New-York tribune., 1903-10-01
THE STEAM TURBINE.

In an article about steam turbines contrib
uted by NJ. Rateau 10 THE Engineering Maga-
zine for October fact is brought out which
has hitherto received comparatively little no.
tlce That writer declares that the ratio be-
tween the fuel used, steam consumed, and
the output of available power is almost uni
form with this type OF motor. On the other
hand. when reciprOcating engine is run with
out doing all the work it is good for. the con-
sumption of steam tand hence OF fuel) IS rela-
lively greater than when il IS performing Its
maximum service. The economy here revealed
would be more appreciabe, Of course. in elec-
trio light and power plants. where the load
varies considerably from hour to hour, than on
steamships where full speed is maintained for
days at a time without interruption. For ma
rine service the turbine has a strong recon-
mendation Of another kind. 1t takes up less
room than an engine of the old type develop
ing the same power. AS yet though, it is not
clear that il will get any more work out Of the
same amount OF coal
Concerning the possibility of further improve
ments in the steam turbine VI. Rateau has
nothing to say, possibly because he is himself
the inventor OF an engine of that type which
has met with more or less favor in France. No
doubt, if he saw the way clear to develop it
further he would do so in private. Several
different turbines are now known to engineer
ing experts but, however unlike in other
spects, most of them resemble each other in
one important particular. The power Of the
steam is applied to the periphery of the wheel.
With many water turbines the fluid acts on the
side of the Wheel either flowing inward from
the edge or outward from the axis. Some at
tempts to apply that plan 10 rotary steam en-
gines have been made and not with cOnspicu-
L,,Af
fully tested. 1t IS too soon, perhaps, to say
that the remarkably high eficiences shown by
such water motors cannot be paralleled with
vapOr Again. there have been promising en-
deavors to utilize the explosive power Of gas
in turbine. Were these TO result successfully
a greater economy might be witnessed than
has been seen in any type OF engine yet de-
signed. The furthest limit OF the development
of the turbine has probably not been reached.
Still another question. not discussed in the
article in THE Engineering Magazine" but
possessing q great fascination for the unini-
tiated, is whether 1t will ever be practicable TO
propel great ocean liners with turbines. When
the commission of experts which IS 10 consider
this matter for the CuDard company reports
light will be thrown on variety of problems.
At least one of these is already suggested by
the descriptions given Of the boats on which
the faTSons system mas been introduced. All
OF these vessels are small. and are equipped
with three shafts; but they have practically
engine. The central shaft is operated by the
high pressure cylinders and the two others by
the low pressure cylinders. Several of the larg-
est and swiftest ocean steamships now have
two shafts All Of the power derived from
three or four cylinders Of n reclprocatng engine
is there brought TO bear on 4 single shaft Ap-
parently, then, one OF two things must be done.
Either the arrangement hitherto adopted on the
Parsons boats must be followed, and one en-
gine must develop 10000 or 10000 horsepower,
a radical change OF design must be effected.
TO apply the power of each Of the twin
engines TO one shaft. Both policies are beset
with enormous difficulties. He would be n bold
prophet who should to-day predict the intro
duction of turbines on such vessels as those pro-
jected by the Cunard company.