OT ee a 
APPLICATION TO VARIOUS CLASSES OF VESSELS. 203 
In a battleship or cruiser installation an arrangement of geared cruising 
turbines would effect a saving of at least 20 per cent. at a cruising speed of 
12 knots, this comparison being made with an installation having direct 
coupled cruising turbines. 
A further increase in economy can be obtained by increasing the coeffi- 
cients of the turbines. This would improve the results without any increase 
of machinery weight, due to a saving in the boiler-room installation. 
A further economy of steam consumption is realized by arranging to 
pass all available auxiliary exhaust steam at suitable stages into the turbines 
instead of passing this direct to the main condensers. 
In 1905 the total amount of Parsons turbine machinery of the marine 
type completed, amounted to about 270,000 horse-power. ; 
At the present time the total horse-power completed, and under con- 
struction amounts to approximately 6,400,000, of which about 5,300,000 is 
to be fitted in warships; of this total 1,900,000 horse-power has been ordered 
during this year. 
In the German Naval Programme of this year a total shaft horse-power 
amounting to 281,000 is being installed in ships fitted with Parsons turbine 
machinery, being 58 per cent. of the total ordered this year. 
DISCUSSION ON THE DICKIE AND ANDERSON PAPERS. 
THE PRESIDENT:—Gentlemen, you have heard the paper on “The Parsons 
Marine Steam Turbine and its Application to Various Classes of Vessels.’’ Is 
there any discussion on the paper? You will also recall that discussion is now in 
order on the paper entitled, ‘The Best Arrangement for Combined Reciprocating 
and Turbine Engines on Steamships,” by Mr. Dickie. 
Mr. R. C. MonrescLE, Member:—Mr. Dickie’s paper is interesting and timely, 
but I believe there are several points which are open to serious criticism. 
First, the proposal to make the center engine a 4-cylinder compound engine, 
instead of a 3-cylinder, or possibly a 4-cylinder triple expansion engine. Either of 
these types is more economical than the 4-cylinder compound—whether exhausting 
into a condenser at 8 pounds absolute pressure, or into a turbine at 30 pounds 
absolute pressure. The condition necessary to such economy being a mere increase 
of initial pressure. The reason for this additional economy being in the lesser 
amount of pressure or heat drop between the cylinders. 
Second, I do not think it necessary nor advisable to sacrifice the backing feature 
in the turbine, and such an arrangement should, I believe, be prohibited as a source 
