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| , | September, 1909 All these public rooms, also the sec- ond class entrance on the bridge deck, are attractive and comfortable apart- ments. The second class staterooms are also arranged on the tandem system. The floors of these rooms are covered with Brussels carpet; upholsery, blue mo- quette; furniture, mahogany. The third class accommodation in- cludes a dining saloon and a _ general room; both rooms panelled and framed in white, and with mahogany furniture. The third class staterooms are in keep- ing with the excellent character of this accommodation. TAE MaARINE REVIEW The arrangements for the comfort and enjoyment of passengers include horizontal and parallel bars and other gymnastic, apparatus on the boat deck. These facilities for physical exercise at sea will doubtless be greatly appre- ciated. The vessel is constructed on the cellular double bottom principle and di- vided into watertight compartments. The steamer is fitted with Harland & Wolff's steam steering gear, which has long been recognized as providing an additional element of safety, and all the arrangements for working ship and cargo are of the latest type. o2s In addition to the general cargo ar- rangements and refrigerated space, the vessel is arranged for the carriage of cattle or horses forward on the main deck. During construction the Karoola has been under the inspection of R. E, Thomson, the owner's superintending engineer, and the vessel on her trials was accompanied by Mr. Mcllwraith, the senior partner of Messrs. Mcll- wraith, McEacharn & Co., and a numer- ous party of London and Australian friends, along with Mr. Andrews and Mr. Cuming, directors of Messrs. Har- land & Wolff, Ltd. The Advance of Marine Engineering in the Early Twentieth Century. EARLY 40 years have elapsed since this institution had the first "Review of Marine En- gineering' read before it at the Liverpool meeting in 1872, and as it is not quite 10 years since the last Review was read, it becomes necessary to modify the title adopted by the able authors who in the past have so clearly brought forward the subject for con- sideration. Before proceeding, it may be well to explain the omission of draw- ings or diagrams in this paper as in the former, and for this the author can only plead that the exigencies of a busy life amongst the vicissitudes and happenings of Liverpool steam-shipping have left but little spare time; and further, the turbine and electric devel- opments have been of late extensively illustrated in all engineering journals. Before reviewing the doings of tur- bine machinery, the author would like to have it clearly understood that he is in no way, financially or otherwise, onnected with the manufacture or de- velopment of such machinery, and that the statements and opinions expressed are entirely based on careful study and watching of the progress of the numer- ous vessels fitted. Under the circum stances, it is not out of place to note this review, as being that of a new century, owing to the coincidence that it practically relates the advance of en- tire'y new departures from the well- known forms of reciprocating and pis- ton engines, which hitherto were ¢m- braced under the simple name "Mechan- ical Engineering." This will be clear- of Me- Kingdom, 1Paper read before the Institution chanical Engineers of the United July 29, 1909. *Liverpool, 'England. By ArTHuR J. McGinnis." ly demonstrated by the fact that, after consideration, it is found to be unneces- sary in any way to touch upon the numerous intricacies and doings of re- ciprocating machinery, but at once to proceed to the consideration of the new form of marine engineering, which so far as the merchant service is con- cerned commenced with the twentieth century. True it is that the first turbine-driven craft appeared in 1894, and, after vari- ous developments, it in 1896, under the name of "Turbinia," attracted marked attention, and obtained for the persist- ent and now famous inventor (Hon. Co. Ave Parsons) public --recogni- tion of his long years of uphill work and experimenting. Some idea of how long this system of obtaining a simple form of rotary machinery has been occupying attention may be formed, when it is borne in mind that almost the first actual Parsons turbine ma- chinery publicly exhibited was at Ship- peries Exhibition, held in Liverpool in 1886, when an instal'ation was placed there to generate electricity. From that time onward, turbine-driv- en electric generating plants have been gradually introduced in electric generat- ing installations, both land and_ sea, but more especially on steamers where the space is. so restricted. | Notwith- standing the excellent performance of the "Turbinia" in 1896, it was not until 1900 that the first order for a real test of this form of propulsion for a com- mercial venture was placed. This was given by a syndicate headed by Capt. Wiltiamson, owner of one of the Clyde river services, and in June, 1901, the King Edward commenced plying; it was so successful that it was followed soon afterwards by the Queen Alex- andra, in 1902. Since then a rapid adoption of the system has taken place, turbine steamers having practically superseded all others for rapid channel services, and also for ocean-going pas- senger vessels of considerable speed, the first Atlantic liner fitted being the Allan Victorian, in 1904, followed in 1905 by the Cunard liner Carmania, and the same company's Lusitania and Mauretania in 1907. By permission of James McKechnie, Table I of his paper, read before the institution at Barrow, in 1901, brought up to date so far as turbine machinery is concerned, is reproduced, and it will be seen from this that practically no advance or improvement has been made in consumption of fuel since that date, but the adoption of turbine machinery, although not actually improving upon the consumption per indicated horse- power, has brought about an advance, by the fact that it has enabled greater speed to be obtained. a Up to the present time but little progress has been made in the adoption of turbines for slow-going merchant or other vessels, owing, no doupt, to the difficulty of applying the turbine to the sing'e propeller, but in no other field of operation is there such an opening for a simple form of rotary machin- ery. To those who have of late had the experience of visiting the engine-rooms of vessels where nothing is visible but large cylindrical-looking, unmoving