148 RULES AND REGULATIONS FOR FREEBOARD. 
but it is obvious that an essential consideration to be taken into account in determining 
the freeboards of these special types is that of the conditions of service which naturally 
have their effect on strength standards. For instance, service on the Great Lakes is 
essentially a summer service, where the weather and wave conditions encountered are 
not to be compared to what an ocean-going vessel may expect to experience in winter 
in the North Atlantic. Considerations such as the provision of adequate protection of 
openings are of importance even for lake vessels, as will be admitted by those of us who 
have observed some of these lakers in which the only obstacle to a heavy sea coming 
aboard and filling up the after end of the vessel is a wood deck house of light construction. 
Tue CHAIRMAN:—We all appreciate the amount of work put on this paper, and the 
thanks of the Society will be extended to Mr. Arnott. 
The next business is Paper No. 9, entitled ‘‘Recent Advance in Oil Burning,” by 
Mr. Ernest H. Peabody, Member. 
Mr. Peasopy:—I shall not attempt to read this paper, but merely point out some of 
the salient points; in fact, the most interesting part of the paper is in the tables, which 
consist of figures and make a very dry sort of reading. 
I take the position that the competition which our Navy Department is meeting is 
a great asset to us, not only along military lines but also on lines which have proved to 
be of great advantage in commercial life. We have seen it in many instances, and I 
think the recent advance in oil burning is another case in which the experimentation of 
the Navy is pointing the way for the future. 
I am greatly indebted to the Navy Department for the privilege of including the data 
in this paper, and especially appreciate it on account of the fact that some of it is so recent 
that the official reports have not yet been made. Thanks to the cooperation of Mr. 
Kain, I was able to delay the manuscript until I got some figures that were made only 
in the middle of September, which is somewhat after the date, I believe, that the Com- 
mittee on Papers likes to have manuscripts. 
I have included some figures on the number of United States oil-burning vessels which 
I received through the kindness of the American Bureau of Shipping, and it is very inter- 
esting to note that about 56 per cent of the ocean-going self-propelled American fleet is 
using oil fuel. 
Since the paper was written, I have seen some figures in Lloyd’s Report, showing 
that in the world’s tonnage the advance in the percentage of vessels using oil was from- 
ro.s to 16 and a fraction this year, so that increase in the oil-burning installations has 
been very rapid. 
' The work of the Navy Department in oil burning has recently been towards larger 
units, and not only oil burners but in boilers; so looking at the future, in the light of 
experience in the past, I believe that indicates the pathway we are taking now in regard 
to oil burners. 
It was only a few years ago that 500 pounds of oil per burner per hour were considered 
a very creditable maximum. However, tests recently made show that more than a ton 
of oil has been burned per hour per individual burner with excellent efficiency. 
Now, in connection with large units and the use of oil fuel for high capacity, I think 
nothing is more illuminating than the tests made about a year and a half ago at the fuel 
oil testing plant at the Philadelphia Navy Yard on a White-Forster boiler composed 
of one-inch tubes, using oil burners of the mechanical atomizing type. I have referred 
