488 TRANSACTIONS OF SECTION G. 



traced, and the following fuel consumptions given as every-day consumptions for 

 Diesel engines of moderate size : — 



At full load 044 lb. per b.h.p. per hour. 



At three-quarter ,, 0*45 ,, ,, „ 



At half „ 0-47 „ 



At quarter ,, 0-62 ,, „ ,, 



The further advantages resulting with Diesel engines are then briefly stated 

 as : No sparking apparatus, lamp or burner ; no carburetter or vaporiser ; no 

 back-firing or pre-ignition; no warming up required before starting; very smooth 

 running owing to no explosion or sudden rise of pressure ; cheap crude oils used ; 

 very little water used ; and no ashes or offensive effluents. 



In regard to the question of continuous running, a case was quoted where 

 during four years the average running time works out at 23f hours out of each 

 24, or about lg hour stoppage per week. 



4. Crude-Oil Marine Engines. 

 By James H. Kosenthal, M.I.N.A., M.I.M.E. 



This paper was not intended to touch at all upon the engines used in 

 launches and yachts which work with alcohol, petrol, or paraffin, and in which 

 such fluids are vaporised and exploded by an electric spark, but was intended 

 to be confined entirely to engines which may be suitable for larger craft, to work 

 entirely with crude oil of a high flash-point, i.e., not explosible. As the author 

 believes that such engines are only possible generally in the larger powers if they 

 are reversible, the paper was confined to two types representative of this descrip- 

 tion, viz. : (1) Those in which the engines are single-acting and the oil is ignited by 

 means of a heated chamber or hot pot; and (2) those in which the Diesel cycle 

 of combustion is used, and the burning or combustion of the fuel is effected by 

 air compressed in the cylinder to a temperature at which the spray of crude oil 

 will ignite and burn. The question of the supply of crude oil was also touched 

 upon. 



The class of engine under (1) which, as far as the writer is aware, is the most 

 largely used for the propulsion of small vessels is that introduced by Messrs. 

 •T. & C. G. Bolinder, of Stockholm, under Rundloff's patents, and is made in 

 sizes of from 8 h.p. to 350 h.p. 



The class of engine under (2) is made by the Maschinenfabrik Augsburg, 

 Nuernberg, for which in Great Britain Messrs. Harland and Wolff, Ltd., Belfast; 

 the Fairfield Shipbuilding and Engineering Co., Ltd., of Govan, Glasgow; 

 Yarrow and Co., Ltd., Glasgow; John Samuel White and Co., Ltd., of East 

 Cowes, Isle of Wight; Sir W. G. Armstrong, Whitworth and Co., Ltd., of New- 

 castle-on-Tyne ; Messrs. Cammell, Laird and Co., Ltd., of Birkenhead, and 

 Messrs. Babcock and Wilcox, Ltd., of London and Renfrew, are licensees. 

 This engine is made single-acting and double-acting and on the two-cycle 

 principle. The Bolinder engine is also of the two-cycle type and is single-acting. 

 Two-cycle means that it receives a charge every time the piston reaches the top 

 of its stroke. The same applies to the single-acting Nuernberg two-cycle 

 engine. In the double-acting two-cycle Nuernberg engine a charge of oil is in- 

 jected each time the piston reaches both the top and the bottom of its stroke. 

 Both types of engines were described, and the methods adopted for reversing, 

 and the written matter was explained by illustrations and lantern pictures. 



WEDNESDAY, SEPTEMBER 6. 



The following Papers were read : — 



1. The Manufacture of Nitrogen Compounds hy Electric Power. 

 By E. Kilburn Scott, Assoc.M.Inst.C.E, 



