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OCTOBER 19, 1899. THE MARINE RECORD 9 FAST STEAMING.* _ The combined steam turbine engine has been so fully _ described in the Proceedings of the Institution of Civil En- gineers, and the Institute of Naval Architects, both as to its application to the propulsion of ships, that it is only neces- sary on the present occasion to refer to its leading features when designed for the propulsion of fast passénger vessels. In the abstract it may be described as an ideal rotary engine without reciprocating parts, with a uniform turning moment and almost complete absence of vibration, and of extremely small weight. When undertaking to read this paper some months ago before the British Association, it was hoped that the trials of one at least of the torpedo-boat destroyers fitted with turbine machinery of exceptional power would have been completed; this, however, has not been possible, the time occupied in construction having considerably exceeded anticipation, and it is only within the last few weeks that the preliminary trials usual with this class of vessel, have been commenced. So far as these trials have yet proceeded they show a very satisfactory performance, and an excellent result as to steam consumption, also a complete absence of vibration at all speeds. Unfortunately, after the short pre- liminary trials referred to, the vessel was run into while lying at her berth during a dense fog, and so seriously damaged that she has been in dock for the last month, the bow hav- ing to be entirely rebuilt. She is now, however, ready for further trials, when the machinery will be put to the full designed power, and it is anticipated that the guaranteed speed of 35 knots will be reached under the normal conditions of forcing usual in such vessels. The exhaustive series of trials made by Professor Ewing, F.R.S., on the Turbinia, showed a consumption of about 14% lb. of steam per indicated horse-power at a speed of 32 knots, and a somewhat less consumption at the maximum speed of 34% knots, a more favorable result than is obtained with ordinary engines of the torpedo-boat or destroyer class in this.country. The measurements so far recorded on the first preliminary trials of the destroyer seem to justify the expectation of a greater degree of economy in the turbine engines of destroy- ers than those obtained in the smaller engines of the Tur- binia. Generally speaking, it may be said that the larger the size of the propelling machinery of the steam turbine class, the more favorable are the conditions for securing the highest degree of economy in steam with a minimum of weight, and the greater the simplicity of the machinery. For fast passenger vessels, and especially for cross Chan- nel service, the turbine system of propulsion offers great and important advantages over the ordinary screw or paddle engines. In the first place the steam consumption of the turbine engines is no more—perhaps somewhat less—than the best ordinary triple compound engines. Then the weight of engines, shafting, and propellers is under one-half that of ordinary screw engines, shafting, and propellers, and under one-third that of ordinary paddle en- gines of the same power, so that there is much less weight to be propelled; besides this, the hullitself may be of lighter structure than is admissible with ordinary engines, owing to the absence of racking stresses from the machinery. With turbine engines no lubricant whatever enters the steam part, so that the boilers become much less charged with oil than is the case with ordinary engines, and express water-tube boilers of the small-tube type may be maintained in satisfactory working conditions for long periods; and, further, it is understood that the Board of Trade will be pre- pared to so modify their system of periodic inspection as to permit of such boilers being used for regular cross-Channel service. But, perhaps the most important considerations are the increased comfort to passengers owing to the absence of vi- bration, and a remarkable smoothness of motion analogous to that of a sailing vessel; also, the greater depth at which the propellers are placed below the surface of the water reduc- ing the liability to racing of the engines, which enables the speed of the ship to be maintained in heavy weather ina way that is totally impossible in the case of ordinary screw or paddle vessels. The endurance of turbine machinery appears to be beyond question; on many occasions engines have been run con- tinuously for three weeks, and after some years of work there is found to be practically no erosion by the steam on the blades. *A paper read before the Section G, of the British Association, at the Dover Meeting, by Hon. C. A. Parsons, M. Inst. C. E, The model on the table is of a proposed cross-Channel boat of 30 knots sea speed in moderate weather. It will be observed that it is proposed to place all passengers under cover, and for this purpose the upper deck has been carried al- most the whole length of the vessel; large plate glass win- dows at short intervals extend from the former portion of the vessel to the stern. The free board is greater than is usual in vessels of similar size, and the windows are placed high up above the spray, and the three decks extend nearly the whole length of the vessel, affording ample promenade space. The passengers’ luggage is contained in two large tanks, in crates, to be hoisted in and out by jetty cranes at the termini, adapted for placing them on railway trucks suitably fitted for their reception. If a service of 30 knot vessels were placed on the Newhaven and Dieppe line, it would become the fastest route from London to Paris; also, if the system were properly carried out as suggested, the time on the Dover and Calais route between London and Paris would be shortened by about half-an-hour, and the duration of the sea passage much reduced It will be observed that the draught of water with turbine engines does not necessarily exceed that of paddle-wheel vessels, and as turbine engines are more readily and quickly manipulated than ordinary engines, and each side of the propelling machinery can be put ahead or astern indepen- dently, the manceuvering power is practically equal to that of paddle-wheel vessels. The particulars of the proposed 30 knot turbine boats are as follows: TCNQ Ey ee os cts viata wr Sie eee Gs 275 ft Be@aina re Be eee tisis yn sin cab icett Gece seas 80 ft Depthimolded ws. coe iar es 2i ft IB Sai el cl ENR yon wins nas haere epainer a uRa aa 9 ft. 3 in. about WISPIACEMENL ce ee aces seat c ce 1,000 tons about Speeder ei cree irae sgie seers e 30 knots Indicated horse-power................000. 18,000 It is estimated from the results so far attained with the Turbinia and torpedo-boat destroyers, that the coal con- sumption at the full speed of 30 knots, will not exceed 2 lbs. per indicated horse-power, a result superior to that obtaina- ble with triple-expansion engines and express boilers under similar conditions. Designs have also been prepared for other vessels of larger dimensions, such as an express Channel steamer of 18,000 displacement, 50,000 indicated horse-power, and a speed of 40 knots. A model of a proposed Atlantic liner is on the table; her dimensions are: TOME eit sree weirs card oye. Stare Sis Siar tsa ie avo ccoeeialets 600 ft Breaath ieee cass cos ot pace aiaie piney ss cas Gee 63 ft JONES 913 01 bape sree cc esi ricci Senna y prlngemciers fess 42 ft Displacement in scree ot nak fon ee 18,000 tons Indicated horse-power...... minis ote he Mw pyesaees 38,000 REGO Cee See eG coc ee oan na 26 knots In conclusion, it would seem that very great and unques- tionable advantages to be derived from the adoption of the steam turbine system of propulsion for all fast passenger and cross-Channel vessels will soon lead to the commence- ment of its general application, both in this and other coun- tries, to this service. eae oe VISIBLE SUPPLY OF GRAIN As compiled for THE MARINE RECORD, by George F. Stone, Secretary Chicago Board of Trade. CITIES WHERE WHEAT.| CORN. Oats. RYE. | BARLEY STORED. Bushels. | Bushels. | Bushels. | Bushels. | Bushels. Butlaloso science ss 1,734,0C0 706,000 293,000 eet 195,000 Chicasoe ii ieice 9,726,000) 5,584,000] 1,372,000 391,000 7,000 DELCO aces sta ca's 794,000 10,000 8,000 12,000 1,000 LEYTE Ca ap epeeee none a 7,102,000 220,000 83,000 207,000 568,000 ROre -Wiriam -One..-1,- 1/50G,000 ang. srsncloe asdics boo tees ats pens Milwaukee.......... 33,000 6,000 2,000 6,000 23,000 Port Arthur, Ont.... DOGG] is eceniovaie in| Nessus pea canter ear stycarviecins | Racsraarcre ete Toledo. 2,158,000 861,000 673,000 8,000 1,000 Toronto rec 109,000 ae SOOO Les asc cece 12,000 On Canal 282.000] 1,041,000 285,000 9,000 503,000 On Lakes 1,825,000] 1,994,000 442,000. 34,000 496,000 Grand Total..... 47,314,000] 15,065,000} 7,069,000 819,000] 2,102,000 Corresponding Date, : YOQB Fic 5 5 Spires. cies 14,598,000} 24,563,000] 6,080,000] 1,308,000 2,750,000 Increase..... 2,979,000 315,000 439,000 13,000] 371,000 ICCA MOE seek es calig ee oe boise lies Ur he Wier oe oite loos bots ae While the stock of grain at lake ports only is here given, the total shows the figures for the entire country except the Pacific Slope. or or oo WRITE, WILLIAM. Mrs. Wm. Ryan, 24 Lovatt Place, Toronto, Ont., would like to hear from her son who is supposed to be sailing out of Cleveland. He has been away two years and if still ‘‘on deck ’’ his mother would be glad to hear from, or about him. LITERARY NOTICES. The Bullock Electric Manufacturing Company, Cincin- ati, Ohio, has issued bulletin No. 1435, which gives excellent suggestions as to the availability of using electric motors for various purposes in driving single machines, The direct applications to lathes, boring mills and other machine tools are excellent. One of the most disastrous and picturesque storms that ever visited the New England coast was ‘“‘The Great Novem- ber Storm of 1898.’ The full story of its far-reaching ef- fects and many incidents of stirring human interest has been written for the November Scribner’s by Sylvester Baxter. The pictures by H. W. Ditzler, who was there at the time, are vivid realizations of some of the scenes along the shore. The interesting history of the “Beginnings of the St. Lawrence Route,” by Arthur Weir, B. Ap.Sc., Montreal, which recently appeared in the Canadian Engineer, has been reprinted in pamphlet form. Mr. Weir has gathered a great amount of hitherto unpublished matter in this essay and has presented it in such an attractive form that many will be glad to have it in this convenient form for future reference. Although the edition is avery limited one the price is only ten cents per copy. The October number of St. Nicholas marks the end of the magazine’s six and twentieth year, and brings to a close several serials that have been running for six months or more. ‘Trinity Bells,’’ by Amelia E. Barr, is one of these; others are Carolyn Wells’ ‘Story of Betty,’ and Rupert Hughes’ ‘‘Dozen from Lakerim.’? These are works of fic- tion; but besides these there are in this number several short stories, in which facts and fiction are mysteriously mingled, and others that are founded upon fact and built up of the same material. The Quebec and Lake St. Jolin Railway have published some books descriptive of the scenery on the line of their well known road, which also contain many good illustra- tions of the sportsman’s variety. The names of the books are as follows: ‘‘Guide to the Lake St John and its Tributary Waters,’’ ‘Ye Ancient Quebec,” and ‘‘A Tale of Lake St, John.’’ Any or all of these will be sent to any person inter- ested. Their time tables are original in design, and much more complete in information and description than the ordi- nary run of railway folders. The international races for the America cup are the chief features of the October number of Outing, which bears on its cover a marine design comprising pictures of the Colum- bia and the cup for which there is so muchrivalry. The leading contribution is by Capt. A. J. Kenealy, who gives his opinion in regard to the representative yachts under the caption ‘‘Columbia, the Pride of the Ocean.’ ‘The article is illustrated with a number of spirited pictures of the yachts, The issue contains the usual amount of matter of interest to hunters, and is a thoroughly good one. I’, Tennyson Neely, 114 Fifth ave., New York, has pub- lished ‘‘The Cruise of the Scythian in the West Indies,” by Miss Susan de Forest Day. This is the first of a list of most interesting books to be issued in ‘‘Neely’s Log Book Series,’? which will embrace the voyages, expieriences and histories of a number of famous yachts. They will be descriptive of the cruises these yachts have made and the countries visited by them, Miss Day has written in the attractive manner the story of the cruise of her yacht in the West Indies. It abounds in charming description of St. Thomas, St. Kitts and many places of note. The books will be sent on ap- proval to any address, and may be returned at the publisher’s expense, if desired. Itisa beautiful volume, representing the highest art of book making. There are 38 full-page illustrations. The enterprising press clipper, who had the foresight to preserve complete files of all the papers published through the Spanish American War., is now reaping his harvest, The most noble piece of work so far turned out was the Dewey Album, which has attracted-world wide attention, This book was paid for by subscriptions from the large ship owners of the port of New York, and acting on this hint some of the warm friends of Admiral Winfield Scott Schley called upon Burralle’s Press Clipper Bureau and after assur. ing themselves that an elaborate, exhaustive history of the Admiral’s work at Santiago could be compiled, they com- missioned the Burrelle to make such a book and all friends of the Admiral will be invited to contribute to the work. As was the case in the Dewey album the title page contained the signatures of each contributor. Such a compilation will have more than ordinery historical value.