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DISCUSSION ON TWO PRECEDING PAPERS. 207 
I want to say in this connection, while it is not a direct discussion of the paper, 
that the same advantage which applies to this combination of reciprocating engine 
and turbine applies in many cases to the use of the turbine alone with electric trans- 
mission, and I want to call attention to just one specific case which I have recently 
investigated. Two years ago I presented a paper to this Society on the subject of 
electric propulsion, and I showed certain advantages which I believed to apply to 
that form of propulsion. I have worked out many cases since then, and I want to 
stand here and tell everybody who will listen that two years of careful thought and 
study have not changed my opinion one iota, but have strengthened it, and I want 
to tell of one specific case which I recently investigated, of a ship similar to a large 
Trans-Atlantic liner, a ship something like the Celtic, about 17,500 horse-power and 
a speed of about 17.5 knots. In that ship I can put in an electric equipment, using 
a generating unit which has actually been built and tested, and is completely under- 
stood. I can put in an electric propelling equipment which will weigh 500 tons less 
than the engines of the ship. Its water rate will be 2.5 pounds better than the water 
rates which Mr. Anderson has stated, and which the builders of the ship in question 
vouch for. If this ship was equipped and run on a regular Trans-Atlantic trade, the 
saving in coal, incident to her operation, would amount to about $20,000 a year. 
The saving in weight of coal carried would amount to something like 400 tons, so 
that her cargo capacity would be increased by 900 tons, and you would have a very 
much simpler equipment, requiring the employment of a much less number of men, 
and would have nothing on that ship which could, in any sense, be considered experi- 
mental. You would have motors of a very ordinary type, large, extremely large 
motors, but the electrical features in them would be those which are well understood 
and in common use. The turbine generating unit would be just such a generating 
unit as is now operating in many parts of the world. 
Furthermore, within very recent times better water rates have been produced 
in such high-speed generating units, so that, whereas the figures upon which this 
comparison is based, contemplate 11.5 pounds per shaft horse-power in this ship, 
with some of the very best turbine generating units which have been recently tested 
that result would come down to 10.5 pounds per shaft horse-power and a saving in 
weight of coal carried would be proportionately increased. And no engineer has 
yet come forward who could show any cause why these things are not true. 
I think it is the duty of thenavies of the world and the people who are responsible 
for the designing of the marine equipment to either use these methods or disprove 
their utility. 
THE PRESIDENT :—Is there any further discussion on this subject? 
Pror. H. C. SADLER, Member of Council:—I would like to ask the last speaker 
if he can give us any figures as to the comparative costs? 
