“Matthew J. Boyle” to be Placed in Service by December 1—Carries Steel Lifeboat and a Pup Tender on its Davits

BOSTON’S new fire boat “Matthew J. Boyle” had a very successful trial trip on November 17 and will shortly be placed in service.

This vessel is an oil burning steamer with a pumping capacity of 10,000 to 12,000 gallons of water per minute at 150 pounds pressure. The hull is of steel and there is a skeleton tower surmounted by a monitor nozzle. There are a total of seven Morse water guns besides twenty hose connections on the deckhouse.

Two Views of the Boston Fire Boat Test left to right, Superintendent E. E. Williamson, Chief Henry A. Fox, Fire Commissioner Edward F. McLoughlin, John D. McDonough, Master of Marine Service, B. F. D., and Herbert J. Hickey, Executive Secretary, B. F. D.the Matthew J. Boyle as she left for her trial trip.

Her dimensions are 125 feet length overall; 29 feet, 6 inches beam over guards; and draft of 10 feet, 6 inches. The designers were Fay, Spofford & Thorndike, of Boston, and the builder was the George Lawley & Son Corporation, Neponset, Mass. The two water tube boilers were furnished by Babcock & Wilcox, the four turbine driven two-stage centrifugal pumps by Dean-Hill, and the vertical, direct acting, compound condensing steam engine of 1,100 horsepower was installed by the Atlantic Works of the Bethlehem Shipbuilding Corporation. The auxiliary pumps were made by the Worthington Pump and Machinery Corporation. The total cost of the boat was $326,000.

The construction was supervised by Arthur J. Raymond. Naval Architect, of Fay, Spofford & Thorndike; Edward E. Williamson, Superintendent of Maintenance, B.F.D.; John D. McDonough, Master in Charge of Marine Service, B.F.D.; and Edwin M. Oxner, Vice-President and General Manager of the Lawley Corporation.

In planning this new Boston fire boat, steam operation was adopted in preference to Diesel electric operation because of the saving in first cost which would more than offset the savings possible by Diesel electric operation in a boat actually engaged in fire fighting less than one per cent of the time; because of the difficulty of installing Diesel electric machinery of equal power in the necessarily limited dimensions of the boat; and because of the desirability of interchanging crews, now trained only in steam operation, between the several fire boats of the department.

On board during the trial trip were:

Fire Commissioner Edward F. McLaughlin, Chief Henry A. Fox, Supt. Edward E. Williamson, John D. McDonough, B. F. D.; J. Chester Bailey, Supervisor of High Pressure Service, B. F. D.; Herbert J. Hickey. Executive Secretary, B. F. D.; John Caldwell and Percy Charnock. of the New England Insurance Exchange; Charles McSorley, of the Maritime Association of the Boston Chamber of Commerce; Stephen Whidden, Chairman of the Fire Prevention Committee of the Boston Chamber of Commerce; Harry Belknap, of FIRE ENGINEERING; Captain Charles Lyons, of the U. S. Steamboat Inspection Service; Daniel J. Hanlon, and Walter J. McInnis.

The technical staff included:

Captain F. C. Morey, John R. Whitney, Edwin A. Oxner, W. A. Noyes, W. A. Merrill, and A. B. Morrissey, of the Lawley firm; Arthur B. Raymond, the designer; Carl Hedbloom, of the Atlantic Works, Chief Engineer; J. Howard Hayes, of the Hayes Pump and Machinery Corporation; Frank H. Ellsworth, of the Dean-Hill Company; Edward Colson and Edward Boland, of the Babcock & Wilcox Company; R. M. Cleveland, of the Worthington Pump and Machinery Corporation; W. R. Bell and R. D. Kellegrew, of the Ingersoll Rand Company; Christopher Bertelsen, of the Atlantic Works; Chief Radio Operator J. A. McCarron, B. F. D.; and H. J. Phelen, B. F. D.

The boilers which furnish steam for propulsion and fire fighting are built for a working pressure of 250 pounds per square inch and are fired by eight Todd oil burners. These boilers will supply steam sufficiently in excess of the requirements of the fire pumps so that the main engine may be used for maneuvering without interrupting the fire fighting.

There are four turbine driven centrifugal Dean-Hill fire pumps designed to deliver 2,500 gallons per minute each at 150 pounds pressure; on the trial they delivered a total of 12,147 gallons per minute. The water from the pumps is handled through seven Morse guns of 3,000 gallons capacity each. The steel turret mast is 30 feet above the water and alongside this mast are two derrick booms for use in wrecking operations such as lifting automobiles out of the water.

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Trial Trip of New Boston Fire Boat

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In the forward portion of the steel deckhouse is the nozzle and water control room. There are 12 hose outlets in front and 4 on each side. Aft of the engine room there is a locker room with steel lockers and next to this are the tool room and hose storage space. There is capacity for carrying 10,000 feet of hose, connections being provided for both 2 1/2 and 3-inch hose.

The auxiliary equipment of two feed pumps, bilge pump, air pump, circulating pump, sanitary pump, and water and oil transfer pumps was made by Worthington and the two electric generators, a 10 k.w. and a 1 1/2 k.w. generator, were made by Westinghouse. The American Blower Company, of Detroit, Mich., furnished the induced draft blowers for the boilers.

There is a single propeller of bronze with four blades. It is 8 feet, 9 inches in diameter with pitch of 9 feet, 9 inches and weighs 4,600 pounds having been especially designed by the Lawley firm.

The fuel tanks have a capacity of 70 tons of fuel oil and the water tanks hold 40 tons. The engine room telegraph was furnished by Charles Corey & Co. and the compass, lights, and flags were supplied by the firm of Kelvin & Wilfrid O. White, of Boston. The engine room is protected by foam equipment of the type used by the U. S. Navy. The windlass and steam steering gear were made by the Hyde Windlass Company, of Bath, Me.

The condensers were manufactured by the Ingersoll-Rand Company and the asbestos by the Johns-Manville Corporation. Andrew J. Morse & Son, Inc., furnished the water guns and nozzles. The decks are of Rangoon teak.

The hull is painted black and the deckhouse and pilot house are painted red. The interior of the pilot house and radio room just aft of the wheel house are finished in golden oak.

A pup boat or tender fitted with Universal motor and pump and Johnson Seahorse outboard engine is carried on davits, also a steel lifeboat. The lifeboat and davits^ were made by the Lane Lifeboat Company, of New York. There is a powerful electric searchlight made by Carlisle & Finch and there is radio receiving and transmitting apparatus by means of which radiophone conversations may be carried on between the vessel and the fire alarm office or the other fire boats. Boston was the first city to provide this equipment for its fireboats.

The steam gauges, whistle, and siren on the new fire boat were furnished by the Star Brass Manufacturing Company, of Boston. The rubber tile floor covering was made by the James Martin Company, of Boston, and the clocks by the Chelsea Clock Company.

On her trial trip the “Matthew J. Boyle” made a speed of 12 knots or 14 statute miles per hour at 160 revolutions per minute. The boat was launched on May 23 and will be placed in service on or before December 1.

There will be a crew of 15 men headed by Captain John Williams and Engineers Stephen McGinley and John Murphy, formerly of Engine 44, the fireboat “Angus J. McDonald.” The new boat will be stationed at the Northern Avenue Bridge in Boston.

On the trial trip the vessel gave a fine performance, exceeding all the contract requirements. As she came up the harbor fishing vessels, tugs, and ferryboats joined in a noisy welcome, the din of whistled salutes being answered by the fire boat which put on a special exhibition of stream-throwing for the benefit of the press photographers and “movie” men.

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