needed to give complete combustion. The efficiency of a furnace in making heat available is measured by

in which E represents the ratio of heat utilized to the whole calorific value of the fuel, T is the furnace-temperature, T' the temperature of the chimney, and t that of the external air. The higher the furnace-temperature and the lower that of the chimney, the greater the proportion of heat available. It is further evident that, however perfect the combustion, no heat can be utilized if either the temperature of the chimney approximates to that of the furnace, or if the temperature of the furnace is reduced by dilution approximately to that of the boiler. Concentration of heat in the furnace is secured, in some cases, by special expedients, as by heating the entering air, or as in the Siemens gas-furnace, heating both the combustible gases and the supporter of combustion. Detached fire-brick furnaces have an advantage over the "fire-boxes" of steam-boilers in their higher temperature; surrounding the fire with nonconducting and highly heated surfaces is an effective method of securing high furnace-temperature.

gas

In arranging heating-surface, the effort should be to impede the draught as little as possible, and so to place them that the circulation of water within the boiler should be free and rapid at every part reached by the hot gases. The directions of circulation of water on the one side and of on the other side the sheet should, whenever possible, be opposite. The cold water should enter where the cooled gases leave, and the steam should be taken off farthest from that point. The temperature of chimney-gases has thus been reduced in practice to less than 300° Fahr., and an efficiency equal to 0.75 to 0.80 the theoretical has been attained.

The extent of heating surface simply, in all of the best forms of boiler, determines the efficiency, and in them the disposition of that surface seldom affects it to any great

extent. The area of heating-surface may also be varied within very wide limits without very greatly modifying efficiency. A ratio of 25 to 1 in flue and 30 to 1 in tubular boilers represents the relative area of heating and grate surfaces as chosen in the practice of the best-known builders.

The material of the boiler should be tough and ductile iron, or, better, a soft steel containing only sufficient carbon to insure melting in the crucible or on the hearth of the melting-furnace, and so little that no danger may exist of hardening and cracking under the action of sudden and great changes of temperature.

Where iron is used, it is necessary to select a somewhat hard, but homogeneous and tough, quality for the fire-box sheets or any part exposed to flames.

The factor of safety is invariably too low in this country, and is never too high in Europe. Foreign builders are more careful in this matter than our makers in the United States. The boiler should be built strong enough to bear a pressure at least six times the proposed working-pressure ; as the boiler grows weak with age, it should be occasionally tested to a pressure far above the working-pressure, which latter should be reduced gradually to keep within the bounds of safety. In the United States, the factor of safety is seldom more than four in the new boilers, frequently much less, and even this is reduced practically to one and a third by the operation of our inspection-laws.

The principles just enunciated are those generally, perhaps universally, accepted principles which are stated in all text-books of science and of steam-engineering, and are accepted by both engineers and men of science.

These principles are correct, and the deductions which have been here formulated are rigidly exact, as applied to all types of heat-engine in use; and they lead us to the determination, in all cases, of the "modulus" of efficiency of the engine, i. e., to the calculation of the ratio of its actual efficiency to that efficiency which it would have, were it

absolutely free from loss of heat by conduction or radiation, or other method of loss of heat or waste of power, by friction of parts or by shock.

The best modern marine compound engines sometimes, as we have seen, consume as little as two pounds of coal per horse-power and per hour; but this is but about one-tenth the power derivable from the fuel, were all its heat thoroughly utilized. This loss may be divided thus: 70 per cent. rejected in exhausted steam; 20 per cent. lost by conduction and radiation and by faults of mechanism and design; and only the 10 per cent. remaining is utilized. Thirty per cent. of the heat generated in the furnace is usually lost in the chimney, and of the remainder, which enters the engine, 20 per cent. at most is all which we can hope to save any portion of by improvements effected in our best existing type of steam-engine. It has already been shown how the engineer can best proceed in attempting this economy.

The direction in which further improvement must take place in the standard type of engine is plainly that which shall most efficiently check losses by internal condensation and reëvaporation by the transfer of heat to and from the metal of the steam-cylinder. The condensation of steam doing work is evidently not a disadvantage, but, on the contrary, a decided advantage.

Novel types of engine can, if at all, probably only supersede the common form when engineers can employ steam of very high pressure, and adopt much greater range of expansion than is now usual. Great velocity of piston and high speed of rotation are also essential in the attempt to make any revolution in steam-engine construction a success.

When a new form of steam-engine is likely to be introduced, if at all, can be scarcely even conjectured. It seems evident that its success is to be secured, if a revolution is ever to occur, by the adoption of high steampressures, of great piston-speeds, by care and skill in design, by the use of exceptionally excellent materials of construc

tion, by great perfection of workmanship, and by intelligence in its management.

Experiment and experience will probably lead gradually to the general and safe employment of much higher steampressures and piston-speeds and superheating, and may ultimately reveal and remove all those difficulties which must invariably be expected to be met here, as in all other attempts to effect radical changes, however important they may be.'

1 Vide papers by the author in Trans. A. S. M. E., vol. xi, On Multiplecylinder Engines; vol. xv, On Maximum Contemporary Economy of the Steam-engine; vols. xii, xv, On Steam-jackets; vol. xvii, On Superheating.

CHAPTER IX.

"LE FIN DU SIÈCLE.”

THE close of the nineteenth century and the commencement of the twentieth bring us to the end of one century of progress since the introduction of the modern steam-engine in the form of a "train of mechanism," as given shape substantially by Watt and his contemporaries. The marine steam-engine, the highest product of the genius of man in this field, has passed through a series of changes, with steam-pressures increasing to 2 atmospheres pressure at its middle, to 3 in 1860, to 5 in 1875, and to 12 and to 14 atmospheres at its close. The old, simple, cumbersome sidewheel engine of the earlier days has been supplanted, first by the compound engine of 1865, then by the triple-expansion of 1874, and finally by the quadruple-expansion machine of the close of the century. Screws have displaced the paddle-wheel, and twin and sometimes triple screws with separate and duplicated engines developing 20,000 and 30,000 horse-power drive the ship 20 knots and more an hour; while in the concentrated machinery of torpedo boats thousands of horse-power are compressed into craft of 100 to 200 feet in length, and these powerful and dangerous vessels have been brought up to speeds exceeding 30 knots (35 miles) an hour. Three hundred and five hundred tons of coal a day are required by the largest ships, and the equivalent of the maximum figures above could only be

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