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long before its lease expires the 'association will feel that it has not area sufficient to do justice to an exposition of Pittsburg's industries. The site of the exposition. then will become a welcome addition to the real harbor front. It has been suggested that a portion of the sloping wharf along the Monongahela and Allegheny rivers might be dredged out and that a wall affording deeper water might be constructed, provided with numerous passage- ways opposite street ends for vehicles to reach vessels. Perhaps outside the wall there might be floating docks in sections for the deep craft to land against. Between the passageways from the street ends to the rivers along the para- petted walls, might be shade trees, fountains and statuary. Here would be a-place strangers would delight to visit to while away the time while looking at vessels coming and going from Cincinnati or New Orleans, Chicago or New York, as chance may be, or find amusement in observing great crowds of Pittsburgers daily seeking pleasure in excursions on the _ wide, placid pools: of the Allegheny or Ohio rivers. Nor is this a fanciful picture, the realization of which would cost many millions. It is a simple statement of what appears. to be prac- ticable on its face and well worth the expendi- ture of a considerable sum. THE STEAM TURBINE. To the September number of the National Revicw there is contributed an article on the "Development of the Steam, Turbine," by the Hon. C. A. Parsons and Mr. HH. G. Dakyns Jr. that from the original-10-horsepower tur- bine, built in 1884, we now have passed to the perfected machines more than a thousand times as powerful, which are at present in course of manufacture for the mammoth Cunarders' Lusitania and Mauretania. Mention is also made of the fact that whereas the largest blades in the criginal turbine were barely % in. in height, some of the blades in thg Cu- narders' turbines are over a foot in height. Dealing specially with the ap- plication of the turbine to marine work, the authors 'say that its application to ships gives the greatest promise of fu- ture development. Referenée is made to the surprise created by the appearance of the Turbinia at the Jubilee Naval Re- view at Spithead, and to the absence of vibration and various aspects of econ- omy which distinguish the turb-ne steam- er. It is claimed that in no class of steamer where the turbine has been tried --and there are few types of vessels in: which it has not been--has the result 'been unfavorable. It is pointed out that the trials have yet to be made of a turbine-propelled battleship, but these will take place in the very near future. There is also an allusion to the trials made by .the admi- ralty between the turbine cruiser Ame- thyst and sister ships driven by recipro- cating' engines. The article proceeds: The Naval Annual for this year, re- cently published, states that it under- stood that the admiralty. has decided that practically all vessels being built for the-royal navy, and not yet engined, are to be fitted with Parsons' steam tur- bines as a means of propulsion. If the report be true, it tends to prove that the admiralty are entirely satisfied with the turbine vessels at present in commission. It is pointed out . "TAE. MarRINE. REVIEW Results just:as favorable to the tur- bine have also been shown in compara- tve trials of the Midland Railway Co.'s steamers, in which the turbine steamer Londonderry was tested with two sister vessels similar in lines and boiler power, with the sole difference that the latter were propelled. by reciprocating en- gines. On a six-hour trial the London- derry had a speed of-one knot per hour in excess of the other vessels working under exactly similar conditions. Apart from the gain in speed, there is also a great' saving in the total weight of the propelling machinery--engines, shafting and boilers. In the case before us (that of the Londonderry) this saving amounts to about 150 tons. A slightly larger tur- b:ne steamer, the Manxman, owned by the same company, with somewhat great- er boiler power, averaged a' speed of 23 knots on her trial. The turbine steamer Viking, belonging to the Isle of Man Steam Packet' Co. has also been doing remarkably | well. At the end of the tourist season last summer, after the engines had been opened up and examined by the Board of Trade surveyor, one of the company's officials stated that he did not know of any vessel being overhauled at so small an expense. This steamer recommenced service a few weeks aga; and in the first six -rourd voyages, the Isle of Man and back, the actual av- erage speed maintained was 2334 knots. The speed contracted for was only 22 knots. Viking the fastest passenger steamer in service along these coasts. The Clyde steamers King Edward and Queen Alexandra were the earliest pas- senger steamers to be fitted with turbines. In this connection a word must be said as to the enterprise of Capt. John William- . son, and of the firm of William Denny & Bros., of Dumbarton, to whose initia- tive the King Edward was due; for had it not been for their faith in the tur- bine system, its adoption for passenger vessels and in the merchant navy might have been considerably delayed. Capt. Williamson, as ship owner, and Messrs. Denny & Bros., as ship builders risked both money' and reputation in thé step they took; it was, therefore, particularly satisfactory to see the immediate meas- ure of success they attained. As a con- sequence Messrs. turned out no fewer than 16 vessels fit- ted with turbines' The King Edward has now fet on service for five seasons and the Queen Alexandra for four. Figures carefully collected since the day each went on ser- vice, as to. the amount of coal used, num- ber of passengers: carried, and of miles run, in comparison with two paddle steamers on the same route, are exceed- from Liverpool to: It is thought that this makes the' ' pierhead to pierhead. ' runs of two sister vessels. Denny have already - ingly satisfactory to believers in the fur- bine. The King Edward, up to the be- ginning of this year, had run 86,335 miles at an average speed of 18% knots, and had used 10,196 tons of coal, and this large mileage had been run with complete immunity from repairs to the main pro- pelling mach'nery. The Queen, perhaps, is the best known > turbine steamer, having run on the Do- ver-Calais route sirce July, 1903. One of the steamer's characteristics is that she makes the voyage in bad weather . or good in the same time to a few min- utes. This ability to maintain smooth- water speed to a remarkable extent in a heavy sea is common to all turbine steamers. One explanation of the fact is that there is no tendency for the pro- pellers to "race' as on ordinary steam- ers, a defect necessitating a slower en- gine speed in bad weather. With ves- sels of the ordinary type, as soon as p-tching or rolling occurs to any great extent and the screw propellers come out of the water in the trough of the waves, the engines are inclined to work > at a higher speed than designed for, and this increase of speed of the heavy re-, ciprocating parts leads to excessive shak- ing felt throughout the whole ship. Now, with turbine vessels the propellers are very much lower in the water and, there- fore,.less liable to emerge; indeed, no - case is known of their having emerged enough to allow the turbines to acceler- ate. Judging from a typical winter fort- night, it has been found that the Queen takes, on an average, fourteen minutes less every day than the quickest of her sister vessels on the short passage from The 'trials we speak of took place prior to the acqui- sition of the other two newer turbine boats, the Onward and Invicta, for the same service, which are} regarded as proving even a greater success than the Queen. On the Newhaven and tees route the' same tale is told in comparative The steamer Brighton, fitted with turbines, has shown. at full speed a saving of more than 10 per cent in coal over a sister vessel fit- ted with triple-expansion engines of the most improved type. : The maneuvering and reversing quali- ties of these cross-Channel steamers,- which have frequently very awkward har- bors to negotiate, have turned out to he excellent; they start and. stop quickly and promptly. For example, the Queen, steaming at 19 knots, has been brought to rest in 67 seconds, and in little more than twice her own length. ee Gs Equally satisfactory has been the ex- perience with. liners. The. 'Allan line deserves. the credit of being the pioneer ig to" adopt the, turbine SyStern for'