perpendiculars, 34 feet 3 inches beam, and 19 feet 2 inches depth of
hold, 1,862 tons gross, and the deadweight capacity 2,550 tons. In March
last year she was loaded with 2,530 tons deadweight, and did the voyage
to Bombay at an average speed of 8.6 knots on a consumption of 10.5 tons
per day of South Yorkshire coal, and burnt on the voyage 347 tons. This
result is superior to that of the Draco when the size of the ship is
taken into account, but is not so much so as might have been anticipated
from the increase of pressure and the rate of expansion, which was 14.4
in the Rosario and 12 in the Draco. Another set of engines was made from
the patterns of those of the Draco, but with the high pressure cylinder
20 inches diameter, steam at 150 lb. pressure being supplied from two
single ended boilers, having a total heating surface of 2,200 square
feet. They are fitted in the S.S. Finland, a cargo boat 270 feet long, 35
feet beam, by 18 feet depth of hold, and 1,954 tons gross register. In
January she was loaded with 2,500 tons deadweight, and sailed for
Rangoon. The average speed attained was 8.42 knots per hour, or 202 miles
per day, on a consumption of 10.3 tons of Welsh coal per day, the rate of
expansion being 12. It should be mentioned that all these ships named are
fitted and steered with steam stearing gear, so that in comparing these
results and those published of the engines made by an eminent engineer in
the north of England, an allowance should be made, as in that ship there
was no steam stearing gear.

I have chosen to make all these comparisons by reference to the ships'
logs, and to give results such as a shipowner looks for rather than those
which engineers prefer to use in forming a judgment on the merits of
different engines. I do this for two reasons: first, because the
commercial success of the triple compound engine depends on the saving it
can effect in a long voyage; and secondly, because I had no reliable
indicator diagrams from which the consumption per indicated horse power