ELECTRIC PROPULSION OF A; .BATTLESHIP. 87 



of speed. There seems, therefore, to be a possibihty that some of the propeller advantage 

 may be in the drive after all. 



Something has been said about the size of casing. I will say that I think the casing 

 which covers the movable part of the California's turbine is smaller than any casing talked 

 about here this afternoon, so we are not very much at a disadvantage in that respect. If 

 you will look at the plates, you will see that the turbine of the California, as shown there, 

 consists of a high-pressure end and an exhaust end. The part which lifts does not include 

 the exhaust end, which connects to the condenser. The hood which connects to the condenser 

 on this part is empty, and when the other part of the turbine casing, as shown, is lifted,, 

 the whole thing is in your hands. 



There need be no speculation as to the economy of the Jupiter, for the reason that her 

 turbine was tested in Schenectady delivering power to a water box — it was inspected by the 

 government engineers while it was being tested. Its water rate, under the conditions spec- 

 ified, was accurately determined with a various degree of superheat and pressure, at vari- 

 ous speeds, and at loads which exactly correspond to those at which it operates when run- 

 ning the ship. In the tests on the ship the water was measured by carefully calibrated tanks, 

 and while in running the auxiliaries were not measured, the same condition was created 

 in the operation of auxiliaries with main unit not running, and the measurement of the 

 water used by the auxiliaries was taken. These water rates stated in the report of the trials 

 of the Jupiter are corrected for the separately measured water consumption of the 

 auxiliaries. 



Then there were certain corrections due to the fact that there was moisture coming over 

 from the boilers with the steam. There was also a difference of vacuum and a considerable 

 discrepancy in steam pressure from the conditions specified. When duly corrected for these 

 differences, these curves of the test of the Jupiter's turbine, made in her final trials, agree 

 exactly with those made in Schenectady. 



Furthermore, the result is nothing phenomenal or unusual, because I can show you 

 twenty turbine tests which agree with it exactly and which, with normal electrical apparatus, 

 will give just such results as are shown on the Jupiter. 



As for the tests on the California, there are several turbines operating right in this 

 city which, if put into the California, would give better results than those which I have 

 shown. They might not be exactly suited to the case, but if you made room for them and 

 ran them you would get the water rate. 



The question has been brought up as to the relative economy of turbines and recipro- 

 cating engines on shipboard. That is a very hard thing to get at. You can get at lots of 

 comparisons of the character which have been made here, as to the records of the water 

 consumption of some ship, or how much coal she burned, but when it gets down to measuring 

 the water rate and measuring the power delivered to the propeller, the marine engineers 

 have not done it. I have searched diligently to find this comparison, but the only just com- 

 parison I have secured has been obtained from Sir Charles Parsons. He has been in 

 exactly the same situation as I have; he wanted to convince the world he had something that 

 was of advantage. In connection with his geared ships, he has made certain comparisons — 

 I dare say he has more now, maybe, than these I have, but they are very good and inter- 

 esting. In the first place, in his original ship, the Vespasian, he had her engines in good order, 

 ran a voyage, investigated exactly what the auxiliary used, and found out what the main 

 engine used by means of water measurements and the indicator. He then put his geared 



