The Wichita daily eagle. [volume] (Wichita, Kan.) 1890-1906, 1904-01-24

| the speed of the vessel but the design
! erS had no means for knowing how Tar
! this tendency might reach
! However, it was ascertained that II
would have been necessary to reduce her
speed to between seventeen and eighteen
knots, as on trial bfore ordinary engines,
under the same conditions and the same
speed, would burn less per knot of speed,
this seventeen or eighteen knots speed
corresponding to about fifty per cent of
the total maximum power of the turbine
engines infhe King Edward.
The amount expended for repairs and
the upkeep of the turbine engines for the
season has been very little. As to cost.
even including the patentee,s royalties. IL
is found that turbines are not more ex-
pensive than other engines and it is prob
able that with added experience and facii-
tiles the initial cost of her manufacture
would ultimately be considerably reduced.
With all these facts and figures relating
to the cost and maintenance OF the tur-
bine, when compared to the reciprocatinS
engine fresh from the lips OF no less an
authority than William Denny, it is easy
10 predict the conclusions Of the Cunard
commission after their investigation of
the Arundel and Brighton.
The turbine steamer King Edward is,
according TO Captain Williamson. the
largest vessel ever built for passenger
traffic on the Clyde. This steamsip has
developed a traffic beyond the expecta-
tions of her builder. and it is expected
that the Queen Alexandra will greatly
r. 3ax- he C,fecfl
Alexandra turned out to be as success
full as the King Edward has proven. 1t is
certain that the doom of the reciprocal
ing engine for marine purposes is sealed
forever. and this. of course. means moth
ing less than gigantic impetus for tur-.
bine machinery.
Charles A. Parsons the inventor Of tie
turbines used in these new type Of yes
sells has given some interesting data re-
latinS TO the economy of turbines at low
powers. As remarked above, In this the
reciprocatius engine has its sole advan-
tage-it may run as slowly as desired.
with a minimum sacrifice OF economy
The Clyde steamships for carrying pas
sengers are always run at or near fun
power. and so there is no need TO study
the question of economy at low powers.
but when their application was considered
In reference TO war vessels most OF whose
service was performed at cruising speed.
when the power eNerted was perhaps only
one-tenth of that at full speed, then ihis
question OF economy at lover powers be
came one of vital isnportsnee-
ArraneenensS Rave already been made
to solve this diffcuif problem in several
different ways For ipsiarce. The turbine
eaufpmeus OF q war vessel might be made
up of number ef small units ard Mr.
Parson IS OF the opinion that by this and
other means turbines may be operated az
economically probably much more eco
norrscalfy-thaa ordinary recirrocstlng
engines at the same low power. while at
high speed The turalnes would have an
advantage OK from twenty 10 forty Per
cent
While the crnard commission Was doing
its work in England board Of experts
had been appointed by the government Of
this county To determine the ei.lcleaey
Of the steam turbine fsr the navy Ire
former commission Is sssIi 81 work. efiis
the home board has already sent in i;z
recommendation. Both the Parsons and
Curtis tnrlanss were thoroughly savessi-
gated and. whae the report was favor
able 10 the re~ engine. their conclusions
werc diplomatic ally <tsEed IN their reports
ard r-sereiy pss<crilseS a ;risl II shs tur-
bine on sirsitrsi aafaaher 81 Vessels
Up u TIE pFssen; tirne the tzaIte1 States
has led the xaEfd 81 Tie utilization q the
turbine fer stationary power plants and
Easaan-a has kseen y ihs lead IL lie ap-
psiczsior 81 tssrsiasS 10 TIE rnsria~ s4TS-
lc@: now 4 has taken another initiative
ara Is eausprEag : torpedo f-sat. fsse AEne
thsss with zatts-es espasfe OF develop
isl- .rinesy-<f<ii hundred herse Scwe-
Regarding tssc relative sizes % talrbsner
vertical and horizontal rress.rora,ias IT
gsaes. eur Naval Boarrs report ali