say in handling the additional cargo which would be carried. The saved accommodation in this respect could be allotted to third-class passengers, of whom at least another 250 could be carried. Our mammoth liners are fitted with 192 furnaces in order to produce 68,000 horse-power (as was the case of the _Mauretania_ and the _Lusitania_), and, on the assumption that thirty-two fires are cleaned every watch, 10,000 indicated horse-power is lost every four hours through burning down and cleaning, a quite unnecessary operation with fuel oil. Figures such as these show the startling possibilities of fuel oil for marine purposes. [Illustration: TYPICAL LIQUID FUEL BURNERS THE KERMODE STEAM BURNER] [Illustration: KERMODE’S AIR JET BURNER In the steam burner, the oil enters through B, the valve G giving it a whirling motion. The steam goes round the cone A. _F_ is the air cone, the amount of air being adjusted by the openings D by means of a perforated strap E. In the air jet burner the oil enters at A. The previously heated air enters at the branches B and C, and as the air passes C it meets the oil as it passes the control valve operated by E.] But it is on land, as well as on sea, that we find fuel oil rapidly making headway, for, as far back as 1889, hundreds of the Russian locomotives went over to the burning of a petroleum residue. This was the first practical application of fuel oil for railway haulage. To-day, nearly 50,000,000 barrels of fuel oil are consumed annually by the various railroads in the United States, and, according to the official figures I have of the total mileage of fuel oil for the past twelve months, the United States oil-burning locomotives did journeys aggregating over 145,000,000 miles. Mr. Hall, of the American International Railway Fuel Association, is responsible for the statement that, owing to the fact that the steaming capacity of the engines is materially increased, a locomotive running on fuel oil can haul a load of considerably greater tonnage and at a much increased speed than would be possible with a coal-fired engine. Many Continental railways use fuel oil rather than coal; the Roumanian and Austrian State Railways, the Western Railway of France, the Paris and Orleans Railway, being a few of the principal. So far as England is concerned, the use of fuel oil has not made great headway, for the reason that, while on the one hand, the majority of our great railway systems pass through the coal-producing fields, there has, on the other hand, until recently been an absence of organization for the supply of fuel oil. The Great Eastern Railway many years ago successfully ran oil-fired locomotives. It is evident that oil fuel will be increasingly used in the future for locomotive purposes, and at the time of writing--December, 1919--the L. and N.W. Railway are carrying out experiments on express engines, with a view to being able to some extent to discard coal.