complete *
. tons
83
Weight per sq. ft. of grate
. lbs.
875
Heating Surface per I.H.P. .
sq. ft.
2.28
I. H. P. per ton of boiler
• ■
59.4
* Including funnels, casings, and all boiler-room fittingpi.
41. Ward Coil Boiler. — The Ward boiler has been in
use for some considerable time in the United States Navy.
There are several different types, the two principal being the
coil boiler (Fig. 135) fitted to the Monterey, and the launch
boiler (Figs. 136, 137). The Ward boiler fitted on the U.S.
coast-defence vessel Monterey (in conjunction with cylindrical
boilers) is a coil boiler, and consists of a central vertical drum
surrounded by concentric coils or sections, A. Each section
has a number of complete half circles of tubes placed one
above the other. The tubes of each section are connected in
half circles by screwed joints to two vertical headers, BB,
diametrically opposite to each other. The tubes, A, are
* Minutes of Proceedings, InstC.E., vol. cxxxvii., part iii.
WARD COIL BOILER
WARD COIL BOILER.
142 WATER-TUBE BOILERS [chap.
about 2" in diameter, and are set at an angle of about 10''
with the horizontal to give direction to the current of circula-
tion in them.
The central vertical drum receives the feed-water from an
internal pipe that passes through its lower portion and
extends to near the water-line. The space above the water-
line in the central drum forms practically all the steam- space.
The headers, B, carrying the lower ends of the tubes. A,
have a common connection at their bottom ends through
pipes, B', with a water-collector, C. This collector com-
municates with the central drum, and supplies the
headers, B, with water. The upper ends of the headers are
closed.
The headers carrying the highest ends of the half circles
connect with a horizontal receiver, D, at their upper ends,
through which all steam generated passes into the top portion
of the central drum. At their lower ends they connect with
a bottom collector, G, which serves as a mud-drum. The
headers proper do not extend below the level of the generat-
ing tubes, the connections with the lower water-collectors, G
and C, being made through iron pipes, B*, of about 3 J"
diameter, screwed into the bottom ends of the headers, and
joined to the water-collectors by shallow stuffing-boxes. The
bottom collectors are below the grate, and they and the
headers are of cast steel. The grate is circular, and composed
of segments placed around the central vertical reservoir. The
central reservoir is divided into two parts by a horizontal
partition ; the feed-water finds its way down to the horizontal
collector, C, and the steam issuing from the generating tubes is
received at the upper end of the central reservoir.
All the joints are very simple, and the entire boiler should
have great elasticity, owing to the curvature of the generating
tubes. Its principal disadvantage is the circular form of the
IV.]
WARD LAUNCH BOILER
143
grate, which renders the stoking difficult, especially at the
sides, and necessitates clear room for stoking all round the
boiler.
The Ward boiler is one of the lightest in existence, the
two boilers of the Monterey, with a total of 73.74 square feet
of grate surface, weigh 15.08 tons without water and 17.5 tons
with water, which makes only 532 lbs per square foot of grate.
This type of boiler has been fitted on four of the U.S. revenue
cutters.
The following are some particulars of a Ward coil boiler
tested under forced draught : * —
Heating Surface
sq. ft.
2,473.5
Grate Surface
»f
53
. H.S.
Ratio 7^-7.-
0. 0.
> • •
46.67
Weight of boiler, empty .
tons
11.84
,, water
>>
2.01
,, lx)iler and water
>»
13.85
,, ,, per scj. ft. of grate .
lbs.
585.3
»} >» 5) i».0. .
»»
12.5
Evaporation from and at 2i2°Fahr.
>»
7.31
Coal per sq. ft. of grate .
>»
55.05
42. Ward Launch Boiler.— The Ward launch boiler (Figs.
136, 137), of which there are a good many in use in the U.S.
Navy, differs considerably from the preceding boiler. It is
constructed of vertical water-tubes completely surrounding
the grate and forming the walls of the boiler. The tubes are
connected at their lower ends by screwed joints with right-
and left-handed threads to a water-chamber or pipe, and are
bent over at the top to enter the lower part of a vertical
steam and water drum.
A number of closed-ended tubes with an internal circulat-
♦ "
Journal of the American Society of Naval Engineers," vol. ii. No. 4.
144 WATER-TUBE BOILERS [chap.
ing tube are suspended over the furnace from the bottom of
the upper steam and water drum, which is cone-shaped. The
boilfr is made either cylindrical or rectangular in plan. The
boiler is fitted with a fan, and a heater for warming the air
supplied to the boiler,
MUMFORD BOILER
146 WATER-TUBE BOILERS [chap.
43. Mutnford Boiler.— The Mumford water-tube boiler
(Figs. 138, i39)is similar tootherwater-tube boilers of this class
in possessing one centra! upper steam and water drum, and two
lower smaller water drums connected by small yeneratiny
tubes. Instead of the generating tubes, which are of galvanised
steel, being expanded direct into the drums above mentioned,
they arc expanded into square
forged steel boxes situated
near these drums, and con-
nected directly to them.
Doors fitted on the back of
the square boxes giving
access direct to the tubes.
The boxes are themselves
connected by means of
flanges and bolts to the latge
tubes joining them to the top
and bottom reservoirs, and
thus have the advantage that
should it be desired to remove
any section, it can be easily
lowered into the furnace,
removed through the front
FIG. 140. of the boiler, and another one
substituted. One of these
sections is shown in Fig. 140. A single tube can be
stopjjed by merely taking off the doors of the boxes. A
large down-comer is fitted at the back of the boiler to return
the water from the top to the bottom drums.
The gases can either be arranged to pass off through
the funnel situated in the centre of the boiler, or by means of
suitable baffles the flames can be forced to pass to the end of
the boiler and thciicc back to the fuimcl, which is then
IV.]
MUMFORD BOILER
147
situated in the front of the boiler. This latter arrangement
naturally gives much more economical results, as the flames
are much longer in contact with the tubes, and the course of
the flames is at right angles to the direction of the tubes.
The boiler stands forcing well. 1 50 lbs. of coal have been
burnt per sq. ft. of grate, and 22 lbs. of water have been
evaporated per sq. ft. heating surface. Due to the form of
the boiler it is evident that the weight per sq. ft of H.S. is
more than in some of the other small-tube boilers.
Four 1,000 H.P. boilers are fitted on board H.M.S.
Salamander, and the following are the results obtained
from one of these boilers on the Admiralty official
tests : —
Duration of trial hours
4
Heating Surface sq. ft.
2,000
Grate Surface , ,
45
Ratio "f-
44.4
Lbs. of water per lb. of Coal
9
Coal per sq. ft. of grate . . , . lbs.
25
Temperature of feed .... Fahr.
56^
Steam pressure . . lbs. per sq. inch
'75
Air pressure .... inches of water
0.15
Lbs. of water per lb of coal from and at 212° .
10.9
Weight of boiler, empty .... tons
18.35
water ,,
2.15
Total weight of boiler and water . . ,,
20.5
Weight of boiler per sq. ft. of H.S. . lbs.
22.96
>> ,, Lt. 0. . ,,
1,020.5
The small boilers for torpedo-boats, Nos. 63 and 64, are
similar to the Salamander boilers as far as the form of the
generating tubes is concerned, but dififer from them in that
the. tubes are expanded direct into the top and bottom
drums, and the section arrangement has therefore been
148
WATER-TUBE BOILERS
[chap.
suppressed. The results of trials on these boilers are as
follows : —
Grate Surface
Heating Surface .
^^''° E: ■
I.H.P.
Temperature of feed
Lbs. of coal per sq. ft.
75
100
sq. ft.
it
Fahr.
22
850
3«.7
400
58°
Lbs. of water evaporated per
lb. of coal.
9.88
9.05
7.4
6.317
44. Fleming and Ferguson Boiler.— The Fleming and
Ferguson boiler (Fig. 141) is composed of a large central upper
steam and water drum connected below the water-line by
banks of curved generating tubes to two lower water drums.
The top drum is of such diameter that any of the small bent
generating tubes can be drawn into it for removal. The
I.H.P. per ton of boiler is about 26.5.
45. Blechynden Boiler. — The Blechynden boiler (Fig. 142)
is very similar in design to the Yarrow boiler described below,
but the two lower water-chambers are rather larger. At the
top of the steam drum there are a series of hand-holes arranged
along the length of the boiler, sufficiently close to allow of the
introduction or removal of any of the tubes independently of
the others, the tubes being slightly curved to arcs of 30 and
50 feet radius respectively, depending on their position, and
converging on these hand-holes. In the earlier boilers there
were two rows of these holes, one on each side of the centre
line, but as now made there is only one row. There was also
a wall of tubes formed by the two outside rows of tubes
being bent in between each other in the usual way, leaving a
space for the hot gases to escape at the top, but this has now
v.]
FLEMING AND FERGUSON BOILER
"49
been discontinued. The tubes discharge their steam and
water below the water-line, and originally there were no
external down-comers, the water returning to the bottom
FLEMING AND FERGUSON BOILER.
FIG. 141.
drums through the outside row of tubes. Now, however, four
down-comers, 3J" diameter, are fitted at each end between
the steam drum and bottom collectors. This boiler has been
fitted in the Navy on three destroyers and two third-class
cruisers, and on several torpedo-boats.
The following are some of the mean results of the full-
WATER-TUBE BOILERS
BLECHYNDEN BOILER.
FIG. 142.
■speed trials of three destroyers of the Sturgeon class, fitted
with Blechynden boiler.s."
Xumbet of boilcis I 4
Healing Surface .... si], fi. 10,022
Crale Surface ' 176
Ralio ^ I 56.9
r.H.p 4,367
Weight of boilers complete t . . . tons \ 62.2
Wcighl per square foot of grate lbs. 785
Healing snrface per I.II. P. . . sc|. (t. ' 2.I9
I.H.P. per ton of boiler ..,,.] 70.2
Coal per I. H.r. per hour. . lbs. j 3.29
t Including funnels, rashig!, ami M l,oil<r-ruoni fillings.
* Minutes of Proceedings, Inst.C.E., vol. cxxxvii., part iii.
IV.J
WHITE-FORSTER BOILER
»5i
II)
-)
o
a:
tti
h
en
a:
o
{i«
h
■-^CT'
152 WATER-TUBE BOILERS [chap.
46. White-Forster Boiler. — Messrs White brought out
in 1898 another form of small tube boiler, called the
White-Forster boiler (Figs. 143, 144). As will be seen, it
consists of the usual steam and water drum, connected by
banks of small " drowned " generating tubes to two bottom
water drums, the grate being situated between them. These
small tubes are all curved to the same radius, and each tube
can be withdrawn into the top drum when it becomes
necessary to replace a tube. Owing to the curved form of
the tubes, the top drum can be made of smaller diameter than
is usually the case in boilers where the tubes are withdrawn
into the top drum, and a rigid tube brush can be used for
cleaning the tubes. Large external down-comers are fitted to
the back of the boiler. The boiler is being fitted to a
number of boats in the British and foreign Navies.
47. Yarrow Boiler. — In the Yarrow boiler (Fig. 145) there
is an upper central steam and water drum and two lower water
drums connected by straight tubes, which enter the upper
drum below the water-line. In the small types (Fig. 146) the
steam drum is made in two portions, which are bolted together,
the top being removable to facilitate access to the tube ends.
In large boilers upper barrels with bolted joints could not be
constructed capable of supporting the pressure, and so they are
made with the usual riveted joints (Fig. 147). In consequence
of this, they lose the advantage possessed by the divided
barrels ; but this is not of much importance, as their large
size permits of ready access for the examination and replac-
ing of tubes. The bottom ends of the tubes are expanded
into a tube plate, to the under side of which a small water-
chamber is bolted. The original type of this boiler, fitted on
a torpedo-boat, had external down-comers. In the torpedo-
boat destroyer Hornet, these down-comers were omitted, the
IV.]
YARROW BOILER
153
water returning down the rows of generating tubes farthest
from the fire. A few of these tubes are sometimes screened
WHITE-FORSTER BOILER.
^
v_
^-*
PNONT eueVATION.
•fOTlON.
FIG. 144.
or shielded from the fire at the ends by means of baffle plates
between the tubes to keep them cool, and so facilitate the
return flow of water to the lower drums. Some of these
154 WATER -TUHE BOILERS [CH.VP.
boilers have had small return tubes fitted at each end, which
also act as stays to the boiler. The casings of the boilers
are portable to allow of removal for cleaning the outsides of
the tubes. The feed-water is introduced into the upper drum.
It was at first thought that, owing to the tubes being
YARROW BOILER.
straight, the joints would be started in ca.ses of unequal
expansion. This, however, is not found to be the case in
practice, as any small difference in length seems to be met
by the elasticity of the material. Tubes of different materials
have been used for these boilers. At first steel tubes were
YARROW BOILKK
155
employed, but afterwards were discarded in favour of brass
ones. At the present time Messrs Yarrow arc using solid
drawn steel tubes of from 1" to i J" in diameter, and averag-
ing 0'08" in thickness.
YARROW BOILER— TORPEDO-BOAT TYPE.
The Yarrow boiler has been fitted on ten of the torpedo-
boat destroyers, on a larger number of torpedo-boats in our
Navy, and on many foreign ones, besides several foreign gun-
boats and third-class cruiser.s.
156
WATER-TUBE BOILERS
[chap.
The great advantage of the Yarrow boiler lies in its
straight tubes, which enables them to be inspected and
cleaned with an ordinary-pattern tube scraper. The boiler
is a light and compact boiler for its work, but due to the
shortness of the tubes, the ratio of H.S. to G.S. must be
YARROW BOILER.
FIG. 147.
somewhat low, and due to this and to the short travel of
the gases, funnel temperatures are apt to be slightly high.
The course of the gases, though transverse to the tubes, is
really comparatively short : the combustion chamber is lofty
and roomy.
IV.]
YARROW BOILER
157
The following are some of the mean results of the full-
speed trials of two destroyers of the Swordfish class, fitted
with Yarrow boilers.*
Number of boilers
Heating Surface
Grate Surface .
Ratio S.-S- . . ,
\j» o.
A* £ 1 • 1 • • a • •
Weight of boilers complete f
Weight per sq. ft. of grate
Heating surface per I.H.P.
I.H.P. per ton of boiler .
Coal per I.H.P.
t Including funnels, casings, and all boiler-room fittings.
• •
8
sq. ft.
7,694
»i
162.4
• •
47.4
• •
4,551.0
. tons
62
. lbs.
855
• •
1.69
•
73
. lbs.
•1
303
c»
* Minutes of Proceedings, Inst.C.E., vol. cxxxvii., part iii.
CHAPTER V
Boiler Accessories — Reducing Valves — Belleville Reducing Valve —
Belleville Automatic Steam Separator — Automatic Feed-Water
Regulators — Belleville — Thornycroft — Sigaudy — Normand-
Sigaudy — Yarrow — Niclausse — Weir — Necessity for pure Feed-
Water — Filtering — Feed-Water Filters — Harris — Rankine — Mills-
Berryman— Filters working at Atmospheric Pressure— Normand
— Feed- Water Heaters — Kirkaldy — Normand — Weir — Weight
and Space occupied by various types of Boilers — Advantages and
Disadvantages of Water-Tube Boilers — Durability of Water-Tube
Boilers — General conclusions.
48. Boiler Accessories. — In water-tube boilers the various
accessories play a far more important part in their working
than in cylindrical boilers. Owing to the comparatively small
quantity of water they contain, the regularity of the feed is of
vital importance. This has led to the introduction of special
fittings or accessories to regulate the feed automatically,
which are known as feed-regulating valves. The generation
of steam being far more rapid, and there being little or no
steam-space compared to cylindrical boilers, should the rate of
firing or the rate of taking steam from the boiler vary, the
pressure will fluctuate through far wider ranges than in
cylindrical boilers. To avoid corresponding fluctuations in
the speed of the engines, and for other reasons, reducing
valves have been fitted, notably in connection with the
Belleville boiler. Further, at a high rate of working or with
a sudden change in the rate of working, water is very apt to
1.j8
CHAP, v.] REDUCING VALVES 159
be carried over with the steam into the steam-pipe, and as
this may lead to grave accidents should it find its way into
the engines, separators or steam-dryers are fitted in the main
range of steam-pipes. It is true that these fittings or
accessories are not integral parts of the boiler itself, but the
smooth working of the boiler entirely depends upon them.
Other accessories in connection with the feed-water, besides
the feed-regulating valves, are the feed-filters, and feed-
heaters. We will therefore treat the accessories under two
heads.
(i) Those in connection with the steam, such as reducing
valves and automatic steam-separators, or dryers.
(2) Those in connection with the feed, such as feed-
regulating valves, feed-filters, and feed-water heaters.
49. Reducing Valves.— A reducing valve, though
strictly speaking not an integral part of the boiler proper, is,
in such cases as the Belleville boiler, an absolute necessity.
The advantages of its use are threefold.
(i) It enables one of the principal features of the water-
tube boiler to be taken greater advantage of, namely, the use
of high pressures, and that without at the same time subject-
ing the main engines to excessive pressure.
(2) It wire-draws the steam, slightly superheats and
dries it.
(3) Considerable fluctuations of pressure may take place
in the boiler itself without affecting the pressure at the
engines.
50. Belleville Reducing Valve.— The Belleville reduc-
ing valve (Fig. 148) consists of a valve attached by means
of a plunger D to the end of a lever E, and the pressure in
the valve casting always tends to lift this plunger and close
i6o
WATER-TUBE BOILERS
[CHAP.
the valve. This is counteracted by means of a set of springs
H, whose tension can be altered by a hand-wheel and screw, F.
As the pressure on the plunger increases, it tends to close the
valve and increases the tension on the springs ; this reduces
FIG. 148.
the valve openings, thereby restricting the flow of steam, and
consequently reducing the pressure on the plunger D, allow-
ii^ the springs to again pull down the plunger and open the
valve. A safety valve is fitted on the reduced pressure side
v.] BELLEVILLE AUTOMATIC STEAM SEPARATOR i6i
at 3, and pressure gauges are fitted to both sides of the
valve.
There are numerous other types of reducing valves, but we
need not go further into them, as the mode of working is very
similar.
51. Belleville Automatic Steam Separator.— In order
to rid the steam of the water that may have been con-
densed in the steam piping, or carried over from the boiler,
and so ensure dry steam being delivered to the engines, some
form of steam-dryer or
separator is usually fitted
between the boiler and the
engines. The Belleville
automatic separator (Fig.
1 49) consists of a cylindrical
receiver, furnished with two
steam openings for the
inlet and outlet of the
steam. The steam enters
at the top of the separator,
and is compelled by means
of a partition to descend in
order to enter the annular
space by in which the
orifice for the outlet of the
steam is placed. This
orifice is considerably
smaller than that by
which the steam enters,
in order to prevent as far FIG* ^^9-
as possible sudden alterations of pressure in the separator,
and keep the water in the bottom of the cylinder from being
i62 WATER-TUBE BOILERS [chap.
dragged over with the steam. The separator is drained by an
ingenious automatic trap. The float G for the trap, which is
placed in the bottom of the separator, does not, however, act
directly on the drain-cock itself, as is most usually the case,
but works a small steam piston, which in its turn works
the draining gear.
62. Automatic Feed- Water Regulators. Belleville
Feed-Water Regulator. — The provision of an automatic
feed-regulator is desirable in the case of water-tube boilers
having a small reserve of water. The feed -regulator in-
vented by M. Belleville, and at present attached to his
boilers, has varied very
little from his original de-
sign. It consists (Fig. 150)
of a chamber A, contain-
ing a float B, actuating
the lever C, which works a
valve-spindle F, and regu-
lates the opening of the
valve and the speed of the
water passing to the boiler.
When the water-level is
normal, the valve closes
and is kept shut by means
of a spring //, and weights
g at the end of the lever.
On the water-level falling,
the float falls with it, and
by means of the bell crank
■^'Q- 'SO- lever C, raises the end of
the lever E on the side which was held down by the spring
and weights, and dcpres.ses the other end of the same lever
v.]
THORNYCROFT FEED-WATER REGULATOR
163
to which is hinged the feed-valve spindle F, thus opening the
valve and admitting water to the boiler. Directly the water
reaches the working level the float ceases to act through
the lever C on the lever E, which is pulled down by the
spring and weights, and closes the valve. A rod is provided
for working the lever by hand independently of the iloat
The vessel in which the float works is placed on the column
i64 WATER-TUBE BOILERS [chap.
leading from the separator to the feed-collector. The suc-
cessful working of the Belleville boiler hangs upon this feed-
regulator, as the water-level is so disturbed in the boiler itself
that it would be practically impossible to tell where the
water-level was, were it not for this fitting.
The level of the water in the float-chamber can be varied
by means of the external dead weights g^ attached to the
lever E, and the water-level has to be varied with the
different rates of working, so as to give the head required to
produce the circulation of the mixture of water and steam in
the tubes of the elements. The Belleville regulator works
with extreme regularity, and is thoroughly reliable.
58. Thoraycroft Feed-Water Regulator. — The Thorny-
croft feed-regulator (Fig. 151) consists of a float attached to
a lever actuating a double-beat valve. The weight of the
float is balanced by a counterweight. The position of the float
can be varied from the outside by means of a hand-wheel
and screw, and an indicator is fitted so as to show its
position. As the water-level varies the movement of the
float throttles or opens the passages through the double-beat
valve.
54. Sigaudy Feed-Water Regulator. — M. Sigaudy
designed a feed-water regulator for use on board \h^ Jeanne
cTArCy which consists (Figs. 152, 153) of a float and counter-
balance suspended between two pairs of levers, the fulcrum
of the levers actuating the plug of a cock outside the float-
gear casting.
55. Normand-Sigaudy Feed-Water Regulator.— The
Normand-Sigaudy feed-water regulator consists of a casting
SIGAUDY FEED-WATER REGULATOR
166
WATER.TUBE BOILERS
[chap.
A (Fig. 154) placed outside the boiler, in which works a
float B, with a counterbalance C, through a lever D.
A cylindrical valve E, worked by the float B, regulates the
supply of feed to the boiler. The valve E has a central
hole to equalise the pressure. The regulator is usually
NORMAND'SIGAUDY FEED-WATER REGULATOR.
Fia 154.
placed slightly above the normal feed-level, and connects
with the steam and water drum through a cock N, on to
which is attached an internal pipe H, running down into
a V-shaped receptacle L, near the centre of the steam
drum. The receptacle L has a small opening at the bottom
M, which secures it being filled with solid water. A small
orifice, J, at the top of the chamber A causes a slight ascending
V.) YARROW FEED-WATER REGULATOR
current in the tube H.
If the water-level in
the main drum is
below the opening of
the internal tube,
steam will pass up ,
the pipe H. If the
water-level is above
it, water will pass up
this tube into the !
casting A. As the g
water passes into A, t
it raises the float and p
reduces the opening JJ
of the valve E. This
diminishes the supply Ul
of feed - water, the g
level in the boiler ^
drops, and uncovers [J}
the lower end of the
internal pipe H, and g
allows the level in Jg
the casting A to 5
drop, and again opens
the valve E.
66. Yarrow Feed-
Water Regulator.—
Mr Yarrow used in
connection with his
boilers an arrange-
ment (Fig. iss)
whereby, when the
1 68
WATER-TUBE BOILERS
[chap.
MUMFORD FEED-WATER REGULATOR.
ELUNQ PIPE TO STEAM SPACE
LeVELUNaPIFC TO WATER SPA
WHEEL FOR ADJUSTING WORKfNC LEVEL
Fia 166.
I
Section on E F.
Section on a b.
i69
of an
ind so
AUSS slowed
) drop.
5 very
mford
spects
of an
lever
box.
)indle
feed-
to a
rking
indle
icted
)oise.
^hole
and
;1 to
; for
eed-
sing
)sed
'oir.
:her
lort
Ive.
Section on
v.] MUMFORD FEED-WATER REGULATOR 169
water-level rose in the top drum, it caused the end of an
internal steam-pipe to dip below the water-level, and so
send water to the feed-pumps instead of steam. This slowed
down the feed-pumps and so allowed the water-level to drop.
The arrangement has many obvious objections, was very
uneconomical, and its use has since been discontinued.
57. Mumford Feed-Water Regulator.— The Mumford
feed-water regulator (Fig. 156) is similar in many respects
to those already described. It consists of a casting of an
oblong shape, in which works a float, connected to a lever
which works on a spindle passing through a stuffing box.
To the float lever is attached, inside the casting, a spindle
and valve, regulating the flow of the water from the feed-
pump to the boiler. A hand-wheel is also attached to a
continuation of the valve-spindle, for adjusting the working
level. Outside the casting, a lever is attached to the spindle
or rocking shaft above referred to ; this lever is connected
by means of a link to another lever carrying a counter-poise.
The counter-poise weight is adjustable, and the whole
arrangement can be worked by hand to see that the float and
valve are free.
Though the regulator is able to keep the water level to
within half-an-inch, it does not appear to be too sensitive for
the rough usage it receives at sea.
68. Niclausse Feed-Regulator. -The Niclausse feed-
water regulator (Figs. 157, 158) consists of an external casing
A containing a balanced valve C, which is opened and closed
by the action of a float B in the steam and water reservoir.
The float, on rising or falling, rotates a spindle H, to the other
end of which (inside the valve casing) is attached a short
lever J, which connects by means of a link with the feed-valve.
WATER-TUBE BOILERS
WEIR FEED-WATER REGULATOR
z
i I
j \
ftl
\
1 ]
...
u
'• if
° > .
V^
; 1
s
;■ ;
^V^....
. .X .
-<-v\.
. ._.;'
s L
ll
-^:
*»•
■r
--m
— -1 L
11]
: --'|-
1
f
SsJ
1
s
■^rn%^
W
—
s
'
i
172 WATER-TUBE BOILERS [chap.
On the float rising, the spindle is rotated, and causes the short
lever to press the valve on its seat, thus cutting oflF the supply
of water to the boiler. On the float falling, the reverse
action takes place and the valve opens. The spindle is not,
however, continuous, but is made in two lengths H, H^
which are coupled together, so that the position of the float
can be alter'ed relatively to the valve to suit different
working levels. The float is balanced by a counterpoise,
which is situated outside the boiler, and can be adjusted
by hand.
69. Weir Feed- Water Regulator. —A feed-regulator or
distributor (Figs. 159, 160) has been designed by Messrs. J. and
G. Weir of Cathcart, Glasgow, to work in conjunction with their
feed-pumps. It is situated within the boiler, and consists
mainly of a float A and counterbalance B, actuating a disc-
valve C, which closes against the inlet orifice as the float
rises. As the pressure in the feed-range D acts directly on
the face of the valve C, the greater the difference of pres-
sure between the feed-range and the boiler, the greater the
delivery. Also, the lower the water-level, the greater will be
the opening of the valve for any given difference of pressure
between the feed-range and the boiler: hence the total
quantity of water delivered to any boiler will depend partly
on the pressure existing in the boiler, and partly on the
position of the water-level. In most of the types of feed-
regulators, where a double-beat valve is used, the question of
the pressure has next to no influence on the delivery, which is
regulated entirely by the level of the water and the position
of the float.
The apparatus has the merit of simplicity, but being
entirely contained in the boiler, there is no means of ascer-
taining whether the float is free or not.
v.] FEED-PUMPS 173
60. Feed-Pumps. — After what has been said about the
great necessity for a regular feed, it will be readily under-
stood that the feed-pump is a very important fitting, when
tubulous boilers are used. Messrs Belleville make a special
horizontal feed-pump of their own, which is used in conjunc-
tion with their boilers in foreign Navies, and in our own
ships those of Messrs Weir are largely used. These latter
are vertical direct acting pumps, and work with extreme
steadiness and regularity. The space at our disposal is,
however, too limited to attempt a description of these pumps,
but they will be found very fully described in Sennett and
Oram's work on the " Marine Steam-Engine." *
61. Necessity for Pure Feed- Water. — It has now come
to be universally recognised that the purest feed-water
obtainable must be used with tubulous boilers, if their circu-
lation is to be maintained and their life not impaired. The
introduction of sea-water as "make-up" always leads to
trouble ; so much so, that in one Navy, although rigid in-
structions were in force prohibiting the use of salt water, it
was found necessary to blank-flange all the sea connections,
and thereby absolutely preclude the possibility of any sea-
water finding its way into the boilers. Sea-water has the
effect of depositing its saline ingredients on the heating
surfaces. If a tube becomes choked through any portion of
its length, it reduces the rapidity of circulation throughout
the rest of the tube ; should further depositing take place, it
may lead to the blocking of the tube and to its ultimate
failure.
62. Filtering. — The question of filtering the feed water,
* " The Marine Steam Engine," R. Sennett and H. J. Oram. Long-
mans, Green & Co., 1898.
174 WATER-TUBE BOILERS [chap.
although it might appear a small matter at first, is, with
tubulous boilers, a matter of no mean importance. This
was not realized in the early days of water-tube boilers,
and was a fruitful source of many of the troubles that
occurred. Water coming from condensing engines always
contains a certain amount of oil, and if this is allowed to
pass into the boilers and accumulate on the heating surfaces,
it not only reduces their efficiency, but may eventually give
rise to overheating of the tubes, and their ultimate failure.
Sir John Durston made some interesting experiments on
the effect of grease in feed-water, which are alluded to on
page 62.
The acids contained in the animal and vegetable oils
sometimes used for lubrication are one of the principal
agents in starting corrosion, and once corrosion is started,
it gives rise to a local weakness, and renders the metal
much more susceptible to further corrosion. When it is
borne in mind that in tubulous boilers the tubes are
usually comparatively thin, local pitting to the extent
of ^Vnd or, say, xV^h inch, forms a very large proportion
of the total thickness of the tube, and the localisation of
any pitting action must be attended with much more
serious consequences than in the Scotch boiler, with its
comparatively thick plates and tubes. For the reason,
given on page 62, mineral oils have, where possible, taken
the place of vegetable oils in lubrication.
At the high pressures and therefore higher temperatures
now in vogue, the presence of oil in the feed-water becomes
more dangerous. Mineral oil does not float for long on
the water, but very soon deposits itself on the heating
surfaces. When opening up some of the tubulous boilers
after their trial trips in which a lot of oil has been used,
some of which has found its way into the feed-water, a
v.] HARRIS FILTER 175
brown deposit, more nearly resembling chocolate than
anything else, has been found at the bottom of the
water-drums.
There is no known practical chemical means of effec-
tively depriving the feed-water of oil, and therefore
mechanical means have to be resorted to.
There are two distinct systems of filters.
1. Those where the filtration takes place under full
boiler pressure, which is the system in most general use
in this country.
2. Those at which the filtration takes place at atmos-
pheric pressure, principally used abroad.
The advantages of the first method are, that the filters
are more compact, take up less room, and are more easily
under control ; but the disadvantages are, that it adds to
the number of vessels subjected to the full boiler pressure,
it increases the load on the feed-pumps, and the pulsating
action of the feed-pump might tend to dislodge some of
the oil from the filtering medium.
The second method where the filtration takes place at
atmospheric pressure, between the delivery side of the
air-pump and suction side of the feed-pump, avoids any
interference with the main feed-range, and allows more
volume for the filtration, but has the disadvantage of
occupying a greater space, and making the supply of
feed-water to the feed-pumps more irregular.
68. Harris Filter.—Harris's filter (Fig. 161) consists of a
casing containing a number of circular gratings placed one
upon the other. Between each grating is placed a layer of
filtering material supported by wire gauze. The gratings
are so arranged that there is a large central chamber for
the entrance of the feed-water, which passes into, and finds
176 WATER-TUBE BOILERS [CHAP.
its way out at the circumference of this chamber, through
holes in the gratings, into the spaces between the layers
of filtering material. After passing through the filtering
HARRIS FEED-WATER FILTER.
material, it makes its exit through similar holes in the
circumference, and out at the top of the filter.
64. Rankine Feed- Water Filter. — Rankine's patent
feed-water filter (Fig. 162) consists of a series of cylindrical
RANKINE FEED-WATER FILTER
178 WATER-TUBE BOILERS [chap.
gratings, over which the filtering medium is stretched, and
the feed-water on its way from the feed-pump to the boiler
has to pass through one, two, or three thicknesses of filtering
material, as the case may be. The filter is fitted with bye-
pass, cut-out valves, etc., together with steam and drain
cocks. The frame-work carrying the filtering medium can
be very easily withdrawn for cleansing and renewal, by
means of the door provided for that purpose. Sufficient
allowance of area of filtering medium must be made, so
as not to unduly increase the load on the feed-pumps ;
this is done in the multiple type of filter, by substituting
for one cartridge a number of smaller ones, thus giving a
considerable filtering surface. In the Admiralty type of
multiple filter, there are three separate chambers, each
containing the same number of cartridges, and having the
same filtering area, and the feed-water passes through each
chamber in succession.
65. Mills-Berryman Feed-Water Filter. — The Mills-
Berryman "Sentry" filter, made by Messrs Storey (Figs. 163,
164), is extremely simple in construction, and consists roughly
of an outer casting, in which is enclosed a perforated basket
filled with filtering medium. The water first passes through
the fibrous material (which is generally wood wool) where
the greater portion of the oil and any solid matter is
retained, and then passes through one or two thicknesses of
filtering cloth. The velocity through the cloth is nominally
6" per minute. The perforated basket can be readily re-
moved and another one substituted ready packed for use.
The usual valves, bye-pass, pressure-gauge, drain-cock, etc.,
are fitted.
66. Filters Working at Atmospheric Pressure— Nor-
mand Filter, — The filter used almost exclusively till
v.] FEED-WATER FILTERS 179
recently in the French Navy is that introduced by M.
Normand (Fig 165), which consists roughly of placing in the
hot well or between the hot well and the discharge side of the
air-pumps three layers of sponges. The water on its passage
MILLS-BBRRYMAN FEED-WATER FILTER.
FIG. 164.
through these is deprived of the oil held in suspension.
These filters, though satisfactory in some ways, are bulky,
and do not completely extract the very fine particles of oil
contained in the form of an emulsion in the feed-water, and
the sponges are expensive to renew.
The great benefit of using filters is that the oil contained
i8o
WATER-TUBE BOILERS
[chap.
in the feed-water is deposited in the filters from whence it is
easily removed, and where it is not subjected to high
temperatures, instead of being deposited on the boiler
surfaces where the
NORMAND FEED-WATER FILTER. ^
temperature is very
high, and from
whence it cannot
easily be removed.
67. Feed -Water
Heaters. — The ad-
vantages of heating
the feed - water are
two-fold : —
1. It somewhat
reduces the amount
of work to be done
by the boiler which,
in all cases where
tubulous boilers are
fitted, is the weaker
link in the machinery
chain.
2. The water on
its introduction into
FIG. 165.
the boiler when hot is in a better position to take up the heat
from the gases than if it had been introduced cold.
There is a certain distinct advantage to be gained, due
to the fact that the heated feed-water introduces with it a
certain number of thermal units into the boiler, and liberates
a certain amount of heat (which would otherwise be em-
ployed in heating the cold feed-water) to perform the more
useful work of converting the water into steam. This ad-
v.] FEED-WATER HEATERS iSi
vantage IS, however, small compared with that which is due to
raising the total mean temperature of the water in the boiler.
The quicker the water is turned into steam the more
rapid will be the circulation ; the more rapid the circulation,
the greater will be the heat-absorbing power of the heating
surface. Experiments on this subject show that the co-
efficient of transmission of a given surface varies from i to
5 as the water in contact with the surface approaches the
boiling point or is actually boiling.
There are two methods of heating the feed-water : — .
1. By mean of the waste gases.
2. By means of live and exhaust steam.
We will deal with the method of heating the feed-water
by means of the waste gases first.
Numerous attempts have been made to use the waste
gases for heating the feed-water. M. Belleville, as we saw,
used this form of heater in his earliest type of boiler in 1855
(Fig 12). It was not then successful, and its use had to be
discontinued. It was subsequently re-introduced in the form
of the present economizer, and the Boiler Commission have
now recommended that its use should again be discontinued.*
There are inseparable difficulties attending this system of
feed-heating, principally that of the corrosion of the tubes,
and in all the various systems which have at one time or
the other been tried on board ship, this same difficulty has
ultimately led to their discontinuance. On land, however,
the use of the escaping gases as a heating agent has been
more successful, due to the somewhat different conditions
surrounding their use, facilities for cleaning, inspection, and
so forth. The well-known Green's Economiser and others
of this type are examples of the success that has attended
this class of heater on shore.
* Appendix, p. 199.
I §2
WATER-TUBE BOILERS
[chap.
The second method, that is to say steam-heating, is really
the only satisfactory method of heating the feed-water at
sea, whether it be by direct steam, as used by Messrs
Kirkaldy, or by steam from the receivers of the engines, as
used by Messrs Weir or M. Normand, or whether it be by
the exhaust steam from auxiliary engines, as is now being
largely employed in the Navy.
Feed-heaters using steam as a heating-agent may roughly
be divided into two classes.
1. Surface heaters.
2. Injection heaters.
As typical of the first class, we may cite the heaters of
Messrs Kirkaldy and M. Normand.
KIRKALDY HEATER.
rceo iNLCT
preo ou
oirriXT
FIG. 166.
68. Kirkaldy Heater. — Messrs Kirkaldy's heater (Fig. i66)
consists of a casing in which are placed a number of straight
horizontal tubes, expanded into a tube plate at either end.
The steam passes through the tubes, while the water to be
heated is on the outside.
69. Normand Heater— M. Normand's heater (Figs. 167,
168) is the converse of this ; it consists of a thin copper casing
v.] NORMAND, AND WAINWRIGHT HEATERS 183
NORMAND FEED-WATER HEATER.
WAINWRIGHT HEATER
i84 WATER-TUBE BOILERS [chap.
surrounding a nest of straight vertical tubes, which are ex-
panded into a tube plate at either end. The exhaust steam
enters the heater at C or D, passing in among the nest of
tubes, while the feed-water enters at A, passes through the
tubes and out at B. BaHies are fitted so as to distribute the
steam thoroughly among the tubes, bafifles also being fitted
on the inside of the tubes to ensure all the particles of water
coming in frequent contact with the heated sides of the tubes.
The condensed steam and water is taken away at G by an
automatic trap. Steam is taken from the L.P. casing, and
enters the heater at C, or from the exhaust of the auxiliary
engine, entering the heater at D.
The heater is extremely efficient on a very small weight.
The Wainwright heater (Fig. 169) is a surface-heater of
American design on somewhat similar lines to M. Normand's.
70. Weir Surface Heater— Weir's Surface Heater (Fig.
170) consists of an outside shell of gun-metal or cast-iron,
containing a nest of straight vertical tubes fixed in two plates
at either side. The steam enters the top of the heater and
passes through the tubes, the condensed steam being taken
off by a drain at the bottom. The feed-water enters at the
bottom of the heater, passes round the outsides of the tubes,
and out at the top of the heater.
71. Injection Heaters. — Injection heaters are principally
used in the Mercantile Marine, as the head required for ensur-
ing the satisfactory working of the feed-pumps would bring
the heaters above the armoured deck, and so precludes their
use in the Navy.
Messrs Weir's injection heater (Fig. 171) consists of a
circular vessel, in which the cold feed-water is sprayed in at
the top, falls through the steam coming from the L.P. casing,
v.] WEIR FEED-WATER HEATER
WEIR FEED-WATER HEATER.
r
□onblaValT* Cheti.
i86 WATER-TUBE BOILERS [chap.
and becomes heated and falls to the bottom of the heater.
The bottom of the heater is fitted with a float which regulates
the supply of steam to the feed-pumps, and controls the
quantity of feed-water passing to the boiler.
WEIR INJECTION HEATER.
FIG. 171.
72. Weight and Space occupied by Various Types of
BoilerS' — The question of the saving of weight is most
v.] WEIGHT 187
important, and has been one of the chief factors in the
introduction of the water-tube boiler. The saving may be
said to be due to two causes : —
1. The very much smaller volume of water contained in
the boiler.
2. The reduced thickness of the water receptacles (tubes,
etc.) due to their smaller diameter.
The amount of water in a water-tube boiler is about 5 lbs.
per I.H.P. The amount of water usually present in a
Marine-type boiler is about 44 lbs. per I.H.P., and in the
locomotive-type 11 lbs. per I.H.P.
These figures are of course only approximate, but it will
be seen that the water-tube boiler has a considerable ad-
vantage as regards weight of water over the Scotch boiler.
There is, however, a disadvantage in making the contained
volume of water small, to which we shall refer later.
With regard to the saving due to weight A very con-
siderable amount of this is due to the fact that in the ordinary
cylindrical boiler the shell has to be made, not only to
contain the steam and water, but also to enclose the furnace
and passages for the gases.
In the following table the average weights of some
tubulous boilers are given, and also those for locomotive and
Admiralty-type boilers. The Admiralty-type boiler differs
from the Marine-type, in that the tubes are placed as a con-
tinuation of the furnace, the combustion chamber being
between the furnace and tubes, and consequently the hot
gases do not return to the front of the boiler as in the Marine-
type. This type of boiler was introduced into the Navy on
account of the limited head-room available on a man-of-war,
and this arrangement of the tubes reduces the diameter of
the boiler. The boiler-room weights for the water-tube
boilers, with the exception of those for the Babcock and
1 88
WATER-TUBE BOILERS
[chap.
Wilcox, Niclausse, d'Allest, and Oriolle boilers, are based
on the figures of some official trials given in the paper by
Sir John Durston and Mr Oram, before the Institution of
Civil Engineers in 1899;* those for the cylindrical boilers
from the paper by Sir John Durston, read in 1894.! With
the exception of the Babcock and Wilcox boiler, the
remaining weights and the vertical projections are taken
from the figures given by the Chief Constructor of the
French Navy in his work on " Marine Boilers."
The horizontal space required by a boiler may be
expressed by the ratio of the surface formed by the vertical
projection of its horizontal dimensions to the vertical pro-
jection of its grate area. This has been done where possible,
and the results given in the following table : —
Name of Boiler.
Thornycroft
Reed ....
Normand
Yarrow ....
Blechynden
White ....
Belleville (without Econo-
miscr)
Belleville (with Economiser)
Babcock & Wilcox .
Niclausse
D'Allest ....
Oriolle ....
Locomotive-type
Admiralty- type
Single-ended Return-tube
(Naval)
Double-ended Return-tube
(Naval)
Average Boiler-
room Weight
per I.H.P.
Vertical I
of Boiler.
'rojection
of Grate.
Ratio.
lbs.
27
35
30
34
32
105.8
38.04
2.8
122.5
41.4
3.4
38
100 ^
98 J
65.14
40.4
1.6
69
86
155.4
102.4
1-5
88
126.4
64.3
2.0
42
70
119
48.1
27.8
1.7
189.7
60.3
3.1
119
121. 7
58.7
2.1
91
275-7
156.8
1.8
* Minutes of Proceedings, Inst.C.E., vol. cxxxvii.
t Minutes of Proceedings, Inst.C.E., vol. c.\ix.
v.] ADVANTAGES 189
78. Advants^es. — Most things have good and bad points,
and tubulous boilers are no exception to the rule, and the
question as to whether their merits outweigh those of
cylindrical boilers, or vice versa^ depends entirely on the
requirements of the particular service for which they are
intended.
To deal first with the advantages of tubulous boilers.
Tubulous boilers are particularly well adapted for generating
steam at a very high pressure, because the majority of them
are composed of cylindrical elements of small diameter,
the pressure in all cases being internal. In the ordinary
cylindrical boiler a maximum pressure is soon reached,
which, as regards the shell, is strictly limited by the thick-
ness of shell plates obtainable, and for the furnace, by
difficulties in construction which have not as yet been
overcome. In the tubulous boiler, on the contrary, no
limit of pressure is imposed, except by considerations
effecting the working of the engines. Tubulous boilers are
now commonly made for a working pressure of 300 lbs.
per square inch, a reducing valve supplying steam to the
engines at a pressure of 260 lbs. per square inch. To quote
recent practice, Mosher in America is at present engaged
in fitting a steam yacht with his type of boiler, in which the
pressure was originally designed to be 440 lbs. per square
inch, the steam pressure being reduced at the engines to
400 lbs. per square inch, but the boat is not yet completed.
Another advantage claimed for the tubulous boiler is the
comparative immunity from accidents of a serious nature.
This depends partly upon the ability of the boiler to with-
stand very much higher pressures than the working pressure,
and partly on the small volume of water and steam contained
in the boiler. Except in their immediate surroundings,
tubulous boilers are undoubtedly a far less dangerous
I90 WATER-TUBE BOILERS [chap.
neighbour to adjacent structures than tubular or cylindrical
boilers, as the effect of an explosion is felt over a much
smaller area. This is of particular importance in the
Navy, as in case of damage to a boiler by shot or shell
the result would not be so disastrous as in the case of the
cylindrical boiler.
The Thornycroft and du Temple boilers have had the
inner tubes next to the furnace severely burnt, owing to
shortness of water, without any injury to the stokers. It is,
however, impossible to state that the stokehold staff incur
no risk in the event of an explosion of a water-tube boiler,
but the consequences are not so grave as those that would
have resulted from a similar accident to boilers of the
locomotive- or marine-type.
Tubulous boilers have a special advantage over the
marine-type of boiler for naval purposes, as they stand
forcing much better. This is especially true of boilers of the
small-tube type. The tube joints are more easily kept cool
and much less subjected to the action of heat, and there are
» no furnaces to bulge or collapse, and as a rule the boilers
are able to expand, and contract more freely. In consequence
of this freedom to expand, steam can be raised rapidly in an
emergency, or the boiler can be cooled rapidly for the
purpose of carrying out small repairs or cleaning, without
developing leaky tube joints. The Sharpshooter^ fitted with
Belleville boilers, raised steam from cold water in twenty
minutes from the time of lighting the fires.
Yet another point in favour of tubulous boilers for naval
purposes is that the number of boilers at work is increased,
and, in consequence, the failure of any one of them deprives
the ship of a much smaller proportion of her total power
than would be the case if fewer and more powerful boilers
were fitted.
v.] DISADVANTAGES 191
A further point in connection with many water-tube
boilers which is in their favour is that being built in sections
a completely new section can be fitted to the boiler in a
very short time, and also the re-boilering of a ship does not
involve opening up the decks, as the boiler can be sent down
piecemeal.
74. Disadvantages. — With the undeniable advantages
of tubulous boilers, it must be confessed there are also certain
disadvantages. These may be stated as follows : —
On account of the small amount of water they contain,
tubulous boilers require most careful attention to the feed-
water, as a short interruption in the feed supply will make
a considerable alteration in the water-level. As an instance,
take the case of a boiler of 55 square feet of grate, working
under forced draught and evaporating 12 tons of water per
hour. If the steam and water drum up to the working
level contains one ton of water, an interruption of the feed
supply would empty it in five minutes ; the fall of level
in the tubes would then be extremely rapid. The top drum
is not as a rule in contact with the hot gases, but the tubes
are subject to temperatures capable of fusing the steel.
The maintenance of the water-level and the management
of the feed requires therefore very careful attention. In
large ships where several boilers are fed from a common
feed-pipe, the adoption of automatic feed-regulators used
generally to be regarded as an absolute necessity, but
recently the tendency has been to dispense with them.
It is strictly necessary that the water for feeding
tubulous boilers should be absolutely pure. The tubes
can only withstand the intense heat when cooled by a
constant current of water. Any tube in which deposit has
commenced to form will soon become obstructed, as deposits
192 WATER-TUBE BOILERS [chap.
tend to increase, due to retardation of the circulation, and
an obstructed tube means a burnt tube. The use of sea-
water must be rigorously avoided, and the fittings used to
purify the feed-water must be kept in full working order.
The disadvantages of tubulous boilers lie mainly in the
danger that may result from their breaking down, but this
can be minimised by incessant and careful inspection.
75. Durability. — As regards the comparative durability
of water-tube and cylindrical boilers, it is impossible to
state conclusions on this point with certainty, as experience
with water-tube boilers has so far been limited. It is
largely a matter of treatment, and it must be remembered
that the present long life of cylindrical boilers is the
result of years of experience in their management. At
one time eight years was looked upon as an excellent
result, and now twenty years' service is by no means
uncommon in the Merchant service.* In the case of one
of the White Star Liners, the original boilers were still
being worked after twenty-four years' service.
As our acquaintance with water-tube boilers grows,
there seems to be no reason why, in the Navy at least,
the water-tube boiler should not be equal in durability to
the cylindrical boiler.
76. General Conclusions.— In the interim report of the
* This is, however, only true for the Merchant service. M. Bertin, the
Chief Constructor of the French Navy, in his work on " Marine Boilers,"
gives eight, or at most, ten years, as the life of cylindrical boilers in
warships, including one complete overhauling during that period. He
concludes with these words : " On the other hand, when the conditions
are altogether against durability, as on torpedo-boats, where locomotive
boilers only last three years, tubulous boilers offer a decided advantage ;
Mr Thornycroft states that his boilers usually stand eight years' service
without extensive repairs, certainly without a thorough over-hauling."
"Marine Boilers," Bertin (English Edition), John Murray.
«!««■ «■«■■■ Miwnnrv^PHR^'vrTVBarM. ■ j* . ^ r^rm/^^
v.] GENERAL CONCLUSIONS 193
Boiler Committee, which has recently been presented to
Parliament, the Committee state " that the advantages of
water-tube boilers for Naval purposes are so great, chiefly
from a military point of view, that, provided a satisfactory
type of water-tube boiler be adopted, it would be more
suitable for use in His Majesty's Navy than the cylindrical-
type boiler."
This opinion endorses those of the Naval advisers of
practically all the great sea powers. Rear-Admiral Melville,
the Engineer-in-Chief of the United States Navy, has ex-
pressed his opinion that "if the battle of Santiago taught
nothing else, it certainly made very clear the absolute
necessity of water-tube boilers on our modern war-
vessels."
N
APPENDIX
INTERIM REPORT OF THE COMMITTEE, AP-
POINTED BY THE LORDS COMMISSIONERS
OF THE ADMIRALTY, TO CONSIDER CER-
TAIN QUESTIONS RESPECTING MODERN
TYPES OF BOILERS FOR NAVAL PURPOSES.
Copy of the Letter of Instructions sent to the President.
S. 17864— 18248.
Admiralty, S.W.,
tth September 190a
Sir, — I am commanded by my Lords Commissioners of the
Admiralty to inform you that they are pleased to nominate you
as Chairman of a Committee which they have decided to appoint
for the purpose of considering certain questions arising in con-
nection with the use of various modern types of boilers for naval
purposes, as set forth in the terms of reference specified in the
succeeding paragraphs of this letter.
(2.) In addition to yourself, the Committee will be composed
of the following members : —
Mr J. A. Smith (Inspector of Machinery, R.N.).
Mr John List, R.N.R. (Superintending Engineer, "Castle"
line).
Mr James Bain, R.N.R. (Superintending Engineer "Cunard"
Line).
Mr J. T. Milton (Chief Engineer-Surveyor of Lloyd's Register
of Shipping).
Professor A. B. W. Kennedy.
Mr J. Inglis, LL.D. (Head of the firm of Messrs. A. & J.
Inglis, Engineers and Shipbuilders, Pointhouse, Glasgow).
195
196 WATER-TUBE BOILERS
Commander Montague E. Browning, R.N., and Chief Engineer
William H. Wood, R.N., will act as Joint Secretaries to the
Committee.
(3.) The points which it is desired that the Committee should
investigate and report upon are as follows : —
(a.) To ascertain practically and experimentally the relative
advantages and disadvantages of the Belleville boiler
for naval purposes as compared with the cylindrical
boiler.
(/k) To investigate the causes of the defects which have occurred
in these boilers and in the machinery of ships fitted
with them, and to report how far they are preventable
either by modifications of details or by difference
of treatment, and how far they are inherent in the
system. The Committee should also report generally
on the suitability of the propelling and auxiliary
machinery fitted in recent war vessels, and offer any
suggestions for improvement, the effect as regards
weight and space of any alterations proposed being
stated.
(c.) To report on the advantages and disadvantages of the
Niclausse and Babcock and Wilcox boilers compared
with the Belleville as far as the means at the disposal
of the Committee permit, and also to report whether
any other description of boiler has sufficient advantages
over the Belleville or the other two types above
mentioned as a boiler for large cruisers and battleships
to make it advisable to fit it in any of Her Majesty's
ships for trial.
(4.) P'or the purpose of making direct experiments between ships
fitted with Belleville and cylindrical boilers respectively, the
Hyacinth^ fitted with Belleville boilers, will be placed at the disi>osal
of the Committee as soon as the crew have been sufficiently trained
and such trials have been carried out as to ensure that the machinery
is in efficient order. A cruiser of similar type fitted with cylindrical
boilers will also be placed at the disposal of the Committee w^hen
required, for the purposes of comparison,
(5.) For the investigation of defects, copies of the reports of all
the defects of machinery and boilers which occurred during the
recent naval manoeuvres will be placed before the Committtee,
and they will be able to inspect ships specially commissioned for
the manoeuvres, which include the Ariadne and Gladiator with
Belleville boilers and the Perseus and Prometheus with Thorny-
croft boilers, with any others that may have returned to any of the
home ports.
(6.) The Europa is now on passage from Australia, and it is
desired that, at a suitable time, an investigation into the causes of
her high coal expenditure and machinery defects shall be conducted
APPENDIX 197
under the directions of the Committee, and that she shall afterwards
be put through such trials as the Committee think necessary.
(7). Information on any special points connected with the
behaviour of the boilers or machinery of water-tube boiler ships
on ordinary peace service which the Committee may desire to have
will be obtained by the Admiralty from any of Her Majesty's ships
in commission, and opportunities can be taken when the Channel
Squadron is in any of the home ports to examine the boilers and
machinery of the Niobe^ Diadem^ Arrogant^ and Furious^ which
have Belleville boilers, and the Pactolus^ which is fitted with
Blechynden boilers.
(8.) The Pe/oms, fitted with Normand boilers, which has recently
returned from three years' continuous service in the Channel
Squadron and at the Cape of Good Hope, and the Powerful ^ will
also be available for examination during their refits.
(9.) The Sharpshooter^ fitted with Belleville boilers without
economisers, the Seaguli^ fitted with Niclausse, and the Sheldrake
with Babcock and Wilcox boilers, will be employed in training
stokers, and will be available for examination, and, if necessary,
for any comparative experiments between these boilers that the
Committee may wish to make, though the comparatively low
pressure for which the machinery of these vessels was designed
makes it impossible to try these boilers under the conditions under
which they would work if fitted in a new ship.
(10.) It is particularly desired that any conclusions the Committee
may arrive at should be supported by experimental proof as far as
possible, and that the Committee should propose any further
experiments they think necessary for this purpose. — I am, Sir,
your obedient servant, Evan Macgregor,
Secretary.
Vice-Admiral Sir Compton Domvile, K.C.B.
Copy of Letter asking for an Interim Report
s. 315—407-
Admiralty, S.W.,
4M January 1901.
Sir, — I am commanded by my Lords Commissioners of the
Admiralty to inform you that they will be glad to have an interim
report from the Boiler Committee, as soon as possible, on any
of the points referred to the Committee on which they consider
they have collected sufficient evidence or experimental proof to
enable them to form a reliable opinion.
The questions to which my Lords especially desire an answer,
are the following : —
(i.) With the experience and information which have already
been obtained, can it be stated whether water-tube
boilers are considered by the Committee to be more
suitable than cylindrical boilers for naval purposes ?
198 WATER-TUBE BOILERS
(2.) Should the answer to the above question be in the affirma-
tive, do the Committee consider that the Belleville boiler
has such an advantage over other types of water-tube
boilers as to lead them to recommend it as that best
adapted to the requirement of H.M. Navy?
(3.) Generally, having regard to the importance of deciding on
the types of boilers to be provided for vessels which are
ordered in the immediate future, are the Committee pre-
pared at present to make any recommendation, or to
offer any suggestions on the extent to which any particular
type or types of boilers should be fitted in new vessels?
Whilst their Lordships are anxious to receive an interim report
at as early a date as practicable, they in no way wish to press the
Committee for a premature expression of opinion.
I may add that any report made should be accompanied by full
particulars of all the evidence and experimental data on which the
recommendations of the Committee are based. — I am, Sir, your
obedient servant, Evan Macgregor.
The Secretary,
Boiler Committee.
Admiralty,
19/// February 1901.
Boiler Committee.
Sir, — I have now the honour to submit for their Lordships*
information the ad interim Report called for by their letter S.
315/407 of the 4th January 1901 on the three questions to which
the attention of the Committee was especially directed, viz. : —
"(i.) With the experience and information which have already
been obtained, can it be stated whether water-tube
boilers are considered by the Committee to be more
suitable than cylindrical boilers for naval purposes?
** (2.) Should the answer to the above question be in the affirma-
tive, do the Committee consider that the Belleville
boiler has such an advantage over other types of
water-tube boilers as to lead them to recommend it
as that best adapted to the requirement of H.M.
Navy ?
"(3.) Generally, having regard to the importance of deciding
on the types of boilers to be provided for vessels
which are ordered in the immediate future, are the
Committee prepared at present to make any recom-
mendations or to offer any suggestions on the extent
to which any particular type or types of boilers should
be fitted in new vessels ? "
The replies to these questions are given in the first three para-
graphs of the Report, and the reasons for the replies in the remaining
l)aragraphs, with all the advice the Committee are at present able to
APPENDIX 199
give on the subject of the future boiler for the navy, with suggestions
for trying two new types of boiler as quickly as possible.
The Report is unanimous with the exception of Mr J. A. Smith,
Inspector of Machinery, who, though agreeing with the tenor of the
Report as a whole, explains that, in his opinion, the Belleville boiler
will give satisfactory results when carefully treated, and considers
there is no necessity for delaying the progress of ships already
designed for them.
In conclusion, I should like to bring to their Lordships' notice
the great zeal and trouble taken by the civilian members of this
Committee to attend the meetings and trials necessary to form an
opinion on this question, often at great inconvenience to themselves,
being all busy men with their own special work to do. — I have the
honour to be. Sir, your obedient servant,
CoMPTON DoMViLE, Vice- Admiral,
President^ Boiler Committee,
The Secretary
of the Admiralty.
Ad Interim Report.
(i.) The Committee are of opinion that the advantages of water-
tube boilers for naval purposes are so great, chiefly from the military
point of view, that, provided a satisfactory type of water-tube boiler
be adopted, it would be more suitable for use in His Majesty's Navy
than the cylindrical type of boiler.
(2.) The Committee do not consider that the Belleville boiler
has any such advantage over other types of water-tube boilers as to
lead them to recommend it as the best adapted to the requirements
of His Majesty's Navy.
(3,) The Committee recommend : —
(a.) As regards ships which are to be ordered in the future : —
That Belleville boilers be not fitted in any case.
(b.) As regards ships recently ordered, for which the work done
on the boilers is not too far advanced : — That Belleville
boilers be not fitted.
(^.) As regards ships under construction, for which the work is
so far advanced that any alteration of type of boiler
would delay the completion of the ships : — That Belle-
ville boilers be retained.
(</.) As regards completed ships : — That Belleville boilers be
retained as fitted.
(4.) In addition to the Belleville type of boiler, the Committee
have had under consideration four types of large straight tube boilers
which have been tried in war vessels, and are now being adopted on
an extended scale in foreign Navies. These are : —
(a.) The Babcock and Wilcox boiler.
(^.) The Niclausse boiler,
(r.) The Diirr boiler.
(d,) The Yarrow large-tube boiler.
200 WATER-TUBE BOILERS
(a) and (d) have also been tried in our own Navy with satisfactory
results, and are now being adopted on a limited scale.
If a type of water-tube boiler has to be decided on at once for
use in the Navy, the Conimittee suggest that some or all of these
types be taken.
(5.) The Committee recommend that the completion of the two
sloops and the second-class cruiser fitting with Babcock and Wilcox
boilers, and the sloop and first-class cruiser fitting with Niclausse
boilers, be expedited, in order that the value of these types of
boilers for naval purposes may be ascertained at the earliest possible
date. This is especially important, as the Babcock and Wilcox
boiler adopted in the ships under construction differs materially from
the Babcock and Wilcox boiler as fitted in the Sheldrake,
(6.) The Committee recommend that boilers of the Diirr and of a
modified Yarrow type be made and tested at the earliest possible
date, under their supervision, with a view of aiding the selection of
one or more types of water-tube boilers for use in His Majesty's
ships. For this purpose the Committee suggest that two cruisers,
not smaller than the " Medea " class, with vertical triple-expansion
engines be placed at their disposal, and that they be empowered to
order, at once, Diirr and Yarrow boilers to be fitted to them, and to
order also the removal of their present boilers and the necessary
modifications to their machinery, so that the performance of the
types of boilers named may be definitely ascertained under ordinary
working conditions from extended seagoing trials. The Committee
suggest vessels not smaller than the " Medea " class, because the
evidence before them shows that it has been difficult to draw from
Torpedo Gunboat trials conclusions fully applicable to larger
vessels.
(7.) With reference to paragraph (i), evidence has been given
before the Committee to the effect that three most important require-
ments from the military point of view are : —
(a.) Rapidity of raising steam and of increasing the number of
boilers at work.
(b.) Reduction to a minimum of danger to the ship from damage
to boilers from shot or shell.
{c.) Possibility of removing damaged boilers and replacing them
by new boilers in a very short time and without open-
ing up the decks or removing fixtures of the hull.
These requirements are met by the water-tube boiler in a greater
degree than by the cylindrical boiler, and are considered by the
Committee of such importance as to outweigh the advantages of the
latter type in economy of fuel and cost of up-keep.
(8.) The opinion expressed by the Committee in paragraph (2)
has been formed after a personal examination of the boilers in a
number of His Majesty's ships, including the Diadem^ Niobey
Europay Hermes^ Fotverful, Furious, and Ariadne ; upon the state-
ments of defects which have been placed before them ; and the
APPENDIX 20I
evidence of the Chief Engineers of those vessels and other officers
on the Engineering Staff of the Admiralty and Dockyards. This
evidence is being printed, and will be forwarded when ready.
(9.) The Committee consider the following points in relation to
the construction and working of the Belleville boiler to constitute
practical objections of a serious nature : —
(a.) The circulation of water is defective and uncertain, because
of the resistance offered by the great length of tube
between the feed and steam collectors, the friction of
the junction boxes, and the small holes in the nipples
between the feed collector and the generator tubes,
which also are liable to be obstructed, and may thus
become a source of danger.
(/\) The necessity of an automatic feeding apparatus of a
delicate and complicated kind.
(c.) The great excess of the pressure required in the feed pipes
and pumps over the boiler pressure.
(d.) The considerable necessary excess of boiler pressure over
the working pressure at the engines.
(e.) The water gauges not indicating with certainty the amount
of water in the boiler. This has led to serious accidents.
(/) The quantity of water which the boiler contains at different
rates of combustion varying, although the same level
may be shown on the water gauges.
(g.) The necessity of providing separators with automatic blow-
out valves on the main steam pipes to provide for
water thrown out of the boilers when speed is suddenly
increased.
(/i.) The constant trouble and loss of water resulting from the
nickel sleeve joints connecting the elements to the feed
collectors.
(/.) The liability of the upper generator tubes to fail by pitting
or corrosion, and, in economiser boilers, the still
greater liability of the economiser tubes to fail from the
same cause : —
Further : —
(>&.) The upkeep of the Belleville boiler has so far proved to be
more costly than that of cylindrical boilers ; in the
opinion of the Committee this excess is likely to increase
materially with the age of the boilers.
(/.) The additional evaporating plant required with Belleville
boilers, and their greater coal consumption on ordinary
service as compared with cylindrical boilers, has hither-
to nullified to a great extent the saving of weight effected
by their adoption, and, in considering the radius of
action, it is doubtful whether any real advantage has
been gained. The Committee are not prepared without
further experience to say to what extent this may not
apply to other types of water-tube boilers.
202 WATER-TUBE BOILERS
(lo.) At the time the Belleville boiler was introduced into the
Navy in the Powerful ^.nd. Terrible^ it was the only large tube type of
water-tube boiler which had been tried at sea on a considerable scale,
under ordinary working conditions. The Committee therefore con-
sider that there was justification for then regarding it as the most
suitable type of water-tube boiler for the Navy.
(ii.) To obtain satisfactory results in the working of the Belleville
boiler, in face of the defects named in paragraph (9), more than
ordinary experience and skill are required on the part of the engine-
room staff. It appears, however, from the evidence placed before
the Committee, that the Engineer officers in charge of Belleville
boilers have not been made acquainted with the best method of
working the boilers^ and that which experience has shown to be
most efifectual in preventing the pitting and corrosion of tubes.
(12.) In view of the rapid deterioration of economiser tubes in
several vessels, the Committee have specially considered whether the
extra power per ton of boiler at high rates of combustion, obtained
by the use of economisers, has not been too dearly purchased. The
evidence before them indicates that at the lower and more usual
rates of combustion the Powerful ty^^ of boiler has given results as
satisfactory as the economiser type. It is at the same time less
complex, and free from the special risks of tube deterioration which
have proved so serious in many cases, notably in the Europa. They
therefore recommend, for ships under construction, that the non-
economiser type should be reverted to where practicable, with the
tubes raised higher above the firebars to increase the combustion
space, and that where possible the steam collectors should be made
larger, and more accessible internally.
(13.) The evidence before the Committee shows that a large pro-
portion of the coal expended in the Navy is used for distilling and
other auxiliary purposes, in harbour as well as at sea. For such
purposes, the cylindrical boiler is, in the opinion of the Committee,
more suitable and economical than any type of water-tube boiler.
They recognise that there are objections to fitting cylindrical and
water-tube boilers in combination, but they believe that those draw-
backs would be more than compensated for by resulting advantages^
observing that the cylindrical boilers could be used for supplying
distilled water in case of failure or insufficiency of the evaporating
plant. On these grounds, it is considered desirable that all the new
vessels of large power should be provided with cylindrical boilers to
do the auxiliary work.
(14.) The Committee have to state, for the information of their
Lordships, that a series of comparative trials for determining economy
in coal and water consumption were arranged in October 1900 for
His Majesty's ships Minerva and Hyacinth, The trials of the former
ship commenced on January 7th, as soon as she was ready, but were
temporarily interrupted by recent events. The Committee are, how-
ever, now informed that the Minerva will not be again available
until after March 2nd, and that the Hyacinth will not be ready to
APPENDIX 203
commence her trials until the first week in April. It is proposed to
include in these trials a full-speed run for both ships from Ports-
mouth to Gibraltar and back.
CoMPTON DoMViLE, Vice- Admiral and Chairman ,
Jas. Bain.
John Inglis.
Alex. B. W. Kennedy.
John List.
J. T. Milton.
M. E. Browning, I r ,, c
\\7 TT WT^^ I Joint Secretaries,
Wm. H. Wood, J*^
I concur with the above Report, except as regards paragraph (3),
and on the point dealt with in that paragraph my report is as
follows : —
(i.) Although the Belleville boiler has certain undesirable
features, I am satisfied, from considerable personal
experience, and from the evidence of Engineer officers
who have had charge of boilers of this type in com-
missioned ships, that it is a good steam generator,
which will give satisfactory results when it is kept in
good order and worked with the required care and
skill.
I am also satisfied, from my inspection of the boilers
of the Messageries Maritimes Company's S.S. Laos^ after
the vessel had been employed on regular mail service
between Marseilles and Yokohama for more than three
years without having been once laid up for repairs, that,
with proper precaution, the excessive corrosive decay of
the tubes which has occurred in some instances can be
effectually guarded against.
(2.) Having in view the extent to which Belleville boilers have
already been adopted for His Majesty's ships, and the
fact that there are now three or four other types of
water-tube boilers which promise at least equally good
results, I am of opinion that, pending the issue of the
final report of the Committee, Belleville boilers should
not be included in future designs. At the same time, I
see no necessity for delaying the progress of ships which
have been designed for Belleville boilers in order to
substitute another type of boiler. Jos. A. Smith.
INDEX
Ability of water-tube boilers to stand
forced draught, 73
Accident to \\\^ Jaun^guibevry^ 102
Acids, corrosive effect of fatty, 61
Admiralty- type boiler, 187
Weight, and space
occupied by,
188
Advantages of forced draught, 72
water-tube boilers, 189
Air, admission of, above grate, 65
in feed water. PIffect of, 61
Loss of heat due to excess of, 64
necessary for complete combustion,
•63
Ratio of, actually required for com-
bustion to quantity theoretically
necessar}', 63
Alban Vx)iler, 9
Allen Ijoiler, 1871, 23
1872, 26
Almy boiler, 35
Anderson and Lyall boiler, 9
Argonaut ^ Belleville boilers of, 81
Size of tubes for Belleville
lx)ilers of, 80
Aix^s — Belleville boilers, 13
Athanasiany Ilowden lx)ilers fitted to,
Rowan and I lorton boilers
fitted to, II, 40
Automatic feed regulator —
Belleville, 162
Mum ford, 169
Automatic feed regulator — contintted*
Niclausse, 169
Normand-Sigaudy, 164
Sigaudy, 164
Thornycroft, 164
Weir, 171
Yarrow. 167
B
Babbitt boiler, 19
Babcock and Wilcox boiler —
1867 design, 17
1868 „ 17
Average boiler-room weights per
I.H.P., 188
I^nd type, 82
Marine type, 41, 85
oi Sheldrake y 88
Barlow and Fulton boiler, 4
Barrans boiler, 1 3
Barret and I^agrafel boiler, 22
Beale boiler, 8
Belleville l)oiler —
1856 type, 10
1861 ,, 13
1866 „ 15
1869 ,, 21
1872 ,, 26
1878 „ 29, S3
1896 ,, 41, 75
Average boiler-room weights per
I.Il.P., 188
Circulation in, 55
Details of construction, 76
205
2o6
INDEX
Belleville boiler — cofitinued.
Econoiiiisers condemned, 41, 181,
202
fitted, 41, 76
Time required to raise steam in, 190
replace tubes in, 80
Use of lime in, 79
Belleville feed- water regulator, 162
reducing valve, 159
steam separator, 161
Biche^ Belleville boilers of, 1 1
Birds-nesting, 72
Blakey boiler, 3
Blechynden boiler, 38, 148
Average boiler-room
weights per I.H.P.,
188
Boiler heating surface— Durston's ex-
periments, 62
room weights per 1. 1 1. P., Table
of, 188
Boilers, Life of, 192
Brass tubes, 122, 155
Brunton boiler, 8
Cahall boiler, 34
Calorific value of carbon, 63
Canopus — Diameters of tubes for Belle-
ville boilers, 80
Caraman tube joint, 104
Carbonate of sotla in boilers, use of, 62
Carl)on, Heat evolved in combustion of.
Chemical action in boilers, 61
Chloride of magnesia in boilers, 6i
Church boiler, 8, 47
Cituinnatit Test of Babcock and Wil-
cox boiler of, 88
Circulation-
Conditions to ensure good,
in a small-tube boiler, 59
Direction of, 55, 57
Effect of inclination of the
tubes on, 58
in Belleville boiler, 55
Thornycroft boiler, 58
Yarrow boiler, 56
Necessity for rapid, 59
of water in a Ixjiler, 54
Clark boiler, 5
Clarke and Motley boiler, 10
Classification of water-tube boilers, 3
** Climax" boiler, Morrin's, 32, 112
"Closed ashpit" system of forced
draught, 70
"Closed stokehold" system of forced
draught, 69
"Clyde" boiler, Fleming and Fer-
guson's, 38, 148
Coal, Air required for complete com-
bustion of, 63
Collier boiler, 8
Combustion in water-tube boilers, 62
Conditions
for effi-
cient, 63
of carbon, Heat evolved in,
63
coal. Air required for
complete, 63
Rate of, 62, 71
with forced
draught, 72
Comparison of induced and forced
draught, 71
Conduction, Transmission of heat by, 60
Conflict class, Trial of White boilers of,
140
Congreve l)oiler, 5
Conqueror^ Forced draught fitted to, 69
Convection, Transmission of heat by, 60
Cook boiler, 36
Copper tubes, 121
Corliss boiler, 31
Corrosion of boiler tul)es, 61, 174
Cowles boiler, 34
Craddock boiler, 9, 10
CychfUy Trial of Normand boilers ot,
132
DAKOTA, Water-tube boilers of, 52
Dale boiler, 4
D'Allest boiler, 22, 99
Details of construction,
99
Second design, 41
Use of Ser\'e tubes, 10 1
INDEX
207
Dance boiler, first design, 8
Dance and Field boiler, 8, 44
Daring type of Thorn}'croft boiler, 36
Improved, 122
Definition of a water-tube boiler, 2
Deposits of mineral oil, 62, 175
Diadem^ Belleville boilers of, 79, 81
Direct tube or Admiralty boiler, 187
Average boiler-room weights
per I.II.P., 188
Disadvantages of water- tube boilers, 191
I>own-comers, effect of heating, 58
•* Drowned " tubes, definition of, 33, 56
Dunois, Test of Normand-Sigaudy
boilers of, 134
Durability of water- tube l)oilers, 192
DUrr boiler, 39, 94
details of construction of,
96
particulars of tests of the
Land type, 98
Marine type, 98
Durston, Sir John. Effect of mineral
oil in boilers, 62
Du Temple boiler, 26, 29, 124
Description of early
forms of, 126
Necessity for pure
feed water em-
phasized in, 127
Normand's improve-
ments in, 37, 128
Du Temple-Guyot boiler, 128
Du Temple-Normand boiler, 129
EcoNOMiSERS in Belleville boilers.
Effect of, 41, 80
not to be fitted, 41, 202
Ellis and Eaves* system of induced
draught, 70
Eve boiler, 5
FAIRY DELL, Fitted with water-lube
boilers, 49
Fatty acids. Corrosive effect of, 61
Feed- water. Advantages of heating, 180
Feed- water, Effect of grease in, 174
Filtration of, 173
Necessity for pure, 173, 191
Feed-water filter, Harris, 175
Mills-Berr}'man, 178
Normand, 178
Rankine, 176
Feed-water filters, 180
Feed - water heater fitted to first
Belleville boiler, 10, 181
Kirkaldy, 182
Normand, 182
Wain Wright, 184
Weir Injection, 184
Weir Surface, 184
Feed- water regulator, Belleville, 162
Mumford, 169
Niclausse, 169
Normandy- Sig-
audy, 164
Sigaudy, 164
Thornycroft, 164
Yarrow, 167
Weir*s, 171
Feed-water regulators, 171
Ferret, Test of Normand boilers of, 132
Field boiler, 1866 design, 14
1867 design, 16
Field tul)e, 8
Filtration of feed-water, 173
Firmenich boiler, 28
**Flash"boilers,6, 8
Fleming and Ferguson boiler, 38, 148
Fletcher boiler, 19
Foam — Test of Thornycroft boilers, 124
/w/^— Grate and Heating Surface of
Mosher lx)iler, 135
Forban — Test of Normand boilers of,
Forced draught, 69
Ability of water-tube
boilers to stand, 73
Advantages of, 72
" Closed ashpit,"
system of, 70
** Closed stokehold,-*
system of, 69
Comparison with in-
duced draught, 71
Experiments on Poly-
phetuus, 71
2o8
INDEX
Forced draught, Howden*s system, 70
Increase of power due
to, 73
Necessity for, 71
Kates of combustion
with, 72
Results of experiments,
73
Friant — Niclausse boilers, 94
Fryer boiler, 28
Furnace and tubes. Most advantageous
arrangement of, 65
G
Galvanizing boiler tubes, 121
Gill boiler, 32
Gillman boiler, 6, 9
Gitana^ fitted with closed stokehold
system of forced draught, 69
Grate surface, l^tio of heating surface
to, 65
Green boiler, 10
Griffith boiler, 5, 42
Gueydon^ Niclausse boilers of, 93
Gurney boiler, 6, 42
Guyot boiler, 40
Improvement on du Temple
boiler, 128
H
J/ACOj Fitted with Rowan and Hor-
ton's 1869 type boilers, 49
I lall boiler, 6
Hancock boiler, 6, 44
Harris feed- water filter, 175
Harrison boiler, 28
Ilazelton boiler, 31
Heat, Transmission of, 60, 62
P'ffect of grease
on, 62
Utilized in a boiler, 64
Mosher boiler, 136
Heating feed- water, Advantage of, 180
surfiice, Efficiency of, 66
Importance of cleanli-
ness of, 66
Niclausse 's experi-
ments on, 67
Heating surface, Ratio of, to grate sur-
face, 65, 124
Variation in efficiency
of, according to f>osi-
tion, 65, 124'
Heine boiler, 31, 11 1
Particulars of tests of, 112
Henshall boiler, 36
Hermes, Particulars of Belleville boilers
of, 81
Herreshoff boiler, 1890 type, 35
Herreshoff coil boiler, 32
Hill boiler, 9
Hirotidelle, Belleville boilers, 20, 25
Hogiie^ Particulars of Belleville boilers
of, 81
Hornsby boiler, 105
Howard, James, boiler 1866, 14
second design,
21
Flash boiler, 9
Howden boiler, 13, 49
Hyde boiler, 38
Hydrochloric acid in boilers, formation
of, 61
I
Inclination of tubes in a water-tube
lx)iler, 58
Induced draught, 70
Comparison with forced
draught, 71
Ellis and Eaves' system
of, 70
Experiments on Poly-
phemtts, 71
Martin system of, 70
Interruption of feed, Effect of, in waler-
tube boilers, 191
Isherwood. Forced draught in America,
69
Isoard boiler, 10
James boiler, 9
Jaun^gttibeny^ Accident on the, 102
Tocssel boiler, 18
Joly boiler, 1 1 .
•^ r-
INDEX
209
u
Q
K
Kelly boiler, 28
Kilgore boiler, 26
Kingsley boiler, 32
Kirkaldy feed-heater, 1S2
Zl^ Hire — Particulars of Normand-
Sigaudy boilers of, 134
Lamb and Summers' boiler, 13
Lance, Test of Noriuand boilers of, 132
Lane boiler, 32
Large- tube boilers, 74
Leblond and Caville boiler, 41
Life of boilers in the Na\y, 192
Lime in boilers, Use of, 61
Locomotive boilers — Average boiler-
room weights per LH.P., 188
M
Maceroni and Squire boiler, 8, 46
Magnesia in boilers, Effect of Chloride
of, 61
Marc Antony — Fitted with water-tube
boilers, 49
Martin system of induced draught, 70
Maynard boiler, 23
M 'Curdy boiler, 5
M'Dowall boiler, 8
Meissner boiler, 31
Merry weather boiler, 14
Miller boiler, 22
Mills- Berry man feed-water filter, 178
Mineral oil, Deposits of, 62, 175
Montana, Water- tube boilers of, 52
Monterey, Ward coil boiler fitted to,
143
Moore boiler, 5
Morgan boiler, 9
Morrin boiler, 32, 112
Mosher boiler, 36, 134
Heat utilised in, 136
Launch type, 136
Particulars of test of, 136
Mumford boiler, 39, 145
Feed-water regulator, 169
N
Natural and forced draught. Com-
parison between, 73
Niclausse — Experiments on efficiency of
heating surfaces, 67
Niclausse boiler. Average boiler room-
weights per L H. P. ,
188
Details of construc-
tion, 89
Early forms of, 30
Present form of. 34, 89
tubes, 1900 type of, 92
Niclausse feed- water regulator, 169
Normand — Improvements in du Temple
boiler, 128
Normand boiler, 37, 130
Average boiler-room weights
per I. H. P. , and space occu-
pied, 188
Direct flame type, 130
Particulars of tests of, 132
Return flame type, 130
Normand feed-water filter, 178
heater, 182
Normand-Sigaudy boiler, 37, 133
Particulars of,
for cruisers
Dttfiois and
LaHire,\'^^
feed- water regulator,
164
Oil in boilers. Effect of animal or veget-
able, 61
mineral, 62, 175
Oriolle boiler, 35, 102
Average boiler - room
weights per I.H.P.,
188
Weight of, 105
Over-heating due to boiler scale, 60
defective circula-
tion, 59
Paul boiler, 5
Payne boiler, 8
Peace, Thornycroft coil boiler of, 32
2IO
INDEX
Pearson boiler, 6
Pegasus t Test of Reed boilers of, 139
Perkins, J., boiler, 8
Perkins, Loftus, boiler, 12
fitted to motor-
car, 48
Petit and Godard boiler, 39
Phleger boiler, 24
Pierpoint boiler, 38
Pitting, 61
Pitts and Strode boiler, 4
Planibeck and Dark in boiler, 28
Polyphemus — Experiments with induced
and forced draught on, 70
Poole boiler, 6
Powerful — Belleville boilers, 75
Priuz Ileinrich, Test of DUrr boilers
of, 98
Propontis^ History of the, 18, 49
Rowan and Horton boilers
of, 49
Prosser boiler, 9
(JUANTITY of air required for complete ,
combustion, 63
Rankine feed- water heater, 176
Rapidity of raising steam in water-tube
boilers, 190
Rate of combustion, 62, 71
Ratio of healing surface to grate sur-
face, 65, 124
Rawe and Boasc, 6
Reducing valves, 159
Belleville, 159
Reed boiler, 38, 136
Avcrat^e boiler - room
weights per I. II. P., 188
of Pegasus^ Test of, 1 39
Regulator, Automatic feed-water —
Belleville, 162
Mumford, 169
Niclausse, 169
Normand-Sigaudy, 164
Sigaudy, 164
Thornycrofl, 164
Weir, 171
Yarrow, 167
Regulators, automatic feed - water,
necessity for, 162
Repairs to Belleville boiler, Time re-
quired for, 80
Niclausse boiler, Facilities
for, 90
small-tube boilers, 122
Return tube boiler — Average boiler-
room weights [Der I.H.P., 188
Road carriiiges. Water-tube boilers for,
42
Roberts boiler, 34
Rogers and Black boiler, 28
Root boiler, 18
Rowan and Horton boiler 1859, 11, 49
Propontis type, 18, 49
Rowan, F. J., lx)iler, 28
Rowan, J. M., 1857, ii, 49
i860, 13
1865, 14
Rumsey, boiler, 4
SAINTE Barbe, Belleville boilers.
Salamander^ I*articulars of Mumford
boiler of, 147
Satellite^ Forced draught fitted to, 69
Schafhautl boiler, 8
Schulz boiler, 40
Sea cocks on condensers condemned,
173
Scaf^ull — Niclausse boilers, 93
Seaward boiler, 5
Sea-water, Action of heat on, 61
"Sentry" feed-water filter, Mills-
Berry man, 178
Separators, steam, Belleville, 161
Serve tubes, loi
Shackleton boiler, 28
Sharpshooter^ Time required to get up
steam on Belleville boilers of, 190
Sheldrake —
Babcock and Wilcox boilers, 41
Tests of, 88
Sigaudy feed-water regulator, 164
Sinclair boiler, 29
Small-tube boilers, 118
Circulation in, 56,
58
INDEX
211
Sochet boiler, 1 1
Space occupied by various types of
boilers, i88
Speedy^ Test of Thornycroft boilers of,
124
Speedy type of Thornycroft boiler, 32
Steam separator, Belleville, 161
SteinmUUer boiler, 32
Stevens boiler, 4
Stirling boiler, 1887 type, 34
1888 type, 34
Description of present
type, 107
Tests of, 1 10
Sturgeon class. Test of Blechynden
lx>ilers, 150
Stiffren^ Niclausse boilers of, 93
Summers and Ogle boiler, 6, 46
Swordfish class. Test of Yarrow boilers
of, 157
Teissier boiler, 5
Terrible^ Belleville lx)ilers, 75
TItetiSy fitted with Rowan boiler, 11,49
Thompson boiler, 32
Thornycroft, Forced draught fitted on
the Gitatia^ 69
Thornycroft boiler, DaringXy^^^ 36, 122
Improved
form, 123
Thornycroft boiler, Speedy \.y^, 32, 119
Details of
construction
of, 120
Objections to
curved form
of tubes of,
121
coil boiler, 32
feed- water regulator, 164
Thornycroft-Marshall boiler, 114
Test of, 117
Time required to raise steam in Belle-
ville boiler, 190
replace tubes in Belle-
ville boiler, 80
ToMme boiler, 38
Transmission of heat, 60, 62
Transmission of heat, Durston's experi-
ments, 62
Effect of grease
on, 62
Trevethick boiler, 5, 8
Tube joint, Caraman, 104
Tubes, Decreasing the diameter of, dis-
continued, 1 28
Difficulty of removing, in small-
tube boilers, 122
Galvanizing boiler, 121
Inclination of the, in water-
tube boilers, 58
Most advantageous arrangement
of, 65
Most suitable material for, 121
Serve tubes, 10 1
Tube wall, 120, 128
Tubulous boilers {jsee water-tube boilers)
ViENNE, Belleville boilers, 15
Vimia, Test of Diirr boilers, 98
Voight and Fitch boiler, 4
VoUigeur^ Belleville Iwilers, 53
w
Wainwright feed-water heater, 184
Ward coil boiler, 31, 140
launch boiler, 143
Water per I. H. P. contained in boilers,
average, 187
Water-tube boiler —
Alban, 9
Allen, 187 1, 23
1872, 26
Almy, 35
Anderson and Lyall, 9
Babbitt, 19
Babcock and Wilcox, 1867, 17
1868, 17
I^nd type, 82
Marine type,
41, 85
Barlow and Fulton, 4
Barrans, 13
Barret and Lagrafel, 22
Bealc, 8
212
INDEX
Water-tube boiler — continued.
Belleville, 1856, 10
1861, 13
1866, 15
1869, 21
^1872, 26
1878, 29, 53
1896, 41, 75
Blakey, 3
Blechynden, 38, 148
Brutiton, 8
Cahall, 34
Church, 8, 47
Clark, 5
Clarke and Motley, 10
** Climax," Morrin's, 32, 112
** Clyde," Fleming and Ferguson's,
38, 148
Collier, 8
Congreve, 5
Cook, 36
Corliss, 31
Cowles, 34
Craddock, 9, 10
Dale, 4
D'Allest, 22, 99
Dance, 8
Dance and Field, 8, 44
Darr, 39, 94
Du Temple, 26, 29, 124
Du Temple-Guyot, 128
Du Temple-Normand, 129
Eve, 5
Field, 1866, 14
1867, 16
Firmenich, 28
Fleming and Ferguson, 38, 148
Fletcher, 19
Fryer, 28
Gill, 32
Gillman, 6, 9
Green, lo
Griffith, 5, 42
Gurney, 6, 42
Guyot, 40
Hall, 6
Hancock, 6, 44
Harrison, 28
Hazelton, 31
Heine, 31, in
Hen&hall, 36
Water-tube boiler — lOfUinued,
Herreshoff, 1890, 35
Herreshoff coil, 32
Hill, 9
Hornsby, 105
Howard, James, 1866, 14
Second design, 21
» Flash type, 9
Howden, 13, 49
Hyde, 38
Isoard, 10
James, 9
Joessel, 18
Joly, II
Kelly, 28
Kilgore, 26
Kingsley, 32
Lamb and Summers, 13
Lane, 32
Leblond and Caville, 41
Maceroni and Squire, 8, 46
Maynard, 23
M*Curdy, 5
M 'Dowall, 8
Meissner, 31
Merry weather, 14
Miller, 22
Moore, 5
Morgan, 9
Morrin, 32, 112
Mosher, 36, 134
Launch type, 136
Mumford, 39, 145
Niclausse, 30, 34, 89
Normand, 37, 130
Normand-Sigaudy, 37, 133
Oriolle, 35, 1 02
Paul, 5
Payne, 8
Pearson, 6
Perkins, J., 8
Loftus, 12
Petit and Godard, 39
Phleger, 24
Pierpoint, 38
Pitts and Strode, 4
Plambeck and Darkin, 28
Poole, 6
Prosser, 9
Rawe and Boase, 6
Reed, 38, 136
INDEX
213
Water-tube boiler — continued.
Roberts, 34
Rogers and Black, 28
Root, 18
Rowan and Horton 1859, 11, 49
Propontis type,
18, 49
Rowan, P\ T-j 28
Rowan, J, M., 1857, ii, 49
i860, 13
1865, 14
Rumsey, 4
Schafhautl, 8
Schulz, 40
Seaward, 5
Shackleton, 28
Sinclair, 29
Sochet, 1 1
SteinmuUer, 32
Stevens, 4
Stirling, 1887, 34
1888, 34
Summers and Ogle, 6, 46
Teissier, 5
Thompson, 32
Thornycroft coil type, 32
Daring type, 36, 122
Sfcedyiy^t 32, 119
Thornycroft-Marshall, 114
Towne, 38
Trevethick, 5, 8
Voight and Fitch, 4
Ward coil, 31, 140
launch, 143
Watt, 123
Wheeler, 36
White coil, 38, 139
White- Forster, 38, 152
Wi^and, 25
Wilcox, Stephen, 10
Willcox, 4
Williams, 13
Witty, 6
Wood, 34
W^ater-tube boiler — continued.
Woolf, 4
Yarrow, 32, 152
Water-tube boilers —
Ability to stand forcing, 190
Advantages of, 189
Circulation in, 3
Classification of, 3
Comparative freedom from serious
accidents, 189
Definition of, 2
Disadvantages of, 191
Early applications to road carriages,
42
High pressures in, 189
History of, 3
Life of, 192
Quickness of raising steam in, 190
Watkinson, Professor, on circulation in
water-tube boilers, 54
Watt boiler, 123
Weight of water-tube boilers, 187
Weir feed- water regulator, 171
injection heater, 184
surface heater, 184
Wheeler boiler, 36
White coil boiler, 38, 139
Trial of Conflict class
fitted with, 140
White-Forster boiler, 38, 152
Wiegand boiler, 25
Wilcox, Stephen, boiler, 10
W^illcox boiler, 4
Williams boiler, 13
Witty boiler, 6
Wood boiler, 34
Woolf boiler, 4
Yarrow — Experiments on circulation
of water in boilers, 55
Feed-water regulator, 167
Boiler, 32, 152
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No. 17. WATER AND WATER-SUPPLY. By Prof. W. H. Corficld
of the University College, London.
No. 18. SEWERAGE AND SEWAGH PURIFICATION. By
M. N. Baker, Assoc. Ed. Engineering News,
Na 19. STRENGTH OF BEAMS UNDER TRANSVERSE
LOADS. By Prof. W. Allan, author of "Theory of Arches."
No. M. BRIDGE AND TUNNEL CENTRES. By John B. Mo-
Master, C.E.
Ncai. SAFETY VALVES. By Richard H. Buel, C.E. Second edition.
No aa. HIGH MASONRY DAMS. By E. Sherman Gould, C.E.
No.a^ THE FATIGUE OF METALS UNDER REPEATED
STRAINS. With Various Tables, of Results and Experimonts. From
the German of Prof. Ludwig Spangenburgh, with a Prefooe by S. H.
Shreve, A.M.
No.a4. A PRACTICAL TREATISE ON THE TEETH OP
WHEELS. By Prof. S. W. Robinson. Second edition, revised.
No. 25. ON THE THEORY AND CALCULATION OF CAN-
TILEVER BRIDGES. By R. M. Wilcox, Ph.B.
No. a6. PRACTICAL TREATISE ON THE PROPERTIES OF
CONTINUOUS BRIDGES. By Charles Bender, C.E.
No. a7. ON BOILER INCRUSTATION AND CORROSION
By F. J. Rowan. New edition, revised and partly rewritten by F. L.
Idell, M. E.
No. a8. TRANSMISSION OF POWER BY WIRE KOPES
By Albert W. Stahl, U.S.N. Second edition.
No. 39. STEAM INJECTORS. Translated from the French ol
M. Leon Pochet.
No. 30. TERRESTRIAL MAGNETISM, AND THE MAGNET-
ISM OF IRON VESSELS. By Prof. Fairman Rogers.
JIasz. THE SANITARY CONDITION OF DWELLING-
HOUSES IN TOWN AND COUNTRY. By George E. Waring, jua
No. 3a. CABLE-MAKING FOR SUSPENSION BRIDGES. By
W. Hildenbrand, C.E.
No. ^3. MECHANICS OF VENTILATION. By George W. Rafter.
C.E. New edition (1895), revised by author.
No. 34. FOUNDATIONS. By Prof. Jules Gaudard, C.E. Translated
from the French.
Na ^«. THE ANEROID BAROMETER : ITS CONSTRUC-
TION AND USE. Compiled by George W. Plympton. Fourth edition
No. 36. MATTER AND MOTION. By J. Clerk Maxwell. M.A.
Second American ediiiun.
fjo. 37. GEOGRAPHICAL SURVEYING: ITS USES, METH-
ODS, AND RESULTS. By Frank De Yeaux Carpenter, C.E.
ffa^S. MAXIMUM STRESSES IN FRAMED BRIDGES. Bf
Prof. William Cain, A.M., C.E. New and revised edition.
Naao. A HANDBOOK OF THE ELECTRO-MAGNETIC
TELEGRAPH. ByA. E.Loring.
Na 40. TRANSMISSION OF I>OWER BY COMPRESSED AIR.
By Robert Zahner, M.E. Second edition.
No. 41. STRENGTH OF MATERIALS. By William Kent, C.^..
Assoc. Ed. Engineering News.
N6. 4a. VOUSSOIR ARCHES APPLIED TO STONE BRIDGES,
TUNNELS, CULVERTS, AND DOMES. By Prof. William Cain.
No. 43. WAVE AND VORTEX MOTION. By Dr. Thomas Craig o£
Johns Hopkins University.
No. 44. TURBINE WHEELS. By Prof. W. P. Trowbridge, Columbia
College. Second edition.
No. 45. THERMODYNAMICS. By Prof. H. T. Eddy, Univenity cf
Cincinnati.
No. 46. ICE-MAKING MACHINES. New edition, revised and en-
larged by Prof. J. E. Denton. From the French of M. Le Douz.
No. 47. LINKAGES; THE DIFFERENT FORMS AND USES
OF ARTICULATED LINKS. By J. D. C. de Roos.
No. 48. THEORY OP SOLID AND BRACED ARCHES. By
William Cain, C.E.
No. 49. ON THE MOTION OF A SOLID IN A FLUID. By
Thomas Craig, Ph.D.
No. 50. DWELLING-HOUSES: THEIR SANITARY CON-
STRUCTION AND ARRANGEMENTS. By Prof. W. H. Corfield.
No. 51. THE TELESCOPE : ITS CONSTRUCTION, ETC. By
Thomas Nolan.
No. «i. IMAGINARY QUANTITIES. Translated from the French of
M* Argand. By Prof. Hardy.
No. 53. INDUCTION COILS : HOW MADE AND HOW USED.
Fifth edition.
No. 54. KINEMATICS OF MACHINERY. By Prof. Kennedy. With
an introduction by Prof. R. H. Thurston.
No. <5. SEWER GASES : THEIR NATURE AND ORIGIN. By
A. de Varona.
Na56. THE ACTUAL LATERAL PRESSURE OF EARTH-
WORK. By Benjamin Baker, M. Inst C.E.
No. 57. INCANDESCENT ELECTRIC LIGHTING. A Practical
Description of the Edison System. By L. H. Latimer, to which is
added the Design and Operation of Incandescent Stations, by C. J.
Field, and the Maximum Efficiency of Incandescent Lamps, by John
W, Howell.
No. ^. THE VENTILATION OF COAL-MINES. By W. Fairley.
M.E • r.S.S.
D, VAN NOSTRAND COMPANY'S
No. 59. RAILROAD ECONOMICS; OR, NOTES, WITH COli-
- MENTS. By S. W. Robinson, C.E.
Na6a STRENGTH OF WROUQHT-IRON BRIDGE MEM-
BERS. By S. W. Robinson, C K.
No. 61. POTABLE WATER AND METHODS OF DETfCT-
ING IMPURITIES. By M. N. Baker, Ph.B.
No. 6a. THE THEORY OP THE GAS-BNQiNE. By Dugald Clerk.
Second edition. With additional matter. Edited by F. E. Idell, M.E.
No. 63. HOUSE DRAINAGE AND SANITARY PLUMBING.
By W. P. Gerhard. Seventh edition, revised.
No. 64. ELECTRO-MAGNETS. ByTh.duMoncel. 2d revised edition.
No. 65. POCKET LOGARITHMS TO POUR PLACES OP DECI-
MALS.
No. 66. DYNAMO-ELECTRIC MACHINERY. By S. P. Thompson,
With notes by F. L. Pope. Third edition.
«<
KUTTER*8
No. 67. HYDRAULIC TABLES BASED ON
FORMULA." By P. J. Flynn.
No. 68. STEAM-HEATING. By Robert Briggs. Second edition, revised,
with additions by A. R. Wolff.
No. 69. CHEMICAL PROBLEMS. By Prof. J. C. Foye. Fourth
edition, revised and enlarged.
No. 70. EXPLOSIVE MATERIALS. The Phenomena and Theories
of Explosion, and the Classification, Constitution and Preparation of
Explosives. By First Lieut. John P. Wisser, U.S.A.
No. 71. DYNAMIC ELECTRICITY. By John Hopkinson, J. A.
School bred, and R. £. Day.
No. 7a. TOPOGRAPHICAL SURVEYING. Bv George J. Specht,
Prof. A. S. Hardy, John B. McMaster, and H. F. Walling.
No. 73. SYMBOLIC ALGEBRA; OR, THE ALGEBRA OP
ALGEBRAIC NUMBERS. By Prof. W. Cain.
No. 74. TESTING MACHINES : THEIR HISTORY, CON-
STRUCTION, AND USE. By Arthur V. Abbott.
No. 75. RECENT PROGRESS IN DYNAMO-ELECTRIC MA-
CHINES. Being a Supplement to Dynamo-Electric Machinery. By
Prof. Sylvanus P. Thompson.
No. 76. MODERN REPRODUCTIVE GRAPHIC PROCESSES.
By Lieut. James S. Pettit, U.S.A.
No. 77. STADIA SURVEYING. The Theory ot Stadia Measurements.
By Arthur Winslow.
No. 78. THE STEAM-ENGINE INDICATOR, AND ITS USE
By W. B. Le Van.
No. 79. THE FIGURE OP THE EARTH. By Frank C. RobertibC.E.
No. 80. HEALTHS FOUNDATIONS FOR HOUSES. By QmB
Brown
J
SC/EATCE SERIES,
No. 8z. WATER METBRS : COMPARATIVE TESTS OP
ACCURACY, DELIVKRY, ETC. i:)istinctive features of the Worth,
ington, Kennedy, Siemens, and Hesse meters. By Ross E. Browne.
NaSa. THE PRESERVATION OP TIMBER BY THE USE
OF ANTISEPTICS. By Samuel Bagster Boulton, C.E.
No. %%. MECHANICAL INTEGRATORS. By Prof. Henry S. H.
Shaw, C.E.
No. 84. PLOW OP WATER IN OPEN CHANNELS, PIPES,
CONDUITS, SEWERS, ETC. With Tables. By P. J. Flynn, C.E.
No. 85 THE LUMINIFEROUS ^THER. By Prof, de Volson Wood.
No. 86. HAND-BOOK OP MINERALOGY; DETERMINATION
AND DESCRIPTION OF MINERALS FOUND IN THE UNITED
STATES. By Prof. J. C. Foye.
No. 87. TREATISE ON THE THEORY OP THE CON-
STRUCTION OF HELICOIDAL OBLIQUE ARCHES. By John
t. CoBey, C.E.
N0.8& 'BEAMS AND GIRDERS. Practical Formulas for their Re-
sistance. By P. H. Philbrick.
No. 89. MODERN GUN-COTTON: ITS MANUFACTURE,
PROPERTIES, AND ANALYSIS. By Lieut. John P. Wisser. U.S.A.
Na^o. ROTARY MOTION, AS APPLIED TO THE GYRO-
SCOPE. By Gen. J. G. Barnard.
No. 91. LEVBUNG: BAROMETRIC, TRIGONOMETRIC, AND
SPIRIT. By Prof. I. O. Baker.
No. 92. PETROLEUM: ITS PRODUCTION AND USE. By
lk>vcrton Redwood, F.I.C, F.C.S.
No. 93. RECENT PRACTICE IN THE SANITARY DRAIN-
AGE OF BUILDINGS. With Memoranda on the Cost of Plumbing
Work. Second edition, revised. Qy William Paul Gerhard, C. E.
No. 94. THE TREATMENT OP SEWAGE. By Dr. C. Meyraott
Tidy.
No. 95* PLATE GIRDER CONSTRUCTION. By Isami Hiroi, C.E.
Second edition, revised and enlarged. Plates and Illustrations.
Na 96. ALTERNATE CURRENT MACHINERY. By Gisbeit
Kapp, Assoc. M, Inst, CE,
No. 97. THE DISPOSAL OF HOUSEHOLD WASTE. By W.
Paul Gerhard, Sanitary En^neer.
No. 98. PRACTICAL DYNAMO-BUILDING FOR AMATEURS.
HOW TO WIND FOR ANY OUTPUT. By Frederick Walker.
Pally illustrated.
No
TRIPLE-EXPANSION ENGINES AND ENGINE
RIALS. By Prof. Osborne Reynolds. Edited, w^h notes, etc., by
F. £. Idell. M. £.
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