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"TAE MARINE REVIEW 31 It is no secret that the success of the Parsons steam turbine has brought rivals into the field, notably in America and Germany, and it is now reported another marine turbine engine has been patented, and is being subjected to experi- ment on Tyneside. This patent is said to be the work of two Tyneside engineers, and to have this advantage over the Parsons turbine--that it is reversible. The experiments are, so it is said, being conducted by the Palmer Ship Building Co. at Jarrow, which company may adopt the new turbine if it justifies their expectations. With an assured future before the marine steam turbine, a development of this nature is. calculated to excite particular interest in the engineering world, and if it has the advantage claimed for it, the new patent might very easily meet with immediate success in the way of practical adoption. The popularity of the turbine for passenger boats is very emphatically demonstrated by the decision of the admiralty to supply King Edward's new yacht with the new system of propulsion. PROGRESS WITH THE MARINE TURBINE. Almost every month that passes brings some addition to the literature in connection with the development of the steam turbine. The subject has been a most popular one, © both for authors and those who join in discussions at the meetings of the various technical societies. It must be con- fessed that in many cases there is a great deal of repetition. During the last few months we have had more than one text book dealing in a more or less similar fashion with the evolution of the various types of steam turbine. The greater part of these works are filled with data, and_ records, chiefly of interest to the designers of turbines used in con- nection with land plants. They are of interest and service also to those who may be placed in charge of such plants. Such works will probably become recognized authori- ties in due course, but for anything really new and stimulating we must rely upon the literature which issues from the various engineering societies. A paper recently presented to the Liverpool Engineer- ing Society deals in a most interesting manner with the application of the Parsons turbine to imarine propulsion. It is not, of course, the first paper of this sort that has been read, nor does it contain everything of an entirely original nature, but there are one or two facts brought to light which are well worth notice. First of all we are glad to be reminded that the first compound steam turbine built only twenty-five years ago, and developing a modest 10 H. P., after performing a great deal of useful work for electric lighting purposes, is now safely housed in the South Ken- sington museum. Then we are glad to observe, as the latest estimate, that the total horsepower of Parsons tur- bines delivered and on order is about 1,500,000, and that some of the units ordered are upwards of 10,000 H. P. It is also worthy of record that just as the success of the turbine on land was rendered possible by the unremitting devotion of Mr. Parsons to problems in connection with the very quick revolution dynamo, so has the success of the marine turbine been brought about largely and the diff- culties overcome by means of interesting, instructive and inspiring experiments and research conducted by Mr. Par- sons with model screws. The story of the Turbinia and the ill-fated destroyers Viper and Cobra--the former having attained the almost unrealizable speed of 37 knots an hour-- is now a matter of history, as are the later successes of the turbine steamers employed for passenger service by various railway companies and the Allan Steamship Co. We have before us a paper delivered some time ago by Mr. Parsons before one of our technical societies in which he had the temerity to suggest that Atlantic liners would one day be fitted with turbines of 30,000 I. H. P. We well remember that reception which this statement received in the hands of the many incredulous. engineers. It is not so very long ago, yet now the new express Cunarders under construction © have more than double the horsepower mentioned. It must not be forgotten that what we might also call an auxiliary invention has been instrumental in bringing about the triumph of the steam turbine. A good vacuum is abso- lutely essential for economical steam consumption. By means of the vacuum augmenter a rise of 114 in. was ob- tainable in the Manxman, which represented nearly 8 per cent addition of economy. The steam used by the jet in the augmenter was about 1%4 per cent, thus leaving a gain of over 6 per cent. It is news to many of us that there are at the present time twenty-five. leading ship building and engineering | firms in this country, as well as several foreign licensees, who have-acquired the right to build Parsons turbines. The original company cannot cope with the demand. There is one point with regard to the marine steam engine which will doubtless be settled at no distant date, and that is in 'connection with the economy to be gained either by wire-drawing or superheating the steam. It must be confessed that most marine men do not regard the super- heater with any feelings of delight, and the practice, at any rate, in the royal navy, has been to generate steam at a comparatively high pressure and to let it be wire-drawn down so that it is in reality used as superheated steam at a lower pressure to that at which it is generated. We have seen no records of this being done with the marine turbine, and it is quite obvious that this method would entirely eliminate any danger due to very wet steam, or rather steam with water injuring the blades; it is a subject that has probably been well considered. We await with interest the results of official trials in connection with the marine turbine, because we feel that there is taking place a silent revolution in naval matters which will affect in no small degree a numerous class of engineers who go down to the sea in ships. It appears to be a far more simple charge to look after turbines than the huge reciprocating masses necessary to develop the same horsepower, and we fancy that we see here another example where there will be need for less highly-trained technical experts. The advan- tage, or disadvantage, of this state of affairs is, of course, quite an open question, but the marine engineer who does not read and note the signs of the times in connection with his work may one day have a rude awakening. The efficient engineer should certainly take the necessary steps to master the details and principles of the ubiquitous steam turbine. --Engineering 'Times. Mr. Francis T. Bowles, president of the Fore River Ship Building Co., Quincy, Mass., with Attorney Samuel L. Powers, of Boston, representing thirteen ship building com- panies, appeared before the house committee on claims in Washington recently to explain a claim for $2,400,000 to reimburse the ship builders for losses of sixteen torpedo boat destroyers and twelve torpedo boats. The contracts for these vessels were let in 1898. The undertaking was exper- imental and unusual and unforeseen expenses made the cost exceed the contract prices considerably. The navy depart- ment is entirely familiar with the conditions and two secretaries of the navy have recommended the passage of the bill. Mr. Bowles' time was largely taken up in reviewing what had already been done, as the present committee on claims is unfamiliar with the subject. Others present at the hearing were George F. Lawley, of the George F. Lawley & Son Corporation, of South Boston, Mass., and Mr. John S. Hyde, representing the Bath Iron Works. ~ ofa