The sun. [volume] (New York [N.Y.]) 1833-1916, 1905-04-09

trial trips last year, where II, III. B. Am0-
thySt, q third class cruiser 800 feet In length
and Of 5000 tons displacement, was tested
In comparison with the Sapphire. Diamond
and Topaz. three cruisers Of the same
class, similar IN size, model and all respects
save machinery, the latter consisting OF
reoiprooating engines Of the most modern
type. The Amethyst was found superior
IN speed, making 2s.OS knots, as compared
with 27.l5. 2?.I7 and 27-l for the others
respectively, With q coal consumption OF
la pounds per horsepower as compared
with asa, 2oS and 205 for the other.
This saving Of 20 per cent. IN fuel means
q great deal for q cruiser, - II involves a
corresponding increase IN tie radius Of
operation from q given base. Thus with 30
tons Of coal the Amethyst can steam s,ieo
sea miles at 20 knots a. compared with 2,ito
miles for her sister ships.
Furthermore, the absence Of vibration
tends to increase the accuracy Of gum
while there Is no increased weight Of ma
ohinery, but saving Of some twenty inches
In the space occupied by 1t IN height, Tho
turbine cruiser Possesses equal manouvTtng
power, and at all speeds above fourteen
knots there Is . distinct and almost pro-
portionate saving Of COAL
At fourteen knots conditions arc about
equal IN this last respect, but at ten
knots the coal consumption Of the turbine
cruiser is slightly greater. At low speeds
at present the turbine seems less eficisnt
then the reciprocating eng Inc, and an
attempt has been made TO remedy this
defect in the Amsthyst, as well Is In other
vessels, by adding a cruising turbine to
each Of the main shafts, which is used only
for low speeds.
As showing concludvely that the tuT-
bine steamship is now on an eunlnently
practical basis It may be stated that In
the United States a shipbwlding company
preslded over by former chief engineer
Of the United States Navy recently put
In a bid for a 1900 ton armored cruiser
with turbine engines in which II was stated
that sufficient weight would be saved on
the machinery to enable the main armor
belt to be increased Ave or six inches.
The torpedo boat and destroyer have also
experienced the benehts Of the uso Of tUr-
bines, and to-day practically all the great
naval powers Of Europe are engaged In
extensive trials and experiments In Eng
land eight torpedo destroyers, each OF
27O feet length, had trial trips last year,
and Of these the Eden, with turbines, was
found to excel all the others save one in
speed Notwithstanding the lack Of low
speed efficiency already alluded 10. the
British Admiralty IL proposing to build
number Of 50 and S3 knot destroyera and
equip them with turbines
The German Navy has two turbine tor
pedo boats which have made a speed Of
2SS knots on their trial trips, while the
new French torpedo boat, '293,' only 80
fest In length, has made a speed Of 365I
Lmots, a noteworthy feat for = torpedo
vessel under $50 feet In length. This les
boat has turbines Of the Parsons pattern
similar to those used In England, but other
boats under construction by France have
been supplied with turbines Of the Breguet
and Rateau systems in order that a com
petitiye test can be made.
The extent to which the turbine IL now
being used may be inferred from the fore
going paragraphs and 1t Is interesting 10
consider some recent remarks Of c. H.
Parsons, the inventor Of the English Bys-
tenn. He believes that for steamers OF
10 knots and upward the turbine is
destined to supersede the reoiprooating
engine, while for vessels Of Is knots and
upward Of 1000 tons a combination Of
turbine and reciprocatink engine il sug-
gested where high pressure steam il used
Ia the cylinder and low pressure steam
In the turbine.
This would benefit particularly vessels
Of the tramp class and 1t is thought that
some 70 per cent. Of the waste energy OF
the steam could be saved. In fact il u esti-
mated that the steam turbine at present
could be applied advantageOuslyt TO one-ftfth
Of the stes m tonnage of the world, and there
Il said to be considerable agitation among
the owners Of vessels now building Hs 20
whether a mistake is not being made IN
not using the turbine.
1t Is asserted that the gain is Of the same
order as from the compound to the triple
expansion engine. The lack Of low speed
efficiency mentioned above Is not 30 serious
an objection for a merchant ship as q war
vessel since when the former is under
steam II usually moves at It's best or most
economical rate Of speed and Is either earn
ing money or else IL after a cargo. Con-
sequently the faster It travels the more
business 1t does and when ii IL not doing
business II u laid up at small expense.