244 HEAVY-OIL ENGINES FOR MARINE PROPULSION. 
engines could be used for heating purposes in addition to the electric heating, 
thereby producing an economy in excess of any steam heating plant. 
It will not be long before high powered vessels equipped with internal 
combustion engines, as above described, will become familiar objects. To 
say nothing of modern developments in the merchant marine, and of the 
installations on submarine boats of to-day, destroyers have already been 
ordered which virtually fulfill the foregoing description. According to 
accounts Italy has recently ordered a destroyer equipped with internal 
combustion engines while England has ordered one to be built by Thorny- 
croft, in which there will be an internal combustion engine on the middle 
shaft for cruising purposes while the outer shafts are driven by steam 
turbines. 
DISCUSSION. 
THE PRESIDENT:—Gentlemen, you have heard the paper on “Heavy Oil En- 
gines for Marine Propulsion,” by Mr. G. C. Davison, which has been presented by 
Mr. Reid. Is there any discussion on this paper? 
Mr. R. C. Monreacie, Member:—The subject of this paper is one of great 
interest to all, and therefore it is in order to inquire as to some of the statements 
made therein. 
First. At the present time I would ask if there actually is a large supply of 
liquid fuel available, as stated, and at a price within commercial reach? From all 
I can learn, this is not so in the East. Were the supply in excess of the demand, 
the price would undoubtedly have been lowered during the past few years. But 
the price of fuel oil has increased during the past two years, from 88 cents per barrel, 
to 98 cents per barrel at the present time in New York City, and in Boston to $1.10 
per barrel. The reason for this is simply that there is not enough oil to supply the 
demand, and it has been stated to me on the authority of 26 Broadway that, if the 
supply were great enough at moderate price, the use of oil fuel in the stationary 
plants of New England would proceed as rapidly as they could be installed. 
Second. With regard to the compression of 500 pounds named, I would ask if 
this is not much less than in the original Diesel engine, and if so, if nothing has been 
sacrificed in economy by such reduction of compression. Pure air only is com- 
pressed—why should the limit be placed at 500 pounds? 
Third. I do not agree with the author that for ordinary mercantile work in the 
case of steam engines, a piston speed of 1,000 feet per minute is perfectly safe. It is 
not, as general practice proves, and I doubt very much whether it is perfectly safe 
in the case of heavy oil engines, under constant running conditions. 
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