The Pacific commercial advertiser. [volume] (Honolulu, Hawaiian Islands) 1885-1921, 1906-01-14
THE TURBINE
STEAMSHIPS
Their Advantages Over
the Older Types
Of Vessels.

At time when the Inter-Island peo-
ole are considering the construction of
a modern steamer for the HiIo run
of a class comparing well with the
Fast Pacific liners, and the cost of
coal or oil consumption in order to
produce high speed, and also in con-
nection with the approaching visit of
the CA. S. S. Mohena, built on the
turbine plan, the following from the
New York Maritime Register as to
the economy of the turbine constrdc-
zion will be of interest.
The Hon. Charles Parsons, C.B., in
an address at the London Institution
ef Civil Engineers recently gave most
assuring data as to the economy of
the turbine system. He showed that
improvements in the form and curva-
ture Of the blades had resulted in a
marked reduction in the coal bill, and
that efficiency greatly increased with
the advance in size of the turbines.
An addition of 1 inch to the vacuum
IN the condenser over 26 inches de-
Quoted per cent, from the steam used,
a further increase of the same amount
! inch, meant a further gain of IL
per cent, while % inches brought the
steam consumption down IL per cent.
more, and he urged that % inches was
easy of realization. An analysis was
made of the running of Clyde steam
cent. in favor of the turbine steamers.
The King Edward steamed s IL to 9
miles for each ton of coal in her re-
spective years since built, the best re-
suit being that of this year, the mean
speed being over 20 knots.
The Queen Alexandra also averaged
8 miles per ton while steaming Il
knots, and both vessels make about
20, 900 miles in the year. The Duchess
of Hamilton, carrying fewer passen
gers, steaming Is knots, did not do so
well, and the Juno. with % per cent.
less passenger accommodation and
steaming only 10 1-2 knots, required
a ton of. coal for every ga to Sd
miles run. The Brighton, also built
by the Dennys at Dumbarton, burned
10 per cent less fuel than the sister
STEAMER Oh lllS SciIiiC SCI VIZ |
-Newhaven and Diepre-and making |
the same speed. Again, the Queen, |
on the Calais and Dover route, burns |
1873 tons per "A hours, making two |
double runs, as compared with 20.2 tons |
by the paddle steamer doing a much |
less speed.
The engine-room staff is is, against |
20 in the paddle boat, and the Oil /
h oil
Corresponding advantage was proved |
Cor the Midland boats between Heys-
ham and the Isle of Man and Belfast.
as proved in Mr.. William Gray's pa
per at the Institution of Naval Archi-
tects. The Manxman, the Vickers
boat, showed a gain of per cent.
owing to her vacuum intensifier sys-
aem Reference was also made to the
latest triumph of CIydebank-the Car
nothing was said as to the
fuel consumption of this or the Allan
liners.
During the visit of the flagship Chi
eago TO this port Executive Officer
White, himself a Lieutenant Comman-
der in the navy, explained the differ
ence between the turbine construction
md the ordinary method of propulsion
aid way.
1.-The turbine system said this we'll
read naval officer, glaneing up from
numerous designs and diagrams re-
,ently issued by the navy department.
IN the subject, Consists in the app1-
cation of steam, as of old. But it is
lsed in a different way. Instead OF
.ntering a cylinder and by the force
f its pressure driving the piston to the
ther end of the cylinder, thereby pro-
ucing a shock or vibration caused by
he sudden outward pressure on theI d,
'iston, and the release of the steam :
ressure to permit the piston to return
o the other end of the cylinder as the .
haft revolves to it's first position, the
team is let into a specially construc-
d cylinder at one end and passes out
t the other without being at any time
hut off. f
1.-THE principle of propulsion is the t
anne as at Niagara Falls. where inn i
1ense columns of water are let down u