PRESIDENTIAL ADDRESS. 581 
sions. Contrary opinions have been expressed, but they either have been 
based upon incorrect data or have omitted consideration of the fact that 
in vessels of such great engine-power it was necessary to have time to perfect 
the organisation of the staff in order to secure uniform conditions of stoking 
and steam production, and to bring the ‘human element’ into a condition 
which would ensure the highest degree of efficiency in working the propelling 
apparatus. This necessity for time and training has been illustrated again 
and again in the case of new types of Transatlantic steamers, including 
some which held the record for speed prior to the appearance of the 
Cunarders. In the Lusitania and Mauretania the engine-power is fully 
60 per cent. greater than that of their swiftest predecessors, yet no similar 
allowance appears to have been thought necessary by some critics, who 
assumed that performances on the earlier voyages represented the maximum 
capabilities of the vessels. Subsequent events have shown this view to be 
fallacious and have justified the recommendation of the Turbine Com- 
mittee and the action of the Cunard directors. Allegations made in regard 
to excessive coal consumption have also been disproved by experience ; and 
in this respect the anticipations of the committee and of Mr. Parsons have 
been fully realised. 
The marvellous regularity maintained by the Mauretania on a long 
sequence of consecutive Transatlantic passages—made under varying and 
in many cases very adverse conditions of wind, weather, and sea—illustrates 
once more, and on an unprecedented scale, the influence which large dimen- 
sions have upon the power of maintaining speed at sea. Starting from 
the eastward passage, beginning on February 3rd last, and taking twelve 
passages (westward and eastward) which followed, the average speed for 
the thirteen passages, approaching 40,000 sea miles in length, has been 
254 knots; the lowest average speed in the series has been 25°2 knots, the 
highest average speed 25°88 knots. Many of the passages in this series were 
made in winter weather against strong winds and high seas, which would 
have considerably reduced the speed of her predecessors, but had small 
influence on the Mauretania. In many instances delays have been caused by 
fogs. 
On seven consecutive passages made since the beginning of last May the 
average speed of the Mauretania in covering about 20,000 sea-miles has been 
25°68 knots, the minimum speed for the passage having been 25°62 knots 
and the maximum 25°88 knots. On her contract trials the Mauretania 
maintained an average speed of 26°04 knots for a distance somewhat exceed- 
ing 1,200 knots, the steaming time being rather less than forty-eight hours. 
On the passage when she averaged 25°88 knots, she ran 1,215 knots from noon 
on June 17th to noon on June 19th (about forty-six hours), at an average 
speed of 26°23 knots, and by noon on the 20th had covered 1,817 knots at an 
average speed of 26°18 knots for 69 hours. The ship has, therefore, surpassed 
on service her performance on the contract trial. 
In view of the foregoing facts and of others of a similar nature, it is 
reasonable to assume that as experience is enlarged and information is 
accumulated in regard to forms of propellers likely to prove most efficient 
in association with quick-running turbines, sensibly improved performances 
will be obtained. At present, in comparisons made between the efficiency of 
reciprocating-engined ships and turbine-engined ships, the former have the 
great advantage attaching to long use and extended experiment; but this 
is not a permanent advantage, and it may be expected that good as the 
position is to which the marine steam turbine has attained in the brief 
period it has been in practical use, that position will be gradually improved. 
Whether or not other forms of propelling apparatus in their turn will 
surpass the steam turbine it would be unwise to predict. Internal com- 
bustion engines are regarded in some quarters as dangerous and probably 
successful rivals to steam turbines in the near future. Within certain 
