DIESEL ENGINES.

Hokitika Guardian, 18 April 1925, Page 4

DIESEL ENGINES.

APPLICATION TO NAVIGATION

LONDON, Eebruarv 12

Presiding at a lecture by Sir .1. rortescue Flannery on the "Diesel Engine in Navigation,” Lord Bearsted said that the employment of the marine internal combustion engine for the propulsion of warships was advocated many years ago by the late Lord Fisher. In a letter which he received from Lord Fisher, dated November 22nd. 1911, t he following passage occurred : "What 1 am driving at is oil alone for fuel and the introduction of warships with the internal combustion propulsion. I do not want to be egotistical, but had I remained at the Admiraltv we should ho constructing a

motor battleship, and saving some 75 per cent, in fuel and 25 per cent in space; no funnels to disc-oyer us to the enemy- no smoke —and a few chauffeurs in comparison with hundreds and hundreds of stokers and engineers. It is the first time in sea history that, the British Admiralty has not led the way. Wo know the German Admiralty are designing all armoured cruiser that will go round the world without requiring to replenish her luel.” It was due. Lord Bearsted added, to the action of Lord Fisher and the courage of Mr Winston Churchill that oil fuel was used exclusively in the British Navy. In that development Great Britain had led the world. British lines did useful pioneer work in the building of shins lifted with marine’ internal combustion engines at a time when shipowners were hesitating to adopt the new method ol shin propulsion . He regretted that some British bidders of Diesel engines should even at this stage of development, be satisfied to relv on foreign designs. A REMARKABLE SAVING.

sir .1. Fort es'.ue Flannery -aid I hat propooils to m-.e oil as fuel for ships were first made by tie- late Admiral Selwyn fifty years ago. 'I he substitution of oil for coal for raising steam under boilers was tbe first practical use of oil fuel for maritime requirements, but at tbe present time interest was concerned rather with till* use ol oil fuel in internal combustion engines which could he operated tor about -llllb of oil per brake horse-power per hour, while when oil fuel was used for steamraising purposes the coiisunilion was 3 \ times as great. The main disadvantage of tho Diesel engine for ship propulsion was that it. cost 30 per cent, more than a steam installation, blit it was prnbablq that, with, standardisation of design, tlm cost, could be very materially reduced. No type of machinery lent itself more thoroughly to standardisation and labour-saving in manufacture than internal combustion engines. Although no complete figures were available in connexion with tbe cost of upkeep and depreciation of marine internal combustion engines, there was no reason why these items should be greater than in theea.se ol a steam plant The number of men qualified to handle Diesel engines at sea was at the moment somewhat less than the demand, but steps were being taken to train engineers in the new method ol ship propulsion. lie believed that the use of Diesel machinery for navigation would become so common that only for special purposes would the steam engine he able to hold its place. Lord Birkenhead expressed his agreement on the information given at the meeting, with the prediction that the oil engine would supersede the steam engine for ship propulsion. The use of oil in place of coal as fuel for ships raised, in connection with the British coal industry, a question of economic and industrial importance.

tbe beginning or in the last few chapters, the body of tbe book consisting of almost entirely of material which, however interesting, does nothing whatever to forward the theme.

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