The Wichita daily eagle. [volume] (Wichita, Kan.) 1890-1906, 1904-01-24
PROGRESS OF TURBINE
N W Application of Steam.
Coming TO the Front
HAS Eyes OF THE WORLD
Sub Marine of Propulsions Is
One of Present Problems

Herald, writes:
engineering world are focused on the
steam turbine The remarkable interest
manifested at thiss time is due to three
recent derelopmnts involving the turbine
type of prime mover, but all OF which
are. curiously enough, commercial rather
than mechanical.
The first of the series of events to claim
attention was the organization of num-
Der of British experts who formed the
Cunard Turbine Commission, the object of
which was to determine the economy
and endurance of the new system when
compared with the reciprocating engine.
The commission has just now entered up
on its fiaal duties. and is making exhaus-
propulsion.
Next to this the Importance and far
reaching utility of the turbine was again
brought out wildly when the award was
made to the New York Central railroad
to the General Electric Company for a
complete turbine equimpent with which to
operate the electric genrators mployed
in the traction system through the tunnel
and on the Mott Haven division. The third
instance was the announcement that the
Westinghouse Company has acquired the
rights to manufacture in the United
States and Canada the Parsons steam
turbine.
To return to the Cunard Turbine Com
mission and its tests for securing data
upon which to case its findings, favorable
or derogatory, as the case may be, it was
necessary for it to obtain two vessels, one
equipped with reciprocating engines and
the other with steam turbines, but in all
other respects the two steamships would
have to be practically alike.
These specific requirements were due to
the fact that with steamships there is no
measurable amount Of work done. as
there is in generating electricity, and so
relative comparison of steam consump-
ton in propelling both types Of ships at
the same speed and equal draught dis
placement becomes necessary.
The commissioners were enabled to OBJ
tain two ideal vessels of the opposite
types, built by 1Iessrs. William Denny
&. Brothers, the famous shipbuilders OF
Dumbarton, who placed at their disposal
the Arundel, a twin screw steamship. and
Brighton, a turbine steamship.
These vessels are regarded by their
makers as perfect representatives Of
their respective types and were construct
ed after models which were experimental
with in the company's tanks. This was
done with view to obtaining the maxi
mum economy Of propulsion with the
maximum dimensions, and the ships differ
from each other only in details of con-
struction, in order that the varying con-
ditions imposed might be fulfilled in the
most practical manner.
In the Brighton the propelling machin-
cry consists of three sets of turbines,
manufactured by the Parsons Marine
Steam Turbine Company, supplied with
steam from boilers of the Scotch type
constructed by Messrs Denny & Co. The
arrangement of the turbines is similar to
that of the King Edward and the Queen
Alexandra, constructed with so much
success by this firm; that is, three shafts
with five propellers, the center shaft be-
ing fitted with one propeller and the two
side shafts with two propellers each.
When manoeuvring the vessel the GEN.
ter shaft runs free and the two side
shafts take the place of the ordinary
twin screws, and as has been demon
strated in the Queen Alexandra, the pow
er of manoeuvring is in every respect as
good as in ordinary twin screws, while
in going astern there is none Of that OBJ
jectionable vibration which Is felt even
in the modest modern twin screw ar
rangement.
The Arundel, on the other hand, is fit
ted with balanced twin triple expansion
engines of the reciprocating type, of the
most improved design, and of such size
as TO practically consume all the steam
the existing boilers can make. so that her
displacement is slightly increased by car
rying the extra weight entailed by the.
heavier triple engines as compared with
turbines
Had the King Edward. another turbine
steamer, been equipped with similar re-
ciprocating engines as above described
Mr.. Dummy. her designer and builder de-
clares that the best speed they could pos
sibly have obtained would have been
nineteen and seven-tenths knots per hour.
as against twenty and a half knots
which vas actually done by the King Ed
ward.
The attempt to attain and maintain this
speed would have resulted in an enor-
naousiy increased first cost. ruinous ex-
penditure Of coal and frishtful wear and
tear on the machinery Superficial tests
have been made between the Duchess Of
Hamilton. boat having compound en-
gines. and the turbine steamer Kind Ed
ward From a comparison il has been
found that the Duchess of Hamilton
burned sixteen tons Of coal with a speed
Of sixteen and a half knots an hour. The
King Edward made eighteen and 4 half
knots and consumed eighteen tons Of
coal
The Duchess OF Hamilton. however. had
only compound engines. BY the use OF
triple engines her consumption could
have been reduced. but even with triple
engines II she were 10 be driven - eigh-
teen and half knots on service her
consumption would have been over TWEEN
ty-two tons. as against eighteen tons in
the King Edward. which corresponds 70
a saving of about twenty per cent IN IA
vor of the latter.
This comparison Is made or the assuulp-
tior that the Ducisss of Hamilton was
left as she was in displacement and
sifaught ansa that she could have carried
machinery powerful enough 10 insnre
eighteen and hall kuots pr hour IN
service; mt as. her speed on trial vas
only eighteen kRcts the greater displace-
rneIlt necessary 10 the increased weight 81
speed would have resulted n q consider
able Increase IN tbs cssl consumption OF
twenty-five tons.