Sn-Z The Hon. Charles A. Parsons [May 4, 



as cheaply for electro-chemical purposes as it can be produced at 

 Niao^ara and some other large centres of water power. 



The chief items in which saving lias resulted as compared with 

 the reciprocating engine are : the total capital cost of the station is 

 reduced by from 25 per cent, to 40 per cent. ; the reduction in the 

 cost of fuel and boilers is between 10 per cent, and 30 per cent., and 

 the consumption of oil is reduced to one-sixth, while the engine-room 

 staff is reduced by 25 per cent, to 50 per cent. 



As to the economic results of turbine vessels compared with 

 vessels propelled with piston-engines, reliable statistics are available. 



In 1897, the "Turbinia" was found to have an economy in steam 

 per horse-power developed, equal to, if not superior to, that of similar 

 vessels propelled by reci^Drocating engines ; and later, in 1903, she was 

 again tried with modified propellers as now generally used which 

 gave a further increase of efficiency of about 10 per cent, over the 

 1897 trials. 



In 1902, the first turbine passenger boat, "King Edward," on the 

 Clyde, was found to consume about 15 per cent, less coal than a similar 

 vessel propelled by triple expansion engines and twin screws. 



In the diagram. Fig. 6, is shown the principal running expenses 

 of the turbine steamer " Queen," plying between Dover and Calais, 

 compared with other three vessels on the same service. The cost of 

 coal, engine-room staff, and oil, are shown in terms of the number of 

 passengers each vessel is capable of carrying. 



The statistics of the turbine vessels " Onward " and " Invicta," 

 on the Boulogne and Folkestone route, have confirmed these results. 



The trials of the third-class cruiser "Amethyst," in 1904, and of 

 her sister vessel the " Topaz," propelled by triple expansion engines 

 and twin screws, showed that, at a speed of 11 knots, the consumption 

 of steam was the same in botli vessels, but, as the speeds were increased, 

 the turbine vessel gained relatively in economy, and at 18 knots was 

 15 per cent, more economical, and at 2oi knots 31 per cent., and at 

 full speed 36 per cent. Her superior economy in coal enabled her 

 to reach a speed of 23-63 knots, or Ij knots more than the "Topaz," 

 on the same coal allowance. The results of the trials also showed 

 that, at a speed of 20 knots, the " Amethyst " could steam about 50 per 

 cent, more miles than the " Topaz " on the same quantity of coal. 



The experience as regards Atlantic liners is as yet limited to 

 three vessels, the " Virginian," the " Victorian," and the " Carmania." 

 The first two are of the Allan line, 520 feet in length, 15,000 tons 

 displacement, and 12,000 horse-power, with a sea-speed of from 16 to 

 17 knots. 



These vessels have been running since the spring of 1905, and 

 the consum])tion of coal has been estimated to be no more, and 

 probably less, than would have been the case had they been fitted 

 with the most economical engines of ordinary type. 



The Cunard liner "Carmania," of 672 feet "in leno-th, 30,000 tons 



