The Birmingham age-herald., 1919-06-01

Twelve gun elevating motors. Four motors of raming charges ln turret guns.
 Twenty-four ammunition hoist mo- tors.
 Four smoke ejector air compressor motors.
 Two torpedo air compressor motors Fourteen motors for operating sahl tary, fresh water and drainage pumps Four motors for oil pumps. Four shaft turning motors. Two motors for refrigeratins sys- tenn.
 Twenty motor generator sets for lh- terior communication, telephone, gun firing. etc.
 Eighty motors for ventilation fans One hundred and twenty-five motor for 12 searchlights, 30 electric air nea.- !.ers two Sperry master gyroscope con passes with numerous repeated com passes. telephones. One hundred and seventy-six service telephones. One hundred and seventy fire controi telephones.
 Two Radio telephone sets. Eight motors in kitchen. (Peei pc tatoes. mix dough and cake, and wash dishes, cut butter, make ice cream, meat grinder. all bread ana caAe' baked electrically).
 Six electric coasters. One electric percolator Fifteen electric irons Six motors in carpenter shop. Ter motors in machine shop. Seven portable electric drills. Two electric glue pots. Six electric soldering irons. Six motors in laundry Give machines use electric heat).
 Five motors in print shop. Tho future capital ship of the navy from pi esent indications, will De hoth- ing more or less than an immense elee- trial monster of steel, with numerous electrical motors, each doing It's o"h small and large part in the operation of the whole.
 FIRST EXPERIMENTS While the New Mexico is the pioneer battleship with electric drive, the navy began its first experiments on the col | Tier Jupiter built at Mare Island navy ward. San Francisco. Gal, launched Au- gust 24, 1912, and also equipped by the General Electric company. I've went into the building or pai- tleships and battle cruisers to De elec- trically driven" said Rear Admlrai Griffin, chief of the bureau of steam engineering, "only after the most care | ful consideration and knowledge based
  of the collier Jupiter. We feel the I fullest confidence that we are not mak- ! ing a mistake and that the machinery of all these battleships will prove to | be what we want. Some of us steam engineering men are now becoming electrical men. We must move With our profession
 Among other battleships being equipped with electric drive are the California, Tennessee, Maryland, West Virginia, Colorado and Washington. | Six battle cruisers are to be likew4se l equipped. bat work on them has bcea | temporarily suspended pending the outcome of Secretary DanieFs trip abroad, in the belief that improve
 ments in their construction can be
 made by observing at first hand meth 1 ods in use by the allied navies. l MERCHANT VESSELS NEXT l Having securely established the principle of electric propulsion in the
 navy of the United States, attention is now centered on the adaptation. of l the same theory to the propulsion of
 the cargo and passenger carrying ships which will make up our mer- chant fleet. Electric propulsion for l this class of vessel has been sloWar
 in growth than the same principle ap. l piled to naval vessels.
 | MT. Emmet and other engineers, how l lturbo-electric and oil engine electric sys- | tems for cargo vessels in this country. MT. Emmet believes future development along these lines to be unusually bright.
 While do not believe that the geared l turbine driven vessel will ever be wholly supplanted by electric drive,' he said. T l do believe that the time is not far dis l tant when electric drive for merchant ships will at least divide honors with the
 steam turbine" In fact, the Jupiter may I be looked upon as a ship in the merchant type.
 l MIR. EMMETS VIEWS "It is my belief," continued MT. Emmet, "that electric propulsion affords the only certain means by which the highest
 known standards of economy can with perfect safety and certainty be applied 1 to vessels of many types. In the case of almost any large ship now operating with reciprocating engines on long voy- ages, an electric propulsion equipment could be substituted which would afford enough improvement to pay for itself in l reduced operating expenses in three years l It is safe to say that such possibilities
 cannot for very long be disregarded." l It's a~ far cry from the primitive In
 dian whose first navigating experience was gained whom he crossed river astride log to the electrical propulsion of vessel weighing nearly 35,000 tons 1 After the Indian found his log clumsy l and imprn ctical, he fastened several logs l together and formed raft. Next came I the dugout--a hollowed log. Then the
 birch bark canoe followed, and then sail- l ing vessel, Hendrick Hudson's Half Moon l and the Santa Maria of Columbus as l examples of this early type. though. of course, this applies only to America, 1 since sailing vessels were in operation l long before the existence of America was
 even suspected
 l In 1897 Robert Fulton constructed the l first successful steamboat in America, utilizing for its propulsion the principle | of the reciprocating engine as developed l originally by James Watt. The rectpro- eating engine remained standard Tor many years until a sudden change rather than a process of evolution. brought the steam turbine into existence. This was a turbine direct connected to the propeller shaft. though 1t has never been able to compete successfully with the reciprocat- ing engine except in the oase of large l ocean liners. l The disadvantages of the direct con
 nected turbine led to the advocation cl
 electricity as a means of propulsion pa l fore a successful means of speed reouc' | tion was developed. Very soon aiter 1 however. active development Of mechan-
 ical genrs for connecting turbines t1
 l ships propellers were begun. This came
 to be known as geared turbine drive ano
 may be, considered as a direct rival ol
 the electrical method. waich we have al
 ready described. .,,
 It cannot be denied that there Is stu
 much divergence of professional oplnio,