THE MARINE BOILER.
The marine boiler of to-day is in all its main features the same as it was ten years ago. The single-ended boiler, made with two, three, and sometimes four furnaces, is the simplest form, and for all powers under 500 indicated horse power is the most generally adopted. The double-ended form is largely used. It has been found more economically efficient than the single-ended form, by as much as ten per cent, in the writer's own experience. It is generally adopted for engines of large power, but for small power is inconvenient, owing to its occupying more room lengthwise in the vessel, and also involving two stokeholds and therefore more supervision. At one time great difficulty was found in keeping the bottoms of boilers of this kind tight. Owing to their length, the unequal expansion due to different temperatures at the top and bottom caused severe racking strains on the bottom seams and riveting--so severe in some cases as to rend the plating for a large part of the bottom circumference of the shell. This difficulty has now been to a large extent got over, in consequence of the greater attention given to the form and direction of the water spaces in the boiler itself, so as to induce circulation of water; the introduction of the feed-water at the top instead of near the bottom; the more careful management now usual on the part of engineers; and lastly, the use of larger plates, welded horizontal seams, drilled rivet holes, and more perfect workmanship throughout. A modification of double-ended boiler is that introduced by Mr. Alfred Holt. It has many decided advantages, but is costly to make. The formation of the two ends into separate fire-boxes leaves the bottom of the boiler free to adapt itself to the variations of temperature to which it is exposed. The separation of the furnaces from the combustion chamber, excepting through the opening afforded by a connecting tube, is an advantage in the same direction, and avoids almost entirely the racking strains due to irregular furnace action. The weight of water carried is less, and that of the boiler may also be made less; while the elliptical form of the two ends gives greater steam space.
A type of boiler largely used in her Majesty's Navy, somewhat like a locomotive boiler, is highly efficient in regard to weight and power developed. Many examples have yielded one indicated horse-power in the cylinders for every three square feet of heating surface, under natural draught and with a very moderate height of funnel; and this with a consumption of fuel not exceeding 2½ lb. per indicated horse-power per hour under a working pressure of 60 lb. With the aid of a steam jet in the funnel, the heating surface per indicated horse-power has fallen below 2½ square feet. The large water surface afforded for escape of steam secures almost entire freedom from priming, without the incumbrance of steam domes; and the large combustion chamber allows of the thorough combustion of the gases before their passage through the tubes. The locomotive type of boiler has lately occupied the writer's attention, with a view to its more definite introduction into marine work. The difficulties, however, which lie in the way of applying it to steamers going long voyages are very great. The principal difficulty lies in the necessity of burning a large quantity of fuel in a very limited space and time. This can only be done either by direct pressure or exhaust action applied at the furnace. In other words, we must either exhaust the funnel, which will absorb a large amount of power, but would be comparatively easy of application; or our stokers, as is the case with our miners, must work under a pressure of air.