LAND AND WATER 
March 27, 1915 
the elements. After the first difficulties had been overcome, 
and engineers began to be less sceptical, it did not take a 
great deal of time to make the steam turbine a great success. 
The chief reason was that it was proved beyond doubt that 
the turbine exceeded the best type of reciprocating engine in 
steam economy. 
The success of the Parsons turbine on land led, in 1894, 
to the formation of a company for applying the steam turbine 
to marine purposes, and the famous Tttrhinia was built — a 
small boat 100 feet long, 9 feet beam, and a displacement of 
44 tons. The early e.xperiments were disappointing because 
the speed obtained was low. After several experiments it 
was found by Mr. Parsons that the speed of the 
propellers was much too high, due to the high turbine 
speed. By redesigning the propellers and tlie turbine 
machinery to enable a lower propeller speed to be obtained, 
success was attained in 1896, when speeds exceeding 
32 knots were obtained — a wonderful result for such a small 
vessel. By dividing the turbine into three separate ones, 
the steam doing work successively in each one, each driving 
a separate propeller, the speed of the turbine was much 
reduced, with a consequent increase in the propelling force. 
As a turbine cannot be reversed, a special astern turbine was 
installed on the centre shaft, which runs light when the 
vessel is moving forward. 
In 1898 the Admiralty ordered the ill-fated destroyers 
Cohra and Viper, having a displacement of 370 tons and 
390 tons respectively. The turbines were arranged some- 
what differently than in the Turhinia, there being four turbines 
in each boat — two high-pressure and two low-presstire ones — 
each driving a separate shaft. Remarkable results were 
obtained with both vessels. With the Viper a speed of 
37 knots was obtained on the measured mile, and the Cohra, 
on a three hours' trial, steamed at an average speed of 
34 6 knots. 
Unfortunately, the Viper was wrecked near the Channel 
Islands in August, 1901, and in September of the same year 
the Cobra was lost in a storm in the North Sea. These 
disasters had nothing whatever to do with the turbine 
installation. Experience with these vessels had shown that 
at high speeds the steam consumption was less than in boats 
fitted with reciprocating engines, but that at low speeds the 
steam consumption was rather greater. In the next destroyers 
— the Velox and the Eden — special " cruising " engines were 
installed. In the Velox two sets of reciprocating engines 
were installed to be used when steaming at about 12 knots, 
while in the Eden two small turbines were installed for a 
similar purpose. 
In 1902 the Admiralty decided to use steam turbines in 
the Amethyst — one of four third-class cruisers then building 
The three other ships — the Topaz, Diamond, and Sapphire — 
are of exactly the same dimensions and form of hull, but 
were fitted with the best tvpe of rec procating engines, so 
that an e.xcellent opportunity occurred for exact comparative 
trials. These light cruisers have a displacement of 3,000 tons, 
and were designed for a speed of 2i| knots. The Amethyst 
was fitted with two cruising turbines, one of the high-pressure 
and the other of the low-pressure type. 
{To be continued) 
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CONTENTS. Page 
ATHLETICS 78 
AVIATION 65 
BILLIARDS 61 
BOXING 84 
BKIDOE 75 
COURSING 61 
CKICKET 25 
CYCLING 88 
DAILY WANTS DlCTIONAliV 8 
DISTANCES (Comparative Tables of French and English) — 
FISHING 57 
FOOTBALL (Association) 34 
FOOTBALL (RURby) 40 
FRENCH OWNERS' COLOURS (with liiglish equivalent) — 
GOLF 43 
HOCKEY 45 
HUNTING 57 
LAWN TENNIS 48 
LIGHTING-UP TABLE 74 
MOTORING 71 
NEWMARKET COURSES (Lengths of) — 
OLYMPIC GAMES 39 
POLO 60 
BOWING 82 
SHOOTING 57 
STARTING PRICE READY KECKONEK ..54 
SWIMMING 8.i 
TURF 49 
WEIGHTS (Comparative Tables of French and English) . . — 
WRESTLING 84 
YACHTING 84 
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