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TAE MarRINE REVIEW Per Passenger Vessels certified to carry No. of Trips : 3 made in Cost of Coal. Oil, Passengers per Ton Six Months and E. R. Staff Coal Burnt Percentage Increase Percentage Less Percentage less The a _ me aoe 80.5 42.5 80.8 Cc 33.6 20 29.7 D 106 58 7.8 Other interesting comparisons are furnished by the re- sults of the four steamers designed by Professor Biles for the Midland Railway Co. and = which formed the subject of a paper read by Professor Biles' partner, Mr. Gray, before the Institution of Naval Architects last year. One of the latest channel steamers to be fitted with turbine machinery is the Viking. She was built and en- gined on the Tyne for the Isle of Man Steam Packet Co., for their Liverpool to Douglas service. This vessel achieved the mean speed' of 23.53 knots on her official trial from Souter Point to Flamboro' Head and _ back. An abstract from the log of this vessel'on her first sea- son's running, last year, shows that during the months of June and July she made 31 trips between Liverpool and Douglas, and her average speed was 22.22 knots. In the month of July she made 15 trips between Douglas and Fleetwood at an average speed of 22.67 knots, and between Douglas and Dublin 3 trips, average speed 22.39 knots. By the courtesy of the Isle of Man Steam Packet Co., results are given in the, following table of the coal consumption, mileage, average speed, etc., of Viking, as compared with three other vessels on the same service. Viking B C D Length an ey .-| 850 feet 350 feet 330 feet 265 feet Breadth a ee . 42° 8 42 (" a0 Bt Draught ee a oe bie Io 10 ft.6in. | 10 ft. 6in Displacement Tons| 2400 2,940 =~ 1,520 Gross Tonnage 5 a 1990 2,140 1,657 937 No. of Passengers certi- fied to carry--No. 2 1950 awe 1,546 - 901 Limited Board of Trade : . a eee 7,870 9,577 12,072 nots oe s Coal per Season Tons| 4206 4,833 4,208 3,883 Average Speed of Service 29,9 20 19 17 Knots perhour ... : : : No. of Engineers, includ-) |4 Engineers|5 Engineers 4 Engineers/3 Engineers ing Greasers, but ex- . 3 Greasers |5 Greasers | 2 Greasers | 3 Greasers cluding Boiler Room { _-- 1 Fanman -- _ complement. i : 3 Cylinder | 2 Cylinder |Twin-Screw Turbines |Compound |Compound |_ Triple- Paddle Paddle |Expansion Tons of Coal per Knot .. 472 614 .439 cold Type of Machinery Five yachts have now been fitted with. Parson's marine turbines, viz., the Emerald, to the order of Sir Christopher Furness, M.. P.; the Lorena, for A. L. Barber, Bsq.; the Tarantula, for the late Colonel M'Calmont; the Narcissus, for E. M. Mundy, Esq., and the Albion, for Sir George Newnes. The two latest yachts fitted with the Parsons turbines are the Narcissus, built and engined by the Fairfield Ship Building Company, and the Albion, designed by Sir W. H. White, built by Messrs. Swan, Hunter & Wigham Richard- son, and engined by the Parsons Marine Steam Turbine Company. The propelling machinery of both'of these yachts, it is understood, has given every satisfaction since they were handed over to their respective owners. In yachts where a great deal of cruising is required be- low one-third to one-half power, cruising turbines could be fitted, if required, to assist the economy at the lower speeds. The 'Allan Line Steamship Co. were the first to introduce the turbine system to vessels of large size and moderate speed for Atlantic work, and the two vessels fitted, viz., the Victorian and the Virginian, gave very satisfactory results on -trial trip on a reduced draft. 31 ' It is understood they have done very good work whilst On service On the Liverpool-Canadian route during the season 1905, and have become very popular with pass- engers. The best mean speed over the passage between the two points of call has reached 17.2 knots per hour with an estimated I. H. P. of 12,600, and the coal consump- tion worked out about 1%4 pounds per estimated I. H, P. for all purposes. : As regards war vessels, the destroyers Velox and Eden _ were the next vessels following on the Viper to be built for the British admiralty. These two vessels were fitted with additional engines for obtaining economical results when cruising at low speeds. The. Velox 'was fitted with two small auxiliary reciprocating engines, whereas the Eden was fitted with two cruising turbines. When cruis- 'ing at low speeds, the steam from the boiler passes through the two cruising engines in the case of the Velox, and the two turbines in series in the case of the Eden, and thence to the main turbines and condensers. An efficient expansion of the steam is thus secured from the boiler to the condenser pzessure. The latest vessel to be fitted with turbines for the British admiralty was H. M. third-class cruiser Amethyst. This vessel is also fitted with cruising turbines, and the results of the trials give the comparative performances of the turbine machinery as compared with sister vessels ordered at the same time as the Amethyst, and of the same dimensions and lines, but fitted with reciprocating © engines. The trials of these ships unmistakably demon- strated the economy of the Parsons marine turbine as fitted in this class of vessel, and more especially at the higher powers. One of the greatest steps in the application of the tur- bine to marine propulsion was, undoubtedly, when the Cunard Steamship Co. after' thorough investiga- tion into the technical details and capabilities of the tur- bine by a committee of leading engineering experts, de- cided to adopt turbine machinery for their two new express linezs, designed to be the largest, fastest, and most power- ful vessels afloat. -- The author well remembers when Mr. Parsons, in one of the earlier papers, delivered before one of the leading technical association, previous to the King Edward be- ing tried, suggested that the proposal to fit Atlantic liners with turbines of 20,0c0 to 30,000 J. H. P. presented no great difficulties. The majority of engineers, who were im- bued with the idea that what Mr, Parsons was attempting was impossible, were rather startled, and yet, within the period of four years since the first mercantile vessel was built, the turbines for the express Cunarders are under construction, each of them move than double the horse- power mentioned by Mr, Parsons in the paper referred to, At the same time as it was arranged to fit the two ex- press Cunarders with Parsons' turbines, it was decided to fit one of the two intermediate Cunard liners, viz., the Carmania, then on order with Messrs. John Brown & Co., Clydebank, with turbines, thus fozming a direct compar- ison with the sister vessel, the Caronia, fitted with recipro- cating engines, and the results of the trials, which have appeared in Engineering and other leading papers, showed that the Carmania obtained a mean speed of 20.2 knots per hour, which was estimated to be about one knot faster than the Caronia under similar conditions, and on service the coal consumption on her first voyage has been report- ed to compare favorably with the very satisfacto-y per- formance of the Caronia in this respect. It may be of interest, at this stage, to mention a few points incidental to the application of the turbine system to different classes of vessels. It is desirable, for obvious reasons, that a turbine for a given efficiency should be