188 ELECTRIC AUXILIARIES ON MERCHANT SHIPS. 



author wished to bring out was the fact that a great deal of trouble had been experienced 

 with wiring on ships and that the application of electricity suffered in consequence. It is 

 essential, in order not to discredit the use of electricity, that the installation be well and 

 carefully done, and that every .precaution be taken to see that apparatus fitted on ships is in 

 every way suitable for the application. 



Mr. Pierce remarks that the figure of 12, 500 pounds of steam per hour, which was 

 charged to auxiliaries, is ridiculous. The author has knowledge of certain geared-turbine 

 ships with steam-driven auxiliaries which are also showing approximately 1 pound of fuel 

 consumption per shaft horse-power hour. 



The author is in general agreement with Mr. Pierce that in all probability the greatest 

 part of the saving will result from having deck auxiliaries electrically operated rather than 

 steam driven. There are two apparent reasons for this — one, that a great amount of steam 

 piping will be removed, and perhaps the most important reason, that the steam-driven auxil- 

 iaries in the engine room will be at all times under the direct observation of the engineer, 

 who, if conscientious and competent, will be in a position to maintain them in better oper- 

 ating condition than can be expected in case of steam-driven deck machinery, which of neces- 

 sity stands idle for long periods of time and is subject to considerable abuse when in opera- 

 tion; also, the length of the steam piping on deck makes it subject to considerable expansion 

 strains which cause leak and loss of steam at joints. 



The author agrees with Mr. Pierce's suggestion that great saving can be realized by 

 the electrification of all ships' auxiliaries, power being furnished by reliable oil-engine gen- 

 erating sets. 



In concluding, the author would gather from his critics that, with but one exception, 

 there is a tinanimity of opinion as to the desirability of electrifying merchant vessels to the 

 end that greater economy of operation may be realized. 



It will be recognized that each ship must be given special study, and all factors enter- 

 ing into its economical operation must receive due and proper consideration in order that 

 the most suitable apparatus be fitted. So long as the art is advancing, it is to be expected 

 that there will be a considerable divergence of opinion as to the best means of attaining the 

 end in view. Much has already been done in this country, and it is gratifying to find that 

 the question of reliability of electrical apparatus has been laid at rest. 



The author felt that he was liable to certain criticism in drawing the comparisons in 

 fuel consumption which he did between ships fitted with steam and electrical apparatus. We 

 have available data as to the fuel consumption of ships, but very little published data as to 

 how much of this fuel is required for the propulsion and how much should be charged against 

 auxiliaries. Any engineer who is in a position to obtain absolutely reliable information on this 

 important subject can materially assist shipowners and operators in this country in their en- 

 deavor to improve the efficiency of their ships. The data, of course, must be on ships actually 

 in service. Trial trip information, when every valve and all fittings are in perfect condition, 

 is misleading. 



President Capps : — I think the Society is to be congratulated on the very illuminating 

 discussion which has flown from these admirable papers. I know that you will wish that 

 I should extend the thanks of the Society to Mr. Thau and to Mr. Dickinson for their 

 painstaking preparation of the papers which have elicited such lively discussion. The hour 

 is now a quarter past six, and I expect that many of you desire to go elsewhere. If there is 

 no objection, this session will now stand adjourned. 



