APPLIED MECHANICS — LECORNXJ. 271 



The Review of 1905 mentioned the installation in Algeria of 

 Robert locomotives, where, in place of the ordhiary tubes plunged 

 in v/ater and through which the flames pass, the water passed through 

 tubes plunged in the flames. This type of locomotive boiler seems 

 especially suited for service where water of bad quality must be used 

 or with very high pressures. The C^ompagnie du Nord sent to the 

 exposition at Brussels a locomotive with water tubes of the type 

 called "Atlantic," rated at 18 kilograms; they noted that in order to 

 have a good water circulation it was necessary to have considerably 

 greater vaporization per square meter of surface than with ordinary 

 locomotives. 



Steam turbines, of which I spoke in detail in the 1903 and 1909 

 Reviews, receive more and more extended applications. The North 

 British Locomotive C^o., of Glasgow, lias consti*ucted a turbine loco- 

 motive. The turbine used is of the "impulsion" type; that is, it 

 receives the steam after complete detentions. This turbine, v/ith 

 3,000 revolutions per minute, drives a continuous-current dynamo 

 which in turn controls four dynamos mounted upon the driving 

 axles. The escaping vapor passes to an ejector condenser and is 

 returned to the heater by a feed pump. Since turbines do not require 

 the lubrication of a piston engine, the steam is not mixed with oil. 

 On the other hand, the suppression of the exhaust into free air makes 

 some other recourse necessary for utilizing the full motive power of 

 the steam. A ventilator is used. The locomotive is carried upon 

 two drivers, each driven by tw^o of the dynamos. The trials seem 

 to have been very satisfactory. The electric control assures the 

 desired flexibility in speed and makes reversal possible. I stated 

 in 1909 that Navor had proposed an analogous solution for the use 

 of marine turbines. 



Another turbine locomotive was made at Milan. In this engine 

 the distributor reduces the pressure of the steam from that of the 

 boiler to that of the envelope of the turbme. The latter has four 

 groups of paddles working in turn. When great speed is necessary 

 the steam propels only the first group of blades, at reduced speed, 

 the several groups. In order to change speed the number of blades 

 may be doubled by reversing their curvature. This locomotive has 

 a heater of 65 square meters surface and was rated at 9 kilograms 

 and furnished 100 horsepower. It was only an experimental loco- 

 motive. The advantages shown from these experiments were: 

 The possibility of very great speeds, economy in lubrication, the 

 suppression of oscillations, better utilization of the fuel, reduction 

 of the upkeep expense, and facility of management and reversal. 



The development of marine turbines continues. Without restating 

 what I have given in previous papers, I would add that Yarrow 



