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110 against the overhanging shoulders. With this design the entire cylinder blading can easily be removed and replaced without unseating the rotor. An entire spare set of blading can be stowed in a small space and in 'case of necessity | repairs could readily be made at sea, by the engineering staff in an incredibly short period of time. : The bases of these blading strips are extended on one side so that they project"over the tips of the correspond- The MarRINE REVIEW operating gear working on the throttle valve levers. Riis There are doubtless emergencies 1 which the small fraction of time saved by making the signal to the engineer on watch actually perform the desired operation in the engine room, would be well worth saving. Again, in case of the steering gear becoming disabled, steering with the screws would be par- ticularly convenient and efficient, with the speed and' direction of the engines Reducing Gear Engine Room spoce saved: compare| b/ with existing orrangement of machine f= tee unker: v \ ie moved 9.9'% Condenser ' present position am, hg sme 27 ' a eshed to compensate for Section at Frame 39 looking aft 79: q a 19 Floor \Line_ ; Cross- Bunker_ sy: 1 "4 Phe 29 890 Boe a 4 38 Scale "The Engineer' 10° 5 0 10 Fic. 11--WeEsTINGHOUSE MARINE TURBINE ing rows of blades in the rotor, form- ing what is practically a removable bronze lining for the cast iron cylinder. As the blade strips are backed up by flexible springs, the clearances between the tips of the blades and the cylinder or the rotor may be reduced to a min- imum that would be impossible with rigidly inserted blading, as the yielding base strips prevent any rubbing contact that would be intense enough to bend or distort the blades. Indeed, I have found it practicable to assemble the turbine with the blade tips in actual contact with the base strips and the rotor and to allow the clearance to ad- just itself by actual wear. This is, of course, the ideal method of getting the smallest possible clearance, and reducing the leakage past the blade tips to the lowest limit. The practicability of this blading has been thoroughly demonstrated by actual trial in a turbine of over. 20,000 H. P. capacity which has been in operation since April, 1908. As late as the first week in September, 1909, or after the blading had been in service over 17 months, it was inspected and found to be in perfect condition. Control. There are two independent throttle valves on each unit, one for the ahead turbine and one for the astern turbine. These valves are operated by simple levers, and are so designed that a con- tinuous movement of either operating lever from the closed position, opens successively all of the different combina- tions of nozzles, admitting the steam in constantly increasing quantities until the maximum power is attained. . While the turbine may be manually controlled by the engineer in accordance with instructions conveyed by the or- dinary ship telegraph, it is possible to control it directly from the bridge or from any one of several points on the vessel by means of an electro-pneumatic 20 Feet Drive PROPOSED FOR CRUISER BALTIMORE. under direct control from the bridge. This electro-pneumatic control is a thoroughly developed and_ standardized system. I have used it extensively for many years for operating railway signals and throwing switches at points far dis- tant from the operator. 1 have also used it with marked success for con- trolling the speed and direction of the motors on individual cars of long trains on electric railways. The incident that the mechanism actuates a throttle valve lever instead of a switch lever or the handle on a rheostat, of course, presents no new problem. Another feature of the electro-pneu- Section ot Frame 171 looking forward Scala March, 1910. In short, the electro-pneumatic contro] is offered not as a substitute, but as a duplicate system. ae To sum up briefly, the marine steam turbine problem has heretofore been con- sidered almost exclusively from the standpoint of speed and steam con- sumption. These are purely academic questions, and have already been settled more or less satisfactorily. On my part, I am giving especial consideration to the matter from the standpoint of the staff whose duty it will be to operate such installations, and to maintain them in the highest state of efficiency, and I wish to reiterate that what I propose is only the common sense application of well tried mechanisms, with which I have had an extended and gratifying experience. The especial features I have described are in no wise startling or revolutionary, unless it should be start- ling and revolutionary to suggest that constructions that have performed cer- tain functions efficiently on land, may efficiently and satisfactorily perform the same identical functions on a ship. The Westinghouse company have sub- mitted to the navy department plans of a proposed installation of turbine and reduction gear in the United States cruiser Baltimore, and in general the arrangement is as Shown in Fig. 11. The navy department have adopted the new combined turbine and reduc- tion gear for the fleet collier No. 8 building by the Maryland Steel Co, Sparrows Point, Md. The ship is to be fitted with 7,200-H. P. on _ twin- screws, and the Westinghouse company will install their new marine type tur- bine, giving an overload capacity of upwards of 8,000 H. P. The general arrangement of the gear. is approximately as shown in Fig. 12, from which its compactness and gen- eral convenience will be fully apparent. ee 20 30 Fic. matic control system is that the instant the desired action has occurred in the engine room, the fact that it has been -accomplished is automatically signalled back to the operator so that there can never be any uncertainty as to whether or not the system is functioning prop- erly. In case of failure of the electro- pneumatic control--the chances of which are very remote--it does not interfere in the smallest degree with the ordinary system of signals and manual control. 183 180 175 165 ' 170 = 12--WESTINGHOUSE MARINE TURBINE Drive For Freer Coiirer No. 8. The performance of this first actual installation of the new design of tur- bine and speed reduction gear will be looked forward to with much interest. The Bruce-Macbeth Engine Co. Cleveland, O., has opened a_ branch office at 1020 Drexel building, Phila- delphia, with M. E. Jackson in charge.